Chrysler Sebring 2002 User Manual

GROUP TAB LOCATOR

Introduction
Lubrication & Maintenance

0

Suspension

2

Differential & Driveline

3

Brakes

5

Clutch

6

Cooling

7
8A
8B

8E

8F
8G
8H

8J

8L

8M

8N
8O

8P
8Q
8R

8W

11

13

14

19

21

22

23

24

25

Service Manual Comment Forms (Rear of Manual)

Audio
Chime/Buzzer
Electronic Control Modules
Engine Systems
Heated Systems
Horn
Ignition Control

8I

Instrument Cluster
Lamps
Compass/Mini-Trip Computer
Power Systems
Restraints
Speed Control
Vehicle Theft Security
Wipers/Washers
Wiring
Engine

9

Exhaust System
Frame & Bumpers
Fuel System
Steering
Transmission/Transaxle
Tires/Wheels
Body
Heating & Air Conditioning
Emissions Control

JR INTRODUCTION 1

INTRODUCTION

TABLE OF CONTENTS

page page

BODY CODE PLATE

DESCRIPTION ..........................1

FASTENER IDENTIFICATION

DESCRIPTION ..........................2

FASTENER USAGE

DESCRIPTION ..........................5

THREADED HOLE REPAIR

DESCRIPTION ..........................5

INTERNATIONAL VEHICLE CONTROL AND

DISPLAY SYMBOLS

DESCRIPTION - INTERNATIONAL SYMBOLS . . . 5

METRIC SYSTEM

DESCRIPTION ..........................6

BODY CODE PLATE

DESCRIPTION

The Body Code Plate (Fig. 1) is located in the
engine compartment on the driver side strut tower.
There are seven lines of information on the body code
plate. Lines 4, 5, 6, and 7 are not used to define ser­vice information. Information reads from left to right,
starting with line 3 in the center of the plate to line
1 at the bottom of the plate.

TORQUE REFERENCES

DESCRIPTION ..........................8

VEHICLE IDENTIFICATION NUMBER

DESCRIPTION ..........................9

VEHICLE SAFETY CERTIFICATION LABEL

DESCRIPTION .........................10

E-MARK LABEL

DESCRIPTION .........................10

VECI LABEL

DESCRIPTION .........................10

MANUFACTURE PLATE

DESCRIPTION .........................11

BODY CODE PLATE LINE 2

DIGITS 1, 2, AND 3

Paint procedure

DIGIT 4

Open Space

DIGITS 5 THROUGH 7

Primary paint

(Refer to 23 - BODY/PAINT - SPECIFICATIONS)
for Body Color Codes.

DIGIT 8 AND 9

Open Space

DIGITS 10 THROUGH 12

Secondary Paint

DIGIT 13 AND 14

Open Space

Fig. 1 BODY CODE PLATE

1 - PRIMARY PAINT
2 - SECONDARY PAINT
3 - VINYL ROOF
4 - VEHICLE ORDER NUMBER
5 - CAR LINE SHELL
6 - PAINT PROCEDURE
7 - ENGINE
8 - TRIM
9 - TRANSMISSION
10 - MARKET
11 - VIN

2 INTRODUCTION JR

BODY CODE PLATE (Continued)

DIGITS 15 THROUGH 18

Interior Trim Code

DIGIT 19

Open Space

DIGITS 20, 21, AND 22

Engine Code

• ECC = 2.0L Four Cylinder 16 Valves DOHC

Gasoline

• EDZ = 2.4L Four Cylinder 16 Valves DOHC Gas-

oline

• EER = 2.7L Six Cylinder 24 Valves DOHC Gas-

oline

DIGIT 23

Open Space

BODY CODE PLATE LINE 1

DIGITS 1, 2, AND 3

Transaxle Codes

• DGL = 41TE 4-Speed Electronic Automatic

Transaxle

• DD5 = NV T350 5-Speed Manual Transaxle

DIGIT 4

Open Space

DIGIT 5

Market Code

• C = Canada

• B = International

• M = Mexico

• U = United States

DIGIT 6

Open Space

DIGITS 7 THROUGH 23

Vehicle Identification Number

• Refer to Vehicle Identification Number (VIN)

paragraph for proper breakdown of VIN code.

IF TWO BODY CODE PLATES ARE REQUIRED

The last code shown on either plate will be fol­lowed by END. When two plates are required, the
last code space on the first plate will indicate (CTD)

When a second plate is required, the first four
spaces of each line will not be used due to overlap of
the plates.

FASTENER IDENTIFICATION

DESCRIPTION

The SAE bolt strength grades range from grade 2
to grade 8. The higher the grade number, the greater
the bolt strength. Identification is determined by the
line marks on the top of each bolt head. The actual
bolt strength grade corresponds to the number of line
marks plus 2. The most commonly used metric bolt
strength classes are 9.8 and 10.9. The metric
strength class identification number is imprinted on
the head of the bolt. The higher the class number,
the greater the bolt strength. Some metric nuts are
imprinted with a single-digit strength class on the
nut face. Refer to the Fastener Identification and
Fastener Strength Charts (Fig. 2) and (Fig. 3).

JR INTRODUCTION 3

FASTENER IDENTIFICATION (Continued)

Fig. 2 FASTENER IDENTIFICATION

4 INTRODUCTION JR

FASTENER IDENTIFICATION (Continued)

Fig. 3 FASTENER STRENGTH

JR INTRODUCTION 5

FASTENER USAGE

DESCRIPTION

WARNING: USE OF AN INCORRECT FASTENER
MAY RESULT IN COMPONENT DAMAGE OR PER­SONAL INJURY.

Figure art, specifications and torque references in
this Service Manual are identified in metric and SAE
format.

During any maintenance or repair procedures, it is
important to salvage all fasteners (nuts, bolts, etc.)
for reassembly. If the fastener is not salvageable, a
fastener of equivalent specification must be used.

THREADED HOLE REPAIR

DESCRIPTION

Most stripped threaded holes can be repaired using
a Helicoilt. Follow the vehicle or Helicoilt recommen­dations for application and repair procedures.

INTERNATIONAL VEHICLE
CONTROL AND DISPLAY
SYMBOLS

DESCRIPTION - INTERNATIONAL SYMBOLS

The graphic symbols illustrated in the following
International Control and Display Symbols Chart are
used to identify various instrument controls. The
symbols correspond to the controls and displays that
are located on the instrument panel.

INTERNATIONAL SYMBOLS

1 High Beam 13 Rear Window Washer
2 Fog Lamps 14 Fuel
3 Headlamp, Parking Lamps, Panel Lamps 15 Engine Coolant Temperature
4 Turn Warning 16 Battery Charging Condition
5 Hazard Warning 17 Engine Oil
6 Windshield Washer 18 Seat Belt
7 Windshield Wiper 19 Brake Failure
8 Windshield Wiper and Washer 20 Parking Brake

9 Windscreen Demisting and Defrosting 21 Front Hood
10 Ventilating Fan 22 Rear hood (Decklid)
11 Rear Window Defogger 23 Horn
12 Rear Window Wiper 24 Lighter

6 INTRODUCTION JR

METRIC SYSTEM

DESCRIPTION

The metric system is based on quantities of one,

ten, one hundred, one thousand and one million.

CONVERSION FORMULAS AND EQUIVALENT VALUES

MULTIPLY BY TO GET MULTIPLY BY TO GET

in. lbs. x

0.11298

ft. lbs. x

1.3558

Inches Hg (60° F) x 3.377 = Kilopascals (kPa) kPa x

psi x 6.895 = Kilopascals (kPa) kPa x 0.145 = psi
Inches x 25.4 = Millimeters (mm) mm x

Feet x

0.3048

Yards x

0.9144

m.p.h. x

1.6093

Feet/Sec. x

0.3048

m.p.h. x

0.4470

Kilometers/Hr. (Km/h) x

0.27778

= Newton Meters
(N·m)

= Newton Meters
(N·m)

= Meters (M) M x 3.281 = Feet

= Meters M x

= Kilometers/Hr.
(Km/h)

= Meters/Sec. (M/S) M/S x 3.281 = Feet/Sec.

= Meters/Sec. (M/S) M/S x 2.237 = m.p.h.

= Meters/Sec. (M/S) M/S x 3.600 Kilometers/Hr. (Km/h)

The following chart will assist in converting metric
units to equivalent English and SAE units, or vise
versa.

N·m x 8.851 = in. lbs.

N·m x

0.7376

0.2961

0.03937

1.0936

Km/h x

0.6214

= ft. lbs.

= Inches Hg

= Inches

= Yards

= m.p.h.

COMMON METRIC EQUIVALENTS

1 inch = 25 Millimeters 1 Cubic Inch = 16 Cubic Centimeters
1 Foot = 0.3 Meter 1 Cubic Foot = 0.03 Cubic Meter
1 Yard = 0.9 Meter 1 Cubic Yard = 0.8 Cubic Meter
1 Mile = 1.6 Kilometers

Refer to the Metric Conversion Chart to convert
torque values listed in metric Newton- meters (N·m).
Also, use the chart to convert between millimeters
(mm) and inches (in.) (Fig. 4).

JR INTRODUCTION 7

METRIC SYSTEM (Continued)

Fig. 4 METRIC CONVERSION CHART

8 INTRODUCTION JR

TORQUE REFERENCES

DESCRIPTION

Individual Torque Charts appear within many or
the Groups. Refer to the Standard Torque Specifica-

tions Chart for torque references not listed in the
individual torque charts (Fig. 5).

Fig. 5 TORQUE SPECIFICATIONS

JR INTRODUCTION 9

VEHICLE IDENTIFICATION
NUMBER

DESCRIPTION

The Vehicle Identification Number (VIN) is located
on the upper left corner of the instrument panel,
near the left windshield pillar (Fig. 6). The VIN con­sists of 17 characters in a combination of letters and
numbers that provide specific information about the
vehicle. Refer to VIN Code Breakdown table for
decoding information.

Fig. 6 Vehicle Identification Number (VIN Plate)

1 - V.I.N. PLATE
2 - DASH PANEL
3 - 17 DIGITS
4 - WINDSHIELD OPENING

VIN CODE BREAKDOWN

POSITION INTERPRETATION CODE = DESCRIPTION
1 Country of Origin 1 = Built in United States by DaimlerChrysler

Corporation.

2 Make B = Dodge

C = Chrysler
3 Vehicle Type2 3 = Passenger Car
4 Passenger Safety A = Active Front and Side Airbag

E = Active Driver and Passenger Airbag
5 Car Line J = Stratus

L = Sebring
6 Series 4 = High line

5 = Premium

6 = Special

Transmission Table For Bux w/ABB,
ABJ

7 Body Style 5 = Convertible / Open Body

8 Engines Y = 2.0L 4 Cyl. 16V DOHC Gasoline

9 Check Digit 0 through 9 or X
10 Model Year 2 = 2002
11 Plant N = Sterling Heights Assembly Plant
12 through 17 Sequence Number 6 digit number assigned by assembly plant.

N = 5-Speed Manual

B = 4 Speed Automatic

6 = 4 Door Sedan

S = 2.4L 4 Cyl. 16V DOHC Gasoline

R = 2.7L 6 Cyl. 24V DOHC Gasoline

10 INTRODUCTION JR

VEHICLE IDENTIFICATION NUMBER (Continued)

VIN CHECK DIGIT

DESCRIPTION

To protect the consumer from theft and possible
fraud the manufacturer is required to include a
Check Digit at the ninth position of the Vehicle Iden­tification Number. The check digit is used by the
manufacturer and government agencies to verify the
authenticity of the vehicle and official documenta­tion. The formula to use the check digit is not
released to the general public.

VEHICLE SAFETY
CERTIFICATION LABEL

DESCRIPTION

A vehicle safety certification label is attached to
the left side of B-pillar or on the rearward facing of
the front door (Fig. 7). This label indicates date of
manufacture (month and year), Gross Vehicle Weight
Rating (GVWR), Gross Axle Weight Rating (GAWR)
front, Gross Axle Weight Rating (GAWR) rear and
the Vehicle Identification Number (VIN). The Month,
Day and Hour of manufacture is also included.

All communications or inquiries regarding the
vehicle should include the Month-Day-Hour and
Vehicle Identification Number.

E-MARK LABEL

DESCRIPTION

An E-mark Label (Fig. 8) is located on the rear
shut face of the driver’s door. The label contains the
following information:

• Date of Manufacture

• Month-Day-Hour (MDH)

• Vehicle Identification Number (VIN)

• Country Codes

• Regulation Number

• Regulation Amendment Number

• Approval Number

Fig. 7 VEHICLE SAFETY CERTIFICATION LABEL

Fig. 8 E-Mark Label

1 - Country Code
2 - Regulation Number
3 - Approval Number
4 - Amendment Number

VECI LABEL

DESCRIPTION

All models have a Vehicle Emission Control Infor­mation (VECI) Label. Chrysler permanently attaches
the label in the engine compartment. It cannot be
removed without defacing information and destroying
the label.

The label contains the vehicle’s emission specifica­tions and vacuum hose routings. All hoses must be
connected and routed according to the label.

JR INTRODUCTION 11

MANUFACTURE PLATE

DESCRIPTION

The Manufacturer Plate (Fig. 9) is located in the
engine compartment on the passenger side strut
tower. The plate contains five lines of information:

• Vehicle Identification Number (VIN)

• Gross Vehicle Mass (GVM)

• Gross Train Mass (GTM)

• Gross Front Axle Rating (GFAR)

• Gross Rear Axle Rating (GRAR)

Fig. 9 Manufacturer Plate

JR LUBRICATION & MAINTENANCE 0 - 1

LUBRICATION & MAINTENANCE

TABLE OF CONTENTS

page page

LUBRICATION & MAINTENANCE

SPECIFICATIONS

FLUID CAPACITIES .....................1

INTERNATIONAL SYMBOLS

DESCRIPTION ..........................2

FLUID TYPES

DESCRIPTION

DESCRIPTION - ENGINE OIL AND

LUBRICANTS .........................2

DESCRIPTION - ENGINE COOLANT ........3

DESCRIPTION - AUTOMATIC/MANUAL

TRANSAXLE FLUID .....................4

DESCRIPTION - FUEL REQUIREMENTS .....4

LUBRICATION &
MAINTENANCE

SPECIFICATIONS

FLUID CAPACITIES

DESCRIPTION SPECIFICATION

Fuel Tank 60.5L (16.0 gal.)

Engine Oil

2.0L Engines* 4.7L (5.0 qts.)

2.4L Engines* 4.7L (5.0 qts.)

2.7L Engines* 4.7L (5.0 qts.)

FLUID FILL/CHECK LOCATIONS

DESCRIPTION ..........................5

LUBRICATION POINTS

DESCRIPTION ..........................5

MAINTENANCE SCHEDULES

DESCRIPTION ..........................5

HOISTING

STANDARD PROCEDURE - HOISTING ........6

JUMP STARTING

STANDARD PROCEDURE - JUMP STARTING . . 6

TOWING

STANDARD PROCEDURE - TOWING .........7

DESCRIPTION SPECIFICATION

COOLING SYSTEM**

2.0L Engine 8.0L (8.5 qts.)

2.4L Engine 10.0L (10.5 qts.)

