Chrysler Le Baron Chrhysler 1993 Workshop Manual

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LUBRICATION AND MAINTENANCE

CONTENTS

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CHASSIS AND BODY .................... 19

DRIVETRAIN ........................... 16

GENERAL INFORMATION

INDEX

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Classification of Lubricants .................. 1

Fluid Capacities .......................... 4

Fuel Usage .............................. 1

Hoisting Recommendations .................. 5

Introduction .............................. 1

INTRODUCTION

Chrysler Corporation has compiled recommended lubrication and maintenance schedules and procedures to help reduce premature wear or failure over a broad range of operating conditions. When selecting the proper maintenance schedule, the climate and operating conditions must be considered. A vehicle subjected to severe usage requires service more frequently than a vehicle used for general transportation.

PARTS AND LUBRICANT RECOMMENDATIONS

When service is required, Chrysler Corporation recommends that only Mopart brand parts, lubricants and chemicals be used. Mopart provides the best engineered products for servicing Chrysler Corporation vehicles.

SEVERE SERVICE

If a vehicle is operated under any of the following conditions, it is considered severe service.

• Extremely dusty areas.

• 50% or more of vehicle operation in 32°C (90°F) or

higher temperatures.

• Prolonged idling ( such as, vehicle operation in stop and go traffic).

• Frequent short running periods. Not allowing engine to warm to operating temperatures.

• Police or taxi usage.

ENGINE ................................ 8

GENERAL INFORMATION .................. 1

Jump Starting Procedure .................... 4

Parts and Lubricant Recommendations ......... 1

Parts Requiring No Lubrication ............... 4

Severe Service ........................... 1

Towing Recommendations ...................7

FUEL USAGE

All Chrysler Corporation engines require the use of unleaded fuel to reduce exhaust emissions. Use fuel with a minimum octane rating of 87,(R + M)/2. See Engine section of this group for Fuel Recommendations.

CLASSIFICATION OF LUBRICANTS

Only lubricants that are endorsed by the following organizations standards should be used to service a Chrysler Corporation vehicle.

• Society of Automotive Engineers (SAE)

• American Petroleum Institute (API)

• National Lubricating Grease Institute (NLGI)

ENGINE OIL

SAE GRADE RATING INDICATES ENGINE OIL VISCOSITY

• SAE 30 = single grade engine oil.

• SAE 5W-30 = multiple grade engine oil.

API QUALITY CLASSIFICATION.

• SG service engine oil is a high quality crankcase lubricant designed for use in all naturally aspirated engines.

• SG/CD service engine oil is a high quality crankcase lubricant designed for use in most naturally aspirated and turbocharged gasoline or diesel engines.

GEAR LUBRICANTS

SAE ratings also apply to multiple grade gear lubricants. In addition, API classification defines the lubricants usage.

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LUBRICATION AND MAINTENANCE SCHEDULES

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LUBRICANTS AND GREASES

Lubricating grease is rated for quality and usage by the NLGI. All approved products have the NLGI symbol on the label.

At the bottom NLGI symbol is the usage and quality identification letters. Wheel bearing lubricant is identified by the letter ‘‘G’’. Chassis lubricant is identified by the letter ‘‘L’’. The letter following the usage letter indicates the quality of the lubricant. The following symbols indicate the highest quality.

NLGI SYMBOL

FLUID CAPACITIES

Fuel Tank

AP,AG and AJ......................................53 L (14 gal.)

AA,AC and AY.....................................60 L (16 gal.)

AA-Flexible Fuel..................................68 L (18 gal.)

Engine Oil

All.........................................................3.8 L (4.5 qts.)

Cooling System

2.2L ......................................................8.5 L (9.0 qts.)

2.5L ......................................................8.5 L (9.0 qts.)

3.0L ......................................................9.0 L (9.5 qts.)

3.3L ......................................................9.0 L (9.5 qts.)

3.8L ......................................................9.0 L (9.5 qts.)

Includes heater and coolant recovery bottle

Automatic Transaxle

Estimated Service Fill

ALL......................................................3.8 L (4.0 qts.)

Overhaul Fill Capacity with Torque Converter

Empty

3-speed Fleet .......................................8.7 L (9.2 qts.)

3-speed .................................................8.2 L (8.8 qts.)

4-speed Electronic ................................9.4L (9.9 qts.)

Manual Transaxle

All..........................................................9.4L (9.9 qts.)

Fill to bottom of fill hole.

Power Steering

All...........................................................75L (1.5 pts.)

PARTS REQUIRING NO LUBRICATION

Many components on a Chrysler Corporation vehicle require no periodic maintenance. Some components are sealed and permanently lubricated. Rubber bushings can deteriorate or limit damping ability if lubricated. The following list of components require no lubrication:

• Air Pump

• Generator Bushings

• Drive Belts

• Drive Belt Idler/Tensioner Pulley

• Front Wheel Bearings

• Rubber Bushings

• Starter Bearings/Bushings

• Suspension Strut Bearings

• Throttle Control Cable

• Throttle Linkage

• Water Pump Bearings

JUMP STARTING PROCEDURE

WARNING: REVIEW ALL SAFETY PRECAUTIONS AND WARNINGS IN GROUP 8A, BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS.

DO NOT JUMP START A FROZEN BATTERY, PER-

SONAL INJURY CAN RESULT.

DO NOT JUMP START WHEN BATTERY INDICA-

TOR DOT IS YELLOW OR BRIGHT COLOR.

DO NOT ALLOW JUMPER CABLE CLAMPS TO TOUCH EACH OTHER WHEN CONNECTED TO A BOOSTER SOURCE.

DO NOT USE OPEN FLAME NEAR BATTERY.

REMOVE METALLIC JEWELRY WORN ON HANDS OR WRISTS TO AVOID INJURY BY ACCIDENTAL ARCHING OF BATTERY CURRENT.

WHEN USING A HIGH OUTPUT BOOSTING DEVICE, DO NOT ALLOW BATTERY VOLTAGE TO EXCEED 16 VOLTS. REFER TO INSTRUCTIONS PROVIDED WITH DEVICE BEING USED.

CAUTION: When using another vehicle as a booster, do not allow vehicles to touch. Electrical systems can be damaged on either vehicle.

TO JUMP START A DISABLED VEHICLE:

(1) Raise hood on disabled vehicle and visually inspect engine compartment for:

• Battery cable clamp condition, clean if necessary.

• Frozen battery.

• Yellow or bright color test indicator, if equipped.

• Low battery fluid level.

• Generator drive belt condition and tension.

• Fuel fumes or leakage, correct if necessary.

CAUTION: If the cause of starting problem on disabled vehicle is severe, damage to booster vehicle charging system can result.

(2) When using another vehicle as a booster source, turn off all accessories, place gear selector in park or neutral, set park brake and operate engine at 1200 rpm.

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(3) On disabled vehicle, place gear selector in park or neutral and set park brake. Turn off all accessories.

(4) Connect jumper cables to booster battery. RED clamp to positive terminal (+). BLACK clamp to negative terminal (-). DO NOT allow clamps at opposite end of cables to touch, electrical arc will result (Fig. 1). Review all warnings in this procedure.

(5) On disabled vehicle, connect RED jumper cable clamp to positive (+) terminal. Connect BLACK jumper cable clamp to engine ground as close to the ground cable attaching point as possible (Fig. 1).

IS REMOVED FROM A VEHICLE, THE CENTER OF GRAVITY IS ALTERED MAKING SOME HOISTING CONDITIONS UNSTABLE. PROPERLY SUPPORT OR SECURE VEHICLE TO HOISTING DEVICE WHEN THESE CONDITIONS EXIST.

TO HOIST OR JACK VEHICLE SEE FIG. 2 THROUGH 7:

Fig. 1 Jumper Cable Clamp Connections

CAUTION: Do not crank starter motor on disabled vehicle for more than 15 seconds, starter will overheat and could fail.

(6) 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 seconds, stop cranking engine and allow starter to cool (15 min.), before cranking again.

DISCONNECT CABLE CLAMPS AS FOLLOWS:

• Disconnect BLACK cable clamp from engine ground on disabled vehicle.

• When using a Booster vehicle, disconnect BLACK cable clamp from battery negative terminal. Disconnect RED cable clamp from battery positive terminal.

• Disconnect RED cable clamp from battery positive terminal on disabled vehicle.

HOISTING RECOMMENDATIONS

Refer to Owner’s Manual provided with vehicle for proper emergency jacking procedures.

WARNING: THE HOISTING AND JACK LIFTING POINTS PROVIDED ARE FOR A COMPLETE VEHICLE. WHEN THE ENGINE OR REAR SUSPENSION

Fig. 2 Hoisting and Jacking Points—AY Body

Fig. 3 Hoisting and Jacking Points—AC Body

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Fig. 4 Hoisting and Jacking Points—AA Body

Fig. 5 Hoisting and Jacking Points—AG Body

Fig. 6 Hoisting and Jacking Points—AJ Body

Fig. 7 Hoisting and Jacking Points—AP Body

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TOWING RECOMMENDATIONS

RECOMMENDED TOWING EQUIPMENT

To avoid damage to bumper fascia and air dams use of a wheel lift or flat bed towing device (Fig. 8) is recommended. When using a wheel lift towing device, be sure the unlifted end of disabled vehicle has at least 100 mm (4 in.) ground clearance. If minimum ground clearance cannot be reached, use a towing dolly. If a flat bed device is used, the approach angle should not exceed 15 degrees.

Fig. 8 Recommended Towing Devices

GROUND CLEARANCE

CAUTION: If vehicle is towed with wheels removed, install lug nuts to retain brake drums or rotors.

A towed vehicle should be raised until lifted wheels are a minimum 100 mm (4 in) from the ground. Be sure there is adequate ground clearance at the opposite end of the vehicle, especially when towing over rough terrain or steep rises in the road. If necessary, remove the wheels from the lifted end of the vehicle and lower the vehicle closer to the ground, to increase the ground clearance at the opposite end of the vehicle. Install lug nuts on wheel attaching studs to retain brake drums or rotors.

WARNING: DO NOT ALLOW TOWING ATTACHMENT DEVICES TO CONTACT THE FUEL TANK OR LINES, FUEL LEAK CAN RESULT.

DO NOT LIFT OR TOW VEHICLE BY FRONT OR REAR BUMPER, OR BUMPER ENERGY ABSORBER UNITS.

DO NOT VENTURE UNDER A LIFTED VEHICLE IF NOT SUPPORTED PROPERLY ON SAFETY STANDS.

DO NOT ALLOW PASSENGERS TO RIDE IN A TOWED VEHICLE.

USE A SAFETY CHAIN THAT IS INDEPENDENT FROM THE TOWING ATTACHMENT DEVICE.

CAUTION: Do not damage brake lines, exhaust system, shock absorbers, sway bars, or any other under vehicle components when attaching towing device to vehicle.

Remove or secure loose or protruding objects from a damaged vehicle before towing.

Refer to state and local rules and regulations before towing a vehicle.

Do not allow weight of towed vehicle to bear on lower fascia,

air dams, or spoilers.

TOWING—FRONT WHEEL LIFT

Chrysler Corporation recommends that a vehicle be towed with the front end lifted, whenever possible.

TOWING—REAR WHEEL LIFT

If a front wheel drive vehicle cannot be towed with the front wheels lifted, the rear wheels can be lifted provided the following guide lines are observed.

CAUTION: Do not use steering column lock to secure steering wheel during towing operation.

LOCKED VEHICLE TOWING

When a locked vehicle must be towed with the front wheels on the ground, use a towing dolly or flat bed hauler.

FLAT TOWING WITH TOW BAR

• 4-speed automatic transaxle vehicles can be flat towed at speeds not to exceed 72 km/h (44 mph) for not more than 160 km (100 miles). The steering column must be unlocked and gear selector in neutral.

• 3-speed automatic transaxle vehicles can be flat towed at speeds not to exceed 40 km/h (25 mph) for not more than 25 km (15 miles). The steering column must be unlocked and gear selector in neutral.

• Manual transaxle vehicles can be flat towed at any legal highway speed with no distance restrictions. The steering column must be unlocked and gear selector in neutral.

• Unlock steering column and secure steering wheel in straight ahead position with a clamp device designed for towing.

• Verify that front drive line and steering components are in good condition.

• 4-speed automatic transaxle vehicles can be towed at speeds not to exceed 72 km/h (44 mph) for not more than 160 km (100 miles). The gear selector must be in neutral position.

• 3-speed automatic transaxle vehicles can be towed at speeds not to exceed 40 km/h (25 mph) for not more than 25 km (15 miles). The gear selector must be in neutral position.

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ENGINE

INDEX

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Engine Oil Filter ..........................9

Battery ................................ 15

Crankcase Ventilation System ............... 13

Drive Belts ............................. 14

Emission Control System ................... 14

Engine Air Cleaner ....................... 11

Engine Cooling System .................... 10

FREQUENCY OF ENGINE OIL AND FILTER CHANGES

ENGINE OIL

Road conditions as well as your kind of driving affect the interval at which your oil should be changed. Check the following to determine if any apply to you:

• Frequent short trip driving less than 8 kilometers (5 miles)

• Frequent driving in dusty conditions

• Frequent trailer towing

• Extensive idling (such as vehicle operation in stop

and go traffic)

• More than 50% of your driving is at sustained high speeds during hot weather, above 32°C (90°F)

If any of these apply to you then change your engine oil every 4 800 kilometers (3,000 miles) or 3 months, whichever comes first.

If none of these apply to you then change your oil every 12 000 kilometers (7,500 miles) or 6 months, whichever comes first.

If none of these apply and the vehicle is in commercial type service such as, Police, Taxi or Limousine and principally used for highway driving of 40 kilometers (25 miles) or more between stations, the engine oil should be changed every 8 000 kilometers (5,000 miles) or 6 months, whichever comes first.

FLEXIBLE FUEL VEHICLES

Flexible fuel is corrosive and contributes to engine oil contamination. When flexible fuel is being used, the engine oil should be changed every 8 000 kilometers (5,000 miles) or 6 months, whichever comes first.

OIL FILTER

The engine oil filter should be replaced with a new filter at every second oil change.

ENGINE OIL

WARNING: NEW OR USED ENGINE OIL CAN BE IRRITATING TO THE SKIN. AVOID PROLONGED OR REPEATED SKIN CONTACT WITH ENGINE OIL. CONTAMINANTS IN USED ENGINE OIL, CAUSED BY INTERNAL COMBUSTION, CAN BE HAZARDOUS

Engine Oil ............................... 8

Frequency of Engine Oil and Filter Changes ..... 8

Fuel Filter .............................. 14

Fuel Recommendations .................... 14

Ignition Cables, Distributor Cap, and Rotor ..... 14

Rubber and Plastic Component Inspection ...... 15

Spark Plugs ............................ 14

TO YOUR HEALTH. THOROUGHLY WASH EXPOSED SKIN WITH SOAP AND WATER.

DO NOT WASH SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR SOLVENTS, HEALTH PROBLEMS CAN RESULT.

DO NOT POLLUTE, DISPOSE OF USED ENGINE OIL PROPERLY. CONTACT YOUR DEALER OR GOVERNMENT AGENCY FOR LOCATION OF COLLECTION CENTER IN YOUR AREA.

BREAK-IN PERIOD

CAUTION: Wide open throttle operation in low gears, before engine break-in period is complete, can damage engine.

On a Chrysler Corporation vehicle an extended break-in period is not required. Driving speeds of not over 80-90 km/h (50-55 mph) for the first 100 km (60 miles) is recommended. Hard acceleration and high engine rpm in lower gears should be avoided.

SELECTING ENGINE OIL

CAUTION: Do not use non-detergent or straight mineral oil when adding or changing crankcase lubricant. Engine or Turbocharger failure can result.

The factory fill engine oil is a high quality, energy conserving, crankcase lubricant. The Recommended SAE Viscosity Grades chart defines the viscosity grades that must be used based on temperature in the region where vehicle is operated and optional equipment.

NON-FLEXIBLE FUEL VEHICLES

Chrysler Corporation recommends that Mopar motor oil, or equivalent, be used when adding or changing crankcase lubricant. The API symbol (Fig. 1) on the container indicates the viscosity grade, quality and fuel economy ratings of the lubricant it contains. Use ENERGY CONSERVING II motor oil with API SERVICE SG or SG/CD classification.

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• SG service engine oil is a high quality crankcase lubricant designed for use in all naturally aspirated engines. If SG service engine oil is used in turbo-

charged engine, change engine oil at every 4 800 km (3,000 miles) or three months.

• SG/CD service engine oil is a high quality crankcase lubricant designed for use in most naturally aspirated and turbocharged gasoline or diesel engines.

RECOMMENDED VISCOSITY GRADES

face. With engine OFF, allow enough time for oil to settle to bottom of crankcase, remove engine oil level indicator (dipstick) and wipe clean. Install dipstick and verify it is seated in the tube. Remove dipstick, with handle above tip, take oil level reading (Fig. 2). Add oil only if level is below MIN or ADD mark on dipstick.

Fig. 2 Oil Level Indicator Dipstick—Typical

ENGINE OIL CHANGE

Change engine oil at mileage and time intervals described in Lubrication and Maintenance Schedules. Position the vehicle on a level surface. Hoist and support vehicle on safety stands. Refer to Hoisting and Jacking Recommendations in this group. Place a suitable 3.8 liter (4 qt.) drain pan under crankcase drain. Remove drain plug from crankcase. Inspect drain plug threads for stretching or other damage. Replace drain plug and gasket if damaged. Install drain plug in crankcase. Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section. Start engine and inspect for leaks. Stop engine and inspect oil level.

Fig. 1 API Symbol

FLEXIBLE FUEL VEHICLES

Vehicles operated using Flexible Fuel (M85) require engine oil that meet or exceed Chrysler Standard MS-9214. Mopar Flexible Fuel engine oil or equivalent should be used when adding or changing crankcase lubricant. The API symbol (Fig. 1) on the container indicates the viscosity grade, quality and fuel economy ratings of the lubricant it contains. Use ENERGY CONSERVING II motor oil with API SERVICE SG or SG/CD classification.

ENGINE OIL ADDITIVES

Chrysler Corporation recommends that Mopar Engine Oil Supplement or equivalent be used when friction and corrosion reducing materials added to the crankcase lubricant is desired.

CRANKCASE OIL LEVEL INSPECTION

CAUTION: Do not overfill crankcase with engine oil, oil foaming and oil pressure loss can result.

Inspect engine oil level approximately every 800 kilometers (500 miles). Position vehicle on level sur-

ENGINE OIL FILTER

SELECTING OIL FILTER

Chrysler Corporation recommends a Mopar or equivalent oil filter be used when replacement is required. A replacement filter must be designed to withstand 1756 kPa (256 psi) of internal pressure.

OIL FILTER REPLACEMENT

Position a drain pan under the oil filter. Using a suitable oil filter wrench (Fig. 3) loosen filter. When filter separates from adapter nipple, tip gasket end upward to minimize oil spill. Remove filter from vehicle. With a wiping cloth, clean the gasket sealing surface (Fig. 4) of oil and grime. Wipe off oil residue from below oil filter adapter.

TO INSTALL NEW OIL FILTER:

Lightly lubricate oil filter gasket with engine oil or chassis grease. Thread filter onto adapter nipple. When gasket makes contact with sealing surface, tighten filter one full turn. If necessary use a filter wrench, do not over tighten. Add oil, verify crankcase oil level and start engine. Inspect for oil leaks.