2.7L Engine 9.0L (9.5 qts.)
AUTOMATIC TRANSAXLE

Automatic Transaxle ­Estimated Service Fill

Automatic Transaxle -

Overhaul Capacity with

Torque Converter Empty

MANUAL TRANSAXLE
Capacity-T350 2.4-2.7L (2.5-2.8 qts.)
Capacity-T850 2.4-2.7L (2.5-2.8 qts.)

*(includes new filter)

**(includes heater and recovery bottle)

3.8L (4.0 qts.)

8.7L (9.2 qts.)

0 - 2 LUBRICATION & MAINTENANCE JR

INTERNATIONAL SYMBOLS

DESCRIPTION

DaimlerChrysler Corporation uses international
symbols to identify engine compartment lubricant
and fluid inspection and fill locations (Fig. 1).

Fig. 1 International Symbols

• Society of Automotive Engineers (SAE)

• American Petroleum Institute (API)

• National Lubricating Grease Institute (NLGI)

API SERVICE GRADE CERTIFIED

Use an engine oil that is API Certified. MOPARt
provides engine oils, meeting Material Standard
MS-6395, that meet or exceed this requirement.

SAE VISCOSITY

An SAE viscosity grade is used to specify the vis­cosity of engine oil. Use only engine oils with multi­ple viscosities such as 5W-30 or 10W-30. These are
specified with a dual SAE viscosity grade which indi­cates the cold-to-hot temperature viscosity range.
Select an engine oil that is best suited to your par­ticular temperature range and variation (Fig. 2).

FLUID TYPES

DESCRIPTION

DESCRIPTION - ENGINE OIL AND LUBRICANTS

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 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.

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

Only lubricants bearing designations defined by
the following organization should be used.

Fig. 2 TEMPERATURE/ENGINE OIL VISCOSITY

ENERGY CONSERVING OIL

An Energy Conserving type oil is recommended for
gasoline engines. The designation of ENERGY CON­SERVING is located on the label of an engine oil con­tainer.

CONTAINER IDENTIFICATION

Standard engine oil identification notations have
been adopted to aid in the proper selection of engine
oil. The identifying notations are located on the front
label of engine oil plastic bottles and the top of
engine oil cans (Fig. 3).

This symbol means that the oil has been certified
by the American Petroleum Institute (API). Diamler­Chrysler only recommend API Certified engine oils
that meet the requirements of Material Standard
MS-6395. Use Mopar or an equivalent oil meeting
the specification MS-6395.

JR LUBRICATION & MAINTENANCE 0 - 3

FLUID TYPES (Continued)

DESCRIPTION - ENGINE COOLANT

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.

Fig. 3 API Symbol

GEAR LUBRICANTS

SAE ratings also apply to multigrade gear lubri­cants. In addition, API classification defines the
lubricants usage. Such as API GL-5 and SAE 75W-

90.

LUBRICANTS AND GREASES

Lubricating grease is rated for quality and usage
by the NLGI. All approved products have the NLGI
symbol (Fig. 4) 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 latter “L”.
The letter following the usage letter indicates the
quality of the lubricant. The following symbols indi­cate the highest quality.

Fig. 4 NLGI Symbol

1 - WHEEL BEARINGS
2 - CHASSIS LUBRICATION
3 - CHASSIS AND WHEEL BEARINGS

SPECIALIZED LUBRICANTS AND OILS

Some maintenance or repair procedures may
require the use of specialized lubricants or oils. Con­sult the appropriate sections in this manual for the
correct application of these lubricants.

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 OPERATING TEMPERATURE OR
HOT UNDER PRESSURE, PERSONAL INJURY CAN
RESULT. AVOID RADIATOR COOLING FAN WHEN
ENGINE COMPARTMENT RELATED SERVICE IS
PERFORMED, PERSONAL INJURY CAN RESULT.

CAUTION: Use of Propylene Glycol based coolants
is not recommended, as they provide less freeze
protection and less boiling protection.

The cooling system is designed around the coolant.
The coolant must accept heat from engine metal, in
the cylinder head area near the exhaust valves and
engine block. Then coolant carries the heat to the
radiator where the tube/fin radiator can transfer the
heat to the air.

The use of aluminum cylinder blocks, cylinder
heads, and water pumps requires special corrosion
protection. Mopart Antifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769), or the equiva­lent ethylene glycol base coolant with hybrid organic
corrosion inhibitors (called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% Ethylene Glycol and 50% distilled
water to obtain a freeze point of -37°C (-35°F). If it
loses color or becomes contaminated, drain, flush,
and replace with fresh properly mixed coolant solu­tion.

The green coolant MUST NOT BE MIXED with
the orange or magenta coolants. When replacing cool­ant the complete system flush must be performed
before using the replacement coolant.

0 - 4 LUBRICATION & MAINTENANCE JR

FLUID TYPES (Continued)

CAUTION: MoparT Antifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769) may not be
mixed with any other type of antifreeze. Doing so
will reduce the corrosion protection and may result
in premature water pump seal failure. If non-HOAT
coolant is introduced into the cooling system in an
emergency, it should be replaced with the specified
coolant as soon as possible.

DESCRIPTION - AUTOMATIC/MANUAL
TRANSAXLE FLUID

NOTE: Refer to the maintenance schedules in the
vehicle owner’s manual for the recommended main­tenance (fluid/filter change) intervals for this trans­axle.

NOTE: All transaxles have a common transmission
and differential sump. Filling the transaxle accom­modates the differential as well.

TRANSMISSION FLUID

Mopart ATF+4 (Automatic Transmission Fluid­Type 9602) is required in the 41TE automatic and
T350 manual transaxles. Substitute fluids can induce
torque converter clutch shudder, or premature
geartrain failure.

Mopart ATF+4 (Automatic Transmission Fluid­Type 9602) when new is red in color. The ATF is dyed
red so it can be identified from other fluids used in
the vehicle such as engine oil or antifreeze. The red
color is not permanent and is not an indicator of fluid
condition. As the vehicle is driven, the ATF will begin
to look darker in color and may eventually become
brown. This is normal. A dark brown/black fluid
accompanied with a burnt odor and/or deterioration
in shift quality may indicate fluid deterioration or
transmission component failure.

FLUID ADDITIVES

DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.

Various “special” additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup­ported to the satisfaction of DaimlerChrysler and
these additives must not be used. The use of trans-

mission “sealers” should also be avoided, since they
may adversely affect the integrity of transmission
seals.

DESCRIPTION - FUEL REQUIREMENTS

Your engine is designed to meet all emissions reg­ulations and provide excellent fuel economy and per­formance when using high quality unleaded gasoline
having an octane rating of 87. The use of premium
gasoline is not recommended. The use of premium
gasoline will provide no benefit over high quality reg­ular gasoline, and in some circumstances may result
in poorer performance.

Light spark knock at low engine speeds is not
harmful to your engine. However, continued heavy
spark knock at high speeds can cause damage and
immediate service is required. Engine damage result­ing from operation with a heavy spark knock may
not be covered by the new vehicle warranty.

Poor quality gasoline can cause problems such as
hard starting, stalling and hesitations. If you experi­ence these symptoms, try another brand of gasoline
before considering service for the vehicle.

Over 40 auto manufacturers world-wide have
issued and endorsed consistent gasoline specifications
(the Worldwide Fuel Charter, WWFC) to define fuel
properties necessary to deliver enhanced emissions,
performance and durability for your vehicle. We rec­ommend the use of gasolines that meet the WWFC
specifications if they are available.

REFORMULATED GASOLINE

Many areas of the country require the use of
cleaner burning gasoline referred to as “reformulat­ed” gasoline. Reformulated gasoline contain oxygen­ates, and are specifically blended to reduce vehicle
emissions and improve air quality.

We strongly supports the use of reformulated gas­oline. Properly blended reformulated gasoline will
provide excellent performance and durability for the
engine and fuel system components.

GASOLINE/OXYGENATE BLENDS

Some fuel suppliers blend unleaded gasoline with
oxygenates such as 10% ethanol, MTBE, and ETBE.
Oxygenates are required in some areas of the country
during the winter months to reduce carbon monoxide
emissions. Fuels blended with these oxygenates may
be used in your vehicle.

CAUTION: DO NOT use gasoline containing METH­ANOL. Gasoline containing methanol may damage
critical fuel system components.

JR LUBRICATION & MAINTENANCE 0 - 5

FLUID TYPES (Continued)

MMT IN GASOLINE

MMT is a manganese-containing metallic additive
that is blended into some gasoline to increase octane.
Gasoline blended with MMT provide no performance
advantage beyond gasoline of the same octane num­ber without MMT. Gasoline blended with MMT
reduce spark plug life and reduce emission system
performance in some vehicles. We recommend that
gasoline free of MMT be used in your vehicle. The
MMT content of gasoline may not be indicated on the
gasoline pump; therefore, you should ask your gaso­line retailer whether or not his/her gasoline contains
MMT.

It is even more important to look for gasoline with­out MMT in Canada because MMT can be used at
levels higher than allowed in the United States.
MMT is prohibited in Federal and California refor­mulated gasoline.

SULFUR IN GASOLINE

If you live in the northeast United States, your
vehicle may have been designed to meet California
low emission standards with Cleaner-Burning Cali­fornia reformulated gasoline with low sulfur. If such
fuels are not available in states adopting California
emission standards, your vehicles will operate satis­factorily on fuels meeting federal specifications, but
emission control system performance may be
adversely affected. Gasoline sold outside of California
is permitted to have higher sulfur levels which may
affect the performance of the vehicle’s catalytic con­verter. This may cause the Malfunction Indicator
Lamp (MIL), Check Engine or Service Engine Soon
light to illuminate. We recommend that you try a dif­ferent brand of unleaded gasoline having lower sulfur
to determine if the problem is fuel related prior to
returning your vehicle to an authorized dealer for
service.

CAUTION: If the Malfunction Indicator Lamp (MIL),
Check Engine or Service Engine Soon light is flash­ing, immediate service is required; see on-board
diagnostics system section.

• The use of leaded gas is prohibited by Federal
law. Using leaded gasoline can impair engine perfor­mance, damage the emission control system, and
could result in loss of warranty coverage.

• An out-of-tune engine, or certain fuel or ignition
malfunctions, can cause the catalytic converter to
overheat. If you notice a pungent burning odor or
some light smoke, your engine may be out of tune or
malfunctioning and may require immediate service.
Contact your dealer for service assistance.

• When pulling a heavy load or driving a fully
loaded vehicle when the humidity is low and the tem­perature is high, use a premium unleaded fuel to
help prevent spark knock. If spark knock persists,
lighten the load, or engine piston damage may result.

• The use of fuel additives which are now being
sold as octane enhancers is not recommended. Most
of these products contain high concentrations of
methanol. Fuel system damage or vehicle perfor­mance problems resulting from the use of such fuels
or additives is not the responsibility of
DaimlerChrysler Corporation and may not be covered
under the new vehicle warranty.

NOTE: Intentional tampering with emissions control
systems can result in civil penalties being assessed
against you.

FLUID FILL/CHECK
LOCATIONS

DESCRIPTION

The fluid check/fill points and lubrication locations

are located in each applicable service manual section.

LUBRICATION POINTS

DESCRIPTION

Lubrication point locations are located in each

applicable Sections.

MATERIALS ADDED TO FUEL

All gasoline sold in the United States and Canada
are required to contain effective detergent additives.
Use of additional detergents or other additives is not
needed under normal conditions.

FUEL SYSTEM CAUTIONS

CAUTION: Follow these guidelines to maintain your
vehicle’s performance:

MAINTENANCE SCHEDULES

DESCRIPTION

9Maintenance Schedule Information not included in
this section, is located in the appropriate Owner’s
Manual.9

0 - 6 LUBRICATION & MAINTENANCE JR

HOISTING

STANDARD PROCEDURE - HOISTING

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
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.

CAUTION: Do not position hoisting device on sus­pension components, damage to vehicle can result.
Refer to (Fig. 5), OR (Fig. 6) for proper locations.

Fig. 5 HOISTING AND JACKING POINTS - JR-41

1 - DRIVE ON LIFT
2 - FRAME CONTACT LIFT (SINGLE POST)
3 - CHASSIS LIFT (DUAL POST)
4 - OUTBOARD LIFT (DUAL LIFT)
5 - FLOOR JACK

Fig. 6 HOISTING AND JACKING POINTS - JR-27

1 - DRIVE ON LIFT
2 - FRAME CONTACT LIFT (SINGLE POST)
3 - CHASSIS LIFT (DUAL POST)
4 - OUTBOARD LIFT (DUAL LIFT)
5 - FLOOR JACK

JUMP STARTING

STANDARD PROCEDURE - JUMP STARTING

WARNING: DO NOT JUMP START A FROZEN BAT­TERY, PERSONAL INJURY CAN RESULT. DO NOT
JUMP START WHEN MAINTENANCE FREE BAT­TERY INDICATOR DOT IS YELLOW OR BRIGHT
COLOR. DO NOT JUMP START A VEHICLE WHEN
THE BATTERY FLUID IS BELOW THE TOP OF LEAD
PLATES. 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 ARCING 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.

JR LUBRICATION & MAINTENANCE 0 - 7

JUMP STARTING (Continued)

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, park the booster vehicle within cable reach.
Turn off all accessories, set the parking brake, place
the automatic transmission in PARK or the manual
transmission in NEUTRAL and turn the ignition
OFF.

(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.
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. 7).

(6) Start the engine in the vehicle which has the
booster battery, let the engine idle a few minutes,
then start the engine in the vehicle with the dis­charged battery.

Fig. 7 Jumper Cable Clamp Connections

1 - BATTERY POSITIVE CABLE
2 - POSITIVE JUMPER CABLE
3 - TEST INDICATOR
4 - BATTERY NEGATIVE CABLE
5 - BATTERY
6 - NEGATIVE JUMPER CABLE
7 - ENGINE GROUND

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.

TOWING

STANDARD PROCEDURE - TOWING

WARNINGS AND PRECAUTIONS

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

(7) Allow battery in disabled vehicle to charge to
at least 12.4 volts (75% charge) before attempting to
start engine. If engine does not start within 15 sec­onds, stop cranking engine and allow starter to cool
(15 minutes), before cranking again.

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.

0 - 8 LUBRICATION & MAINTENANCE JR

TOWING (Continued)

CAUTION: Do not damage brake lines, exhaust sys­tem, shock absorbers, sway bars, or any other
under vehicle components when attaching towing
device to vehicle. Do not attach towing device to
front or rear suspension components. Do not
secure vehicle to towing device by the use of front
or rear suspension or steering components.
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.

RECOMMENDED TOWING EQUIPMENT

To avoid damage to bumper fascia and air dams
use of a flat bed towing device or wheel lift (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.

of the vehicle. Install lug nuts on wheel attaching
studs to retain brake drums or rotors.

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

• Three 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.

• Five speed manual transaxle vehicles can be flat
towed at any legal highway speed for extended dis­tances. The gear selector must be in the neutral posi­tion.

FLAT BED TOWING TIE DOWNS

CAUTION: Do not tie vehicle down by attaching
chains or cables to suspension components or
engine mounts, damage to vehicle can result.

JR vehicles can be tied to a flat bed device using
the reinforced loops located under the front and rear
bumpers on the drivers side of the vehicle. There are
also four reinforced elongated holes for T or R hooks
located on the bottom of the front frame rail torque
boxes behind the front wheels and forward of the
rear wheels inboard of the rocker panel weld seam.