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Do not operate vehicle without proper concentration of recommended ethylene glycol coolant, high running temperatures and cooling system corrosion can result.

The engine cooling system will develop internal pressure of 97 to 123 kPa (14 to 18 psi) at normal operating temperature. Allow the vehicle approximately one half hour to cool off before opening the cooling system. As an indicator of pressure, squeeze the upper radiator hose between index finger and

Fig. 3 Remove Oil Filter

Fig. 4 Install Oil Filter

ENGINE COOLING SYSTEM

WARNINGS AND PRECAUTIONS

WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL BASE COOLANT AND IS HARMFUL IF SWALLOWED OR INHALED. IF SWALLOWED, DRINK TWO GLASSES OF WATER AND INDUCE VOMITING. 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 RUNNING TEMPERATURE, PERSONAL INJURY CAN RESULT.

AVOID RADIATOR COOLING FAN WHEN ENGINE COMPARTMENT RELATED SERVICE IS PERFORMED, PERSONAL INJURY CAN RESULT.

CAUTION: Do not use straight antifreeze as engine coolant, inadequate engine running temperatures can result.

thumb. If it collapses with little effort the system would have low internal pressure and should be safe to open to the first safety notch of the radiator cap. Refer to Group 7, Cooling System.

COOLING SYSTEM INSPECTION

Coolant level (Fig. 5) should be inspected when other engine compartment service is performed or when coolant leak is suspected. Coolant recovery tank level should read between the MIN and MAX marks, located on the side of recovery tank, when the engine is at normal operating temperature. Normal coolant level maintenance does not require the removal of radiator cap. Cooling system freeze protection should be tested at the onset of the winter season or every 12 months. Service is required if coolant is low, contaminated, rusty or freeze protection is inadequate. To properly test cooling system, see Group 7, Cooling System.

Fig. 5 Coolant Recovery Tank

The cooling system factory fill is a mixture of 50% Glycol based antifreeze and 50% water. Using a suitable hydrometer, measure antifreeze concentration in the radiator when the engine is cool. If the cooling system has recently been serviced, allow coolant to circulate for at least 20 minutes before taking hydrometer reading. Properly mixed coolant will protect the cooling system to -37°C (-35°F). If the freeze protection is above -28°C (-20°F), drain enough coolant from the cooling system to allow room to add an-

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tifreeze to achieve adequate protection. A mix table on the coolant container indicates the amount of antifreeze required to winterize the cooling system based on the capacity, see Capacity Chart in General Information section of this group.

SELECTING ANTIFREEZE

Chrysler Corporation recommends Mopar Antifreeze/Summer Coolant, or equivalent be used to winterize and protect cooling system.

RADIATOR CAP

The radiator cap must be secure to provide proper pressure release and coolant recovery. Inspect and test radiator cap when cooling system service is performed or when problem is suspected.

COOLING SYSTEM SERVICE

The cooling system should be drained, flushed and filled with the proper coolant mixture at the intervals described in the Lubrication and Maintenance Schedules. Refer to General Information section of this group. For proper service instructions see Group 7, Cooling System.

ply small amount of engine oil. If a metallic mesh is used to retain fiber filter, clean mesh with solvent and reuse.

(5) Clean inside of air cleaner cover and body with

vacuum or compressed air. If oily, wash with solvent.

To Install, reverse the preceding operation.

Fig. 6 Air Cleaner—3.0L Engine

ENGINE AIR CLEANER

The engine air cleaner should be serviced at the intervals described in the Lubrication and Maintenance Schedules. Refer to General Information section of this group. Additional information can be found in Group 14, Fuel System and Group 25, Emission System. Inspect all air cleaner hoses or tubes for damage or leaks when other engine compartment service is performed. Replace faulty components.

AIR CLEANER SERVICE

CAUTION: The air cleaner cover must be installed properly for the emissions system and engine controller to function correctly.

Do not immerse paper air filter element or temperature sensor in cleaning solvents, damage can result.

TO SERVICE AIR CLEANER ASSEMBLY:

(1) Raise hood of vehicle and inspect all air cleaner components for damage or improper attachment.

(2) Remove air cleaner cover (Fig. 6, 7, 8, 9, or 10).

(3) Remove paper air filter element from air cleaner body. Hold a shop light on throttle body side of element. Inspect air intake side of element. If light is visible through element, blow dust from element (Fig. 11) and reuse. If element is saturated with oil or light is not visible, replace filter. If element is saturated with oil, perform crankcase ventilation system tests.

(4) Remove fiber crankcase filter (Fig. 6, 7, 8, 9, or

10) and clean with solvent, squeeze filter dry and ap-

Fig. 7 Air Cleaner—Flexible Fuel Engine

Fig. 8 Air Cleaner—16 Valve Engine

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Fig. 9 Air Cleaner—2.2L or 2.5L EFI Engine

Fig. 10 Air Cleaner—3.3L or 3.8L Engine

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Fig. 11 Cleaning Air Filter Element

Fig. 14 PCV System—3.3L or 3.8L Engine

Fig. 12 PCV System—3.0L Engine

Fig. 13 PCV System—Flexible Fuel Engine

Fig. 15 PCV System—2.2L or 2.5L EFI Engine

CRANKCASE VENTILATION SYSTEM

Engine crankcase pressure and emissions are vented into combustion chambers through the positive crankcase ventilation (PCV) system. The PCV system consists of a crankcase filter (Fig. 6, 7, 8, 9, or 10), PCV valve (Fig. 12, 13, 14 or 15) and hoses to complete a vacuum circuit. The PCV system should have enough volume to overcome crankcase pressure created by piston backwash. If a PCV system becomes plugged, the crankcase pressure will increase and force engine oil past the piston rings creating oil consumption. Blockage of PCV system can occur at the vacuum source coupling, PCV valve, crankcase filter or a collapsed hose.

Chrysler Corporation recommends that a PCV valve not be cleaned. A new Mopar or equivalent PCV valve should be installed when servicing is required. Over a period of time, depending on the environment where vehicle is used, deposits build up in the PCV vacuum circuit. PCV system should be inspected at every oil change. Service PCV system if engine oil is discharged into air cleaner.

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PCV SYSTEM TEST

Refer to group 25, Emission Control System for

proper procedures to test PCV system.

FUEL RECOMMENDATIONS

Chrysler Corporation recommends that only fuel purchased from a reputable retailer be used. Use high quality, unleaded gasoline to provide satisfactory driveability and highest fuel economy. Gasoline containing detergent and corrosion control additives are desireable. If the engine develops spark knock (audible ping), poor performance, hard starting or stalling, purchase fuel from another source. Engine performance can vary when using different brands of gasoline with the same octane rating. Occasional light engine spark knock under heavy acceleration, at low speed or when vehicle is heavily loaded is not harmful. Extended periods of spark knock under moderate acceleration or at cruising speed can damage the engine. The cause of excessive spark knock condition must be diagnosed and corrected. For diagnostic procedures refer to Group 14, Fuel System and Powertrain Diagnostic Procedures manual.

SELECTING GASOLINE

CAUTION:Do not use fuel containing METHANOL (methyl or wood alcohol), damage to fuel system will result.

Do not use leaded gasoline, damage to catalytic converter will result and vehicle will not conform to emission control standards.

ETHANOL, MTBE OR ETBE BLENDS

All Chrysler Corporation vehicles are designed to use unleaded gasoline ONLY. Gasohol blends, containing 10% Ethanol (ethyl or grain alcohol) 90% unleaded gasoline can be used provided it has adequate octane rating.

Fuel blends containing up to 15% MTBE (Methyl Tertiary Butyl Ether) and 85% unleaded gasoline can be used. Fuel blends containing up to 17% ETBE (Ethyl Tertiary Butyl Ether) and 83% unleaded gasoline can also be used.

Fuel blended with ethanol, MTBE or ETBE are also referred to as reformulated or clean air gasoline. These fuels contribute less emissions to the atmosphere. Chrysler Corporation recommends that blended fuels be used when available

METHANOL BLENDS

Using gasoline blended with methanol can result in starting and driveability problems. Deterioration of fuel system components will result. Methanol induced problems are not the responsibility of Chrysler Corporation and may not be covered by the vehicle warranty.

NON-TURBOCHARGED ENGINES

Use regular unleaded gasoline having a minimum octane rating of 87 (R+M)/2. Higher octane premium unleaded gasoline can be used if desired.

2.2L 16 VALVE TURBOCHARGED ENGINE

Use premium unleaded gasoline having a minimum octane rating of 91 (R+M)/2. Gasoline with octane rating less than 91 (R+M)/2 can be used if recommended gasoline is not available. Low octane gasoline will reduce engine performance.

FLEXIBLE FUEL VEHICLES

CAUTION: Do not use 100% methanol, damage to fuel system can result.

Use unleaded regular gasoline having a minimum octane rating of 87 (R=M)/2 and M85 fuel that is 85% methanol and 15% unleaded gasoline, or a mixture of these two.

FUEL FILTER

The fuel filter requires service only when a fuel contamination problem is suspected. For proper diagnostic and service procedures refer to Group 14, Fuel System,

IGNITION CABLES, DISTRIBUTOR CAP, AND ROTOR

Inspect and test ignition cables, distributor cap and rotor when the spark plugs are replaced. Oil and grime should be cleaned from the ignition cables and distributor cap to avoid possible spark plug fouling. Mopar, Foamy Engine Degreaser, or equivalent is recommended for cleaning the engine compartment. For proper service and diagnostic procedures refer to Group 8D, Ignition System.

SPARK PLUGS

Ignition spark plugs should be replaced at the mileage interval described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group. For proper service procedures refer to Group 8D, Ignition Systems.

DRIVE BELTS

Inspect and adjust drive belts at the interval described in the Lubrication and Maintenance Schedules. Refer to General Information section of this group. For proper inspection and adjustment procedures, see Group 7, Cooling System.

EMISSION CONTROL SYSTEM

Inspect all emission control components and hoses when other under hood service is performed. Refer to emission system Vacuum Hose Label located on the

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inside of the hood in the engine compartment and Group 25, Emission Control Systems for proper service procedures.

BATTERY

Inspect battery tray, hold down and terminal connections when other under hood service is performed. For proper diagnostic procedures refer to Group 8A, Battery/Starting/Charging System Diagnostics. For service and cleaning procedures refer to Group 8B, Battery/Starter Service.

RUBBER AND PLASTIC COMPONENT INSPECTION

CAUTION: Plastic hoses or wire harness covers will melt or deform when exposed to heat from exhaust system or engine manifolds.

Position plastic or rubber components away from moving parts in engine compartment or under vehicle, or damage will result.

Do not allow rubber engine mounts or other components to become oil contaminated, repair cause of oil contamination and clean area.

All rubber and plastic components should be inspected when engine compartment or under vehicle service is performed. When evidence of deterioration exists, replacement is required. To reduce deterioration of rubber components, Chrysler Corporation recommends Mopar Foamy Engine Degreaser or equivalent be used to clean engine compartment of oil and road grime.

EXHAUST SYSTEM ISOLATOR AND HANGER

The exhaust system should be inspected when under vehicle service is performed. The exhaust system should not make contact with under body, brake cables, brake/fuel lines, fuel tank or suspension components. Slight cracking in rubber isolator or hanger is acceptable. Severely cracked or broken rubber components must be replaced. For proper service procedures see Group 11, Exhaust System and Intake Manifold.

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0 - 16 LUBRICATION AND MAINTENANCE Ä

DRIVETRAIN

INDEX

page page

Automatic Transaxle ...................... 16

Automatic Transaxle Floor Shift .............. 16

Clutch and Gearshift Linkage ............... 16

Drive Shaft Cv and Tripod Joint Boots ........ 17

CLUTCH AND GEARSHIFT LINKAGE

If the clutch or gearshift begins to operate with difficulty, squeak or grunt, the cables and linkage should be lubricated before service replacement is performed. For proper lubrication and service procedures refer to Group 6, Clutch, or Group 21, Manual Transaxle.

MANUAL TRANSAXLE

The manual transaxle should be inspected for oil leaks and proper oil level when other under vehicle service is performed. To inspect the transaxle oil level, position the vehicle on a level surface. Remove fill plug (Fig. 1) from the transaxle side cover. The oil level should not be below 4 mm (3/16 in) from the bottom of the oil fill opening.

The manual transaxle does not require periodic maintenance. The oil should be changed only when water contamination is suspected. If oil has a foamy or milky appearance it probably is contaminated. A circular magnet located behind the differential cover collects metallic particles circulating in the oil. For proper diagnostic and service procedures, refer to Group 21, Manual Transaxle.

SELECTING MANUAL TRANSAXLE OIL

Chrysler Corporation recommends Mopar Engine Oil, SG or SG/CD SAE 5W-30, or equivalent, be used to fill a 5-speed transaxle.

Front Wheel Bearings .....................17

Manual Transaxle ........................ 16

Tires .................................. 17

AUTOMATIC TRANSAXLE FLOOR SHIFT

If the automatic transaxle floor shift mechanism becomes difficult to operate or starts to make objectionable noise, the mechanism should be lubricated before service repair is performed. To lubricate the shift mechanism, remove console as necessary. Refer to Group 23, Body. Apply a film of Mopar Multipurpose Grease or equivalent, to slide surfaces and pawl spring. For additional information, refer to Group 21, Transaxle.

AUTOMATIC TRANSAXLE

The automatic transaxle should be inspected for fluid leaks and proper fluid level when other under hood service is performed.

CAUTION: To minimize fluid contamination, verify that dipstick is seated in the fill hole or tube after fluid level reading is taken.

TO INSPECT THE TRANSAXLE FLUID LEVEL:

(1) Position the vehicle on a level surface.

(2) Start engine and allow to idle in PARK for at least 60 seconds. The warmer the transaxle fluid, the more accurate the reading.

(3) While sitting in driver seat, apply brakes and place gear selector in each position. Return gear selector to park.

(4) Raise hood and remove transaxle fluid level indicator (dipstick) and wipe clean with a suitable cloth.

(5) Install dipstick and verify it is seated in fill hole or tube (Fig. 2 or 3).

Fig. 1 Manual Transaxle Fill Plug

CAUTION: Do not overfill automatic transaxle, leakage or damage can result.

(6) Remove dipstick, with handle above tip, take fluid level reading (Fig. 4). If the vehicle has been driven for at least 15 minutes before inspecting fluid level, transaxle can be considered hot and reading should be above the WARM mark. If vehicle has run for less than 15 minutes and more than 60 seconds transaxle can be considered warm and reading

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Ä LUBRICATION AND MAINTENANCE 0 - 17

should be above ADD mark. Add fluid only if level is below ADD mark on dipstick when transaxle is warm.

The automatic transaxle does not require periodic maintenance when used for general transportation. If the vehicle is subjected to severe service conditions, the automatic transaxle will require fluid/filter change and band adjustments every 24 000 km (15,000 miles). For additional information, refer to Severe Service paragraph and Lubrication and Maintenance Schedules in General Information section of this group. The fluid and filter should be changed when water contamination is suspected. If fluid has foamy or milky appearance, it is probably contaminated. If the fluid appears brown or dark and a foul odor is apparent, the fluid is burned, transaxle requires maintenance or service. A circular magnet located in the transaxle pan, collects metallic particles circulating in the oil. For proper diagnostic and service procedures, refer to Group 21, Automatic Transaxle.

Fig. 3 4-speed Automatic Transaxle Fill tube

SELECTING AUTOMATIC TRANSAXLE FLUID

Chrysler Corporation recommends Mopar ATF Plus (automatic transmission fluid type 7176) be used to add to or replace automatic transaxle fluid. If ATF Plus is not available use Mopar Dexron IIt Automatic Transmission Fluid or equivalent.

Fig. 2 3-speed Automatic Transaxle Fill hole

DRIVE SHAFT CV AND TRIPOD JOINT BOOTS

The front drive shaft constant velocity and tripod joint boots (Fig. 5) should be inspected when other under vehicle service is performed. Inspect boots for cracking, tears, leaks or other defects. If service repair is required, refer to Group 2, Suspension.

FRONT WHEEL BEARINGS

The front wheel bearings are permanently sealed, requiring no lubrication. For proper diagnostic and service procedures refer to Group 2, Suspension.

Fig. 4 Automatic Transaxle Dipstick—Typical

Fig. 5 Drive Shaft Boots

TIRES

The tires should be inspected at every engine oil change for proper inflation and condition. The tires should be rotated at the distance intervals described in the Lubrication and Maintenance Schedules of the General Information section in this group. For tire inflation specifications refer to the Owner’s Manual. A Tire Inflation sticker is located in the driver door opening. For proper diagnostic procedures, see Group 22, Wheels and Tires.

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0 - 18 LUBRICATION AND MAINTENANCE Ä

TIRE ROTATION

The Forward Cross rotation method is recommended for use on Chrysler Corporation vehicles (Fig. 6). Other rotation methods can be used, but may not have the benefits of the recommended method. Only the four tire rotation method can be used if the vehicle is equipped with a space saver spare tire.

Fig. 6 Tire Rotation

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Ä LUBRICATION AND MAINTENANCE 0 - 19

CHASSIS AND BODY

INDEX

page page

Body Lubrication ......................... 22

Brakes ................................ 21

Headlamps ............................. 22

Lower Ball Joints ......................... 19

STEERING LINKAGE

INSPECTION

The steering linkage and steering gear should be inspected for wear, leaks or damage when other under vehicle service is performed. The rack and pinion steering gear end boots should not have excess oil or grease residue on the outside surfaces or surrounding areas (Fig.1). If boot is leaking, it should be repaired. For proper service procedures, see Group 19, Steering.

The tie rod end seal should fit securely between the steering knuckle and tie rod end (Fig.2). The steering linkage should be lubricated at the time and distance intervals described in the Lubrication and Maintenance Schedules. Refer to General Information section of this group.

TIE ROD END LUBRICATION

Lubricate the steering linkage with Mopar, Multimileage Lube or equivalent. Using a wiping cloth, clean grease and dirt from around grease fitting and joint seal. Using a grease gun, fill tie rod end until lubricant leaks from around the tie rod end side of the seal (Fig.2). When lube operation is complete,

wipe off excess grease.

Power Steering .......................... 19

Rear Wheel Bearings ..................... 20

Steering Linkage ......................... 19

Fig. 2 Tie Rod End Lubrication

hicle service is performed. The ball joint seal should fit securely between the steering knuckle and lower control arm (Fig. 3). The ball joints should be lubricated at the time and distance intervals described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group.

Fig. 1 Inspect Steering Linkage

LOWER BALL JOINTS

INSPECTION

The front suspension lower ball joints should be inspected for wear, leaks or damage when other under ve-

BALL JOINT LUBRICATION

CAUTION: Do not over fill ball joint with grease, damage to seal can result.

Lubricate the ball joints with Mopar, Multi-mileage Lube or equivalent. Using a wiping cloth, clean grease and dirt from around grease fitting and joint seal. Using a grease gun, fill ball joint until seal starts to swell (Fig. 3). When lube operation is complete, wipe off excess grease.

POWER STEERING

The power steering fluid level should be inspected when other under hood service is performed. If the fluid level is low and system is not leaking, use Mopar, Power Steering Fluid or equivalent. The power steering system should be inspected for leaks when other under vehicle service is performed. For proper service procedures, refer to Group 19, Steering.

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0 - 20 LUBRICATION AND MAINTENANCE Ä

Fig. 4 Power Steering Reservoir Dipstick—2.2L or

2.5L Engine

Fig. 3 Ball Joint Lubrication

The power steering pump drive belt should be inspected at the time and distance interval described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group.

POWER STEERING FLUID INSPECTION

WARNING: ENGINE MUST NOT BE RUNNING WHEN INSPECTING POWER STEERING FLUID LEVEL, PERSONAL INJURY CAN RESULT.

CAUTION: Do not over fill power steering reservoir when adding fluid, seal damage and leakage can result.

TO INSPECT FLUID LEVEL:

(1) Position vehicle on a level surface with engine at normal running temperature.

(2) Turn OFF engine and remove ignition key.

(3) Using a wiping cloth, clean oil and dirt residue from around power steering reservoir cap.

(4) Remove reservoir cap or dipstick and wipe off fluid.

(5) Install cap or dipstick.

(6) Remove cap or dipstick. Holding handle or cap above tip of dipstick, read fluid level (Fig. 4, 5, or 6). Add fluid if reading is below cold level mark on dipstick.

REAR WHEEL BEARINGS

INSPECTION

The rear wheel bearings should be packed with new lubricant at the distance interval described in

Fig. 5 Power Steering Reservoir Dipstick—3.0L

Engine

Fig. 6 Power Steering Reservoir Dipstick—3.3L or

3.8L Engine

the Lubrication and Maintenance Schedules. Refer to the General Information section of this group. The bearings should be inspected for contamination and wear before they are cleaned. Slight discoloration of bearing rollers and race cup is normal. If metal

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Ä LUBRICATION AND MAINTENANCE 0 - 21

flakes are visible in the used lubricant or the bearing rollers and race cup is discolored, the bearing and race cup should be replaced. For proper service procedures, see Group 5, Brakes. Replace the inner seal whenever the wheel bearings are serviced.

REAR WHEEL BEARING LUBRICATION

CAUTION: Combining two types of lubricant can cause bearing failure. Wash used or new bearings with a suitable solvent and blot dry with a lint free cloth before packing with new lubricant.

WARNING: DO NOT ALLOW BEARING TO SPIN AT HIGH RPM WHEN USING COMPRESSED AIR TO BLOW CLEANING SOLVENT FROM BEARING. BEARING CAGE CAN EXPLODE, CAUSING PERSONAL INJURY.

TO LUBRICATE REAR WHEEL BEARINGS:

(1) Hoist rear wheels off the ground and support vehicle on safety stands. Refer to Hoisting Recommendations in the General Information section of this group.

(2) Remove rear wheels.

(3) Remove brake caliper on vehicles with rear disc brakes. For proper procedure, see Group 5, Brakes.

(4) Remove rear wheel hub (drum) assembly and remove inner grease seal (Fig. 7). For proper service procedure, see Group 5, Brakes.

(5) Inspect bearings, refer to Inspection paragraph of this procedure. Wash used lubricant from bearings with solvent and blot or blow dry.

(6) Using a bearing packing device, lubricate the bearings with Mopar, Wheel Bearing Grease or equivalent.

(7) With a wiping cloth, clean used lubricant form wheel hub assembly and axle spindle.

(8) Install inner wheel bearing in the hub assembly, small end of bearing toward hub. With a finger, smooth out grease around the outside of bearing.

(9) Using a seal driver, install new inner hub seal.

(10) Install wheel hub (drum) assembly on axle spindle.

(11) Install outer wheel bearing over the spindle end, small end of bearing toward hub. With a finger, smooth out grease around the outside of bearing.

(12) Install washer and spindle nut. While rotating hub, tighten spindle nut to 27 to 34 NIm (240 to 300 in. lbs.) torque. Loosen spindle nut one quarter turn. Hand tighten spindle nut.

(13) Install spindle nut lock cover, cotter pin and grease cap.

(14) Install disc brake caliper on vehicles with disc brakes.

CAUTION: Pump brake pedal several times before driving vehicle to verify brake operation.

(15) Install wheel and lower vehicle.

Fig. 7 Rear Wheel Bearings

BRAKES

BRAKE PAD AND LINING INSPECTION

The brake pads and linings should be inspected at distance intervals described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group. If brake pads or linings appear excessively worn, the brakes would require service. For proper service procedures, refer to Group 5, Brakes.

BRAKE HOSE INSPECTION

WARNING: IF FRONT WHEEL, REAR AXLE, OR ANTI-LOCK UNIT BRAKE HOSE OUTER COVER IS CRACKED, CHAFED, OR BULGED, REPLACE HOSE IMMEDIATELY. BRAKE FAILURE CAN RESULT.

The front wheel, rear axle and anti-lock unit (if equipped) brake hoses should be inspected at time and distance intervals described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group. A hose must be replaced if it has signs of cracking, chafing, fatigue or bulging. For proper service procedures, refer to Group 5, Brakes.

BRAKE LINE INSPECTION

The metal brake lines should be inspected when other under vehicle service is preformed. If a line is pinched, kinked, or corroded, it should be repaired. For proper service procedures, refer to Group 5, Brakes.

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0 - 22 LUBRICATION AND MAINTENANCE Ä

BRAKE RESERVOIR LEVEL INSPECTION

WARNING: DO NOT ALLOW PETROLEUM OR WATER BASE LIQUIDS TO CONTAMINATE BRAKE FLUID, SEAL DAMAGE AND BRAKE FAILURE CAN RESULT.

RELIEVE PRESSURE IN ANTI-LOCK BRAKE SYSTEM BEFORE ADDING BRAKE FLUID TO RESERVOIR. IF NOT, BRAKE FLUID COULD DISCHARGED FROM THE RESERVOIR POSSIBLY CAUSING PERSONAL INJURY.

The brake reservoir level should be inspected when other under hood service is performed. It is normal for the reservoir level to drop as disc brake pads wear. When fluid must be added, use Mopar, Brake Fluid or equivalent. Use only brake fluid conforming to DOT 3, Federal, Department of Transportation specification. To avoid brake fluid contamination, use fluid from a properly sealed container.

On vehicles with anti-lock brakes, depressurize the system before inspecting fluid level. Turn OFF the ignition and remove the key. Pump the brake pedal at least 50 times to relieve the pressure in the system.

On all vehicles, if fluid should become low after several thousand kilometers (miles), fill the reservoir to level marks on the side of the reservoir (Fig. 8 or 9).

Fig. 9 Master Cylinder Brake Reservoir—Except

Anti-lock

service is required. Refer to Group 8M, Restraint Systems for proper diagnostic procedures.

BODY LUBRICATION

Body mechanisms and linkages should be inspected, cleaned and lubricated as required to maintain ease of operation and to prevent corrosion and wear.

Before a component is lubricated, oil, grease and dirt should be wiped off. If necessary, use solvent to clean component to be lubricated. After lubrication is complete, wipe off excess grease or oil.

During winter season, external lock cylinders should be lubricated with Mopar, Lock Lubricant or equivalent to ensure proper operation when exposed to water and ice.

To assure proper hood latching component operation, use engine oil to lubricate the lock, safety catch and hood hinges when other under hood service is performed. Mopar, Multi-purpose Grease or equivalent should be applied sparingly to all pivot and slide contact areas.

Fig. 8 Anti-lock Brake Reservoir

HEADLAMPS

The headlamps should be inspected for intensity and aim whenever a problem is suspected. When luggage compartment is heavily loaded, the headlamp aim should be adjusted to compensate for vehicle height change. For proper service procedures, refer to Group 8L, Lamps.

DRIVER SUPPLEMENTAL AIRBAG SYSTEM

If the AIRBAG indicator lamp does not light at all, stays lit or lights momentarily or continuously while driving, a malfunction may have occurred. Prompt

USE ENGINE OIL ON:

• Door hinges—Hinge pin and pivot points.

• Hood hinges—Pivot points.

• Luggage compartment lid hinges—Pivot points.

USE MOPAR LUBRIPLATE OR EQUIVALENT ON:

• Door check straps.

• Hood counterbalance springs.

• Luggage compartment lid latches.

• Luggage compartment lid prop rod pivots.

• Ash tray slides.

• Fuel Fill Door latch mechanism.

• Park brake mechanism.

• Front seat tracks.

Page 23

Ä SUSPENSION AND DRIVESHAFTS 2 - 1

SUSPENSION AND DRIVESHAFTS

CONTENTS

page page

AUTOMATIC AIR LOAD LEVELING SYSTEM . 59

AUTOMATIC AIR SUSPENSION ............ 73

DRIVESHAFTS ......................... 25

FRONT SUSPENSION ..................... 2

FRONT SUSPENSION SERVICE PROCEDURES . 5

GENERAL INFORMATION

Throughout this group, references may be made to a particular vehicle by letter or number designation. A chart showing the breakdown of these designations is included in the Introduction section at the front of this Service Manual.

An independent MacPherson Type front suspension is used on these vehicles. Vertical shock absorbing struts attach to the upper fender reinforcement and

GENERAL INFORMATION .................. 1

REAR (STUB) AXLE ALIGNMENT ALL

MODELS ............................ 89

REAR SUSPENSION ..................... 50

SPECIFICATIONS ....................... 91

the steering knuckle to provide upper steering knuckle position. Lower control arms are attached inboard to a crossmember and outboard to the steering knuckle through a ball joint to provide lower steering knuckle position. During steering maneuvers, the strut (through a pivot bearing in the upper retainer) and the steering knuckle turn as an assembly (Fig. 1).

Fig. 1 Front Suspension (Typical)

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2 - 2 SUSPENSION AND DRIVESHAFTS Ä

FRONT SUSPENSION

FRONT SUSPENSION MAJOR COMPONENTS (FIG. 2)

STRUT SUPPORT

The system is supported by coil springs positioned offset around the struts. The springs are contained between an upper seat, located just below the top strut mount assembly (Fig. 2) and a lower spring seat on the strut lower housing.

The top of each strut assembly is bolted to the upper fender reinforcement (shock tower) through a rubber isolated mount.

The bottom attaches to the top of the steering knuckle with two through bolts. On some vehicles, one bolt has an eccentric cam located below the head of the bolt for camber adjustment. On the other vehicles the camber adjustment is done by manually moving the steering knuckle within the strut assembly. Caster is a fixed setting on all vehicles and is not adjustable.

STEERING KNUCKLE

The steering knuckle is a single casting with legs machined for attachment to the strut damper, steering linkage, brake adaptor, and lower control arm ball joint. The knuckle also holds the front drive hub bearing. The hub is positioned through the bearing and knuckle, with the constant velocity stub shaft splined through the hub.

LOWER CONTROL ARM

The lower control arm is a steel casting with 2 large spool type rubber pivot bushings. The lower control arm is bolted to the crossmember with pivot bolts through the center of the rubber pivot bushings.

The ball joint is pressed into the control arm and has a non-tapered stud with a notch for clamp bolt clearance. The stud is clamped and locked into the steering knuckle leg with a clamp bolt.

The lower control arms are inter-connected through a rubber isolated sway bar (Fig. 2).

DRIVESHAFTS

A left and right driveshaft is attached inboard to the transaxle differential side gears, and outboard to the driven wheel hub.

To deliver driving force from the transaxle to the front wheels during turning maneuvers and suspension movement. Both shafts are constructed with constant velocity universal joints at both ends.

Both shafts have a Tripod (sliding) joint at the transaxle end and Rzeppa joints (with splined stub shafts) on the hub ends. Due to the transaxle location the connecting shafts between the C/V joints are of different length and construction. The right shaft is longer and of tubular construction. The left shaft is solid.

Page 25

Ä SUSPENSION AND DRIVESHAFTS 2 - 3

Fig. 2 Front Suspension Components

Page 26

2 - 4 SUSPENSION AND DRIVESHAFTS Ä

SUSPENSION/STEERING/DIAGNOSIS FRONT WHEEL DRIVE

Page 27

Ä SUSPENSION AND DRIVESHAFTS 2 - 5

FRONT SUSPENSION SERVICE PROCEDURES

INDEX

page page

Ball Joints .............................. 13

Hub and Bearing Assembly ................. 20

Knuckle (Front Suspension) ................. 16

Lower Control Arm ....................... 10

Lower Control Arm Pivot Bushings ...........11

WHEEL ALIGNMENT

Front wheel alignment is the proper adjustment of all interrelated front suspension angles. These angles are what affects the running and steering of the front wheels of the vehicle.

The method of checking front alignment will vary depending on the type of equipment being used. The instructions furnished by the manufacturer of the equipment should always be followed. With the exception that the alignment specifications recommended by Chrysler Corporation be used.

There are six basic factors which are the foundation to front wheel alignment. These are height, caster, camber, toe-in, steering axis inclination and toe-out on turns. Of the six basic factors only camber and toe in are mechanically adjustable (Fig. 1)

CAUTION: Do not attempt to modify any suspension or steering components by heating or bending of the component.

Wheel alignment adjustments and checks should be made in the following sequence.

(1) Camber

(2) Toe

Camber is the number of degrees the top of the wheel is tilted inward or outward from true vertical. Inward tilt is negative camber. Outward tilt is positive camber.

Excessive camber is a tire wear factor: negative camber causes wear on the inside of the tire, while positive camber causes wear to the outside.

Shock Absorbers (Strut Damper) ............. 10

Strut Damper Assembly ..................... 7

Suspension Coil Springs .................... 9

Sway Bar ..............................14

Wheel Alignment .......................... 5

Toe is measured in degrees or inches and is the distance the front edges of the tires are closer (or farther apart) than the rear edges. See Front Wheel Drive Specifications for Toe settings.

PRE-ALIGNMENT

Before any attempt is made to change or correct the wheel alignment factors. The following inspection and necessary corrections must be made on those parts which influence the steering of the vehicle.

(1) Check and inflate tires to recommended pressure. All tires should be the same size and in good condition and have approximately the same wear. Note type of tread wear which will aid in diagnosing, see Wheels and Tires, Group 22.

(2) Check front wheel and tire assembly for radial runout.

(3) Inspect lower ball joints and all steering linkage for looseness.

(4) Check for broken or sagged front and rear springs.

Front suspension must only be checked after the vehicle has had the following checked or adjusted. Tires set to recommended pressures, full tank of fuel, no passenger or luggage compartment load and is on a level floor or alignment rack.

Just prior to each alignment reading. The vehicle should be bounced (rear first, then front) by grasping bumper at center and jouncing each end an equal number of times. Always release bumpers at bottom of down cycle.

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2 - 6 SUSPENSION AND DRIVESHAFTS Ä

Fig. 1 Alignment Camber/Toe

Page 29

Ä SUSPENSION AND DRIVESHAFTS 2 - 7

WHEEL ALIGNMENT SERVICE PROCEDURE

CAMBER AA, AJ BODIES

(1) Prepare vehicle as described in the Pre-Align-

ment procedure.

(2) Loosen cam and knuckle bolts (each side) (Fig.

2). (3) Rotate cam bolt (Fig. 2) to move top of wheel in

or out to specified camber.

(4) Tighten the cam bolts and nuts to 100 NIm (75

ft. lbs.) plus 1/4 turn beyond specified torque.

(5) Using the appropriate extensions and tools. Carefully reach around the tire and tighten the knuckle bolts enough to hold the camber setting. Finish by tightening the bolts to 100 NIm (75 ft.lbs.) plus 1/4 turn beyond specified torque.

TOE

(1) Prepare vehicle as described in the Pre-Alignment procedure.

(2) Center steering wheel and hold with steering wheel clamp.

(3) Loosen tie rod locknuts. Rotate rods to align toe to specifications (Fig. 3).

Fig. 2 Alignment Adjustment Locations

CAMBER AC, AG, AP, AY BODIES

(1) Prepare vehicle as described in the Pre-Align-

ment procedure.

(2) Position vehicle on alignment equipment and read camber as instructed by equipment manufacturer’s procedure.

(3) Using extensions and appropriate tools. Remove the strut assembly to steering knuckle attaching bolts from vehicle (Fig. 2). Replace the original attaching bolts with the bolts provided in the alignment, Cam And Bolt Service Package.

(4) Rotate the alignment adjusting cam bolt, (Fig.

2) to obtain the specified camber setting for the vehicle. See the Specifications Section at the end of this group for the camber setting for the vehicle being serviced.

Fig. 3 Front Wheel Toe Adjustment

CAUTION: Do not twist tie rod to steering gear rubber boots during adjustment.

(4) Tighten tie rod locknuts to 75 NIm (55 ft.lbs.)

torque.

(5) Adjust steering gear to tie rod boots at tie rod. (6) Remove steering wheel clamp.

STRUT DAMPER ASSEMBLY

REMOVAL

(1) Loosen wheel nuts. (2) Raise vehicle, see Hoisting in Lubrication and

Maintenance, Group 0.

(3) Remove wheel and tire assembly.

Where service procedure includes assembly of original strut (shock absorber) to original knuckle. Mark cam adjusting bolt (Fig. 4), on AA, and AJ bodies only. Mark outline of strut on knuckle as shown in (Fig. 1). on AC, AG, AP and AY bodies.

(4) Remove cam bolt, knuckle bolt(s), washer plate(s) and brake hose to damper bracket retaining screw (Fig. 4).

(5) Remove strut damper to fender shield mounting nut washer assemblies.

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2 - 8 SUSPENSION AND DRIVESHAFTS Ä

marks and tighten the bolts to 100 NIm (75 ft. lbs.) plus 1/4 turn beyond specified torque. Remove the (C) clamp.

Fig. 5 Strut Damper Installation

(6) Install wheel and tire assembly. Tighten the wheel nuts to 129 NIm (95 ft. lbs.) torque.

Fig. 4 Strut Damper Removal

INSPECTION

Inspect for evidence of fluid running from the upper end of the reservoir. (Actual leakage will be a stream of fluid running down the side and dripping off lower end of unit). A slight amount of seepage between the strut rod and strut shaft seal is not unusual and does not affect performance of the strut assembly.

INSTALLATION

(1) Install unit into fender reinforcement and install retaining nuts and washer assemblies (Fig. 1). Tighten the 3 nuts to 27 NIm (20 ft. lbs.) torque.

(2) Position steering knuckle neck into strut assembly. Position washer plate and install cam and knuckle bolts (Fig. 4).

(3) Attach brake hose retainer to damper, tighten the screw to 13 NIm (10 ft. lbs.) torque (Fig. 4).

(4) Index strut to original outline on the knuckle neck, or align mark on cam bolt with the mark that was put on the strut to steering knuckle bracket (Fig. 4).

(5) Place a 4 inch (or larger) C clamp on the strut and knuckle as shown in (Fig. 5). Tighten the clamp just enough to eliminate any looseness between the knuckle and the strut. Check alignment of the index

DISASSEMBLY (STRUT DAMPER)

(1) Compress front coil spring with Spring Com-

pressor, Special Tool C-4838 (Fig. 6).

Fig. 6 Compressing Coil Spring

(2) Hold end of strut shaft from rotating with wrench, while loosening strut shaft nut. Remove nut from shaft (Fig. 7).

(3) Remove the upper strut mount from the strut assembly.

(4) Remove coil spring from the strut assembly.

Mark spring for installation back on the same side of the vehicle (Fig. 11).

CAUTION: see Suspension Coil Springs before releasing coil from Tool C-4838.

(5) Inspect strut damper, mount assembly (Fig. 8) for:

Page 31

Ä SUSPENSION AND DRIVESHAFTS 2 - 9

Fig. 9 Spring Seat Alignment Notch Position to

Fig. 7 Loosening Strut Assembly Shaft Nut

(6) Tighten the strut shaft nut using, Strut Rod Socket And Holder, Special Tool L-4558. Torque strut shaft nut to 75 NIm (55 ft. lbs.) plus 1/4 turn (Fig. 10).