Fig. 8 Recommended Towing Equipment

1 - WHEEL LIFT
2 - FLAT BED

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 the lifted
wheels are a minimum 100 mm (4 in.) from the
ground. Be sure there is at least 100 mm (4 in.)
clearance between the tail pipe and the ground. 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 rear

TOWING – FRONT WHEEL LIFT

DaimlerChrysler Corporation recommends that a
vehicle be towed with the front end lifted, whenever
possible. A 90 cm (36 in.) length of 4x4 wood beam
can be placed between the wheel lift device and the
bottom of the fascia to prevent damage to vehicle
during the lifting operation. The beam can removed
after lifting the front of the vehicle.

TOWING – REAR WHEEL LIFT

If a 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.

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

• Place front wheels on a towing dolly.

JR SUSPENSION 2 - 1

SUSPENSION

TABLE OF CONTENTS

page page

SUSPENSION

STANDARD PROCEDURE - LUBRICATION

POINTS ..............................1

SUSPENSION

STANDARD PROCEDURE - LUBRICATION
POINTS

There are no serviceable lubrication points on the
suspension of this vehicle. All joints are sealed-for­life type and require no maintenance.

FRONT SUSPENSION

TABLE OF CONTENTS

page page

FRONT SUSPENSION

DESCRIPTION - FRONT SUSPENSION .......2

OPERATION - FRONT SUSPENSION .........3

WARNING .............................3

CAUTION ..............................3

SPECIFICATIONS

FRONT SUSPENSION FASTENER TORQUE . . 4

SPECIAL TOOLS

FRONT SUSPENSION ...................4

HUB / BEARING

DESCRIPTION ..........................5

OPERATION ............................5

DIAGNOSIS AND TESTING - HUB AND

BEARING ............................5

REMOVAL .............................6

INSTALLATION ..........................8

KNUCKLE

DESCRIPTION ..........................9

OPERATION ............................9

DIAGNOSIS AND TESTING - STEERING

KNUCKLE ............................9

REMOVAL .............................9

INSTALLATION .........................11

LOWER BALL JOINT

DESCRIPTION .........................12

OPERATION ...........................12

FRONT SUSPENSION .....................1

REAR SUSPENSION ......................33

WHEEL ALIGNMENT .....................53

DIAGNOSIS AND TESTING - LOWER BALL

JOINT ..............................12

LOWER BALL JOINT SEAL BOOT

REMOVAL .............................12

INSTALLATION .........................13

LOWER CONTROL ARM

DESCRIPTION .........................15

OPERATION ...........................15

DIAGNOSIS AND TESTING - LOWER

CONTROL ARM .......................16

REMOVAL .............................16

DISASSEMBLY

DISASSEMBLY - FRONT ISOLATOR

BUSHING ...........................18

DISASSEMBLY - REAR ISOLATOR

BUSHING ...........................19

DISASSEMBLY - CLEVIS BUSHING ........19

ASSEMBLY

ASSEMBLY - FRONT ISOLATOR BUSHING . . 20
ASSEMBLY - REAR ISOLATOR BUSHING . . . 20

ASSEMBLY - CLEVIS BUSHING ..........21

INSTALLATION .........................21

SHOCK ASSEMBLY

DESCRIPTION - SHOCK ASSEMBLY ........22

OPERATION - SHOCK ASSEMBLY ..........23

2 - 2 FRONT SUSPENSION JR

DIAGNOSIS AND TESTING - SHOCK

ASSEMBLY (FRONT) ...................23

REMOVAL - SHOCK ASSEMBLY ............24

DISASSEMBLY - SHOCK ASSEMBLY ........25

ASSEMBLY - SHOCK ASSEMBLY ...........28

INSTALLATION - SHOCK ASSEMBLY ........29

STABILIZER BAR

DESCRIPTION .........................30

OPERATION ...........................30

DIAGNOSIS AND TESTING - STABILIZER BAR . 30
REMOVAL

REMOVAL - STABILIZER BAR ............30

REMOVAL - STABILIZER BAR BUSHING

(FRONT) ............................31

FRONT SUSPENSION

DESCRIPTION - FRONT SUSPENSION

This vehicle’s front suspension is a short long arm
(SLA) design used in conjunction with a gas pressur­ized shock absorber and coil spring assembly (Fig. 1).

INSTALLATION

INSTALLATION - STABILIZER BAR ........31

INSTALLATION - STABILIZER BAR BUSHING . 31

UPPER BALL JOINT

DESCRIPTION .........................31

OPERATION ...........................31

DIAGNOSIS AND TESTING - UPPER BALL

JOINT ..............................31

UPPER CONTROL ARM

DESCRIPTION .........................32

OPERATION ...........................32

REMOVAL - UPPER CONTROL ARM ........32

INSPECTION - UPPER CONTROL ARM ......32

INSTALLATION - UPPER CONTROL ARM .....32

SLA offers three advantages over the customary
MacPherson strut system for front-wheel-drive vehi­cles.

• Better handling through geometry that keeps

the tires more perpendicular to the road

• Better noise isolation

Fig. 1 Front Suspension Components (Typical)

1 - UPPER CONTROL ARM
2 - FRONT SUSPENSION CROSSMEMBER
3 - STABILIZER BAR
4 - HUB AND BEARING

5 - STEERING KNUCKLE
6 - LOWER CONTROL ARM
7 - SHOCK ASSEMBLY

JR FRONT SUSPENSION 2 - 3

FRONT SUSPENSION (Continued)

• Better ride through reduced friction

The upper control arm of the vehicle is mounted
using rubber isolation bushings to an aluminum cast­ing which is attached to the shock tower using 4
mounting bolts. This aluminum casting is also used
as the upper mount for the front shock/coil spring
assembly. The shock absorber is isolated from the
aluminum bracket using a microcellular urethane
isolator. The lower control arm is mounted to the
vehicle’s front suspension crossmember using 2
through bolts per control arm. The lower control arm
is also isolated from the vehicle using 2 rubber bush­ings of unique design for the front and rear mounting
location. The bottom of the shock absorber is
mounted to the lower control arm by a clevis bracket
which is part of the shock absorber assembly. The
clevis bracket is mounted to and isolated from the
lower control arm using a rubber isolation bushing
and a through-bolt. The front steering knuckle is
mounted to the vehicle by a ball joint located in the
upper and lower control arms.

A sealed for life front hub and bearing assembly is
attached to the front steering knuckle. The outer C/V
joint assembly is splined to the front hub and bear­ing assembly and is retained by a nut, nut retainer
and cotter pin.

CAUTION

CAUTION: Only frame contact hoisting equipment
should be used on this vehicle. All vehicles have a
fully independent rear suspension. Vehicles must
not be hoisted using equipment designed to lift a
vehicle by the rear axle. If this type of hoisting
equipment is used, damage to rear suspension
components will occur.

CAUTION: At no time when servicing a vehicle, can
a sheet metal screw, bolt or other metal fastener be
installed in the shock tower to take the place of an
original plastic clip. Also, NO holes can be drilled
into the front shock tower in the area shown in (Fig.

2), for the installation of any metal fasteners into
the shock tower. Because of the minimum clear­ance in this area installation of metal fasteners
could damage the coil spring coating and lead to a
corrosion failure of the spring.

OPERATION - FRONT SUSPENSION

The front suspension allows each front wheel on
vehicle to adapt to different road surfaces and condi­tions without affecting the control of the vehicle.
Each side of the front suspension is allowed to move
independently from the other. Both sides of the front
suspension are allowed to pivot so the vehicle can be
steered in the direction preferred. Steering of the
vehicle is provided by a rack and pinion steering gear
which is connected directly to each steering knuckle
by an outer tie rod.

WARNING

WARNING: DO NOT REMOVE A SHOCK ROD NUT
WHILE THE SHOCK ASSEMBLY IS INSTALLED IN
VEHICLE, OR BEFORE THE SHOCK ASSEMBLY
SPRING IS COMPRESSED.

Fig. 2 Shock Tower To Spring Minimum Clearance

Area

1 - SHOCK TOWER
2 - COIL SPRING
3 - NO SHEET METAL SCREWS, BOLTS, OR ANY OTHER

METAL FASTENERSARE TO BE INSTALLED IN SHOCK TOWER
AREA. ALSO, NO HOLES ARE TO BE DRILLED INTO SHOCK
TOWER IN THIS SAME AREA.

NOTE: If a suspension component becomes bent,
damaged or fails, no attempt should be made to
straighten or repair it. Always replace it with a new
component.

2 - 4 FRONT SUSPENSION JR

FRONT SUSPENSION (Continued)

SPECIFICATIONS

FRONT SUSPENSION FASTENER TORQUE

DESCRIPTION TORQUE

Shock Assembly

Clevis Pinch Bolt 88 N·m (65 ft. lbs.)
Shock Tower Bolts 101 N·m (75 ft. lbs.)
Clevis To Control Arm

Bolt
Rod To Upper Mount Nut 54 N·m (40 ft. lbs.)

Steering Knuckle

Disc Brake Caliper
Adapter Bolts

Tie Rod Nut 61 N·m (45 ft. lbs.)
Tie Rod Adjustment Jam

Nuts

88 N·m (65 ft. lbs.)

169 N·m (125 ft. lbs.)

61 N·m (45 ft. lbs.)

Press, Ball Joint Remover/Installer C-4212F

Installer, Ball Joint 6758

Hub And Bearing

Axle Hub Nut 203 N·m (150 ft. lbs.)
Wheel Stud Lug Nut 135 N.m (100 ft. lbs.)

Upper Control Arm

Ball Joint Stud Nut 27 N·m (20 ft. lbs.)
Shock Bracket Bolt 90 N·m (66 ft. lbs.)

Lower Control Arm

Ball Joint Stud Castle Nut 74 N·m (55 ft. lbs.)
Crossmember Front Pivot

Bolt
Crossmember Rear Bolt 95 N·m (70 ft. lbs.)
Ball Joint Heat Shield

Attaching Bolts

Stabilizer Bar

Bushing Clamp Bolts 61 N·m (45 ft. lbs.)
Link Nuts 101 N·m (75 ft. lbs.)

183 N·m (135 ft. lbs.)

13 N·m (10 ft. lbs.)

SPECIAL TOOLS

FRONT SUSPENSION

Remover, Ball Joint MB-990799

Remover/Installer Control Arm Bushing 6602–5 (In

Tool Kit 6602)

Puller C-3894-A

Installer/Receiver, Control Arm Bushing 6876

JR FRONT SUSPENSION 2 - 5

FRONT SUSPENSION (Continued)

Remover / Installer C-4366-2 (In Tool Kit C-4366)

Remover, Tie Rod

Receiver, Ball Joint 6756

Remover, Lower Ball Joint C-4150A

(flange) and the front wheel bearing into a one piece
unit. The hub and bearing assembly is mounted to
the steering knuckle and is retained by three mount­ing bolts accessible from the back of the steering

Installer, Bushing 6760

knuckle. The hub and bearing unit is not serviceable
and must be replaced as an assembly if the bearing
or the hub is determined to be defective. The wheel
mounting studs used to mount the tire and wheel to
the vehicle are the only replaceable components of
the hub and bearing assembly.

Remover/Installer Control Arm Clevis Bushing 6877

Installer, Ball Joint Seal Boot Retainer 6875

HUB / BEARING

DESCRIPTION

The bearing used on the front hub of this vehicle is
the combined hub and bearing unit type assembly.
This unit combines the front wheel mounting hub

OPERATION

The hub and bearing has internal bearings that
allow the hub to rotate with the driveshaft and tire
and wheel.

DIAGNOSIS AND TESTING - HUB AND
BEARING

The hub and bearing is designed for the life of the
vehicle and requires no type of periodic maintenance.
The following procedure may be used for diagnosing
the condition of the wheel bearing and hub.

With the wheel, disc brake caliper, and brake rotor
removed, rotate the wheel hub. Any roughness or
resistance to rotation may indicate dirt intrusion or a
failed hub bearing. If the bearing exhibits any of
these conditions during diagnosis, the hub bearing
will require replacement. The bearing is not service­able.

Damaged bearing seals and the resulting excessive
grease loss may also require bearing replacement.
Moderate grease weapage from the bearing is consid­ered normal and should not require replacement of
the wheel bearing.

2 - 6 FRONT SUSPENSION JR

HUB / BEARING (Continued)

To diagnose a bent hub, (Refer to 2 - BRAKES/HY­DRAULIC-MECHANICAL/ROTOR - DIAGNOSIS
AND TESTING).

REMOVAL

(1) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - SERVICE PROCE­DURE).

(2) Remove front tire and wheel assembly from the
hub.

CAUTION: Wheel bearing damage will result if hub
nut is loose, then vehicle is rolled on the ground or
the weight of the vehicle is allowed to be supported
by the tires.

(3) Loosen hub nut with the brakes applied. The
hub and driveshaft are splined together
through the knuckle (bearing) and retained by
the hub nut.

(4) Remove the disc brake caliper, adapter, shoes
and rotor from the steering knuckle. (Refer to 5 ­BRAKES/HYDRAULIC/MECHANICAL/ROTORS ­REMOVAL)

(5) Remove nut attaching the outer tie rod end to
the steering knuckle (Fig. 3). Nut is to be removed

from tie rod end using the following procedure,
hold tie rod end stud with a socket while loos­ening and removing nut with wrench (Fig. 3).

Fig. 4 Tie Rod End Removal From Steering Knuckle

1 - SPECIAL TOOL MB-991113
2 - TIE ROD END
3 - HEAT SHIELD
4 - STEERING KNUCKLE
5 - LOWER CONTROL ARM

(7) If equipped with antilock brakes remove the
speed sensor cable routing bracket (Fig. 5) from the
steering knuckle.

Fig. 3 Tie Rod End Attaching Nut Removal/

Installation

1 - TIE ROD END
2 - HEAT SHIELD
3 - STEERING KNUCKLE
4 - TIE ROD END STUD
5 - NUT

(6) Remove the tie rod end from the steering
knuckle arm, using Remover, Special Tool MB-991113
(Fig. 4).

Fig. 5 Speed Sensor Cable Routing Bracket

1 - WHEEL SPEED SENSOR CABLE
2 - SPEED SENSOR CABLE ROUTING BRACKET
3 - STEERING KNUCKLE
4 - ATTACHING BOLT
5 - BRAKE CALIPER FLEX HOSE

(8) Remove cotter pin and castle nut (Fig. 6) from

the stud of the lower ball joint.

JR FRONT SUSPENSION 2 - 7

HUB / BEARING (Continued)

Fig. 6 Lower Ball Joint Attachment To Steering

Knuckle

1 - DRIVESHAFT
2 - COTTER PIN
3 - CASTLE NUT
4 - HEAT SHIELD
5 - LOWER CONTROL ARM
6 - SHOCK ABSORBER CLEVIS

CAUTION: No tool is to be inserted between the
steering knuckle and the lower ball joint to separate
stud of lower ball joint from the steering knuckle.
The steering knuckle is to be separated from the
stud of the ball joint only using the procedure as
described in Step 9 below.

(9) Turn steering knuckle so the front of the steer­ing knuckle is facing as far outboard in the wheel
well as possible. Using a hammer strike the boss on
the steering knuckle, (Fig. 7) until steering knuckle
separates from stud of lower ball joint. When strik-

ing steering knuckle, care MUST be taken not
to hit lower control arm or ball joint grease
seal.