WARNING: THIS STEP MUST BE DONE BEFORE SPRING COMPRESSOR, SPECIAL TOOL C-4838 IS RELEASED FROM THE COIL SPRING.

Bracket

Fig. 8 Mount Assembly

(a) Severe deterioration of rubber isolator; retainers for cracks and distortion and bond failure of retainers and rubber isolators.

(b) Bearings for binding.

ASSEMBLE (STRUT DAMPER)

(1) Mount the strut assembly in a vertical position. (2) Place the compressed spring onto the strut as-

sembly, so the end of the coil is seated in the seat recess in lower spring mount (Fig. 9).

(3) Install the dust shield, isolator (if so equipped)

jounce bumper, spacer (as required), and spring seat onto the top of the strut shaft (Fig. 8).

(4) Position top spring seat alignment tab correctly

with respect to bottom bracket (Fig. 9).

(5) Install the rebound retainer and shaft nut (Fig.

8).

Fig. 10 Tighten Strut Rod Nut with Tool

(7) Verifycoilspringisalignedcorrectlywithrespect

to bottom bracket (Fig. 9).

(8) Release Spring Compressor Tool C-4838.

SUSPENSION COIL SPRINGS

Springs are rated separately for each side of vehicle depending on optional equipment and type of service. During service procedures where both springs are removed, mark springs (Chalk, Tape, etc.) (Fig. 11) to ensure installation in original position. If the coils springs require replacement. Be sure that the

springs needing replacement, are replaced with springs meeting the correct load rating for the vehicle and its specific options.

During service procedures requiring the removal or installation of a coil spring with Spring

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2 - 10 SUSPENSION AND DRIVESHAFTS Ä

Compressor, Special Tool C-4838. It is required that five coils be captured within the jaws of the tool (Fig. 11).

Fig. 1 Control Arm To Steering Knuckle Attachment

(3) Remove the sway bar to lower control arm retainer on both sides of the vehicle (Fig. 2). Then rotate the sway bar down away from the lower control arms.

(4) Separate the steering knuckle from the ball joint stud (Fig. 1).

Fig. 11 Identifying Coil Springs

SPRING RETAINER UPPER

Ensure that upper spring retainer is positioned

properly, see; step (4), Assemble (Strut Damper).

(5) Remove the front and rear control arm pivot bushing to crossmember attaching nuts and bolts (Fig. 2). Then remove the lower control arm from the crossmember.

SPRING SEAT LOWER

During assembly of the coil spring to strut damper. Ensure that lower coil spring end is seated in strut damper spring seat recess refer to (Fig. 9) in assemble (Strut Damper) section.

SHOCK ABSORBERS (Strut Damper)

INSPECTION

Inspect for evidence of fluid leaking from around the strut assembly shaft seal at the upper end of the reservoir. (Actual leakage will be a stream of fluid running down the side and dripping off lower end of unit. A slight amount of seepage around the strut rod is not unusual and does not affect performance.

LOWER CONTROL ARM

The lower control arm if damaged, is serviced only as a complete component. Do not attempt to repair or straighten a broken or bent lower control arm.

The serviceable components of the lower control arm are, the ball joint assembly, and both pivot bushings. The service procedure to replace these components is detailed in the specific component sections of this group.

CAUTION: Pulling steering knuckle out from vehicle after releasing from ball joint can separate inner C/V joint. See Driveshafts.

REMOVAL (ASSEMBLY)

(1) Raise vehicle. See Hoisting in Lubrication, Group 0 of this service manual.

(2) Remove the ball joint stud to steering knuckle clamp nut and bolt (Fig. 1).

Fig. 2 Lower Control Arm Typical

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Ä SUSPENSION AND DRIVESHAFTS 2 - 11

Inspect lower control arm for distortion. Check bushings for severe deterioration.

INSTALLATION (ASSEMBLY)

(1) Position the lower control arm into the crossmember. Install front and rear pivot bushing to crossmember attaching bolts. Then loosely assemble nuts to bolts (Fig. 2).

(2) Install ball joint stud into steering knuckle and install clamp bolt (Fig. 1). Tighten clamp bolt to 145 NIm (105 ft. lbs.).

(3) Position sway bar and bushings against the lower control arms. Install sway bar to control arm retainers. Install retainer bolts and tighten to 70 NIm (50 ft. lbs.).

(4) Lower vehicle so the suspension is supporting vehicles weight (control arm at design height). Tighten the lower control arm to crossmember attaching bolts to 169 NIm (125 ft. lbs.) torque.

LOWER CONTROL ARM PIVOT BUSHINGS

When performing the replacement procedure on the lower control arm pivot bushings, the following sequence must be followed. When removing the pivot bushings from the lower control arm, the large bushing must be removed first then the small bushing. When installing the pivot bushings into the lower control arm, the small bushing must be installed first then the large bushing. This sequence must be used when removal and replacement of bushings is done using Bushing Remover/Installer, Special Tool

6602.

LARGE BUSHING

REMOVE

(1) Position and clamp lower control arm in a vise.

(2) Assemble the washer, thrust bearing and large bushing disk, Special tool 6602-5 onto the threaded rod from Bushing Remover/Installer, Special Tool 6602 (Fig. 3).

(3) Install the tools assembled in step 2 above into the large bushing of the lower control arm (Fig. 4). Then assemble the remaining Special Tools, Cup 6602-2, thrust bearing, washer and long nut onto the threaded rod (Fig. 4) from Bushing Remover/Installer, Special Tool 6602.

Fig. 4 Tool Assembled For Bushing Removal

(4) Hold the long nut stationary. Using a deep socket turn the long threaded rod until the large pivot bushing is pushed out of the lower control arm.

SMALL BUSHING

REMOVE

(1) Remove the special tools from the lower control arm that were used for the removal of the large pivot bushing.

(2) Remove the large Bushing Disc, Special Tool 6602-5 from the threaded rod. Leave the thrust bearing and washer on the threaded rod. Install the small Bushing Disc, Special Tool 6602-3 on the threaded rod and against thrust bearing (Fig. 5).

Fig. 3 Bushing Removal Tools

Fig. 5 Bushing Removal Tools

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2 - 12 SUSPENSION AND DRIVESHAFTS Ä

(3) Install the tools assembled in step 2 above through small lower control arm bushing and hole in lower control arm where large bushing was removed from (Fig. 6). Assemble the Cup, Special Tool 6602-2 thrust bearing, washer and long nut onto the threaded rod of Special Tool 6602 (Fig. 6). Cup, Special Tool 6602-2 is to be installed on threaded rod with cup facing out and undercut in large bushing hole of lower control arm (Fig. 6).

Fig. 7 Bushing Installing Tools Assembled

Fig. 6 Tool Assembled For Bushing Removal

(4) Hold the threaded rod stationary and turn the long nut until the small pivot bushing is pulled out of the lower control arm.

SMALL BUSHING

INSTALL

(1) Remove the special tools from the lower control arm that were used for the removal of the small pivot bushing.

(2) On the threaded rod from Remover/Installer, Special Tool 6602 assemble the following pieces. Washer, thrust bearing, small bushing disc Special Tool 6602-3, small lower control arm pivot bushing and small bushing sizer, Special Tool 6602 (Fig. 7).

(3) Install the pieces assembled in step 2 through the small and large pivot bushing holes in the lower control arm. At the large pivot bushing hole in the lower control arm, assemble Cup, Special Tool 6602-2, thrust bearing, washer and nut (Fig. 8). Cup, Special Tool 6602-2 is to be installed on threaded rod with cup facing out and undercut in large bushing hole of lower control arm (Fig. 8). Lubricate the installer cone and new bushing using Mopart, Silicone Spray Lube or equivalent.

(4) Hold the threaded rod stationary and turn the long nut until the small pivot bushing is fully installed into the lower control arm. Be sure that the flanges of the bushing are fully expanded around the control arm bushing holes.

Fig. 8 Bushing And Tool Position For Installation In

Control Arm

LARGE BUSHING

INSTALL

(1) Remove the special tools from the lower control arm that were used for installing the small pivot bushing.

(2) On the threaded rod from Remover/Installer, Special Tool 6602 assemble the following pieces. Washer, thrust bearing, Cup Special Tool 6602-2 (Fig. 9).

(3) Install the pieces assembled in step 2 through the hole in the small pivot bushing and the large pivot bushing hole in the lower control arm. At the large pivot bushing hole in the lower control arm assemble the following special tool pieces. Large Bushing Sizer, Special Tool 6602-4, large lower control arm pivot bushing, large bushing disc Special Tool 6602-5, thrust bearing, washer and nut (Fig. 10). Lubricate the installer cone and new bushing using Mopart Silicone Spray Lube or equivalent.

(4) Hold the threaded rod stationary and turn the long nut until the bushing is fully installed into the

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Ä SUSPENSION AND DRIVESHAFTS 2 - 13

Fig. 9 Bushing Installer Tools

Fig. 10 Bushing And Tool Position For Installation

In Control Arm

control arm. Be sure that the flanges of the bushing are fully expanded around the control arm bushing holes.

(5) If the position of the large lower control arm pivot bushing (Fig. 11) moved during bushing installation. Install a nut and bolt through the bushing sleeve and tighten it down (Fig. 11). Using a wrench rotate the bolt until the bushing is in the correct position (Fig. 10)

BALL JOINTS

The lower front suspension ball joints operate with no free play. See Inspection Ball Joint Wear to determine if the ball joint is worn and requires replacement.

The ball joints are replaceable as an assembly, do not attempt any type of repair on the ball joint assembly. The replacement procedure for the ball joint assembly is detailed in this section.

The ball joint housing is a pressed fit into the lower control arm with the joint stud retained in the steering knuckle by a (clamp) bolt.

Fig. 11 Positioning Control Arm Bushing

INSPECTION BALL JOINT WEAR

With the weight of the vehicle resting on the road wheels. Grasp the grease fitting as shown in (Fig. 12) and with no mechanical assistance or added force attempt to move the grease fitting.

Fig. 12 Checking Ball Joint Wear

If the ball joint is worn the grease fitting will move easily. If movement is noted,replacement of the ball joint is recommended.

BALL JOINT REMOVAL

(1) Pry off seal.

(2) Position Receiving Cup Special Tool C-4699-2 to support lower control arm while receiving ball joint assembly (Fig. 13).

(3) Install Remover/Installer Special Tool, C-4699-1 (Fig. 13) over ball joint stud and against the ball joint upper housing.

(4) Press down against the ball joint upper housing, to remove ball joint assembly from lower control arm.

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2 - 14 SUSPENSION AND DRIVESHAFTS Ä

(3) Install the Remover/Installer, Special Tool C-4699-1 over the ball joint stud and down on the lower body of the ball joint assembly (Fig. 14).

(4) Carefully align all pieces. Using an arbor press apply pressure against the ball joint assembly, until ball joint is fully seated against bottom surface of control arm. Do not apply excessive pressure against the control arm.

BALL JOINT SEAL INSTALLATION

(1) Support ball joint housing with Installer, Special Tool C-4699-1 (Fig. 15). Position new seal over ball joint stud and against ball joint housing.

Fig. 13 Removing Ball Joint

BALL JOINT INSTALLATION

(1) By hand, position ball joint assembly into the ball joint bore of the lower control arm. Be sure the ball joint assembly is not cocked in the bore of the control arm, this will cause binding of the ball joint assembly.

(2) Position assembly in press with Installer Tool C-4699-2 supporting control arm (Fig. 14).

Fig. 15 Installing Ball Joint Seal

(2) With 1-1/2 inch socket, press seal onto ball joint housing until it is squarely seated against top surface of control arm as shown in (Fig. 15).

SWAY BAR

The sway bar interconnects the front lower control arms of the vehicle and attaches to the crossmember (Fig. 1).

Jounce and rebound movements affecting one wheel are partially transmitted to the opposite wheel to stabilize body roll.

Attachment to the crossmember, and front lower control arms is through rubber-isolated bushings. All parts are serviceable, and the sway bar to crossmember bushings are split for easy removal and installation. The split in the sway bar to crossmember bushing should be positioned toward the front of the vehicle.

Fig. 14 Installing Ball Joint

LOWER CONTROL ARM SWAY BAR RETAINER ATTACHMENT HOLE THREAD REPAIR

If threaded holes in lower control arm, for attachment of sway bar retainers (Fig. 1) become damaged. The threaded holes are repairable and do not require replacement of lower control arm.

If threads are damaged or stripped on the lower control arm. An initial repair attempt should be

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Ä SUSPENSION AND DRIVESHAFTS 2 - 15

Fig. 16 Front Sway Bar

made by using a (M10 x 1.5 - 6H) thread chasing tap on the holes to restore the threads to a usable condition. If threads can be restored to a usable condition, install sway bar retainer attaching bolts and torque to 68 NIm (50 ft. lbs.).

CAUTION: When performing repair procedure listed below. Be sure replacement bolts and nuts meet the same requirements as the original equipment manufactures specifications.

If damage to threaded holes in lower control arm, can not be restored to a usable condition using the above procedure. Drill out holes in lower control arm using an 11 mm drill bit. Then use a bolt and nut for attachment of sway bar retainer to lower control arm. Torque the nut and bolt to 68 NIm (50 ft. lbs.).

REMOVAL

(1) Raise and support the vehicle. See Hoisting in Lubrication and Maintenance, Group 0.

(2) Remove the bolts and sway bar retainers at the front lower control arms (Fig. 16).

(3) Remove the bolts at sway bar crossmember clamps, and remove clamps and sway bar from vehicle (Fig. 16).

INSPECTION

Inspect for broken or distorted clamps, retainers, and bushings. If bushing replacement is required, the inner bushing can be removed by opening the split. The outer bushing must be cut or hammered off the bar. If replaced, the outer bushings should be forced on so that approximately 1/2 inch of the bar protrudes. The sway bar to crossmember bushings,

should be positioned when installed, so the void on the bushing is positioned toward the rear of the vehicle (Fig. 17). Note that the control arm retainers are symmetric and bend slightly upon installation.

Fig. 17 Sway Bar To Crossmember Bushing Posi-

tion

INSTALLATION

(1) If inspection of the sway bar assembly, determined that sway bar to lower control arm bushings require replacement. Install the new bushings, by forcing them onto sway bar using a rotating motion. Bushings should be installed on sway bar so that sway bar extends 1/2 inch out past the end of the bushing.

(2) If required position sway bar to crossmember bushings on sway bar with external rib up and void in the bushing facing the rear of vehicle (Fig. 17). Lift the bar assembly into the crossmember, and install

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2 - 16 SUSPENSION AND DRIVESHAFTS Ä

the lower clamps and bolts. The center offset in the sway bar should be oriented toward the front of the vehicle (Fig. 16)

(3) Position bushing retainers on lower control arms

and install bolts (Fig. 16).

(4) With lower control arms raised to design height, tighten all retainer attaching bolts to 70 NIm (50 ft. lbs.) torque.

(5) Lower vehicle.

KNUCKLE (FRONT SUSPENSION)

The front suspension knuckle (Fig. 1) provides for steering control of the vehicle. Supports the brake caliper and absorbs the loads exerted during vehicle braking. It also supports the front (driving) hub and bearing and stub axle assembly.

The front suspension knuckle also provides the ability to align the front wheels of the vehicle. This is done by allowing for front wheel camber adjustment and the ability for front tire Toe adjustments

The front suspension knuckle is not a serviceable component. Do not attempt to straighten or repair the front suspension knuckle in any way.

Service repair or replacement of the front (drive) hub and bearing, can be done with the front suspension knuckle remaining on the vehicle.

Fig. 2 Remove Cotter Pin, Hub Nut Lock, & Spring

Washer

Fig. 1 Front Knuckle Assembly (Typical)

REMOVAL

(1) Remove the cotter pin, hub nut lock and spring washer from the front axle (Fig. 2).

(2) Loosen hub nut while the vehicle is on the floor with the brakes applied (Fig. 3). The hub and drive-

shaft are splined together through the knuckle (bearing) and retained by the hub nut.

Fig. 3 Loosen Hub Nut

(3) Raise and support the vehicle. See Hoisting in

Lubrication and Maintenance, Group 0.

(4) Remove the wheel lug nuts, front tire and

wheel assembly and hub nut and washer.

(5) Remove the brake caliper adapter to steering knuckle attaching bolts and washers (Fig. 1). Remove the brake caliper and adapter from the steering knuckle and braking disc. Support brake caliper/ adapter assembly using a wire hook and not by hydraulic hose (Fig. 4).

(6) Remove the braking disc from the front hub/ bearing assembly (Fig. 5).

(7) Remove the cotter pin and nut from the tie rod end. Remove the tie rod end from the steering knuckle arm using Puller, Special Tool C-3894-A (Fig. 6).

(8) Remove the clamp nut and bolt (Fig. 7) securing the ball joint stud into the steering knuckle.

(9) Separate ball joint stud from knuckle assembly by prying down on lower control arm. Pull knuckle assembly out and away from driveshaft (Fig. 8).

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Ä SUSPENSION AND DRIVESHAFTS 2 - 17

Fig. 6 Disconnect Tie Rod End

Fig. 4 Supporting Brake Caliper

Fig. 5 Remove or Install Braking Disc

Care must be taken not to separate the inner C/V joint during this operation. Do not allow driveshaft to hang by inner C/V joint, driveshaft must be supported.

(10) Remove the steering knuckle to strut damper attaching boltandcambolt(Fig.9). Note the location

of the cam bolt, it must be installed in the same location when steering knuckle is installed back on strut damper.

(11) Mount the steering knuckle in a vise and remove the 4 bolts on back of steering knuckle, attaching the hub and bearing assembly. Remove the hub and bearing assembly from the steering knuckle (Fig. 10).

Remove outer C/V joint seal from the steering knuckle.

Fig. 7 Remove or Install Steering Knuckle Clamp

Bolt

INSTALL

CAUTION: Knuckle and bearing mounting surfaces must be smooth and completely free of foreign material or nicks.

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2 - 18 SUSPENSION AND DRIVESHAFTS Ä

Fig. 8 Separate Ball Joint Stud from Knuckle As-

sembly

Fig. 9 Remove Or Install Steering Knuckle

(1) Install the hub and bearing assembly into the steering knuckle (Fig. 10). Install the 4 hub and bearing assembly to steering knuckle attaching bolts and torque in a criss-cross pattern to 65 NIm (45 ft.lbs.)

(2) Position new seal in recess on back of the steering knuckle. Assemble Installer, Special Tool C-4698. Then install seal into steering knuckle until it is fully seated into recess (Fig. 11). Inspect the wear sleeve on the C/V joint housing and replace if required.

(3) Install the steering knuckle back on the strut damper (Fig. 9). Install the strut damper to steering knuckle attaching bolt, cam bolt, washer plate and nuts. Torque bolts to 100 NIm (75 ft.lbs.) plus 1/4 turn.Be sure the cam bolt is installed in same

location it was removed from.

Fig. 10 Remove Or Install Hub and Bearing

Assembly

Fig. 11 Seal Installation In Steering Knuckle

(4) Lubricate the FULL circumference of the seal (and wear sleeve) with Mopart Multi-Purpose Lubricant, or equivalent (Fig. 12).