Fig. 7 Separating Ball Joint Stud From Steering

Knuckle

1 - BALL JOINT STUD
2 - STEERING KNUCKLE
3 - LOWER CONTROL ARM
4 - STEERING KNUCKLE BOSS
5 - HAMMER

joint, by supporting the driveshaft while pulling
steering knuckle away from the outer C/V joint (Fig.

8).

CAUTION: Pulling steering knuckle out from vehicle
after releasing from ball joint can separate inner
C/V joint, thus damaging it.

(10) Lift up on steering knuckle separating it from
the lower ball joint stud. Use caution when sepa-

rating ball joint stud from steering knuckle, so
ball joint seal does not get cut.

NOTE: 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.

(11) Separate the steering knuckle from the outer
C/V joint. Separate steering knuckle from outer C/V

Fig. 8 Separating Steering Knuckle From Outer C/V

Joint

1 - HUB/BEARING
2 - BEARING SHIELD
3 - OUTER C/V JOINT
4 - STEERING KNUCKLE

(12) Remove the nut from the upper ball joint

stud.

(13) Remove the upper ball joint stud from the
steering knuckle using Puller, Special Tool, C3894-A
(Fig. 9).

(14) Remove steering knuckle from vehicle.

2 - 8 FRONT SUSPENSION JR

HUB / BEARING (Continued)

INSTALLATION

(1) Thoroughly clean all hub and bearing assembly
mounting surfaces on steering knuckle.

(2) Install the replacement hub and bearing
assembly in steering knuckle aligning bolt boles in
bearing flange with holes in steering knuckle.

(3) Install the 3 mounting bolts (Fig. 10) and
tighten evenly to ensure bearing is square to face of
steering knuckle. The tighten the 3 mounting bolts
(Fig. 10) to a torque of 110 N·m (80 ft. lbs.).

(4) Slide drive shaft back into front hub and bear­ing assembly.

(5) Install the steering knuckle on the lower con­trol arm ball joint.

(6) Install the steering knuckle to lower ball joint

Fig. 9 Ball Joint Stud Removal From Steering

Knuckle

1 - BALL JOINT
2 - BALL JOINT STUD
3 - SPECIAL TOOL C3894–A
4 - SHOCK ABSORBER ASSEMBLY
5 - UPPER CONTROL ARM

(15) Mount steering knuckle securely in a vise.
(16) Remove the 3 bolts attaching the hub/bearing

assembly to the steering knuckle (Fig. 10).

castle nut.

(7) Install the steering knuckle onto upper ball
joint stud and install nut.

(8) Using a crow foot and torque wrench, tighten
the upper and lower ball joint nuts to the following
torque specifications.

• Lower ball joint castle nut 74 N·m (55 ft. lbs.).

• Upper ball joint nut 27 N·m (20 ft. lbs.).

(9) Install cotter pin in lower ball joint stud and
castle nut.

(10) If equipped with antilock brakes install the
speed sensor cable routing bracket on the steering
knuckle (Fig. 5) and securely tighten attaching bolt.

Fig. 10 Hub/Bearing Attaching Bolts

1 - STEERING KNUCKLE
2 - HUB/BEARING ASSEMBLY
3 - HUB/BEARING ATTACHING BOLTS

(17) Remove the hub and bearing assembly from

the front of the steering knuckle.

NOTE: If bearing will not come out of steering
knuckle, it can be tapped out using a soft faced
hammer.

CAUTION: When installing tie rod on steering
knuckle the heat shield (Fig. 11) must be installed. If
heat shield is not installed, tie rod seal boot can fail
due to excessive heat from brake rotor.

(11) Install tie rod end into the steering knuckle.
Start tie rod end to steering knuckle attaching nut
onto stud of tie rod end. While holding the stud of
the tie rod end stationary, tighten tie rod end to
steering knuckle attaching nut (Fig. 3). Then using a
crowfoot and socket tighten the attaching nut to a
torque of 61 N·m (45 ft. lbs.) (Fig. 11).

(12) Install brake rotor, and caliper, shoes and
adapter assembly. (Refer to 5 - BRAKES/HYDRAU­LIC/MECHANICAL/ROTORS - INSTALLATION)

(13) Clean all foreign matter from the threads of
the outer C/V joint stub axle. Install hub nut onto
the driveshaft stub axle.

(14) With vehicle brakes applied to keep stub axle
from turning, tighten hub nut to a torque of 203 N·m
(150 ft. lbs.) of torque.

(15) Install wheel and tire assembly. Install wheel
lug nuts and progressively tighten in crisscross
sequence. Tighten nuts to a torque of 135 N·m (100
ft. lbs.).

(16) Lower vehicle.

JR FRONT SUSPENSION 2 - 9

HUB / BEARING (Continued)

when servicing the vehicle, no attempt is to be made
to straighten the steering knuckle.

REMOVAL

(1) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - SERVICE PROCE­DURE).

(2) Remove front tire and wheel assembly from the
hub.

CAUTION: Wheel bearing damage will result if hub
nut is loosened, then vehicle is rolled on the
ground or the weight of the vehicle is allowed to be
supported by the tires.

(3) Loosen hub nut with the brakes applied.The

Fig. 11 Torquing Tie Rod End Attaching Nut

1 - HEAT SHIELD
2 - TIE ROD END
3 - STEERING KNUCKLE
4 - TORQUE WRENCH
5 - 11/32 SOCKET
6 - CROWFOOT

(17) Set front toe on vehicle to required specifica­tion. (Refer to 2 - SUSPENSION/WHEEL ALIGN­MENT - STANDARD PROCEDURE).

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

(4) Remove the disc brake caliper, adapter, shoes
and rotor from the steering knuckle. (Refer to 5 ­BRAKES/HYDRAULIC/MECHANICAL/ROTORS ­REMOVAL)

(5) Remove nut attaching outer tie rod end to the
steering knuckle (Fig. 12). Nut is to be removed

from tie rod end using the following procedure,
hold tie rod end stud with a socket while loos­ening and removing nut with wrench (Fig. 12).

KNUCKLE

DESCRIPTION

The steering knuckle is a single casting with legs
machined for attachment to the vehicle’s upper and
lower control arm ball joints. the steering knuckle
has the hub and bearing mounted in its center. The
axle shaft constant velocity joint stub shaft is splined
through the hub and bearing assembly in the center
of the knuckle. The steering knuckle also supports
and aligns the front brake caliper adapter and cali­per assembly.

OPERATION

The steering knuckle pivots between the upper and
lower ball joints. The steering gear outer tie rod end
connects to the trailing end of each knuckle, allowing
the vehicle to be steered.

The center of the knuckle supports the hub and
bearing and axle shaft.

DIAGNOSIS AND TESTING - STEERING
KNUCKLE

The front suspension steering knuckle is not a
repairable component of the front suspension. It
must be replaced if found to be damaged in any way.
If it is determined that the steering knuckle is bent

Fig. 12 Tie Rod End Attaching Nut

1 - TIE ROD END
2 - HEAT SHIELD
3 - STEERING KNUCKLE
4 - TIE ROD END STUD
5 - NUT

(6) Remove the tie rod end from the steering

knuckle using Remover, Special Tool MB-991113 (Fig.

13).
(7) Remove the speed sensor cable routing bracket

(Fig. 14) from the steering knuckle.

2 - 10 FRONT SUSPENSION JR

KNUCKLE (Continued)

Fig. 13 Tie Rod End Removal From Steering

Knuckle

1 - SPECIAL TOOL MB-991113
2 - TIE ROD END
3 - HEAT SHIELD
4 - STEERING KNUCKLE
5 - LOWER CONTROL ARM

Fig. 14 Speed Sensor Cable Routing Bracket

1 - WHEEL SPEED SENSOR CABLE
2 - SPEED SENSOR CABLE ROUTING BRACKET
3 - STEERING KNUCKLE
4 - ATTACHING BOLT
5 - BRAKE CALIPER FLEX HOSE

(8) Remove cotter pin and castle nut (Fig. 15) from

the stud of the lower ball joint.

Fig. 15 Lower Ball Joint Attachment To Steering

Knuckle

1 - DRIVESHAFT
2 - COTTER PIN
3 - CASTLE NUT
4 - HEAT SHIELD
5 - LOWER CONTROL ARM
6 - SHOCK ABSORBER CLEVIS

CAUTION: When striking the steering knuckle, do
not hit the heat shield covering the ball joint grease
seal. Bending the heat shield against the ball joint
grease seal will cause the grease seal to fail.

(9) Turn steering knuckle so the front of the steer-

ing knuckle is facing as far outboard in the wheel
well as possible. Using a hammer strike the boss on
the steering knuckle, (Fig. 16) until the steering
knuckle separates from the stud of lower ball joint.

CAUTION: Pulling steering knuckle out from vehicle
after releasing from ball joint can separate inner
C/V joint, thus damaging it.

(10) Lift up on steering knuckle separating it from

the lower ball joint stud. Use caution when sepa-

rating ball joint stud from steering knuckle, so
ball joint seal does not get cut.

NOTE: 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.

CAUTION: No tool is to be inserted between the
steering knuckle and the lower ball joint to separate
stud of lower ball joint from the steering knuckle.
The steering knuckle is to be separated from the
stud of the ball joint only using the procedure as
described in Step 9 below.

(11) Separate the steering knuckle from the outer

C/V joint. Separate steering knuckle from outer C/V
joint, by supporting the driveshaft while pulling
steering knuckle away from the outer C/V joint (Fig.

17).
(12) Remove the nut from the upper ball joint

stud.

JR FRONT SUSPENSION 2 - 11

KNUCKLE (Continued)

Fig. 16 Separating Ball Joint Stud From Steering

1 - HAMMER
2 - BALL JOINT STUD
3 - STEERING KNUCKLE BOSS
4 - HEAT SHIELD
5 - LOWER CONTROL ARM

Fig. 17 Separating Steering knuckle from driveshaft

1 - HUB/BEARING
2 - BEARING SHIELD
3 - OUTER C/V JOINT
4 - STEERING KNUCKLE

(13) Remove the upper ball joint stud from the
steering knuckle using Puller, Special Tool, C-3894-A
(Fig. 18).

(14) Remove steering knuckle from vehicle.

(15) If steering knuckle is being replaced and hub
and bearing is found to be in usable condition, it can
be transferred to replacement steering knuckle. To
remove the hub and bearing, (Refer to 2 - SUSPEN­SION/FRONT/HUB / BEARING - REMOVAL).

Fig. 18 Ball Joint Stud Removal From Steering

Knuckle

1 - BALL JOINT
2 - BALL JOINT STUD
3 - SPECIAL TOOL C3894–A
4 - SHOCK ABSORBER ASSEMBLY
5 - UPPER CONTROL ARM

INSTALLATION

(1) If required install a hub/bearing assembly into
the steering knuckle before installing steering
knuckle on vehicle. (Refer to 2 - SUSPENSION/
FRONT/HUB / BEARING - INSTALLATION).

(2) Install the heat shield for the lower control
arm ball joint grease seal before beginning the instal­lation of the steering knuckle on the vehicle.

(3) Slide drive shaft back into front hub/bearing
assembly. Then install steering knuckle onto the ball
joint stud in lower control arm.

(4) Install the steering knuckle to lower ball joint
stud castle nut.

(5) Install upper ball joint in steering knuckle.
Install the steering knuckle to upper ball joint nut.
Tighten the upper ball joint nut to a torque of 27
N·m (20 ft. lbs.). Then, using a crowfoot and torque
wrench, tighten the lower ball joint nut to a torque of
75 N·m (55 ft. lbs.) (Fig. 15).

(6) Install the speed sensor cable routing bracket
on the steering knuckle (Fig. 14) and securely tighten
the attaching bolt.

CAUTION: When installing tie rod on steering
knuckle the heat shield (Fig. 19) must be installed.
If heat shield is not installed, tie rod seal boot can
fail due to excessive heat from brake rotor.

(7) Install tie rod end into the steering knuckle.
Start tie rod end to steering knuckle attaching nut
onto stud of tie rod end. While holding stud of tie rod
end stationary, tighten tie rod end to steering

2 - 12 FRONT SUSPENSION JR

KNUCKLE (Continued)

knuckle attaching nut (Fig. 12). Then using a crow­foot and socket tighten the attaching nut to a torque
of 61 N·m (45 ft. lbs.) (Fig. 19).

Fig. 19 Torquing Tie Rod End Attaching Nut

1 - HEAT SHIELD
2 - TIE ROD END
3 - STEERING KNUCKLE
4 - TORQUE WRENCH
5 - 11/32 SOCKET
6 - CROWFOOT

(8) Install brake rotor, and caliper, shoes and
adapter assembly. (Refer to 5 - BRAKES/HYDRAU­LIC/MECHANICAL/ROTORS - INSTALLATION)

(9) Clean all foreign matter from the threads of
the outer C/V joint stub axle. Install hub nut onto
driveshaft stub axle.

(10) With vehicle brakes applied to keep braking
disc from turning, tighten hub nut to 203 N·m (150
ft. lbs.) of torque.

(11) Install front wheel and tire assembly. Install
front wheel lug nuts and progressively tighten in
crisscross sequence. Tighten to a torque of 135 N·m
(100 ft.lbs.).

(12) Lower vehicle.

(13) Set front toe on vehicle to required specifica­tion. (Refer to 2 - SUSPENSION/WHEEL ALIGN­MENT - STANDARD PROCEDURE).

LOWER BALL JOINT

The lower ball joint connection to the steering
knuckle is achieved by an interference fit created by
the tapered stud of the ball joint and a tapered hole
in the steering knuckle. The ball joint stud is
retained in the steering knuckle using a castle nut
and a cotter pin. The cotter pin is used for positive
retention of the castle nut.

The lower ball joint is lubricated for life at the
time it is assembled in the lower control arm.

NOTE: The ball joint does not require any type of
additional lubrication for the life of the vehicle. No
attempt should be made to ever add any lubrication
to the lower ball joint.

OPERATION

The ball joint is a pivotal joint that allows the
knuckle to move up and down, and turn with ease.

DIAGNOSIS AND TESTING - LOWER BALL
JOINT

(1) Raise the vehicle on jack stands or centered on
a frame contact type hoist. (Refer to LUBRICATION
& MAINTENANCE/HOISTING - SERVICE PROCE­DURE).

(2) Install a dial indicator on the vehicle so it is
contacting the top surface of the steering knuckle
near the lower ball joint stud castle nut.

(3) Grab wheel and tire assembly and push it up
and down firmly.

(4) Record the amount of up and down movement
of the steering knuckle recorded on the dial indicator.

(5) Replace lower control arm if the movement in
the lower control arm exceeds 1.5 mm (.059 in.).

LOWER BALL JOINT SEAL
BOOT

REMOVAL

CAUTION: The replacement of the lower ball joint
seal boot can only be done in the event that the
seal boot is damaged while performing a service
procedure on the vehicle.

DESCRIPTION

The ball joint used in the lower control arm of this
vehicle is a sealed for life ball joint. The ball joint
can not be replaced as a separate component of the
lower control arm assembly. If the ball joint is deter­mined to be defective it will require replacement of
the complete lower control arm assembly.

JR FRONT SUSPENSION 2 - 13

LOWER BALL JOINT SEAL BOOT (Continued)

CAUTION: Under no circumstances can a lower ball
joint seal boot be replaced if it is determined that
the vehicle had been driven with the seal boot dam­aged. If the vehicle has been driven with a damaged
seal boot contamination of the ball joint has
occurred. When contamination of the ball joint has
occurred the lower control arm must be replaced.
This is to ensure excessive wear of the ball joint
does not occur from the contamination present in
the ball joint.

CAUTION: Excessive wear in the ball joint can lead
to a separation of the ball joint from the lower con­trol arm.

CAUTION: The procedure below must be carefully
followed when replacing the ball joint seal in the
event it is damaged while servicing a vehicle.

CAUTION: The ball joint used in the lower control
arm of this vehicle is a lubricated for life ball joint.
This ball joint does not required any additional
lubrication for the life of the vehicle. Do not alter
the lower control arm or ball joint in an attempt to
lubricate the lower control arm ball joint. If it is
determined that the ball joint is lacking proper lubri­cation, the lower control arm will need to be
replaced.

(1) Remove lower control arm assembly from vehi­cle. (Refer to 2 - SUSPENSION/FRONT/LOWER
CONTROL ARM - REMOVAL).

(2) Wrap a shop towel around the ball joint and
seal boot. This is to prevent dirt and cleaning solvent
to enter ball joint when cleaning area around ball
joint.

(3) Using ONLY a solvent such as Mopar Foamy
Engine Degreaser or an equivalent, thoroughly clean
lower control arm in area around ball joint and seal.
Then using a shop towel saturated with the engine
degreaser, carefully wipe off the ball joint seal boot.

(4) Using 2 screwdrivers (Fig. 20) remove the ball
joint seal retaining ring from the bottom of the ball
joint seal.

(5) Remove ball joint seal from ball joint.

INSTALLATION

CAUTION: The replacement of the lower ball joint
seal boot can only be done in the event that the
seal boot is damaged while performing a service
procedure on the vehicle.

Fig. 20 Removing Ball Joint Seal Retaining Ring

1 - UPPER SEALING RING
2 - LOWER CONTROL ARM
3 - BALL JOINT
4 - SCREWDRIVERS
5 - BALL JOINT SEAL RETAINING RING
6 - BALL JOINT SEAL

CAUTION: Under no circumstances can a lower ball
joint seal boot be replaced if it is determined that
the vehicle had been driven with the seal boot dam­aged. If the vehicle has been driven with a damaged
seal boot contamination of the ball joint has
occurred. When contamination of the ball joint has
occurred the lower control arm must be replaced.
This is to ensure excessive wear of the ball joint
does not occur from the contamination present in
the ball joint.

CAUTION: Excessive wear in the ball joint can lead
to a separation of the ball joint from the lower con­trol arm.

CAUTION: The procedure below must be carefully
followed when replacing the ball joint seal in the
event it is damaged while servicing a vehicle.

CAUTION: The ball joint used in the lower control
arm of this vehicle is a lubricated for life ball joint.
This ball joint does not required any additional
lubrication for the life of the vehicle. Do not alter
the lower control arm or ball joint in an attempt to
lubricate the lower control arm ball joint. If it is
determined that the ball joint is lacking proper lubri­cation, the lower control arm will need to be
replaced.

2 - 14 FRONT SUSPENSION JR

LOWER BALL JOINT SEAL BOOT (Continued)

CAUTION: When replacing ball joint seal, do not
use any other type of grease to lubricate ball joint
other than the lubricant provided in the Mopar Ball
Joint Seal service kit.

(1) Apply grease from the ball joint seal kit, to the
specified areas of the ball joint stud and seal (Fig.

21). Be sure no grease is present on the seal boot
installation section of the seal boot or lower control
arm (Fig. 21).

Fig. 21 Grease Correctly Applied To Ball Joint Stud

And Seal Boot

1 - UPPER SEALING RING
2 - LIP
3 - GREASE
4 - BALL JOINT STUD TAPERED SECTION
5 - GREASE
6 - BOOT INSTALLATION SECTION

Wipe off the grease.
7 - BOOT INSTALLATION SECTION

Wipe off the grease.
8 - BALL JOINT SEAL BOOT

(2) Slide ball joint seal boot with upper seal ring
installed, (Fig. 21) down tapered section of ball joint
stud (Fig. 21). Seal boot is to be installed on stud of
ball joint until seal boot is sitting on seal groove in
lower control arm.

(3) Carefully position ball joint seal boot in seal
retaining groove on lower control arm. After install­ing seal boot in retaining groove, carefully bleed air
out of sealing boot without getting grease pushed
into seal boot retaining groove in lower control arm.

(4) Place Retaining Ring Installer, Special Tool,
6875-1 over ball joint seal boot (Fig. 22). Using
adjusting knob, adjust tool so bottom edge of tool is
even with top of retaining ring groove in seal boot
(Fig. 22).

(5) Place seal boot retaining ring on Installer, Spe­cial Tool, 6875- 1 (Fig. 23). Then place expandable
collar from Installer, Special Tool, 6875 over tapered
cone of the special tool (Fig. 23).

Fig. 22 Correctly Installed Ball Joint Seal Retaining

Ring Tool

1 - SPECIAL TOOL 6875-1
2 - ADJUSTING KNOB
3 - LOWER CONTROL ARM
4 - SEAL BOOT RETAINING RING GROOVE
5 - BOTTOM EDGE OF TOOL MUST BE EVEN WITH TOP OF

RETAINING RING GROOVE IN SEAL BOOT AS SHOWN

(6) Using the expandable collar of Installer, Spe­cial Tool, 6875 (Fig. 24) push the seal boot retaining
ring down the cone of Installer, Special Tool, 6875.

(7) Continue pushing retaining ring down
Installer, Special Tool, 6875, until it is installed in
the retaining ring groove of the seal boot (Fig. 25)

(8) Remove Installer, Special Tool, 6875 from the
ball joint seal boot. When removing tool from seal

boot be careful not to damage the seal boot
with the tool.

(9) Check retaining ring installation on seal boot
to ensure it is fully seated in seal boot groove and
the ends are not twisted (Fig. 26). Also, make sure
upper sealing ring is on seal boot and correctly
installed (Fig. 26). Check seal boot for damage before
installing back on car.

(10) Install lower control arm assembly back on
vehicle. (Refer to 2 - SUSPENSION/FRONT/LOWER
CONTROL ARM - INSTALLATION).

JR FRONT SUSPENSION 2 - 15

LOWER BALL JOINT SEAL BOOT (Continued)

Fig. 23 Retaining Ring And Expandable Collar

Installed On Tool

1 - SPECIAL TOOL 6875
2 - LOWER CONTROL ARM
3 - SEAL BOOT RETAINING RING

Fig. 24 Installing Seal Boot Retaining Ring

1 - LOWER CONTROL ARM
2 - RETAINING RING
3 - SPECIAL TOOL 6875

LOWER CONTROL ARM

DESCRIPTION

The lower control arm is a ductile iron casting
using 2 rubber bushings to isolate it from the front
suspension crossmember and body of the vehicle. The
isolator bushings consist of 2 metal encased rubber
isolated pivot bushings. The front of the lower control
arm is bolted to the front crossmember using a bolt
through the center of the rubber pivot bushing. The
rear of the lower control arm is mounted to the front
suspension crossmember using a through-bolt. The

Fig. 25 Retaining Ring Installed In Ball Joint Seal

Boot

1 - LOWER CONTROL ARM
2 - SEAL BOOT RETAINING RING
3 - SPECIAL TOOL 6875

Fig. 26 Properly Installed Ball Joint Seal Boot

1 - LOWER CONTROL ARM
2 - UPPER SEALING RING
3 - SEAL BOOT RETAINING RING
4 - SEAL BOOT
5 - BALL JOINT STUD

lower control arms are inter-connected through a
linked rubber isolated sway bar.

OPERATION

The lower control arm supports the lower end of
the steering knuckle and allows for the up and down
movement of the suspension during the jounce and
rebound travel. It also provides a lower mounting
point for the shock assembly.

2 - 16 FRONT SUSPENSION JR

LOWER CONTROL ARM (Continued)

DIAGNOSIS AND TESTING - LOWER CONTROL
ARM

If damaged, the lower control arm casting is ser­viced only as a complete component. Inspect lower
control arm for signs of damage from contact with
the ground or road debris. If lower control arm shows
any sign of damage, inspect lower control arm for
distortion. Do not attempt to repair or straighten

a broken or bent lower control arm.

The replaceable components of the lower control
arm are: the ball joint grease seal and the control
arm bushings. Inspect both control arm bushings for
severe deterioration, and replace if required.

Inspect the lower ball joint for wear. Use the wear
inspection procedure in the diagnosis and testing sec­tion in this group of service manual to determine if
the wear is excessive and ball joint (lower control
arm) replacement is required.

Service procedures to replace these components are
detailed in the specific component removal and
installation sections in this group of the service man­ual.

1 - TIE ROD END
2 - HEAT SHIELD
3 - STEERING KNUCKLE
4 - TIE ROD END STUD
5 - NUT

Fig. 27 Tie Rod End Attaching Nut

REMOVAL

(1) Raise vehicle on jack stands or centered on a
frame contact type hoist. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - SERVICE PROCE­DURE).

(2) Remove the tire and wheel from the vehicle.

NOTE: Removing the tie rod end from the steering
knuckle allows the steering knuckle to be turned
further. This allows better access to the steering
knuckle when striking it to remove the ball joint
stud from the steering knuckle.

(3) Remove nut attaching the outer tie rod end to
the steering knuckle (Fig. 27). Nut is to be

removed from tie rod end using the following
procedure, hold tie rod end stud with a 11/32
socket while loosening and removing nut with
wrench (Fig. 27).

(4) Remove the tie rod end from the steering
knuckle using Remover, Special Tool MB-991113 (Fig.

28).

(5) Remove cotter pin and castle nut (Fig. 29) from
stud of lower ball joint.

CAUTION: No tool is to be inserted between the
steering knuckle and the lower ball joint to separate
the lower ball joint from the steering knuckle. The
steering knuckle is to be separated from the ball
joint only using the procedure as described in step
Step 6 below.

Fig. 28 Tie Rod End Removal From Steering

Knuckle

1 - SPECIAL TOOL MB-991113
2 - TIE ROD END
3 - HEAT SHIELD
4 - STEERING KNUCKLE
5 - LOWER CONTROL ARM

CAUTION: When striking the steering knuckle, do
not hit the heat shield covering the ball joint grease
seal. Bending the heat shield against the ball joint
grease seal will cause the grease seal to fail.

(6) Turn steering knuckle so the front of the steer­ing knuckle is facing as far outboard in the wheel
opening as possible (Fig. 30). Using a hammer, strike
steering knuckle boss (Fig. 30) until steering knuckle
separates from the lower ball joint. When striking

JR FRONT SUSPENSION 2 - 17

LOWER CONTROL ARM (Continued)

(7) Remove the shock absorber clevis to lower con­trol arm bushing, nut and thru-bolt. Separate the cle­vis from lower control arm (Fig. 31).

Fig. 29 Lower Ball Joint Attachment To Steering

Knuckle

1 - DRIVESHAFT
2 - COTTER PIN
3 - CASTLE NUT
4 - HEAT SHIELD
5 - LOWER CONTROL ARM
6 - SHOCK ABSORBER CLEVIS

Fig. 31 Clevis To Lower Control Arm Attachment

1 - TIE ROD END
2 - LOWER CONTROL ARM
3 - SHOCK ABSORBER CLEVIS
4 - THRU-BOLT

steering knuckle care MUST be taken not to hit
lower control arm or ball joint grease seal.

Fig. 30 Separating Lower Ball Joint Stud From

Steering Knuckle

1 - HAMMER
2 - BALL JOINT STUD
3 - STEERING KNUCKLE BOSS
4 - HEAT SHIELD
5 - LOWER CONTROL ARM

CAUTION: Pulling the steering knuckle outward
from the vehicle after releasing it from the ball joint,
can separate inner C/V joint. (Refer to 2 - DRIV­ELINE AND DRIVESHAFT/HALFSHAFT - REMOVAL).

(8) Remove nut attaching the stabilizer bar link to
the lower control arm (Fig. 32). When removing nut,
hold stud of stabilizer bar link from turning by
inserting an allen wrench in the end of the stud (Fig.

32).

Fig. 32 Removing/ Installing Nut From Stud Of

Stabilizer Link

1 - ALLEN WRENCH
2 - LOWER CONTROL ARM
3 - WRENCH
4 - STABILIZER BAR LINK ASSEMBLY

2 - 18 FRONT SUSPENSION JR

LOWER CONTROL ARM (Continued)

(9) Remove the bolts (Fig. 33) attaching the one
stabilizer bar bushing clamp to the front suspension
crossmember and the body of the vehicle.

Fig. 33 Stabilizer Bar Bushing Clamp Attachment To

Vehicle

1 - STABILIZER BAR BUSHING CLAMP
2 - FRONT SUSPENSION CROSSMEMBER
3 - ATTACHING BOLTS
4 - STABILIZER BAR
5 - VEHICLE BODY

(12) Remove nut and bolt attaching the front of
the lower control arm to the front suspension cross­member (Fig. 35).

Fig. 35 Attaching Front Of Lower Control Arm To

Suspension Crossmember

1 - ATTACHING BOLTAND NUT
2 - SHOCK CLEVIS
3 - STABILIZER BAR
4 - LOWER CONTROL ARM
5 - FRONT SUSPENSION CROSSMEMBER

(10) Lower the one side of the stabilizer bar away

from the lower control arm and body of vehicle.

(11) Remove the nut and bolt (Fig. 34) attaching
the rear of the lower control arm to the front suspen­sion crossmember.

Fig. 34 Lower Control Arm Attachment To Front

Suspension Crossmember

1 - FRONT SUSPENSION CROSSMEMBER
2 - LOWER CONTROL ARM ATTACHING BOLTAND NUT
3 - LOWER CONTROL ARM

CAUTION: When removing lower control arm from
crossmember care must be taken to prevent hitting
lower ball joint seal against steering knuckle, caus­ing damage to the ball joint seal.

(13) Remove the front of the lower control arm

from the front suspension crossmember first.

(14) Then, remove the rear of the lower control
arm from the front suspension crossmember. When
removing rear of lower control arm from crossmem­ber, keep control arm as level as possible. This will
keep rear bushing from binding on crossmember
making it easier to remove control arm from cross­member.

DISASSEMBLY

DISASSEMBLY - FRONT ISOLATOR BUSHING

To perform removal and replacement of the lower
control arm isolator bushings, the lower control arm
must be removed from the vehicle.

(1) Remove lower control arm assembly from vehi­cle. (Refer to 2 - SUSPENSION/FRONT/LOWER
CONTROL ARM - REMOVAL).

(2) Install Bushing Remover, Special Tool 6602-5
and Bushing Receiver, Special Tool MB-990799 on
Special Tool C-4212-F.

JR FRONT SUSPENSION 2 - 19

LOWER CONTROL ARM (Continued)

(3) Install lower control arm on Special Tools
assembled for removal of the front isolator bushing.
Be sure Special Tool MB-990799 is square on lower
control arm and Special Tool 6602-5 is positioned cor­rectly on isolator bushing (Fig. 36).