(5) Slide the drive shaft back into the hub and bearing assembly and install the steering knuckle onto the ball joint stud (Fig. 13).

(6) Install the original (or equivalent) steering knuckle to ball joint stud, clamp bolt and nut (Fig.

14). Torque the clamp bolt to 145 NIm (105 ft. lbs.).

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Ä SUSPENSION AND DRIVESHAFTS 2 - 19

Fig. 14 Tighten Steering Knuckle Clamp Bolt

47 NIm (35 ft. lbs.). Install a new cotter pin into the tie rod end (Fig. 15).

Fig. 12 Seal and Wear Sleeve Lubrication

Fig. 13 Installing Knuckle Assembly

(7) Install the tie rod end into the arm of the steering knuckle. Install the tie rod end to steering knuckle attaching nut, and torque to

Fig. 15 Install Tie Rod End

(8) Install the braking disk back on the hub and

bearing assembly (Fig. 5).

(9) Install the front brake caliper and adapter back over the braking disc and align with the adapter mounting holes on steering knuckle (Fig. 1). Install the caliper adapter to steering knuckle attaching bolts and torque to 217 NIm (160 ft. lbs.).

(10) Clean all foreign matter from the threads of the stub axle (Fig. 16). Install the washer and hub nut onto the threads of the stub axle and tighten nut.

(11) With the vehicles brakes applied to keep front braking disc and hub from turning. Tighten the hub nut to a torque of 244 NIm (180 ft. lbs.) (Fig. 17).

(12) Install the spring washer, hub nut lock, and new cotter pin. Wrap the cotter pin prongs tightly around the hub nut lock (Fig. 18).

(13) Install the front wheel and tire assembly. Install the front wheel lug nuts and torque to 129 NIm (95 ft.lbs.).

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2 - 20 SUSPENSION AND DRIVESHAFTS Ä

HUB AND BEARING ASSEMBLY

The Unit III Front Hub and Bearing (Fig. 1) is used on all Front Wheel Drive Applications.

All hub and bearing assemblies mount to the steering knuckle the same way, but very by the wheel size on the vehicle. Vehicles equipped with 14 inch wheels have a 4 inch wheel mounting stud pattern. Vehicles equipped with 15 inch wheels have a 4 1/2 inch wheel mounting stud pattern. If a hub and bearing assembly needs to be replaced, be sure that the replacement assembly has the same size wheel mounting stud pattern as the original part.

Fig. 16 Install Washer and Hub Nut

Fig. 17 Tighten Hub Nut

Fig. 18 Install Spring Washer, Nut Lock, & Cotter

(14) Lower vehicle.

(15) Align the front wheels of the vehicle. Use the procedure listed under Wheel Alignment, in the Front Suspension Service Procedures section of this service manual.

Fig. 1 Unit III Front Hub And Bearing Assembly

This unit is serviced only as a complete assembly (Fig. 1). It is mounted to the steering knuckle by four mounting bolts that are removed from the rear of the steering knuckle (Fig. 2).

REMOVAL

Replacement of the front (drive) hub and bearing assembly can be done without having to remove the steering knuckle from the vehicle.

(1) Remove cotter pin, hub nut lock, and spring washer (Fig. 3).

(2) Loosen hub nut while the vehicle is on the floor with the brakes applied (Fig. 4). The hub and drive-

shaft are splined together through the knuckle (bearing assembly) and retained by the hub nut.

(3) Raise vehicle, see Hoisting Recommendations in Group 0 of this service manual.

(4) Remove the hub nut and the washer from the stub axle (Fig. 3).

(5) Remove the wheel lug nuts, and tire and wheel assembly from the vehicle.

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Ä SUSPENSION AND DRIVESHAFTS 2 - 21

Fig. 4 Loosen Hub Nut

Fig. 2 Front Hub And Bearing Assembly Mounting

Fig. 3 Remove Cotter Pin, Nut Lock, & Spring

Washer

(6) Disconnect tie rod end from steering arm with

Puller Special, Tool C-3894-A (Fig. 5).

(7) Remove clamp bolt securing the ball joint stud

into the steering knuckle (Fig. 6).

(8) Remove caliper guide pin bolts (Fig. 6) and sepa-

rate caliper assembly from braking disc. Support

caliper with wire hook and not by hydraulic hose. (Fig. 7) Remove braking disc from hub and

bearing assembly (Fig. 8).

(9) Separate the steering knuckle assembly from the ball joint stud. Pull knuckle assembly out and away from driveshaft (Fig. 9).

Care must be taken not to separate the inner C/V joint during this operation. Do not allow driveshaft to hang by inner C/V joint, driveshaft must be supported.

(10) Remove the four hub and bearing assembly mounting bolts from rear of steering knuckle (Fig. 9).

(11) Remove the hub and bearing assembly from

Fig. 5 Disconnect Tie Rod End

the steering knuckle (Fig. 10). Replacement of the grease seal is recommended whenever this service is performed.

INSTALLATION

CAUTION: All steering knuckle and bearing mounting surfaces must be smooth and completely free of foreign material or nicks.

(1) Install new front hub and bearing assembly into the steering knuckle. Tighten the hub and bearing assembly tosteeringknuckleattachingbolts (Fig. 9), in a criss-cross pattern to 65 NIm (45 ft. lbs.) torque.

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2 - 22 SUSPENSION AND DRIVESHAFTS Ä

Fig. 8 Remove or Install Braking Disc

Fig. 6 Remove Clamp Bolt and Caliper Guide Pins

Fig. 7 Supporting Brake Caliper

(2) Position new hub and bearing assembly seal in recess of the steering knuckle (Fig. 11). Assemble Installer, Special Tool C-4698. Tool is provided with a handle and dual purpose drive head for installing

Fig. 9 Separate Ball Joint Stud from Steering

Knuckle

seal into knuckle and (head reversed) for installing wear sleeve onto C/V joint housing.

(3) Using Special Tool C-4698 (Fig. 11) install the hub and bearing seal, until fully seated into the steering knuckle recess.

CAUTION: During any required service procedures that require steering knuckle and driveshaft to be separated. Both seal and wear sleeve must be throughly cleaned and lubricated.

(4) Lubricate the FULL circumference of the bearing seal (and wear sleeve) as shown in (Fig. 12). With Mopart Multi-Purpose Lubricant, or equivalent.

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Ä SUSPENSION AND DRIVESHAFTS 2 - 23

Fig. 10 Separate Hub and Bearing Assembly from

Knuckle

Fig. 11 Bearing Seal Installation

(5) Insert driveshaft through hub and bearing assembly, while installing steering knuckle assembly on lower control arm ball joint stud (Fig. 13).

(6) Install original (or equivalent) ball joint to knuckle clamp bolt (Fig. 14) into steering knuckle. Tighten clamp bolt to 145 NIm (105 ft. lbs.) torque.

(7) Install tie rod end into steering knuckle arm (Fig. 15). Tighten tie rod to steering knuckle arm attaching nut to 47 NIm (35 ft. lbs.) torque and install cotter pin.

(8) Install braking disc (Fig. 8).

Fig. 12 Seal and Wear Sleeve Lubrication

Fig. 13 Installing Knuckle Assembly

(9) Carefully lower brake caliper assembly over

braking disc (Fig. 16).

(10) Install brake caliper assembly guide pin bolts.

Tighten guide pin bolts to 25-35 NIm (18-26 ft. lbs.)

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2 - 24 SUSPENSION AND DRIVESHAFTS Ä

Fig. 14 Tighten Clamp Bolt

Fig. 15 Install Tie Rod End

Fig. 17 Install Washer and Hub Nut

Fig. 18 Tighten Hub Nut

Fig. 16 Installing Family Caliper

torque. When installing guide pins, use extreme caution not to cross the threads.

(11) Clean all foreign matter from the threads of the stub axle (Fig. 17). Install the washer and hub nut (Fig.

17) onto the threads of the stub axle and tighten nut.

Fig. 19 Install Spring Washer, Nut Lock, & Cotter

(12) With brakes applied, tighten front hub nut to

(244 NIm) 180 ft. lbs. torque (Fig. 18).

(13) Install spring washer, nut lock, and new cotter pin. Wrap cotter pin prongs tightly around nut lock (Fig. 19).

Install wheel and tire assembly. Tighten wheel nuts to 129 NIm (95 ft. lbs.) torque.

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Ä SUSPENSION AND DRIVESHAFTS 2 - 25

DRIVESHAFTS

INDEX

page page

C/V Joint Boots Handling and Cleaning ........ 44

Damper Weights ......................... 48

Driveshaft Identification ....................27

Driveshaft Positioning Specifications .......... 48

Driveshaft Reconditioning Procedure ..........31

Driveshafts, Remove Install ................. 27

GENERAL INFORMATION

Chrysler front wheel drive vehicles use two different driveshaft systems. Some vehicles use an equal length system while other vehicles use an unequal length system (Fig. 1).

The equal length system has short solid interconnecting shafts of equal length on the left and right sides. The unequal length system has a short solid interconnecting shaft on the left side with a longer tubular or solid interconnecting shaft on the right.

The driveshaft assemblies can be serviced in the same manner for both systems. With the exception of a rubber washer seal attached to the right inner (Constant Veloc-

General Information ....................... 25

Inner C/V Joint .......................... 32

Intermediate Shaft Assembly Recondition ...... 41

Outer C/V Joint .......................... 37

Service Procedures ....................... 27

ity) C/V joint, on an equal length installation. The equal length system also has an intermediate shaft attached to a cardan joint (U-joint). With a stub shaft splined into the right side of the transaxle with a bearing and bracket assembly fastened to the right rear of the engine block.

The driveshaft assemblies are three piece units. Each driveshaft has a Tripod Joint, an Interconnecting Shaft and a Rzeppa joint. The Tripod Joint is splined into the transaxle side gear, or into the intermediate shaft on the right side of an equal length system. The Rzeppa joint has a stub shaft that is splined into the wheel hub.

Fig. 1 Front-Wheel-Drive Driveshaft Systems

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2 - 26 SUSPENSION AND DRIVESHAFTS Ä

Fig. 2 Driveshafts Identification (Halfshafts)

Page 49

Ä SUSPENSION AND DRIVESHAFTS 2 - 27

DRIVESHAFT IDENTIFICATION

Driveshafts are identified by the manufacturer. Vehicles can be equipped with any of these driveshaft assemblies. Each assembly can be identified as shown in (Fig. 2).

SERVICE PROCEDURES

Procedures for the removal and installation of the driveshafts are essentially the same for all front wheel drive vehicles. Each driveshaft has a spring within the inboard Tripod C/V joint that maintains constant engagement with the transaxle. This allows the drive shaft to be removed without dismantling part of the transaxle.

CAUTION: Boot sealing is vital to retain special lubricants and to prevent foreign contaminants from entering the C/V joint. Mishandling, such as allowing the assemblies to dangle unsupported, pulling or pushing the ends can cut boots or damage C/V joints. During removal and installation procedures always support both ends of the driveshaft to prevent damage.

Fig. 4 Loosen Hub Nut & Wheel Nuts

DRIVESHAFTS, REMOVE INSTALL

HUB NUT REMOVAL

Hub nut removal and installation is the same for all front wheel drive vehicles. For installation see

Hub Nut Assemblies Install.

(1) Remove cotter pin, lock and spring washer (Fig.

3).

Fig. 3 Remove Cotter Pin, Nut Lock, & Spring

Washer

(2) Loosen hub nut and wheel nuts while vehicle is on floor and brakes applied (Fig. 4).

(3) Raise vehicle, see Hoisting in Lubrication and Maintenance, Group 0 of this service manual.

(4) Remove hub nut, washer, wheel and tire assembly (Fig. 5).

Fig. 5 Remove Hub Nut & Washer Loosen Shaft

DRIVESHAFT ASSEMBLIES REMOVE

Inboard C/V joints have stub shafts splined into the differential side gears, or splined into the intermediate shaft on the right side of an equal length system. Driveshafts are retained in the side gears by a constant spring force provided by a spring contained within the inboard C/V joints.

(1) For removal of right driveshaft, the speedometer pinion must be removed BEFORE shaft removal (Fig. 6).

(2) Remove clamp bolt securing ball joint stud into steering knuckle (Fig. 7).

(3) Separate ball joint stud from steering knuckle by prying against knuckle leg and control arm.

CAUTION: Do not damage ball joint or C/V joint boots (Fig. 8).

(4) Separate outer C/V joint splined shaft from hub by holding C/V housing while moving knuckle(hub) assembly away (Fig. 9).

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2 - 28 SUSPENSION AND DRIVESHAFTS Ä

Fig. 8 Separate Ball Joint from Knuckle

Fig. 6 Remove Speedometer Pinion Clamp (For

Right Driveshaft).

Fig. 7 Remove Ball Joint to Steering Knuckle Clamp

Bolt

CAUTION: Do not pry on or otherwise damage wear sleeve on outer C/V joint.

Fig. 9 Separate Outer C/V Joint Shaft from Hub

(5) Support assembly at C/V joint housings. Re-

move by pulling outward on the inner joint housing.

DO NOT PULL ON SHAFT (Figs. 10 and 11).

The driveshaft, when installed, acts as a bolt and secures the hub/bearing assembly. If the vehicle is to be supported or moved on its wheels, install a bolt through the hub to ensure that the hub bearing assembly cannot loosen.

Fig. 10 Removing Driveshaft Assembly Unequal

Length

DRIVESHAFT ASSEMBLIES INSTALL

CAUTION: See Wear Sleeve and Seal Lubrication in Front Suspension and at end of this Group BEFORE driveshaft installation.

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Ä SUSPENSION AND DRIVESHAFTS 2 - 29

Fig. 11 Removing Driveshaft Assembly Equal

Length

(1) Hold inner joint assembly at housing (Figs. 11 and 12) while aligning and guiding the inner joint spline into the transaxle or intermediate shaft assembly. On Equal Length System vehicles only, be

sure that the rubber washer seal is in place on the right inner C/V joint (Fig. 1).

CAUTION: Steering knuckle clamp bolt shown in (Figs. 14 and 15) is Prevailing Torque Type, original or equivalent bolt must be installed during assembly.

Fig. 13 Seal & Wear Sleeve Lubrication

Fig. 12 Installing Inner Shaft into Transaxle

CAUTION: Seal/Wear Sleeve Lubrication During any service procedures where knuckle and driveshaft are separated. Thoroughly clean seal and wear sleeve with suitable solvent (solvent must not touch boot) and lubricate both components prior to installing driveshaft. Lubricate wear sleeve and seal with Mopar Multi-Purpose Lubricant, or equivalent.

Apply on the full circumference of the Wear Sleeve a bead of lubricant that is 6 mm (1/4 in.) wide to seal contact area (Fig. 13). Fill the seal lip to housing cavity on bearing seal with lubricant. Lubricant is to be applied around complete circumference of the seal, and seal lip should be wet with lubricant (Fig. 13). Use Mopar Multi-Purpose Lubricant or equivalent for lubrication of the Wear Sleeve and Bearing Seal.

(2) Push knuckle (hub) assembly out and install splined outer C/V joint shaft in hub (Fig. 14).

Fig. 14 Install Outer Shaft into Hub

(3) Install knuckle assembly on ball joint stud

(Fig. 15).

(4) Install and tighten clamp bolt to 95 NIm (70 ft.

lbs.) torque (Fig. 16).

(5) Install speedometer pinion (Fig. 17). (6) Fill differential with proper lubricant (see Lu-

brication and Maintenance Group 0).

(7) Install hub nut assembly.

(8) If after installing the driveshaft assembly,the inboard boot appears collapsed or deformed. Vent the inner boot by inserting, a round tipped small diameter rod between the boot and shaft. If necessary, massage the boot to remove all puckers being careful

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2 - 30 SUSPENSION AND DRIVESHAFTS Ä

Fig. 15 Install Knuckle Assembly on Ball Joint Stud

Fig. 16 Tighten Clamp Bolt

not to allow dirt to enter or grease to leave the boot cavity. The clamp must be removed and discarded before the rod can be inserted. After venting, install a new Service Clamp. (See Boots Install section at the end of this group for details).

HUB NUT INSTALL

The front wheel hub nuts use a lock and cotter pin to maintain proper wheel bearing preload and prevent the nut from backing off. Install the assembly as follows:

(1) Install washer and hub nut after cleaning foreign matter from threads (Fig. 18).

(2) With brakes applied, tighten hub nut to 245 NIm (180 ft. lbs.) torque (Fig. 19).

(3) Install lock, spring washer and new cotter

Fig. 17 Install Speedometer Pinion

Fig. 18 Install Washer & Hub Nut

Fig. 19 Tighten Hub Nut

pin. Wrap cotter pin prongs tightly around nut lock

(Fig. 20).

(4) Install wheel and tire assembly. Tighten wheel

nuts to 129 NIm (95 ft. lbs.) torque (Figs. 21).

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Ä SUSPENSION AND DRIVESHAFTS 2 - 31

Fig. 20 Install Spring Washer, Nut Lock, & New Cot-

ter Pin

DRIVESHAFT RECONDITIONING PROCEDURE

Driveshaft reconditioning and/or boot replacement for all front wheel drive vehicles is essentially the same per C/V joint.

Note: that lubricant requirements and quantities are different for Inner Joints than for Outer Joints, and type being serviced. Use only the recommended lubricants.

See (Fig. 1) for the exploded view of the front drive shaft components and there location in the assembly.

Driveshaft requirements are different for various vehicle models, engines, and transaxles, and often change from one model year to the next.

Fig. 21 Install Wheel And Tire Assembly

Driveshaft parts will be different to accommodate this. Therefore, when replacing parts, be sure to use only those specified in the service parts catalog. For the exact model year, model, engine, transaxle, and type being serviced.

Fig. 1 Driveshaft Components

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2 - 32 SUSPENSION AND DRIVESHAFTS Ä

INNER C/V JOINT

DISASSEMBLE

With driveshaft assembly removed from vehicle, identify unit type (See Fig. 2 under Driveshafts Identification).

(1) Remove the boot clamps and pull back the boot to gain access to the tripod retention system, which prevents accidental separation from the C/V joint housing.

CAUTION: When removing the housing from the tripod, hold the rollers in place on the trunnion studs to prevent the rollers and needle bearings from falling away. After the tripod is out of the housing secure the rollers in place with tape (Fig. 4).

(2) Depending on the type of C/V joint assembly, separate the tripod from the housing as follows:

S.S.G. Utilizes a wire ring tripod retainer which expands into a groove around the top of the housing. Use a flathead screwdriver to pry the wire ring out of the groove and slide the tripod from the housing (Fig. 2). Do not mangle or destroy retainer dur-

ing disassembly.

Fig. 2 Separate Tripod From Housing S.S.G.

G.K.N. The retention system on this assembly is a integral part of the plastic collar on the inside of the C/V joint housing. Clamp the stub shaft of the C/V joint housing in a vise, use protective caps on

jaws of vise to prevent damage to stub shaft.

Hold the interconnecting shaft on an angle, while gently pulling on the shaft until one of the tripod bearings is free of the retaining collar. Continue holding the interconnecting shaft on an angle and gently pull on the shaft until all rollers are free of the retaining collar. See (Fig. 3).

Fig. 3 Separate Tripod From Housing G.K.N.

TRIPOD REMOVAL FROM INTERCONNECTING BAR

S.S.G. Remove the snap ring from the shaft end groove. Remove the tripod by hand or by tapping the body with a brass punch (Fig. 4).