Fig. 37 Removing Lower Control Arm Rear Bushing

1 - SPECIAL TOOL C-4366-2
2 - LOWER CONTROL ARM
3 - SPECIAL TOOL 6756
4 - SPECIAL TOOL C-4212-F

Fig. 36 Removing Front Bushing From Lower

Control Arm

1 - SPECIAL TOOL MB-990799
2 - LOWER CONTROL ARM
3 - FRONT ISOLATOR BUSHING
4 - SPECIAL TOOL 6602-5
5 - SPECIAL TOOL C-4212-F

(4) Tighten screw on Remover/Installer Special
Tool C-4212-F to press front bushing out of lower
control arm.

DISASSEMBLY - REAR ISOLATOR BUSHING

To perform removal and replacement of the lower
control arm isolator bushings, the lower control arm
must be removed from the vehicle.

(1) Remove lower control arm assembly from vehi­cle. (Refer to 2 - SUSPENSION/FRONT/LOWER
CONTROL ARM - REMOVAL).

(2) Install Bushing Remover, Special Tool 6756 and
Bushing Receiver, Special Tool C-4366-2 on Special
Tool C-4212-F (Fig. 37).

(3) Install Special Tools assembled for removal of
the rear isolator bushing on the lower control arm.
Be sure Special Tool C-4366-2 is square on lower con­trol arm and Special Tool 6756 is positioned correctly
on isolator bushing (Fig. 37).

(4) Tighten screw on Remover/Installer Special
Tool C-4212-F to press rear bushing out of lower con­trol arm.

DISASSEMBLY - CLEVIS BUSHING

To perform removal and replacement of the lower
control arm clevis bushing, the lower control arm
must be removed from the vehicle.

(1) Remove lower control arm assembly from vehi­cle. (Refer to 2 - SUSPENSION/FRONT/LOWER
CONTROL ARM - REMOVAL).

(2) Install Bushing Remover, Special Tool 6877 and
Bushing Receiver, Special Tool 6876 on Special Tool
C-4212-F.

(3) Install lower control arm on Special Tools
assembled for removal of the clevis isolator bushing.
Be sure Special Tool 6876 is square on lower control
arm and Special Tool 6877 is positioned correctly on
clevis bushing (Fig. 38).

Fig. 38 Removing Clevis Bushing From Lower

Control Arm

1 - SPECIAL TOOL 6877
2 - LOWER CONTROL ARM
3 - SPECIAL TOOL 6876
4 - SPECIAL TOOL C-4212-F

2 - 20 FRONT SUSPENSION JR

LOWER CONTROL ARM (Continued)

(4) Tighten screw on Remover/Installer Special
Tool C-4212-F to press clevis bushing out of lower
control arm.

ASSEMBLY

ASSEMBLY - FRONT ISOLATOR BUSHING

To perform removal and replacement of the lower
control arm isolator bushings, the lower control arm
must be removed from the vehicle.

(1) Mount Bushing Installer, Special Tool 6876 on
screw portion of Remover/Installer Special Tool
C-4212-F (Fig. 39).

(2) Start front bushing into lower control arm by

hand, making sure it is square with its mount­ing hole in the lower control arm. Bushing is to

be installed in lower control arm from the machined
surface side of lower control arm bushing hole.

(3) Install lower control arm on Special Tools
assembled for installation of front isolator bushing
into lower control arm (Fig. 39). Be sure Special Tool
6758 is square on lower control arm and Special Tool
6876 is positioned correctly on isolator bushing.

ASSEMBLY - REAR ISOLATOR BUSHING

To perform removal and replacement of the lower
control arm isolator bushings, the lower control arm
must be removed from the vehicle.

(1) Start rear bushing into lower control arm by

hand, making sure it is square with its mount­ing hole in the lower control arm. Bushing is to

be installed from the machined surface side of lower
control arm bushing hole, with the void in rubber
portion of bushing facing away from ball joint (Fig.

40).

Fig. 39 Installing

1 - SPECIAL TOOL 6876
2 - ISOLATOR BUSHING
3 - MACHINED SURFACE SIDE OF LOWER CONTROL ARM
4 - SPECIAL TOOL 6758
5 - SPECIAL TOOL C-4212-F

(4) Tighten screw on Remover/Installer Special
Tool C-4212-F pressing front bushing into lower con­trol arm. Continue pressing front bushing into lower
control arm until bushing is sitting flush on the
machined surface of the lower control arm. This will
correctly position front bushing in lower control arm.

(5) Install lower control arm assembly back on
vehicle. (Refer to 2 - SUSPENSION/FRONT/LOWER
CONTROL ARM - INSTALLATION).

Fig. 40 Correctly Positioned Rear Isolator Bushing

In Control Arm

1 - FRONT ISOLATOR BUSHING
2 - LOWER CONTROL ARM
3 - REAR ISOLATOR BUSHING
4 - MACHINED SURFACE
5 - VOID IN BUSHING IN THIS DIRECTION

(2) Mount Bushing Installer, Special Tool 6760 on
screw portion of Remover/Installer Special Tool
C-4212-F (Fig. 41).

(3) Install Special Tools assembled for installation
of rear isolator bushing into lower control arm on the
lower control arm. Be sure Special Tool 6756 is
square on lower control arm and Special Tool 6760 is
positioned correctly on isolator bushing (Fig. 41).

(4) Tighten screw on Remover/Installer Special
Tool C-4212-F pressing rear bushing into lower con­trol arm. Continue pressing rear bushing into lower
control arm until bushing is sitting flush on the
machined surface (Fig. 41) of the lower control arm.
This will correctly position rear bushing in lower con­trol arm.

(5) Install lower control arm assembly back on
vehicle. (Refer to 2 - SUSPENSION/FRONT/LOWER
CONTROL ARM - INSTALLATION).

JR FRONT SUSPENSION 2 - 21

LOWER CONTROL ARM (Continued)

Fig. 41 Installing Rear Bushing In Lower Control

Arm

1 - SPECIAL TOOL C-4212-F
2 - REAR BUSHING
3 - SPECIAL TOOL 6760
4 - MACHINED SURFACE ON LOWER CONTROL ARM
5 - LOWER CONTROL ARM
6 - SPECIAL TOOL 6756

ASSEMBLY - CLEVIS BUSHING

To perform removal and replacement of the lower
control arm clevis bushing, the lower control arm
must be removed from the vehicle.

(1) Start clevis bushing into lower control arm by

hand, making sure it is square with its mount­ing hole in the lower control arm. Bushing is to

be installed in lower control arm from the machined
surface side of lower control arm bushing hole.

(2) Mount Bushing Installer, Special Tool 6877 on
screw portion of Remover/Installer Special Tool
C-4212-F as shown in (Fig. 42).

(3) Install the assembled special tools for installing
the clevis bushing into the lower control arm, on the
lower control arm and clevis bushing (Fig. 42). Be
sure Special Tool 6876 is square on lower control arm
and Special Tool 6877 is positioned correctly on clevis
bushing (Fig. 42).

(4) Tighten screw on Remover/Installer Special
Tool C-4212-F pressing clevis bushing into lower con­trol arm. Continue pressing clevis bushing into lower
control arm until bushing is sitting flush with the
machined surface of the lower control arm. This will
correctly position the clevis bushing in the lower con­trol arm.

(5) Install lower control arm assembly back on
vehicle. (Refer to 2 - SUSPENSION/FRONT/LOWER
CONTROL ARM - INSTALLATION).

INSTALLATION

(1) Position rear of lower control arm into front
suspension crossmember first. Then install front of

Fig. 42 Installing Clevis Bushing In Lower Control

Arm

1 - SPECIAL TOOL 6877
2 - MACHINED SURFACE SIDE OF LOWER CONTROL ARM
3 - SPECIAL TOOL 6876
4 - SPECIAL TOOL C-4212-F
5 - LOWER CONTROL ARM
6 - CLEVIS BUSHING

lower control arm in front suspension crossmember.
Install bolts and nuts (Fig. 35) and (Fig. 34) attach­ing the front and rear of lower control arm to front
suspension crossmember. Do not tighten front
attaching bolt at this time.

(2) Tighten lower control arm rear attaching nut

and bolt (Fig. 34) to a torque of 95 N·m (70 ft. lbs.).

(3) Install the lower control arm ball joint stud
into the steering knuckle. Install the steering
knuckle to ball joint stud castle nut (Fig. 29).

(4) Install the tie rod end into the steering
knuckle. Start the tie rod end to steering knuckle
attaching nut onto stud of tie rod end. While holding
stud of tie rod end stationary, tighten tie rod end to
steering knuckle attaching nut (Fig. 27). Then using
a crowfoot and 11/32 socket tighten the attaching nut
to a torque of 61 N·m (45 ft. lbs.) (Fig. 43).

(5) Tighten the lower control arm ball joint stud
castle nut (Fig. 29) to a torque of 74 N·m (55 ft. lbs.).
Install the cotter pin (Fig. 29) in the ball joint stud.

(6) Position sway bar link into its lower control
arm mounting hole.

(7) Align sway bar bushing clamp with mounting
holes in front suspension crossmember and body of
vehicle. Then install and securely tighten the bush­ing clamp mounting bolts (Fig. 33) to a torque of 61
N·m (45 ft. lbs.).

(8) Install and securely tighten the stabilizer bar
link to lower control arm attaching nut to a torque of
102 N·m (75 ft. lbs.). When tightening and torquing
attaching nut, hold stud of attaching link from turn­ing with an allen wrench (Fig. 32).

2 - 22 FRONT SUSPENSION JR

LOWER CONTROL ARM (Continued)

Fig. 43 Torquing Tie Rod End Attaching Nut

1 - HEAT SHIELD
2 - TIE ROD END
3 - STEERING KNUCKLE
4 - TORQUE WRENCH
5 - 11/32 SOCKET
6 - CROWFOOT

(9) Install the clevis on the lower control arm.

Loosely install the clevis to bushing thru-bolt (Fig.

31).

CAUTION: When supporting lower control arm with
jack stand, do not position jack stand under the ball
joint cap on the lower control arm. Position in area
of lower control arm shown in (Fig. 44).

(10) Lower vehicle to the ground with a jack stand
positioned under the lower control arm (Fig. 44).
Continue to lower vehicle so the total weight of the
vehicle is supported by the jack stand and lower con­trol arm.

CAUTION: When tightening the thru-bolt do not turn
the bolt in the clevis. The serrations on the bolt and
the hole in the clevis will be damaged.

(11) With the vehicle’s suspension at curb
height, tighten the clevis to lower control arm bush-

ing thru-bolt nut (Fig. 31) to a torque of 88 N·m (65
ft. lbs.).

(12) Tighten front lower control arm nut and bolt
(Fig. 35) to a torque of 182 N·m (135 ft. lbs.).

(13) Install wheel and tire assembly.

(14) Tighten the wheel mounting stud nuts in
proper sequence until all nuts are torqued to half
specification. Then repeat the tightening sequence to
the full specified torque of 135 N·m (100 ft. lbs.).

(15) Remove jack stand from under lower control
arm and lower vehicle to the ground.

Fig. 44 Supporting Lower Control Arm With Jack

Stand

1 - SHOCK ABSORBER CLEVIS
2 - LOWER CONTROL ARM
3 - BALL JOINT CAP

(16) Check the vehicles alignment specifications

and set front Toe to preferred specifications.

SHOCK ASSEMBLY

DESCRIPTION - SHOCK ASSEMBLY

The front shock assembly and suspension of the
vehicle is supported by coil springs positioned around
shock absorbers. The springs are contained between
an upper seat located in the upper mounting bracket
and a lower spring seat on the shock absorber.

The top of each shock absorber is bolted to a cast
shock absorber/upper control arm bracket which is
bolted to the shock tower of the vehicle using 4
mounting bolts.

The bottom of the shock absorber attaches to a cle­vis bracket using a pinch bolt. The clevis bracket
attaches to the lower control arm of the vehicle using
a through-bolt and prevailing torque nut.

If shock absorbers require replacement, be sure
that they are replaced with shock absorbers meeting
the correct specifications for the particular vehicle.

A coil spring is housed within each shock assembly.
Coil springs are rated separately for each corner or
side of the vehicle depending on optional equipment
and type of vehicle service. If the coil springs require
replacement, be sure that the springs needing
replacement, are replaced with springs meeting the
correct load rating and spring rate for the vehicle
and its specific options.

The components of the shock assembly listed below
are serviceable if found to be defective (Fig. 45):

• Upper mounting bracket

JR FRONT SUSPENSION 2 - 23

SHOCK ASSEMBLY (Continued)

• Upper spring isolator

• Dust shield

• Cup

• Jounce bumper

• Coil spring

• Shock absorber

• Lower spring isolator

tact with the upper mounting bracket and shock
absorber.

The jounce bumper limits suspension travel and
metal-to-metal contact under full jounce condition.

The shock absorber dampens jounce and rebound
motions of the coil spring and suspension.

DIAGNOSIS AND TESTING - SHOCK ASSEMBLY
(FRONT)

(1) Inspect for damaged or broken coil springs
(Fig. 46).

(2) Inspect for torn or damaged shock absorber
dust boots (Fig. 46).

(3) Lift the dust boot and inspect the shock
absorber for evidence of fluid running from the upper
end of fluid reservoir. (Actual leakage will be a
stream of fluid running down the side and dripping
off the lower end of the shock absorber). A slight
amount of seepage between the shock absorber rod
and the seal is not unusual and does not affect per­formance of the shock absorber. Also inspect jounce
bumpers for signs of damage or deterioration (Fig.

46).

Fig. 45 Shock Assembly Components

1 - SHOCK ABSORBER ROD BUSHING
2 - UPPER CONTROL ARM
3 - RETAINER WASHER
4 - COIL SPRING
5 - SHOCK ABSORBER
6 - LOWER SPRING ISOLATOR
7 - JOUNCE BUMPER
8 - DUST SHIELD
9 - CUP
10 - UPPER SPRING ISOLATOR
11 - UPPER MOUNTING BRACKET

The shock absorber/upper control arm mounting
bracket also provides a pivotal mounting point for
the upper control arm.

OPERATION - SHOCK ASSEMBLY

The shock absorber assembly cushions the ride of
the vehicle, controlling vibration, and jounce and
rebound of the suspension.

The coil spring controls ride quality and maintains
proper ride height.

The spring isolators isolate the coil spring at the
top and bottom from coming into metal-to-metal con-

Fig. 46 On Vehicle Inspection

1 - UPPER SPRING SEAT
2 - DUST BOOT
3 - SHOCK ABSORBER
4 - COIL SPRING

2 - 24 FRONT SUSPENSION JR

SHOCK ASSEMBLY (Continued)

REMOVAL - SHOCK ASSEMBLY

NOTE: Before proceeding, (Refer to 2 - SUSPEN­SION/FRONT - WARNING).

(1) Loosen wheel nuts.

(2) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - SERVICE PROCE­DURE).

(3) Remove the wheel and tire assembly.

(4) If both shock assemblies are removed, mark
the shock assemblies right and left according to
which side of the vehicle they were removed from.

(5) Remove the wheel speed sensor cable routing
bracket (Fig. 47) from the steering knuckle.

Fig. 48 Ball Joint Stud Removal From Steering

Knuckle

1 - BALL JOINT
2 - BALL JOINT STUD
3 - SPECIAL TOOL C3894–A
4 - SHOCK ABSORBER ASSEMBLY
5 - UPPER CONTROL ARM

Fig. 47 Wheel Speed Sensor Cable Routing Bracket

1 - WHEEL SPEED SENSOR CABLE
2 - SPEED SENSOR CABLE ROUTING BRACKET
3 - STEERING KNUCKLE
4 - ATTACHING BOLT
5 - BRAKE CALIPER FLEX HOSE

(6) Remove the nut from the upper ball joint stud.

(7) Remove the upper ball joint stud from the
steering knuckle using Puller, Special Tool, C-3894-A
(Fig. 48). Pull steering knuckle outward and position
toward the rear of the front wheel opening.

(8) Remove pinch bolt attaching shock absorber
clevis to shock absorber (Fig. 49).

(9) Remove the nut and thru-bolt (Fig. 50) attach­ing the shock absorber clevis to the lower control
arm.

(10) Remove the clevis from the shock absorber by
carefully tapping the clevis off the shock absorber
using a soft (brass) drift.

(11) Remove the 4 bolts (Fig. 51) attaching the
shock absorber/upper control arm mounting bracket
to the shock tower of the vehicle.

Fig. 49 Shock Absorber Clevis Bracket Pinch Bolt

1 - SHOCK ABSORBER ASSEMBLY
2 - PINCH BOLTAND NUT
3 - WHEEL SPEED SENSOR CABLE
4 - BRAKE FLEX HOSE
5 - CLEVIS BRACKET
6 - STEERING KNUCKLE

(12) Remove the shock assembly from the vehicle.
The shock assembly is removed out through the front
area of the front wheel well.

(13) For disassembly of the shock assembly, (Refer
to 2 - SUSPENSION/FRONT/SHOCK - DISASSEM­BLY).

JR FRONT SUSPENSION 2 - 25

SHOCK ASSEMBLY (Continued)

according to which side of the vehicle the shock was
removed from, and which shock the coil spring was
removed from.

(2) Position the shock assembly in the strut coil
spring compressor following the manufacturer’s
instructions. Set the lower hooks and install the
clamp on the lower end of the coil spring, so the
shock is held in place once the shock shaft nut is
removed (Fig. 52). Rotate the shock assembly so the
upper control arm ball joint sits directly below the
front upper hook as shown (Fig. 53). Position the
upper hooks on top of the upper mounting bracket
(Fig. 53).

Fig. 50 Clevis To Lower Control Arm Attaching Bolt

1 - TIE ROD END
2 - LOWER CONTROL ARM
3 - SHOCK ABSORBER CLEVIS
4 - THRU-BOLT

Fig. 51 Shock Assembly Attachment To Shock

Tower

1 - SHOCK TOWER
2 - MOUNTING BOLTS

DISASSEMBLY - SHOCK ASSEMBLY

The shock assembly must be removed from the
vehicle for it to be disassembled and assembled.
(Refer to 2 - SUSPENSION/FRONT/SHOCK ­REMOVAL)

For the disassembly and assembly of the shock
assembly, use strut spring compressor Pentastar Ser­vice Equipment (PSE) tool W-7200, or equivalent, to
compress the coil spring. Follow the manufacturer’s
instructions closely.

(1) If both shocks are being serviced at the same
time, mark the coil spring and shock assembly

Fig. 52 Lower Hooks And Clamp

1 - COMPRESSOR
2 - CLAMP
3 - COIL SPRING
4 - LOWER HOOKS

WARNING: DO NOT REMOVE THE SHOCK ROD
NUT BEFORE THE COIL SPRING IS COMPRESSED.
THE COIL SPRING IS HELD UNDER PRESSURE
AND MUST BE COMPRESSED, REMOVING SPRING
TENSION FROM THE UPPER MOUNTING BRACKET
BEFORE THE ROD NUT IS REMOVED.

(3) Compress the coil spring until all coil spring

tension is removed from the upper mounting bracket.

(4) Hold the shock rod from rotating using special
socket Snap-On A136t, or an equivalent, and remove
the retainer nut (Fig. 54).

(5) Remove the upper bushing retainer washer
(Fig. 55) from the shock absorber rod.

2 - 26 FRONT SUSPENSION JR

SHOCK ASSEMBLY (Continued)

Fig. 55 Washer

1 - SHOCK ABSORBER/UPPER CONTROL ARM MOUNTING
BRACKET

2 - ISOLATOR BUSHING
3 - WASHER

Fig. 53 Upper Hooks Positioned

1 - UPPER HOOKS
2 - UPPER MOUNTING BRACKET
3 - UPPER CONTROL ARM
4 - UPPER BALL JOINT
5 - FRONT HOOK

Fig. 54 Retainer Nut Removal/Installation

1 - SHOCK ABSORBER SOCKET SNAP-ON A136 T
2 - CROW FOOT

(6) Remove the clamp from the bottom of the coil
spring and remove the shock absorber, lower spring
isolator, jounce bumper, cup, dust boot, and lower
bushing retainer washer out through the bottom of
the coil spring.

NOTE: If the coil spring, upper mounting bracket,
rod bushings, upper coil spring isolator, or upper
control arm need to be serviced, proceed with the
next step, otherwise, proceed with step 11.

NOTE: Before removing the coil spring from the
spring compressor, note the position of the lower
coil spring end to the spring compressor. The coil
spring will need to be in this position on reassem­bly for proper coil spring-to-shock absorber and
upper mounting bracket orientation.

(7) Release the tension from the coil spring by
backing off the compressor drive fully. Push back the
compressor upper hooks and remove the upper
mounting bracket and upper control arm from the
coil spring.

(8) Note the position of the coil spring in the
spring compressor as listed in the above note before
removal. This is necessary for proper alignment of
the shock assembly components when reassembly is
made. Remove the coil spring from the spring com­pressor.

(9) Remove the shock absorber rod upper isolator
bushing from the upper (shock absorber/upper con­trol arm) mounting bracket (Fig. 56).

(10) Remove the shock absorber rod lower isolator
bushing and sleeve from the upper (shock absorber/
upper control arm) mounting bracket (Fig. 57).
Remove upper coil spring isolator from mounting
bracket.

JR FRONT SUSPENSION 2 - 27

SHOCK ASSEMBLY (Continued)

Fig. 56 Shock Absorber Rod Upper Isolator Bushing

1 - SHOCK ABSORBER/CONTROL ARM MOUNTING BRACKET
2 - SHOCK ABSORBER ROD UPPER ISOLATOR BUSHING

Fig. 57 Shock Absorber Rod Lower Isolator Bushing

1 - SHOCK ABSORBER/CONTROL ARM MOUNTING BRACKET
2 - UPPER SPRING ISOLATOR
3 - SLEEVE
4 - LOWER ISOLATOR BUSHING

NOTE: If removal of the upper control arm is neces­sary, (Refer to 2 - SUSPENSION/FRONT/UPPER
CONTROL ARM - REMOVAL).

(11) Remove the lower shock rod bushing retainer

washer from the shock absorber rod (Fig. 58).

(12) Remove the dust shield and cup as an assem­bly from the shock absorber rod by pulling both
straight up and off the shock rod (Fig. 58). The
jounce bumper may come off at the same time.
Remove the jounce bumper and metal collar.

(13) Remove the lower spring isolator (Fig. 58)
from the lower spring seat on the shock absorber.

(14) Inspect the shock assembly components for
the following and replace as necessary:

Fig. 58 Shock Assembly Components

1 - SHOCK ABSORBER ROD BUSHING
2 - UPPER CONTROL ARM
3 - RETAINER WASHER
4 - COIL SPRING
5 - SHOCK ABSORBER
6 - LOWER SPRING ISOLATOR
7 - JOUNCE BUMPER
8 - DUST SHIELD
9 - CUP
10 - UPPER SPRING ISOLATOR
11 - UPPER MOUNTING BRACKET

• Inspect the shock for any condition of rod bind-

ing over the full stroke of the shaft.

• Check the upper mounting bracket for cracks,

distortion and any sign of damage.

• Inspect the upper mounting bracket-upper con-

trol bushings for deterioration.

• Check the upper and lower shock rod isolator

bushings for severe deterioration.

• Check the upper and lower spring isolators for

severe deterioration.

• Inspect the dust shield for rips and deteriora-

tion.

• Inspect the jounce bumper for cracks and signs

of deterioration.

• Inspect the coil spring for any sign of damage to

the coating.

2 - 28 FRONT SUSPENSION JR

SHOCK ASSEMBLY (Continued)

ASSEMBLY - SHOCK ASSEMBLY

For the disassembly and assembly of the shock
assembly, use strut spring compressor Pentastar Ser­vice Equipment (PSE) tool W-7200, or the equivalent,
to compress the coil spring. Follow the manufactur­er’s instructions closely.

NOTE: If the coil spring, upper mounting bracket,
rod bushings, upper coil spring isolator, and upper
control arm have been removed from the spring
compressor, proceed with the next step, otherwise,
proceed with step 7.

NOTE: If installation of the upper control arm on the
upper mounting bracket is necessary, (Refer to 2 ­SUSPENSION/FRONT/UPPER CONTROL ARM ­INSTALLATION).

(1) Install the upper coil spring isolator on the
upper (shock absorber/upper control arm) mounting
bracket (Fig. 57).

CAUTION: The top and bottom shock absorber rod
isolator bushings are unique to the position which
they are installed on the rod. When installing the
bushings on the rod, attention must be paid to their
location so they are installed correctly (Fig. 59).

isolator bushing (Fig. 56). The smaller end of each
bushing is to face away from the upper mounting
bracket once installed.

(3) Place the lower end (smaller diameter) of the
coil spring in the spring compressor supported by the
lower hooks, following the manufacturer’s instruc­tions. Position the coil spring lower end tip at the
position it was at before coil spring removal from the
compressor as noted in Step 8 of DISASSEMBLY
(Refer to 2 - SUSPENSION/FRONT/SHOCK - DIS­ASSEMBLY). Proper orientation of the spring in the
compressor is necessary for proper alignment of all
shock assembly components.

(4) Install the upper (shock absorber/upper control
arm) mounting bracket on top of the coil spring
matching the coil spring tip to the built-in step in the
isolator on the upper mounting bracket. Position the
upper control arm ball joint so it lies directly below
the front upper hook as shown (Fig. 53).

(5) Position the upper hooks on top of the upper
mounting bracket as shown (Fig. 53).

(6) Compress the coil spring.

(7) Install the lower spring isolator on the lower
spring seat of the shock absorber (Fig. 58). When
installing the spring isolator, be sure the isolator sets
in the notch made for the lower coil spring end.

(8) Install the jounce bumper on the shock rod
(Fig. 60). Install the jounce bumper with the pointed
end pointing downward.

Fig. 59 Shock Absorber Rod Bushing Identification

(Typical)

1 - INSTALL ON SHOCK ABSORBER ROD IN THIS DIRECTION
2 - SHOCK ABSORBER ROD UPPER ISOLATOR BUSHING
3 - INSTALL ON SHOCK ABSORBER ROD IN THIS DIRECTION
4 - SHOCK ABSORBER ROD LOWER ISOLATOR BUSHING

(2) Install the sleeve into the lower shock absorber
rod isolator bushing (Fig. 57). Install the shock
absorber rod lower isolator bushing and sleeve in the
bottom of the upper (shock absorber/upper control
arm) mounting bracket as shown (Fig. 57). From the
top, install the shock absorber rod upper isolator
bushing into the center of the upper mounting
bracket over the sleeve protruding from the lower

Fig. 60 Jounce Bumper Installation

1 - JOUNCE BUMPER
2 - SHOCK ABSORBER ROD
3 - SHOCK ABSORBER

(9) Install the collar, undercut side facing down, on
the rod of the shock absorber (Fig. 61). Be sure the
collar is positioned squarely on the step of the shock
absorber rod.

(10) Install the dust shield and cup (Fig. 58) onto
the shock rod until the cup contacts the collar just

JR FRONT SUSPENSION 2 - 29

SHOCK ASSEMBLY (Continued)

shock tower mounting bolts (Fig. 51). Tighten the 4
bolts to a torque of 95 N·m (70 ft. lbs.).

(2) Install the clevis on the shock absorber. Clevis
is installed by tapping it onto the fluid reservoir of
the shock absorber using a soft (brass) drift until
fully seated against locating tab on shock absorber
(Fig. 62). Orientation tab on locating tab must be
positioned in the split of the clevis (Fig. 62).

Fig. 61 Shock Absorber Rod Collar Installation

1 - COLLAR
2 - UNDERCUT
3 - SHOCK ABSORBER ROD STEP

installed. The dust boot will snap over the jounce
bumper. Install the lower shock rod bushing retainer
washer.

(11) Install the shock through the bottom of the
coil spring until the lower spring seat contacts the
lower end of the coil spring. The lower coil spring end
should set into the notch of the shock absorber lower
seat and isolator. Install the clamp temporarily
securing the shock absorber to the coil spring (Fig.

52).

(12) Install the upper shock rod bushing retainer
washer. Make sure the concave side is facing up.

(13) Install the shock assembly retainer nut. Hold
the shock rod from rotating using special socket
Snap-On A136 t, or an equivalent, and tighten the
retainer nut using a crow foot wrench (on the end of
a torque wrench and extension) to a torque of 55 N·m
(40 ft. lbs.) (Fig. 54).

(14) Slowly release the tension from the coil spring
by backing off the compressor drive fully. As the ten­sion is relieved, make sure the upper mounting
bracket, isolator, and coil spring align properly.
Remove the clamp from the lower end of the coil
spring and shock. Push back the spring compressor
upper and lower hooks, then remove the shock
assembly from the spring compressor.

(15) Install shock assembly on the vehicle. (Refer
to 2 - SUSPENSION/FRONT/SHOCK - INSTALLA­TION)

INSTALLATION - SHOCK ASSEMBLY

(1) Install the shock assembly, with the clevis
removed, into shock tower. Aligning the 2 locating
pins and the 4 mounting holes on the upper control
arm shock absorber mount with the 4 holes in shock
tower. Install the 4 upper control arm mount to

Fig. 62 Clevis Correctly Installed On Shock

Absorber

1 - SHOCK ABSORBER
2 - SHOCK CLEVIS MUST BE INSTALLED FLUSH AGAINST

LOCATING TAB HERE
3 - ORIENTATION TAB
4 - CLEVIS SPLIT
5 - SHOCK CLEVIS
6 - LOCATING TAB

(3) Install the pinch bolt retaining the shock clevis
to the shock absorber (Fig. 49). Tighten the pinch
bolt to a torque of 88 N·m (65 ft. lbs.)

(4) Install the clevis bracket to lower control arm
thru-bolt (Fig. 50). Do not tighten the thru-bolt at
this time.

(5) Install upper ball joint into steering knuckle.
Install nut on ball joint stud. Tighten nut to a torque
of 27 N·m (20 ft. lbs.).

(6) Install the routing bracket for the wheel speed
sensor cable (Fig. 47) on the steering knuckle. Install
and securely tighten the routing bracket attaching
bolt (Fig. 47).

CAUTION: When supporting lower control arm with
jack stand, do not position jack stand under the ball
joint cap on the lower control arm. Position in area
of lower control arm shown in (Fig. 63).

(7) Lower vehicle to the ground with a jack stand
positioned under the lower control arm (Fig. 63).
Continue to lower vehicle so the total weight of the

2 - 30 FRONT SUSPENSION JR

SHOCK ASSEMBLY (Continued)

vehicle is supported by the jack stand and lower con­trol arm.