Fig. 4 Remove Snap Ring then Tripod

G.K.N. To remove the tripod from the interconnecting bar.

(1) Expand the stop ring behind the tripod and

slide it back along the shaft (Fig. 5).

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Ä SUSPENSION AND DRIVESHAFTS 2 - 33

Fig. 7 Tripod Removed From The Interconnecting

Bar

S.S.G. AND G.K.N. WITH SINGLE RING TRIPOD RETENTION.

Remove the tripod assembly to interconnecting

Fig. 5 Removing Stop Ring (G.K.N.)

(2) Slide the tripod back along the shaft, either by hand or by tapping the body with a brass drift. This will expose the circlip on the end of the interconnecting bar.

(3) Remove the circlip from the end of interconnecting bar (Fig. 6).

shaft retaining snap ring from the interconnecting shaft end groove (Fig. 8). Remove the tripod assembly from the interconnecting shaft by hand or by tapping the body of the tripod assembly with a brass punch (Fig. 9).

Fig. 6 Removing Circlip

(4) Remove the tripod from the interconnecting bar. It is not necessary to remove the stop ring from the interconnecting bar unless the bar is being replaced (Fig. 7).

Fig. 8 Outer Tripod Retaining Snap Ring Removal

G.K.N. WITH DOUBLE RING TRIPOD RETENTION.

(1) Expand and remove the outer tripod assembly

to interconnecting shaft, retaining snap ring (Fig.

10). (2) Remove the tripod assembly from the intercon-

necting shaft. Tripod can be removed either by hand or by tapping the tripod body with a brass drift (Fig.

4). Do not hit the outer tripod bearings in an attempt

to remove tripod assembly from interconnecting shaft.

(3) Remove inner tripod assembly to interconnect-

ing shaft, retaining snap ring from interconnecting shaft (Fig. 11).

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2 - 34 SUSPENSION AND DRIVESHAFTS Ä

components for EXCESSIVE wear and replace if necessary.

Inspect the spring, spring cup, and the spherical end

of the connecting shaft for EXCESSIVE wear or damage and replace, if necessary.

ASSEMBLE C/V JOINT

TRIPOD ASSEMBLY INSTALLATION G.K.N.

(1) Slide rubber washer seal over stub shaft and

down into the groove provided (Fig. 12). The rubber

washer seal is used only on the right inner C/V joint on the Equal Length Drive Shaft Systems.

Fig. 9 Tripod Assembly Removal From

Interconnecting Shaft

Fig. 10 Removing Outer Tripod Retaining Snap Ring

(G.K.N.)

Fig. 11 Removing Inner Tripod Retaining Snap Ring

(G.K.N.)

INSPECT TRIPOD AND HOUSING

Remove as much grease as possible from assembly

and inspect joint housing ball raceway and tripod

Fig. 12 Rubber Washer Seal Installation

(2) Fasten the (new) boot to the interconnecting

shaft. See Boots Install.

(3) Slide the stop ring back into the stop ring groove

on the interconnecting bar (Fig. 5).

(4) Install a new circlip in the circlip groove on the

interconnecting bar (Fig. 6).

(5) With the chamfered end (Fig. 13 & 14 ) of the

tripod facing the stop ring.Align the tripod splines and push or tap on the body of the tripod assembly with a SOFT drift, until tripod is seated on the shaft.Check

to make sure that the Tripod is Engaged by attempting to pull the tripod off of the shaft by hand.

TRIPOD ASSEMBLY INSTALLATION S.S.G.

(1) Slide rubber washer seal over stub shaft and

down into the groove provided (Fig. 12). The rubber

washer seal is used only on the right inner C/V joint on the Equal Length Drive Shaft Systems.

(2) Fasten the (new) boot to the interconnecting

shaft. See Boots Install.

(3) Install first wire ring tripod retainer over inter-

connecting shaft, slide tripod on the shaft, both ends are the same (Fig. 15).

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Ä SUSPENSION AND DRIVESHAFTS 2 - 35

Fig. 15 Tripod Snap Ring Installation

Fig. 13 G.K.N. Tripod Thick Ring Side

Fig. 14 G.K.N. Tripod Circlip Side

(4) Install the snap ring into the groove on the in-

terconnecting shaft to lock the tripod in position (Fig.

16) Should the wire ring tripod retainer not be suitable

for reuse or a new one is not available,the following procedure should be used:

(1) Install tripod on the shaft. (2) Install spring and cup assembly into inner joint

housing.

(3) Position small end of boot in locating grooves

on the interconnecting shaft.

Fig. 16 Tripod Installation

(4) Clamp the small end boot clamp onto boot, re-

taining boot to the interconnecting shaft.

(5) Distribute 1/2 packet of grease into boot and

1/2 into housing.

(6) Install tripod into housing. (7) Place large clamp over shaft. (8) Install driveshaft into vehicle, see Driveshaft

Install.

(9) Position large end of boot into locating groove. (10) Slide large clamp into position. (11) See Boot Install for clamping instructions.

TRIPOD ASSEMBLY INSTALLATION S.S.G. & G.K.N. WITH SINGLE RING RETENTION

(1) Fasten the (new) boot to the interconnecting

shaft. See Boots Install.

(2) Install the tripod assembly onto the interconnecting shaft until it is past the snap ring groove on the shaft (Fig. 17). If required the tripod assembly can be tapped onto the interconnecting shaft using a brass drift, on the body of the tripod assembly (Fig.

4). Do not hit the outer tripod assembly bearings in an attempt to install tripod on interconnecting shaft.

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2 - 36 SUSPENSION AND DRIVESHAFTS Ä

Fig. 17 Interconnecting Shaft Snap Ring Groove

(3) Install a NEW outer tripod assembly to interconnecting shaft retaining snap ring, into interconnecting shaft snap ring groove (Fig. 18). Be sure that the snap ring is fully seated into the snap ring groove around the entire interconnecting shaft.

Fig. 18 Outer Tripod Retaining Snap Ring

Installation

TRIPOD ASSEMBLY INSTALLATION G.K.N. WITH DOUBLE RING RETENTION

(1) Fasten the (new) boot to the interconnecting shaft. See Boots Install.

(2) Install the inner tripod assembly retaining snap ring into the retaining groove on the interconnecting shaft (Fig. 19).

(3) Install the tripod assembly onto the interconnecting shaft until it is past the outer snap ring groove on the shaft (Fig. 17). If required the tripod assembly can be tapped onto the interconnecting shaft using a brass drift, on the body of the tripod assembly (Fig. 4). Do not hit the outer tripod assembly bearings in an attempt to install tripod on interconnecting shaft.

Fig. 19 Inner Snap Ring Installation

(4) Install outer tripod assembly to intermediate shaft retaining snap ring into snap ring groove on intermediate shaft (Fig. 20).

Fig. 20 Outer Snap Ring Installation

INNER C/V JOINT HOUSING INSTALLATION

G.K.N.

(1) Distribute 1/2 the amount of the grease provided into the housing and the remaining amount into the boot.

(2) Position the spring in the housing spring pocket with the spring cup attached to the exposed end of the spring (Fig. 21). Place a small amount of grease on the concave surface of the spring cup.

CAUTION: Care must be taken to ensure proper spring positioning. The spring must remain centered in the housing spring pocket when the tripod is installed and seated in the spring cup (Fig. 13).

(3) Clamp the stub shaft of the housing in a vise.

Use protective caps on jaws of vise so stub shaft does not get damaged by the vise. Position the

interconnecting shaft and the tripod assembly on top of

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Ä SUSPENSION AND DRIVESHAFTS 2 - 37

Fig. 21 Spring and Cup Installation

the plastic retaining collar. Carefully insert each of the tripod rollers into the retaining collar, one at a time while holding the interconnecting shaft on an angle. Carefully push down on the shaft until the rollers are locked into retaining collar in the housing.

(4) Position the boot over the boot retaining groove

in the housing and clamp in place. See Boots Install.

sharp tap to the top of housing to dislodge joint from internal circlip installed in a groove at the outer end of the shaft (Fig. 2).

Fig. 1 Outer C/V Joint Components

S.S.G.

(1) Distribute 1/2 the amount of the grease provided into the housing and the remaining amount into the boot.

(2) Position the spring in the housing spring pocket with the spring cup attached to the exposed end of the spring (Fig. 21). Place a small amount of grease on the concave surface of the spring cup.

CAUTION: Care must be taken to ensure proper spring positioning. The spring must remain centered in the housing spring pocket when the tripod is installed and seated in the spring cup (Fig. 21).

(3) Slip tripod into housing and install the tripod wire retaining ring into position. Check for the ability of the retaining ring to hold the tripod in the housing.

(4) Position the boot over the boot retaining groove in the housing and clamp in place. See Boots Install.

OUTER C/V JOINT

DISASSEMBLE

(1) Remove boot clamps on boot and discard (Fig. 1).

(2) Wipe away grease to expose joint.

(3) G.K.N. Remove outer C/V Joint from shaft by supporting the interconnecting shaft in a vise. Use

protective caps on the jaws of the vise to prevent damage to the interconnecting shaft. Give a

Fig. 2 Remove Joint from Shaft .

S.S.G. A single circlip located in a groove on the cross, is used to retain the cross to the shaft (Fig. 3). Loosen the damper weight bolts and slide it and the boot towards the inner joint. Expand the circlip with snap ring pliers and slide joint from shaft. Install damper weight, see Damper Weights.

WEAR SLEEVE

A wear sleeve installed on the outer C/V joint housing (Fig. 1) provides a wipe surface for the hub bearing seal (installed in the steering knuckle).

(4) If bent or damaged, carefully pry wear sleeve from C/V joint machined ledge.

(5) Remove circlip from shaft groove and discard (Fig. 4). A replacement boot package will include this circlip.

(6) Unless the shaft is damaged and needs replac-

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2 - 38 SUSPENSION AND DRIVESHAFTS Ä

Fig. 3 Circlip Retainer in Cross S.S.G.

ing, do not remove the heavy spacer ring from the shaft, G.K.N. only (Fig. 4).

Fig. 5 Rotate Cage & Cross to Remove Balls

Fig. 4 Remove Circlip

(7) With joint separated from the interconnecting

shaft proceed as follows:

• If outer C/V joint was operating satisfactorily and grease does not appear to be contaminated, just replace boot. Bypass the following disassembly procedure for the C/V joint assembly, See Boots Install.

• If outer joint is noisy or badly worn. Bypass the following disassembly and replace entire unit. It is also recommended that the boot be replaced. The Boot Package includes the boot, clamps, retaining ring (circlip), and lubricant. See boots install.

(8) Hold joint vertically in vise by clamping on

splined shaft, using soft jaws to prevent damage.

(9) Wipe off surplus grease and mark relative position of inner cross, cage and housing with a dab of paint (Fig. 5).

(10) Press down on one side of inner race to tilt cage and remove ball from opposite side (Figs.5 and

6). If joint is tight, use a hammer and brass drift to tap inner race. Do not hit the cage. Repeat this step until all 6 balls are removed. A screwdriver may be used to pry balls loose.

Fig. 6 Ball Released

(11) Tilt the cage and inner race assembly vertically and position two opposing cage windows in area between the ball grooves. Remove the cage and inner race assembly by pulling upward away from the housing (Fig. 7).

(12) Turn inner cross (driver) 90° to cage and align one of the race spherical lands with cage window. Raise land into cage window and remove inner race by swinging out (Fig. 8).

INSPECT

Check grease for contamination and all parts for defects as follows:

(1) Wash all parts in suitable solvent and dry, preferably with compressed air.

(2) Inspect housing ball races for excessive wear and scouring.

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Ä SUSPENSION AND DRIVESHAFTS 2 - 39

ASSEMBLE

If outer joint was not disassembled nor the wear sleeve damaged go to step 11.

(1) Position new wear sleeve on joint housing machined ledge (Fig. 1). Assemble Installer, Special Tool C-4698 (Tool is provided with handle and dual purpose drive head for installing wear sleeve onto C/V joint housing and (head reversed) seal into knuckle). See KNUCKLE BEARING SEAL.

(2) See (Fig. 1). Assemble tool and install wear sleeve.

Fig. 7 Removing Cage & Cross Assembly from

Housing

Fig. 8 Removing Cross from Cage

(3) Check splined shaft and nut threads for dam-

age.

(4) Inspect all 6 balls for pitting, cracks, scouring

and wear. Dulling of surface is normal.

(5) Inspect cage for excessive wear on inside and outside spherical surfaces, surface ripples on cage window, cracks, and chipping.

(6) Inspect inner race (cross) for excessive wear or scouring of ball races.

Any of the above defects will warrant replacing the C/V assembly as a unit.

Polished areas in races (cross and housing) and on cage spheres are normal and do not indicate need for joint replacement. Unless they are suspected of causing noise and vibration.

Fig. 1 Tool Set-Up for Wear Sleeve Installation

(3) Lightly oil all components before assembling

outer joint.

(4) Align parts according to paint markings.

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2 - 40 SUSPENSION AND DRIVESHAFTS Ä

(5) Insert one of the inner race (cross) lands into cage window (Fig. 2) and feed race into cage. Pivot cross 90° to complete cage assembly (Fig. 3).

Fig. 4 Installing Cage & Cross into Housing

Fig. 2 Installing Cross into Cage

Fig. 3 Cage & Cross Assembled G.K.N.

(6) Align opposing cage windows with housing land and feed cage assembly into housing (Fig. 4). Pivot cage 90° to complete installation.

When properly assembled the large counterbore in the cross should be facing outward from the joint on G.K.N. units (Figs.3 and 6). On the S.S.G. joint the internal circlip in the cross will be facing outward from the housing (Fig. 5).

(7) Apply lubricant to ball races from packet provided in boot kit and distribute equally between all sides of ball grooves. One packet is sufficient to lubricate the joint.

Fig. 5 Cage & Cross Assembled S.S.G.

Fig. 6 Cage & Cross Installed in Housing G.K.N.

Page 63

Ä SUSPENSION AND DRIVESHAFTS 2 - 41

Fig. 9 Position Joint onto Shaft Splines

INTERMEDIATE SHAFT ASSEMBLY RECONDITION

Fig. 7 Inserting Balls into Raceway

(8) Insert balls into raceway by tilting cage and inner race assembly (Fig. 7).

(9) Fasten boot to shaft. See Boots Install.

(10) On G.K.N. units insert the new circlip, provided with kit in shaft groove. Do not over expand or twist circlip during assembly (Fig. 8). The S.S.G. unit has a reusable circlip retainer that is an integral part of driver assembly.

Reconditioning of intermediate shaft assembly (Fig.

1), for Equal Length Drive Shaft System vehicles is the same for manual and automatic transaxles.

INTERMEDIATE SHAFT ASSEMBLY

REMOVE

(1) Remove right driveshaft. See Driveshaft As-

semblies Remove.

(2) Remove speedometer pinion from the extension

housing (Fig. 2).

(3) Remove the two bolts which mount the bearing

assembly bracket to the engine block (Fig. 1).

(4) Remove assembly from transaxle extension by

pulling outward on the yoke (Fig. 3).

Fig. 8 Installing New Circlip

(11) Position outer joint on splined end with hub nut on stub shaft. Engage splines, and tap sharply with mallet (Fig. 9).

(12) Check that circlip is properly seated by attempting to pull joint from the shaft.

(13) Locate large end of boot over joint housing checking that boot is not twisted.

(14) Fasten boot to housing. See Boots Install.

UNIVERSAL JOINT AND ROLLER

Disassemble

(1) Mark relationship of shaft to shaft to ensure proper alignment at assembly. Apply penetrating oil to bushings and remove snap rings.

(2) Support yoke in vise and place a socket large enough to receive bushing on top of yoke. A 1-1/8 inch socket is suitable (Fig. 4).

(3) Striking socket with hammer will cause yoke to move down and bushing to move up out of yoke into socket.

(4) After removing one bushing, turn parts in a vise and remove other bushing in same manner.

Assemble

(1) Hold cross in position between yoke ears with one hand and start one bushing assembly into yoke with other hand (Fig. 5).

(2) Continue to hold cross in position, then hammer bushing assembly into yoke and install snap ring.

(3) Install opposite bushing and snap ring in the same manner.

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2 - 42 SUSPENSION AND DRIVESHAFTS Ä

Fig. 1 Intermediate Shaft Assembly

Fig. 2 Remove Speedometer Pinion

(4) Repeat process for stub shaft yoke after align-

ing marks on yoke and shaft.

BRACKET, BEARING, AND SLINGER ASSEMBLY

Disassemble

(1) Remove the two screws that hold the bearing

assembly to the support bracket.

Fig. 3 Removing Intermediate Shaft Assembly

(2) Press the intermediate shaft out of the bearing assembly and outer slinger. Do not dent or damage the inner slinger. Also avoid damaging the end of the stub shaft, the rubber seal on the right driveshaft mates with this surface. Excessive wear to the rubber seal would result and allow moisture to enter, corroding the internal splines.

(3) If either slinger is damaged, it should be replaced. Carefully press the shaft through the slinger, discard the slinger.

The bearing assembly is not serviceable and must be replaced as an assembly.

Assemble

(1) Place new slinger on stub shaft and drive it on until it bottoms out on the shoulder of the shaft (Fig. 6). A tool for this purpose can be fabricated from a piece of pipe that has the dimensions noted in (Fig. 6).

Page 65

Ä SUSPENSION AND DRIVESHAFTS 2 - 43

Fig. 4 Disassemble Universal Joint

Fig. 5 Assemble Universal Joint

CAUTION: Do not dent or bend the slinger during this installation, since it could prevent the bearing assembly from seating properly.

(2) Press bearing assembly into position on the shaft, there should be a minimum of 1 mm (1/32 in.) clearance between slinger and bearing assembly when properly installed.

Fig. 6 Slinger Installation Intermediate Shaft

INTERMEDIATE SHAFT ASSEMBLY

Install

(1) Securely fasten bracket to bearing assembly and tighten to 28 NIm (21 ft. lbs.) torque (Fig. 7) (Also see Fig. 1).

CAUTION: Apply pressure only to the inner race of the bearing during this procedure. Or damage may result which could cause premature bearing failure.

(3) Press the outer slinger into place with the same tool used for bearing installation. The slinger must bottom out on the shoulder of the shaft.

Fig. 7 2.5L Turbo III Intermediate Driveshaft Bracket

(2) Hold the stub yoke while aligning and guiding

the splined end into the transaxle (Fig. 8).

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2 - 44 SUSPENSION AND DRIVESHAFTS Ä

C/V JOINT BOOTS Handling and Cleaning

It is vitally important during any service procedures requiring boot handling. That care be taken not to puncture or tear the boot by over tightening clamps, misuse of tool(s) or pinching the boot. Pinching can occur by rotating the C/V joints (especially the tripod) beyond normal working angles.

The driveshaft boots are not compatible with oil, gasoline, or cleaning solvents. Care must be taken that boots never come in contact with any of these liquids. The only

acceptable cleaning agent for driveshaft boots is soap and water. After washing, boot must be thor-

Fig. 8 Installing Intermediate Shaft Assembly

(3) Swing the bracket into position on the engine and

loosely install the screws through the slotted holes.

(4) Push the intermediate shaft assembly into the transaxle as far as it can travel. Hold the assembly in this position and tighten the screws (bracket to engine block) to 54 NIm (40 ft. lbs.) torque. This will ensure

full seal engagement between the journal on the intermediate shaft and the seal in the transaxle extension.

(5) Distribute a liberal amount of grease in side spline and pilot bore on bearing end of intermediate shaft. Use MOPAR Multi-Purpose Lubricant, or equivalent.

(6) Install speedometer pinion (Fig. 9).

(7) Install right driveshaft. See Driveshaft Assemblies Install.

oughly rinsed and dried before reusing.

BOOTS INSPECT

Noticeable amounts of grease on areas adjacent to or on the exterior of the C/V joint boot. Is the first indication that a boot is punctured, torn or that a clamp has loosened. When a C/V joint is removed for servicing of the joint. The boot should be properly cleaned and inspected for cracks, tears and scuffed areas on interior surfaces. If any of these conditions exist, boot replacement is recommended.

BOOTS INSTALL

THE HARD PLASTIC BOOTS REQUIRE APPROXIMATELY 100 TIMES THE CLAMPING FORCE OF THE RUBBER BOOT. THE CLAMPS USED ON THE RUBBER BOOTS DO NOT HAVE THE TYPE OF LOAD CAPACITY REQUIRED. TO SEAL THE HARD PLASTIC BOOTS AND SHOULD NOT BE USED FOR THIS PURPOSE.

Rubber boots appear only on the inner joints of certain driveshafts.

Fig. 9 Install Speedometer Pinion Fig. 1 C/V Joint Boot Positioning G.K.N.

Page 67

Ä SUSPENSION AND DRIVESHAFTS 2 - 45

Rubber boots must be serviced with the strap and buckle clamp. Use the Clamp Installer, Special Tool C-4653. Proceed with the boot installation as follows:

(1) Slide the small end of the boot over the shaft. Position the boot to the edge of the locating mark or groove, whichever is appropriate (Fig. 1).

(2) Install the C/V joint. See Inner or Outer C/V Joint Assemble.

(3) Slide the large diameter of the boot into the locating groove (Fig. 6).

(4) Wrap binding strap around boot twice, PLUS 63 mm (2-1/2 inches) (Fig. 2).

Fig. 4 Wrap Strap (through Buckle Eye) Twice

Fig. 2 Measure & Cut Binding Strap

(5) Pass the strap through the buckle and fold it back about 29 mm (1-1/8 inches) on the inside of the buckle (Fig. 3).

Fig. 3 Install Buckle on Strap

(6) Put the strap around the boot with the eye of the buckle toward you (Fig. 4). Wrap the strip around the boot once and pass it through the buckle, then wrap it around a second time also passing it through the buckle.

(7) Fold the strip back slightly to prevent it from slipping backwards (Fig. 5).

Fig. 5 Fold Strap Lightly to Keep Position

(8) Open the tool all the way and place strip in narrow slot approximately 13 mm (1/2 inch) from buckle (Fig. 6).

Fig. 6 Open Tool, Position Strap in Narrow Slot 1/2

Inch from Buckle

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2 - 46 SUSPENSION AND DRIVESHAFTS Ä

(9) Hold the binding strip with the left hand and push the Tool forward and slightly upward. Then fit the hook of the Tool into the eye of the buckle (Fig.

7).

Fig. 9 Tighten Strap (if Required)

Fig. 7 Push Tool Forward & Fit into Buckle Eye

(10) Tighten the strip by closing the tool handles (Fig. 8). Then rotate the tool (handles) downward while slowly releasing the pressure on the tool handles. Allow the tool (handles) to open progressively. Then open the tool entirely and remove them sideways.

Fig. 8 Tighten Strap

(11) If the strap is not tight enough, engage the tool a second or even a third time, always about 13 mm (1/2 inch) from the buckle (Fig. 9). When tightening always be careful to see that the strap slides in a straight line and without resistance in the buckle, that is without making a fold. An effective grip will be obtained only by following the above instructions.

(12) Fig. 10 shows WHAT NOT TO DO, NEVER fold the strap back or bring the tool down while tightening, this action will break the strap.

Fig. 10 What Not to Do

(13) Fig. 11 shows how to pull the tool down while

releasing the pressure on the tool handle.

Fig. 11 Correct Tightening Procedure

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Ä SUSPENSION AND DRIVESHAFTS 2 - 47

(14) If the strip is tight enough. Remove the tool sideways and cut off the strap 3 mm (1/8 inch), so that it does not overlap the edge of the buckle. Complete job by folding the strip back neatly (Fig. 12).

Fig. 14 Boot and Clamp Positioning S.S.G.

Fig. 12 Cut Strap 1/8 Inch from Buckle

(15) Fig. 13 shows the finished binding strap type clamp in position, correctly fitted and unable to come loose.

tighten the nut until the jaws of the tool are closed completely, face to face (Fig. 15).

Fig. 13 Correctly Installed Clamp

(16) After attaching the C/V joint boot to the shaft. Install the inner or outer C/V joint following procedures under Inner C/V Joint Assemble or Outer C/V Joint Assemble.

(17) Slip the large end of the boot on the housing and align it in the boot groove.

(18) Repeat steps2-13forboot clamping.

S.S.G. C/V joints use two different type boots, one is made of plastic and the other of rubber. The plastic boot requires a heavy duty clamp and Installer, Special Tool C-4975. The soft boot requires a clamp with round edges that prevents the clamp from cutting the boot. Proceed with boot installation as follows.

The hard plastic boots used on the G.K.N. C/V Joints. Also use this procedure for installation of the boot clamp to C/V Joint.

LEFT INNER, LEFT AND RIGHT OUTER C/V JOINT WITH PLASTIC BOOTS

(1) Slide small clamp onto shaft.

(2) Position small end of boot over interconnecting shaft with lip of boot in third groove, towards center of interconnecting shaft (Fig. 14).

(3) Position clamp evenly over boot. Place clamp installer Tool C-4975 over bridge of clamp and

Fig. 15 Closing Clamp Bridge

(4) After attaching the boot to the shaft. Install

the C/V joint following the procedure outlined under

Inner C/V Joint Assemble or Outer C/V Joint Assemble.

(5) Position the large end of boot on housing and install clamp, crimp bridge of clamp with Crimper, Special Tool C-4975.

CAUTION: Use only the clamps provided in the boot package for this application, otherwise damage to the boot or C/V joint may occur.

RIGHT INNER C/V JOINT WITH RUBBER BOOT

(1) Slide small end boot clamp onto interconnecting shaft.

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2 - 48 SUSPENSION AND DRIVESHAFTS Ä

(2) Install boot onto interconnecting shaft, position

boot on the flat between the locating shoulders (Fig. 16).

(3) Position clamp on boot and crimp bridge of

clamp with Crimper Special Tool C-4124.

Fig. 16 Right Inner C/V Joint S.S.G.

(4) Install the C/V Joint following the procedure

outlined under Inner C/V Joint Assemble.

(5) Position the large end of boot on housing and install clamp, crimp bridge of clamp with Crimper, Special Tool C-4124.

Fig. 17 Boot Clamp Installed

CAUTION: During any service procedures where knuckle and driveshaft are separated, thoroughly clean seal and wear sleeve with suitable solvent and lubricate BOTH components at assembly. Do not allow solvent to contact boot.

Lubricate wear sleeve (and seal) with Mopar MultiPurpose Lubricant, or equivalent, as follows:

Wear Sleeve: Apply a full circumference 6 mm (1/4 inch) bead of lubricant to seal contact area. See (Fig. 11), Driveshaft Assemblies Install.

Seal: Fill lip to housing cavity (full circumference) and wet seal lip with lubricant.

S.S.G INNER C/V JOINT LARGE CLAMP (MANUAL TRANS ONLY)

(1) Install small clamp and inner C/V joint housing according to the procedures outlined in this manual.

(2) Position the boot over the outer C/V joint.

(3) Slide the large band clamp over the boot and position it evenly in the groove on the inner C/V joint boot. (Fig. 17).

(4) Use Clamp Locking Tool Snap-On YA3050 or equivalent shown in (Fig. 18) to install the clamp on the boot.

(5) Place the prongs of the clamp locking tool in the holes on the clamp and squeeze together until the two ends meet (Fig. 18).

DAMPER WEIGHTS

Damper weights are used on the left driveshaft assemblies of all front wheel drive vehicles (Fig. 19). These weights are attached to the interconnecting shaft and are available as a separate service part.

Fig. 18 Locking Boot Clamp

They should be removed from the driveshaft assembly during driveshaft positioning specification procedures. When the weights are attached between the locating shoulders, tighten the fasteners to the following specifications:

• S.S.G. — 28 NIm (21 ft. lbs.)

• G.K.N. — 30 NIm (23 ft. lbs.)

DRIVESHAFT POSITIONING SPECIFICATIONS

Front wheel drive vehicles have engine mounts with slotted holes allowing for side to side positioning of the engine. If the vertical bolts on right or left upper engine

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Ä SUSPENSION AND DRIVESHAFTS 2 - 49

of the outboard boot to the inner edge of the inboard boot on both driveshafts. This measurement must be taken at the bottom (six o’clock position) of the driveshafts (Fig. 1).

Fig. 19 Left Driveshaft with Damper Weight

mount have been loosened for any reason, or if vehicle has experienced front structural damage, driveshaft lengths must be checked and corrected, if required. A shorter than required driveshaft length can result in objectionable noise. A longer than required driveshaft length may result in potential damage.

Use of the following procedure will ensure satisfactory driveshaft engagement under all normal vehicle operating conditions.

(1) The vehicle must be completely assembled. Front wheels must be properly aligned and in the straight ahead position. The vehicle must be in a position so that the full weight of the body is distributed to all four tires. A platform hoist, or front end alignment rack, is recommended.

(2) Using a tape measure or other suitable measuring device. Measure the direct distance from the inner edge

Note that the required dimension varies with car-line,

engine, transaxle, and driveshaft manufacturer (Fig. 2).

(3) If the lengths of both shafts are within the

range specified, no further action is required.

If either left or right driveshaft length is not within the specified range. Refer to Group 09, Engine Removal and Installation to properly position engine according to specified driveshaft lengths.

(4) If proper driveshaft lengths cannot be achieved within the travel limits available in the slotted engine mounts. Check for any condition that could effect the side to side position of the measurement locations (e.g., engine support brackets, siderail alignment, etc.).

(5) After ensuring proper driveshaft lengths the transmission shift linkage must be adjusted to ensure proper operation. Refer to Transaxle, Group 21.

Fig. 1 Driveshaft Positioning

Fig. 2 Driveshaft Identification and Dimensions

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2 - 50 SUSPENSION AND DRIVESHAFTS Ä

REAR SUSPENSION

INDEX

page page

Coil Springs and Jounce Bumper ............ 51

General Information ....................... 50

Pivot Bushing AC AG AJ AP Body ........... 55

Pivot Bushing AC and AY Body ............. 52

GENERAL INFORMATION

All front wheel drive passenger cars. Utilize a Trailing Arm Twist Beam type rear axle in conjunction with coil (or air) springs (Fig. 1). The blade type Trailing Arms, attached to body mounted pivots, pro-

Rear Axle Assembly ...................... 57

Shock Absorbers ......................... 51

Track Bar-Brace-Bracket ...................52

vide fore and aft location of the suspension while a Track Bar provides lateral location.

Located in line with the spindles. An open channel section beam axle assures that the rear tires remain parallel to each other, and essentially perpendicular

Fig. 1 Trailing Arm Rear Suspension

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Ä SUSPENSION AND DRIVESHAFTS 2 - 51

to the road surface. While being able to twist as one wheel moves vertically with respect to the other.

Roll resistance is provided partly by the axle’s resistance to twist. But primarily by a torque tube or rod (depending on the suspension option called for) running through the channel and attached rigidly to its end plates by welding. Because the torque tube/ rod is an integral part of the axle assembly, it cannot be individually replaced.

The spindles are bolted to the axle end (spindle mounting) plates and can be individually replaced if required. Rear wheel alignment changes require the use of shims between the spindle and axle end plates.

SHOCK ABSORBERS

REMOVAL

(1) Raise vehicle, see Hoisting, Group 0.

(2) Support axle and remove wheel and tire assembly.

(3) If equipped with air shocks, disconnect air lines.

(4) Remove upper and lower shock absorber fasteners, remove shock absorbers (Fig. 2).

INSTALLATION

(1) Position shock absorber on car. Install upper and lower fasteners loosely to hold shock absorber in place.

(2) Tighten upper fastener to 61 NIm (45 ft. lbs.) torque. Connect air line, if so equipped.

(3) Install wheel and tire assembly, tighten wheel stud nuts to 129 NIm (95 ft. lbs.) torque. Lower vehicle to ground.

(4) With suspension supporting the weight of the vehicle. Tighten lower shock absorber fastener to 54 NIm (40 ft. lbs.) torque.

COIL SPRINGS AND JOUNCE BUMPER

REMOVAL

(1) Lift vehicle see hoisting Group 0.

(2) Support axle assembly and remove both lower shock absorber attaching bolts.

(3) Lower axle assembly until spring and spring upper isolator can be removed (Fig. 3). Do not

stretch brake hose.

(4) Remove two screws holding cup to rail (Fig. 1). Remove assembly.

Fig. 2 Remove/Install Shock Absorber Fasteners

INSPECTION

Inspect for evidence of fluid leakage from upper end of reservoir. (Actual leakage will be a stream of fluid running down and leaking off lower end). Slight seepage is not unusual and will not effect performance.

Fig. 3 Coil Spring & Jounce Bumper

INSTALLATION

(1) Position cup to rail. Install and tighten attach-

ing bolts to 8 NIm (70 in. lbs.) torque.

(2) Install isolator over jounce bumper and install

spring.

(3) Raise axle and loosely assemble both shock absorber to axle mounting bolts. Remove axle support and lower vehicle.

(4) With suspension supporting the weight of the vehicle. Tighten both shock absorber attaching bolts to 61 NIm (45 ft. lbs.) torque.

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2 - 52 SUSPENSION AND DRIVESHAFTS Ä

Fig. 4 Track Bar Brace Bracket

TRACK BAR-BRACE-BRACKET (FIG. 4)

REMOVAL

(1) Raise vehicle, see Hoisting, Group 0. (2) Raise rear axle to curb height, with jack stands

(Fig. 5).

(3) Remove track bar-to-axle pivot bolt. And remove track bar-to-frame pivot bolt. Remove track bar.

(4) Remove diagonal brace-to-underbody stud nut. Remove diagonal brace.

(5) Remove two track bar bracket-to-frame rail bolts. Remove bracket.

INSTALLATION

(1) Position support bracket on frame rail, install and tighten (2) bolts to 54 NIm (40 ft. lbs.) torque.

(2) Fit diagonal brace into support bracket and over underbody stud, tighten stud nut to 75 NIm (55 ft. lbs.) torque.

(3) Fit track bar to diagonal brace, loose assemble pivot bolt with nut and washer on rear side. Attach the other end of track bar to bracket on axle and tighten to 95 NIm (70 ft. lbs.) torque. Tighten nut on track bar-to-frame bolt to 75 NIm (55 ft. lbs.) torque.

PIVOT BUSHING AC AND AY BODY

REMOVE FROM VEHICLE

(1) Raise vehicle (see Hoisting, Group 0). Remove

brake hose mounting bracket screw (Fig. 5).

(2) Detach park brake cable at connector and from

hanger bracket (Fig. 5).

Fig. 5 Remove Brake Hose Mounting Bracket Screw

and Park Brake Cable

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Ä SUSPENSION AND DRIVESHAFTS 2 - 53

WARNING: WHEN REMOVING THE REAR AXLE PIVOT BUSHING ON VEHICLES EQUIPPED WITH EITHER REAR COIL SPRINGS OR AIR SUSPENSION. THE REAR AXLE MUST BE SUPPORTED BY THE AXLE AND TRAILING ARM TO ENSURE ADEQUATE SUPPORT OF REAR AXLE.

(3) Support the rear axle assembly at both the axle channel and the trailing arm (Fig. 6). Then remove lower shock absorber to rear axle mounting bolt (Fig.

6).

cial Tool 6122 (Receiver Support Bridge, Bushing Remover/Installer and Bushing Remover).

(1) Install receiver (support) bridge into base of press C-4212-L and bushing Remover/Installer disc onto screw.

(2) Position assembly with receiver bridge supporting trailing arm while turning screw to begin bushing removal.

(3) After bushing has begun to move replace bushing remover/installer (round disc) with bushing remover (oval shaped disc). Use this assembly to finish pressing bushing out of trailing arm (Fig. 8).

Fig. 6 Remove Pivot Bushing Hanger Bracket Bolts

(4) Remove hanger bracket to frame rail bolts (Fig.

7).

Fig. 7 Remove Hanger Bracket

(5) Lower axle assembly down enough to remove pivot bolt and hanger bracket (Fig. 7). Right side trailing arm shown.

PIVOT BUSHING REMOVAL FROM AXLE ASSEMBLY

Remove bushing with Remover/Installer Special Tool C-4212-L (Press) and 3 piece set, Spe-

Fig. 8 Tools Installed To Remove Bushing

PIVOT BUSHING INSTALLATION

(1) Align the bushing with the bushing mounting hole in the trailing arm bracket (Fig. 9). Tapbushing in slightly to hold position.

(2) Assemble bushing installer Toolonto press screw and support bridge into press base. Position assem-

bly as shown in (Fig. 10) and press bushing into arm to depth shown in (Fig. 9).

(3) Position hanger bracket on pivot bushing, and install through bolt, loose assemble nut (Fig. 11). Right side trailing arm shown.

(4) Position hanger to frame rail (a suitable drift will aid in guiding hanger bracket into position). Install and tighten screws to 75 NIm (55 ft. lbs.) torque (Fig.

12). Install lower shock absorber mounting bolt, but

do not tighten.

(5) Position brake hose mounting bracket to trailing arm, install and tighten retaining screw to 11 NIm (95 in. lbs.) torque (Fig. 13).

(6) Attach park brake cable housing to hanger bracket and cable to connector.

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2 - 54 SUSPENSION AND DRIVESHAFTS Ä

Fig. 11 Install Hanger Bracket to Pivot Bushing

Fig. 9 Proper Position of Pivot Bushing

Fig. 10 Tools Assembled for Bushing Installation

(7) Lower vehicle with suspension supporting vehicle weight, trailing arm at design height. Tighten pivot bolt nut and lower shock absorber mounting bolt to 61 NIm (45 ft. lbs.) torque.

Fig. 12 Install Hanger Bracket on Frame

Fig. 13 Brake Hose Bracket & Park Brake Cable

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Ä SUSPENSION AND DRIVESHAFTS 2 - 55

PIVOT BUSHING AC AG AJ AP BODY

REMOVE FROM VEHICLE

(1) Raise vehicle (see Hoisting, Group 0). Remove brake hose mounting bracket screw (Fig. 1).

(2) Detach park brake cable at connector and from hanger bracket (Fig. 1).

Fig. 3 Remove Hanger Bracket

PIVOT BUSHING REMOVAL FROM AXLE ASSEMBLY

Remove bushing with Remover/Installer Spe-

Fig. 1 Remove Brake Hose Mounting Bracket Screw

and Park Brake Cable

(3) Support the rear axle assembly at both the axle channel and the trailing arm with jack stands (Fig.

2). Then remove lower shock absorber to rear axle mounting bolt (Fig. 2).

cial Tool C-4702-7 Press. And 3 piece set, Special Tool C-4212 and C-4366-1 (Receiver Support Bridge, Bushing Remover/Installer and Bushing Remover).

(1) Install receiver (support) cup C-4366-1 into base of press C-4212 and Bushing Remover Cup C-4702-7 onto screw.

(2) Position assembly with receiver bridge supporting trailing arm while turning screw to begin bushing removal.

(3) After bushing has begun to move replace bushing remover/installer (round disc) with bushing remover (oval shaped disc). Use this assembly to finish pressing bushing out of trailing arm (Fig. 4).

Fig. 2 Remove Pivot Bushing Hanger Bracket Bolts

(4) Remove hanger bracket to frame rail bolts (Fig.

3). (5) Lower axle assembly down enough to remove

pivot bolt and hanger bracket (Fig. 3). Right side trailing arm shown.

Fig. 4 Tools Installed To Remove Bushing

PIVOT BUSHING INSTALLATION

(1) Align the bushing with the bushing mounting hole in the trailing arm bracket (Fig. 5). Tapbushing in slightly to hold it in position on trailing arm.

(2) Assemble Bushing Installer Special Tool C-4702-2 onto press screw and Support Cup Special

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2 - 56 SUSPENSION AND DRIVESHAFTS Ä

Fig. 7 Install Hanger Bracket to Pivot Bushing

Fig. 5 Proper Position of Pivot Bushing

Tool C-4366-1 into press base. Position assembly as shown in (Fig. 6) and press bushing into arm to depth shown in (Fig. 5).

Fig. 6 Tools Assembled for Bushing Installation

(3) Position hanger bracket on pivot bushing, and install through bolt, loose assemble nut (Fig. 7). Right side trailing arm shown.

(4) Position hanger to frame rail (a suitable drift will aid in guiding hanger bracket into position). Install and tighten screws to 75 NIm (55 ft. lbs.) torque (Fig.

8). Install lower shock absorber mounting bolt, but do

not tighten.

(5) Position brake hose mounting bracket to trailing arm, install and tighten retaining screw to 11 NIm (95 in. lbs.) torque (Fig. 9).

Fig. 8 Install Hanger Bracket on Frame

Fig. 9 Brake Hose Bracket & Park Brake Cable

(6) Attach park brake cable housing to hanger

bracket and cable to connector.

(7) Lower vehicle with suspension supporting vehicle weight, trailing arm at design height. Tighten pivot bolt nut and lower shock absorber mounting bolt to 61 NIm (45 ft. lbs.) torque.

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Ä SUSPENSION AND DRIVESHAFTS 2 - 57

REAR AXLE ASSEMBLY

REMOVE

(1) Raise vehicle (see Hoisting, Group 0). Support axle with jack stands and remove wheel and tire assembly.

(2) Separate park brake cable at connector. Detach cable housing from hanger bracket (Fig. 1).

Fig. 3 Remove/Install Coil Spring and Isolator

Assembly

Fig. 1 Remove Brake Hose Mounting Bracket Screw

and Park Brake Cable

(3) Remove lock and separate brake tube assembly from brake hose mounting bracket (Fig. 1).

(4) Remove lower shock absorber through bolts and track bar to axle pivot bolt. Support track bar end with wire (Fig. 2).

INSTALLATION

(1) Raise and support axle on jack stands.

(2) Attach pivot bushing hanger brackets to frame rail (Fig. 4). Tighten screws to 61 NIm (45 ft. lbs.) torque.

Fig. 2 Remove Shock Absorber and Track Bar Bolts

(5) Lower axle until spring and isolator assemblies can be removed. Remove spring and isolator assemblies (Fig. 3).

(6) Support pivot bushing end of the trailing arms. (as well as axle beam with jack stands) Remove pivot bushing hanger bracket to frame screws. Lower and remove axle assembly from vehicle.

(7) Remove rear brake assemblies, see Group 5 for proper procedure.

(8) For pivot bushing removal and installation see PIVOT BUSHING this group.

Fig. 4 Attach Hanger Brackets to Frame

(3) Install springs and isolators (Fig. 5). (4) Raise axle and install shock absorber and track

bar through bolts loose assemble only (Fig. 6).

(5) Install brake assembly as follows:

DRUM BRAKE ASSEMBLY

(1) Position spindle, seal, and brake support to axle after routing park brake cable through trailing arm opening and brake tube over arm (Figs. 1). Install the 4 spindle mounting bolts finger tight. Then torque the 4 spindle mounting bolts to 75 NIm (55 ft. lbs.) torque.

(2) Install brake drum and bearings.

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2 - 58 SUSPENSION AND DRIVESHAFTS Ä

(3) Install washer and nut. Tighten to 27-34 NIm (240-300 in. lbs.) torque while rotating hub. Then back off nut to completely release preload. Finger tighten nut.

(4) Position nut lock with one pair of slots in-line with cotter pin hole. Install cotter pin. Clean and install grease cap.

(5) Install braking disc and adapter. Install caliper assembly (see Rear Disc Brake) in Brakes Section, Group 5.

(6) Attach brake hose and parking brake cable to caliper and suspension arm (Fig. 7). Install brake hose mounting bracket to caliper support.

(7) Route park brake cable through hanger bracket and lock housing end into bracket. Install cable end into (intermediate) connector (Fig. 7).

(8) Install brake hose and fitting into bracket and

Fig. 5 Install Springs and Isolators

install lock. Attach brake tube assembly to hose fitting and tighten to 16 NIm (140 in. lbs.) torque (Fig.

7).

(9) Install wheel and tire assemblies and tighten wheel stud nuts to 129 NIm (95 ft. lbs.) torque. Remove jacks and lower vehicle.

(10) With suspension supporting vehicle, torque lower shock absorber bolts to 61 NIm (45 ft. lbs.). Then torque track bar bolt to 95 NIm (70 ft. lbs.).

(11) Bleed brake system. See BRAKES, Group 5.

Fig. 6 Install Shock Absorber and Track Bar

Fasteners (Bolts)

(3) Install washer and nut. Tighten nut to 27-34 NIm (240-300 in. lbs.) torque while rotating brake drum. Then back off nut to completely release preload. Finger tighten nut.

(4) Position nut lock with one pair of slots in-line with cotter pin hole. Install cotter pin. Clean and install grease cap.

DISC BRAKE ASSEMBLY

(1) Position caliper support and spindle to axle. Install the 4 spindle mounting bolts finger tight. Then torque the 4 spindle mounting bolts to 75 NIm (55 ft. lbs.) torque.

(2) Install hub and bearings.

Fig. 7 Reconnect Brake Tube and Park Brake Cable

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Ä SUSPENSION AND DRIVESHAFTS 2 - 59

AUTOMATIC AIR LOAD LEVELING SYSTEM

INDEX

page page

Compressor Performance Test ..............61

Compressor Relay ........................ 72

Control Module .......................... 72

General Information ....................... 59

Major Components ....................... 59

GENERAL INFORMATION

The automatic air load leveling system includes the following (Fig. 1).:

• Compressor Assembly

• Control Module Wiring Harness

• Air Lines

• Compressor Relay

• Air Shock Absorbers

• Air Dryer

This system is used to supplement standard suspension systems on vehicles so equipped.

Rear Leveling Diagnostic Procedures ......... 65

Right Shock Absorber (With Height Sensor) .... 72

Service Procedures ....................... 62

System Operation ........................61

MAJOR COMPONENTS

COMPRESSOR ASSEMBLY

The compressor assembly is driven by an electric motor and supplies air pressure between 1172 to 1516 kPa (170 to 220 psi) (Fig. 2). A solenoid operated exhaust valve, located in the compressor head assembly, releases air when energized.

CONTROL MODULE

The Control Module (CM) is a device that controls the ground circuits for the compressor relay and the exhaust valve solenoid. A microprocessor within the module limits the compressor pump operation time to 140 to 160 seconds. To prevent damage to the compressor motor.

Fig. 1 Automatic Air Load Leveling System

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2 - 60 SUSPENSION AND DRIVESHAFTS Ä

Fig. 2 Compressor Assembly

In addition, there is an air regeneration cycle that is controlled by the Control Module (CM). If the height sensor signal is in the neutral or high position. When the ignition switch is turned to the ON position, after a 22 to 28 second delay, the compressor will run from 2 to 6 seconds.

To prevent excessive cycling between the compressor and the exhaust solenoid circuits during normal ride conditions. A 12 to 18 second delay is incorporated in the microprocessor.

HEIGHT SENSOR

A magnetic switch type sensor, located in the right air shock absorber, monitors rear vehicle height. The sensor sends signals to the (CM) relating to vehicle rear suspension status (low, trim, high).

AIR LINES AND FITTINGS

To release an air supply line from a rear shock absorber assembly. Push in (toward shock absorber) on the plastic ring of the shock absorber air line fitting. Then while holding in the plastic ring on shock absorber fitting pull the air supply line strait out of fitting (Fig. 3).

The fitting has a unique push-in feature. A brass type collet locks the air line in place. One rubber O-ring seals the air line to prevent air leakage. To attach air line, push into fitting (Fig. 4).

COMPRESSOR RELAY

The relay is mounted to a bracket on the Control Module (CM). When the relay is energized, it allows the compressor to operate. This unit is controlled by the CM.

AIR ADJUSTABLE SHOCK ABSORBERS

Air shock absorbers are essentially hydraulic shock absorbers with a neoprene bladder sealing upper and lower sections together. This creates an air cylinder inside of the shock absorber.

Fig. 3 Release Air Line from Fitting

Fig. 4 Push Air Line into Fitting

AIR DRYER

The air dryer is attached to the compressor. This component serves two purposes; it absorbs moisture from the atmosphere before it enters the system. And with the internal valves maintains a residual system pressure of 69 to 152 kPa (10 to 22 psi).

AIR CHECK, RESIDUAL (FIG. 5).

The air dryer has a valves arrangement that maintains 69 to 152 kPa (10 to 22 psi) in the air shocks. This is to improve the ride characteristics of the vehicle under light load conditions. To test this function, perform the following procedure:

(1) Remove the air line from the dryer and right shock absorber. Attach a piece of bulk nylon tubing to one side of a Pressure Gauge (0-300 psi), and to the right shock absorber (Fig. 5).

(2) Attach another piece of nylon tubing from the dryer (compressor) to other side of the pressure gauge.

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Ä SUSPENSION AND DRIVESHAFTS 2 - 61

A compression ball sleeve nut and sleeve for 3/16 inch tubing with ball sleeve connector and an internal pipe T-fitting. Can be used to attach the tubing to the pressure gauge.

(3) Cycle ignition from OFF to ON.

(4) Apply a load to the rear of the vehicle (two assistants or approximately 300-325 lbs.) to run compressor and raise the vehicle.

(5) Remove the load applied in Step 4. Allow the system to exhaust and lower the vehicle.

(6) When no more air can be exhausted, the gauge should indicate 69 to 152 kPa (10 to 22 psi).

(7) Remove the pressure gauge and nylon tubing. Attach the air line between the dryer and shock absorber. Repeat Steps 3, 4, and 5 to ensure system air pressure is in the shocks.

(B) The standard soap solution check procedure is

acceptable.

procedures.

SYSTEM OPERATION

RAISING VEHICLE HEIGHT

When weight is added to the rear suspension. The body of the vehicle is lowered, moving the height sensor down.

This action will activate the internal time delay circuit. After a time delay of 12 to 18 seconds. The control module (CM) activates the ground circuit to the compressor relay.

With the relay energized, the compressor motor runs and air is sent through the system. As the shock absorbers inflate, the body moves upward to a corrected position. When the body reaches the correct height, the control module (CM) stops the compressor operation.

LOWERING VEHICLE HEIGHT

When the weight is removed from the vehicle. The body moves upward, which allows the height sensor to move upward and activate the internal time delay circuit.

After a time delay of 12 to 18 seconds. The (CM) activates the exhaust solenoid circuit. Air is exhausted from the shock absorbers through the air dryer and exhaust solenoid to the atmosphere.

As the body lowers, the height sensor is lowered toward its original position. When the body reaches the original vehicle height, the (CM) opens the exhaust solenoid valve circuit.

Fig. 5 Pressure Gauge Installed in System

LEAK CHECKS

(1) Repeat Residual Air Check Steps 1, 2, 3, and 4. Allow the system to fill until gauge reads 483 to 621 kPa (70 to 90 psi).

If compressor is permitted to run until it reaches its maximum output pressure, the vent solenoid valve will function as a relief valve. The resulting leak down, when compressor shuts off, will indicate a false air leak.

(2) With load still applied, disconnect wire harness connector from the control module, then remove applied load. Vehicle should rise. Cycle ignition switch to OFF.

(3) Observe if pressure leaks down or holds steady (wait approximately 15 minutes).

(A) If system will not inflate beyond 345 kPa (50 psi). A severe leak may be indicated. Check for a pinched pressure line between compressor and shocks.

COMPRESSOR PERFORMANCE TEST

This test can be performed on the vehicle. It is used to evaluate compressor current draw, pressure output, and leak down.

(1) Disconnect the compressor motor wiring harness connector.

(2) Disconnect air line between dryer and right shock absorber.

(3) Connect an air pressure gauge into the system (Fig. 5).

(4) Connect an ammeter in series between the red wire terminal on compressor connector and a 12 volt power source. Also, connect a ground wire from the black wire terminal on the compressor connector to a good ground on the frame (Fig. 6).

(5) If the current draw to the compressor motor exceeds 21 amperes, replace the compressor assembly.

(6) When the air pressure stabilizes at 827 kPa (120 psi), disconnect the (+) wire lead from the connector. Replace the compressor assembly if any of the following conditions exists:

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2 - 62 SUSPENSION AND DRIVESHAFTS Ä

a pressure relief valve. The resulting leak-down, after the compressor is shut off, will indicate a false leak.

SERVICE PROCEDURES

COMPRESSOR ASSEMBLY

REMOVAL

(1) Disconnect negative battery cable.

(2) Raise vehicle, see Hoisting, Group 0.

(3) Remove cover from compressor assembly. Remove air hose and electrical connectors (Figs. 1 and

2).

(4) Remove compressor assembly mounting bolts and lower assembly from vehicle.

(5) Remove mounting bracket bolts and slide mounting bracket away from compressor.

Fig. 6 Compressor Current Draw Test

• Air pressure leaks down below 621 kPa (90 psi), before it remains steady.

• Output pressure builds up to less than 758 kPa (110 psi) when it stabilizes.

If the compressor is allowed to run during this test until it reaches its maximum output pressure of 1516 kPa (220 psi). The solenoid exhaust valve will act as

INSTALLATION

(1) Slide mounting bracket on compressor and in-

stall bolts and tighten to 8 NIm (70 in. lbs.) torque.

(2) Install compressor assembly to frame rail and

tighten bolts to 8 NIm (70 in. lbs.) torque.

(3) Connect air hose and electrical connector to

compressor assembly.

(4) Install cover on compressor assembly and

tighten bolts to 8 NIm (70 in. lbs.) torque.

(5) Lower vehicle and connect negative battery ca-

ble.

(6) Check operation of the system.

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Ä SUSPENSION AND DRIVESHAFTS 2 - 63

AUTOMATIC AIR LOAD LEVELING SYSTEM WIRING SCHEMATIC

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2 - 64 SUSPENSION AND DRIVESHAFTS Ä

AUTOMATIC AIR LOAD LEVELING SYSTEM WIRING SCHEMATIC

Page 87

Ä SUSPENSION AND DRIVESHAFTS 2 - 65

REAR LEVELING DIAGNOSTIC PROCEDURES

SELF-DIAGNOSTICS

A self-diagnostic procedure is available for the service technician to use to detect system malfunctions.

BEFORE DIAGNOSTICS TEST

Check the 20 amp fuse (position W40) and the 30 amp circuit breaker (position W5) to be assured they are functional components.

Check all connectors that link the system into the main body wiring harness. These include compressor, height sensor, control module, (Fig. 7) and relay. Also check the underbody to in trunk and leveling harness to main body harness connectors. Also, check all air lines, connectors, and other components for correct installation.

(2) Insert wire into diagnostic ground pin. Then attach to compressor ground pin, or as an alternate, insert wire into diagnostic ground pin. Then ground other end of test wire to body structure or a control module fastener.

IGNITION

The following self diagnostic operation is initiated by connecting the diagnostic ground pin to ground after ignition switch is turned ON. A monitor lamp must be connected between the Test Lamp Ground Pin and the Test Lamp Feed Pin to display the control module diagnostics status. See (Fig. 8) for diagnostic test pin locations.

Fig. 7 Control Module Connector

TEST LAMP PIN OPERATION

The monitor lamp pin output will be activated (test lamp on) if the detection of abnormal system operation is determined by the CM.

AFTER COMPLETION OF REPAIRS

To initiate diagnostics, disconnect the test ground wire then reconnect for repair verification.

TERMINATION OF SELF-DIAGNOSTICS

The self-diagnostic operation is terminated when any of the following takes place:

• Disconnecting the diagnostic input from the ground circuit.

• Turn the ignition switch to the off position.

When the self-diagnostic operation is terminated. The control module resumes normal operation unless it ceases operation. Due to it detecting a system malfunction.

TEST WEIGHT

Weight between 275-300 lbs. must be added to rear of vehicle before diagnostic testing begins.

DIAGNOSTICS (TO START PROCESS)

(1) Remove protective connector cover from diagnostic connector.

Fig. 8 Diagnostic Test Pin Location

OPERATION

(1) The compressor relay output. From the control module (CM), is activated until the vehicle is in the high position. The maximum relay output operation time is 150 610 seconds. If the expected position is not obtained, the CM ceases self-diagnostics and any further operation. (I.e. neither operates the compressor relay or exhaust outputs). The monitor lamp output is continuously activated until ignition is cycled from OFF to ON or 60 61 minutes has elapsed after ignition was turned off. See Diagnostics Chart 1.

(2) The monitor lamp output should flash to indicate the position of the height sensor. The sensor should be in the high position. A continuously lighted monitor lamp will indicate a system failure. Such as the compressor relay output has operated for 150 610 seconds but the height sensor did not move to the high position within the right shock absorber). See Diagnostic Chart 1.

(3) Next the exhaust solenoid output is activated until the vehicle is in the low position. The maximum exhaust solenoid operation time is 120 610 seconds. If the expected position is not obtained, the module ceases self-diagnostics and any further operation. The monitor lamp output is lighted continuously until ignition is cycled from OFF to ON or 60 61 minutes has elapsed after ignition is turned off. See Diagnostic Chart 4.

(4) The monitor lamp should flash to indicate the height sensor is in the low position. A continuously

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lighted monitor lamp will indicate a system failure. Such as the exhaust solenoid operated for 120 610 seconds but the height sensor did not move to the low position. See Diagnostic Chart 4.

(5) The compressor relay output is activated to return the vehicle to the neutral (leveled) position. The maximum operation time of the relay output is 150 610 seconds. If the expected position is not obtained. The control module ceases self-diagnostics and any further operation. The monitor lamp is continuously lighted until the ignition is cycled from OFF to ON or 60 61 minutes has elapsed after ignition is turned off.

The sensor will move to the neutral position. If not, a continuously lighted monitor lamp will indicate a

system failure. Such as the compressor relay output operated for 150 610 seconds but the sensor did not move to or sense the neutral position. See Diagnostic Chart 1.

(6) Completion of diagnostics, is when self diagnostic procedure is successfully completed and control module resumes normal operation. The diagnostic test is now complete. Throughout the testing the vehicle load must be maintained at a specific level. No loads are allowed to be added/removed to/from the vehicle once the self diagnosis tests have been initiated.

The Diagnostic connector cover must be installed after completion of the test.

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