Fig. 63 Lower Control Arm Correctly Supported By

Jack Stand

1 - SHOCK ABSORBER CLEVIS
2 - LOWER CONTROL ARM
3 - BALL JOINT CAP

of the vehicle to stabilize body roll through the stabi­lizer bar.

DIAGNOSIS AND TESTING - STABILIZER BAR

Inspect for broken or distorted stabilizer bar bush­ings, bushing retainers, and worn or damaged stabi­lizer bar to control arm attaching links.

REMOVAL

REMOVAL - STABILIZER BAR

(1) Raise vehicle on jack stands or centered on a
frame contact type hoist. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - SERVICE PROCE­DURE).

(2) Remove nuts and stabilizer bar attaching link
assemblies from the front lower control arms (Fig.

64). When removing attaching link nut, keep stud
from turning by installing an allen wrench in the end
of the stud (Fig. 64).

(8) Tighten the shock absorber clevis to lower con­trol arm bushing thru-bolt nut to a torque of 88 N·m
(65 ft. lbs.).

(9) Raise the vehicle, then remove the jack stand.

(10) Install the tire and wheel assembly. Progres­sively tighten the wheel mounting nuts in a criss­cross sequence until all nuts are torqued to half
specification. Then repeat the tightening sequence to
the full specified torque of 135 N·m (100 ft. lbs.).

(11) Lower the vehicle.

STABILIZER BAR

DESCRIPTION

The stabilizer bar interconnects both front lower
control arms of the vehicle and is attached to the
front suspension cradle and the underbody of the
vehicle.

Attachment of the stabilizer bar to the front sus­pension cradle is through 2 rubber-isolator bushings
and bushing retainers. The stabilizer bar to lower
control arm attachment is done utilizing a ball joint
type, stabilizer bar attaching link. All parts of the
stabilizer bar are replaceable as individual compo­nents, and the bushings attaching the stabilizer bar
to crossmember are split for easy removal and instal­lation.

OPERATION

Jounce and rebound movements affecting one
wheel are partially transmitted to the opposite wheel

Fig. 64 Stabilizer Bar Attaching Link Nut Removal

1 - ALLEN WRENCH
2 - LOWER CONTROL ARM
3 - WRENCH
4 - STABILIZER BAR LINK ASSEMBLY

(3) Remove the 4 bolts attaching the stabilizer bar
bushing retainers to the front suspension crossmem­ber and body (Fig. 65). Then remove the stabilizer
bar assembly from the vehicle.

STABILIZER BAR INSPECTION

Inspect for broken or distorted stabilizer bar bush­ings, clamps and attaching links. If stabilizer bar to
front crossmember bushing replacement is required,
bushing can be removed using the stabilizer bar
bushing removal procedure in the Disassembly And
Assembly section in this group of the service manual.

JR FRONT SUSPENSION 2 - 31

STABILIZER BAR (Continued)

(3) Stabilizer bar bushings are removed by opening
slit and peeling bushing off stabilizer bar.

INSTALLATION

INSTALLATION - STABILIZER BAR

(1) Position stabilizer bar and bushings as an
assembly into front crossmember. Install the stabi­lizer bar bushing retainer to crossmember and body
attaching bolts (Fig. 65).

(2) Tighten the bushing retainer attaching bolts to
a torque of 61 N·m (45 ft. lbs.).

(3) Align stabilizer bar attaching link assemblies
with attaching link mounting holes in the lower con-

Fig. 65 Stabilizer Bar Bushing Retainer Attaching

Bolts

1 - STABILIZER BAR BUSHING CLAMP
2 - FRONT SUSPENSION CROSSMEMBER
3 - ATTACHING BOLTS
4 - STABILIZER BAR
5 - VEHICLE BODY

If inspection determines that replacement of a sta­bilizer bar to lower control arm attachment link is
required, replace the link before installing stabilizer
bar.

trol arms. Install stabilizer bar attaching links into
both lower control arms. Install the attaching link to
lower control arm retaining nuts. Torque the stabi­lizer bar attaching link nuts to 101 N·m (75 ft. lbs.).

INSTALLATION - STABILIZER BAR BUSHING

(1) Install new stabilizer bar bushings on the sta-

bilizer bar. Bushings must be installed on sway

bar with slit in bushing facing front of vehicle
when sway bar is installed.

(2) Install bushing retainers back on stabilizer bar

bushings.

REMOVAL - STABILIZER BAR BUSHING
(FRONT)

(1) Bend back the 4 crimp locations on the stabi­lizer bar bushing retainer (Fig. 66).

Fig. 66 Stabilizer Bar Bushing Retainer

1 - STABILIZER BAR BUSHING RETAINER
2 - CRIMPS
3 - STABILIZER BAR
4 - CRIMPS
5 - STABILIZER BAR BUSHING

UPPER BALL JOINT

DESCRIPTION

The ball joint is pressed into the upper control arm
and has a tapered stud for attachment to the steer­ing knuckle. The ball joint stud is attached and
locked into the steering knuckle using a special nut.
The ball joint is a sealed-for-life type and requires no
maintenance. If the ball joint is defective it will
require replacement of the entire upper control arm.

OPERATION

The ball joint is a pivotal joint that allows the
knuckle to move up and down and turn with ease.

DIAGNOSIS AND TESTING - UPPER BALL
JOINT

With the weight of the vehicle resting on the road
wheels, grasp the grease fitting and with no mechan­ical assistance or added force, attempt to move the
grease fitting.

If the ball joint is worn the grease fitting will move
easily. If movement is noted, replacement of the
upper control arm is required.

(2) Separate the stabilizer bar bushing retainer.

2 - 32 FRONT SUSPENSION JR

UPPER CONTROL ARM

DESCRIPTION

The upper control arm is a high strength steel
stamping. The upper control arm uses the 2 rubber
bushings of the upper control arm/shock absorber
mounting bracket to isolate it from the mounting
bracket and the body of the vehicle. The upper con­trol arm is bolted to the top of the steering knuckle
through the upper ball joint.

If damaged, the upper control arm is serviced only
as a complete component. Inspect the upper control
arm for any signs of damage. If control arm shows
any sign of damage the upper control arm must be
replaced. Do not attempt to repair or straighten a
broken or bent upper control arm.

OPERATION

The upper control arm supports the upper end of
the steering knuckle and allows for the up and down
movement of the suspension during the jounce and
rebound travel.

REMOVAL - UPPER CONTROL ARM

(1) Remove the front shock assembly from the
vehicle. (Refer to 2 - SUSPENSION/FRONT/SHOCK

- REMOVAL)

(2) Disassemble the shock assembly until the
upper (shock absorber/upper control arm) mounting
bracket is removed from the coil spring. (Refer to 2 ­SUSPENSION/FRONT/SHOCK - DISASSEMBLY)

(3) Remove the 2 bolts attaching the upper control
arm to the bushings in the upper mounting bracket
(Fig. 67).

(4) Remove the upper control arm from the mount-

ing bracket.

INSPECTION - UPPER CONTROL ARM

If damaged, the upper control arm is serviced only
as a complete component. Inspect the upper control
arm for any signs of damage. If control arm shows
any sign of damage the upper control arm must be
replaced. Do not attempt to repair or straighten a
broken or bent upper control arm.

INSTALLATION - UPPER CONTROL ARM

(1) Install the upper control arm on the upper
(shock absorber/upper control arm) mounting
bracket.

(2) Install the 2 bolts attaching the upper control
arm to the bushings in the mounting bracket (Fig.

67). The bolts must be installed from center, so the
heads are toward the coil spring when it is installed.

The bolts MUST be installed so the head of the
bolt will be toward the coil spring when the
mounting bracket is installed on shock
absorber (Fig. 67).

CAUTION: For clearance reasons the control arm
mounting bolts must be installed from center, so
the heads are toward the coil spring when it is
installed. Otherwise the bolts may rub the coil
spring, damaging it.

(3) Install the control arm mounting bolt nuts.
Position the control arm at a 90 degree angle to the
mounting bracket and tighten the bolts to a torque of
90 N·m (66 ft. lbs.).

(4) Reinstall the upper mounting bracket and con­trol arm on the coil spring. Reassemble the front
shock assembly. (Refer to 2 - SUSPENSION/FRONT/
SHOCK - ASSEMBLY)

(5) Reinstall the front shock assembly on the vehi­cle. (Refer to 2 - SUSPENSION/FRONT/SHOCK ­INSTALLATION)

Fig. 67 Upper Control Arm To Mounting Bracket

Attachment

1 - CONTROL ARM MOUNTING BOLTS
2 - UPPER CONTROL ARM MOUNTING BRACKET
3 - UPPER CONTROL ARM

JR REAR SUSPENSION 2 - 33

REAR SUSPENSION

TABLE OF CONTENTS

page page

REAR SUSPENSION

DESCRIPTION - REAR SUSPENSION .......33

OPERATION - REAR SUSPENSION .........33

WARNING

WARNINGS AND CAUTIONS .............33

SPECIFICATIONS

REAR SUSPENSION FASTENER TORQUE . . 34

SPECIAL TOOLS

REAR SUSPENSION ...................34

HUB / BEARING

DESCRIPTION .........................35

OPERATION ...........................35

DIAGNOSIS AND TESTING - HUB AND

BEARING ............................35

REMOVAL - HUB AND BEARING ...........35

INSTALLATION - HUB AND BEARING ........35

KNUCKLE

DESCRIPTION .........................35

OPERATION ...........................35

DIAGNOSIS AND TESTING - KNUCKLE ......35

REMOVAL .............................35

INSTALLATION .........................37

LATERAL LINK

DESCRIPTION .........................39

OPERATION ...........................39

DIAGNOSIS AND TESTING - LATERAL LINKS . 39

REMOVAL .............................39

INSTALLATION .........................40

SHOCK ASSEMBLY

DESCRIPTION - SHOCK ASSEMBLY ........41

OPERATION - SHOCK ASSEMBLY ..........41

DIAGNOSIS AND TESTING - SHOCK

ASSEMBLY ..........................41

REMOVAL - SHOCK ASSEMBLY ............41

DISASSEMBLY - SHOCK ASSEMBLY ........42

ASSEMBLY - SHOCK ASSEMBLY ...........43

INSTALLATION - SHOCK ASSEMBLY ........44

STABILIZER BAR

DESCRIPTION .........................44

OPERATION ...........................44

DIAGNOSIS AND TESTING - STABILIZER BAR . 44

REMOVAL .............................45

INSTALLATION .........................45

TRAILING LINK

DESCRIPTION .........................46

OPERATION ...........................46

DIAGNOSIS AND TESTING - TRAILING LINK . . 46

REMOVAL .............................46

INSTALLATION .........................47

UPPER BALL JOINT

DESCRIPTION .........................48

DIAGNOSIS AND TESTING - UPPER BALL

JOINT ..............................48

UPPER CONTROL ARM

DESCRIPTION .........................48

OPERATION ...........................48

REMOVAL .............................48

DISASSEMBLY - UPPER BALL JOINT ........51

INSPECTION ..........................51

ASSEMBLY - UPPER BALL JOINT ..........51

INSTALLATION .........................51

REAR SUSPENSION

DESCRIPTION - REAR SUSPENSION

The rear suspension used on this vehicle is a fully
independent short and long arm style suspension.
Each side of the rear suspension consists of these
major components:

• a shock assembly

• a knuckle

• an upper control arm

• two lateral links

• a trailing link

• a stabilizer bar (one per vehicle shared by each

side)

OPERATION - REAR SUSPENSION

The rear suspension allows each rear wheel on
vehicle to adapt to different road surfaces and condi­tions without affecting the control of the vehicle.
Each side of the suspension is allowed to move inde­pendently from the other.

WARNING

WARNINGS AND CAUTIONS

WARNING: DO NOT REMOVE A SHOCK ROD NUT
WHILE THE SHOCK ASSEMBLY IS INSTALLED IN
VEHICLE, OR BEFORE THE SHOCK ASSEMBLY
SPRING IS COMPRESSED.

2 - 34 REAR SUSPENSION JR

REAR SUSPENSION (Continued)

CAUTION: Only frame contact or wheel lift hoisting
equipment can be used on vehicles having a fully
independent rear suspension. Vehicles with inde­pendent rear suspension can not be hoisted using
equipment designed to lift a vehicle by the rear
axle. If this type of hoisting equipment is used dam­age to rear suspension components will occur.

NOTE: If a rear suspension component becomes
bent, damaged or fails, no attempt should be made
to straighten or repair it. Always replace it with a
new component.

SPECIFICATIONS

REAR SUSPENSION FASTENER TORQUE

DESCRIPTION TORQUE

Shock Assembly:

Body Mounting Nuts 54 N·m (40 ft. lbs.)
Knuckle Bolt/Nut 95 N·m (70 ft. lbs.)
Rod To Upper Mount Nut 55 N·m (40 ft. lbs.)

DESCRIPTION TORQUE

Stabilizer Bar:

Isolator Bushing Retainer
Bolt

Lateral Link Stabilizer
Link Nut

Bracket To Crossmember
Bolts

SPECIAL TOOLS

REAR SUSPENSION

Puller, Pitman Arm CT-1106

28 N·m (20 ft. lbs.)

35 N·m (26 ft. lbs.)

28 N·m (20 ft. lbs.)

Knuckle:

Brake Adapter Mounting
Bolts

Hub And Bearing:

Knuckle Retaining Nut 250 N·m (185 ft. lbs.)
Wheel Mounting Nuts 135 N·m (100 ft. lbs.)

Upper Control Arm:

Pivot Bar To
Crossmember

Lateral Links:

To Knuckle Nuts 108 N·m (80 ft. lbs.)
Jam Nuts 92 N·m (68 ft. lbs.)
To Suspension

Crossmember Nuts

Trailing Link:

Shaft Nuts (Front And
Rear)

Bracket To Body
Mounting Bolts

Ball Joint:

Stud Nut 27 N·m (20 ft. lbs.)

61 N·m (45 ft. lbs.)

107 N·m (80 ft. lbs.)

108 N·m (80 ft. lbs.)

99 N·m (73 ft. lbs.)

34 N·m (25 ft. lbs.)

Remover, Suspension Arm Bushing And Ball Joint

6804

Installer, Ball Joint

Rear Suspension Crossmember:

Body Attaching Bolts 108 N·m (80 ft. lbs.)

JR REAR SUSPENSION 2 - 35

HUB / BEARING

DESCRIPTION

The hub and bearing is a combined rear wheel hub
and wheel bearing unit. All vehicles are equipped
with permanently lubricated and sealed for life rear
hub and bearing assemblies. There is no periodic
lubrication or maintenance recommended for these
units.

The hub and bearing is mounted to the rear knuck­le’s spindle using a retaining nut. The tire and wheel
assembly, and rear brake drum or disc attaches to
the studs protruding from the hub flange with wheel
mounting studs.

OPERATION

The hub and bearing has internal bearings that
allow it to rotate with the tire and wheel.

DIAGNOSIS AND TESTING - HUB AND
BEARING

The rear hub and bearing assembly is designed for
the life of the vehicle and should require no mainte­nance. The following procedure may be used for eval­uation of bearing condition.

With wheel and brake drum removed, rotate
flanged outer ring of hub. Excessive roughness, lat­eral play or resistance to rotation may indicate dirt
intrusion or bearing failure. If the rear wheel bear­ings exhibit these conditions during inspection, the
hub and bearing assembly should be replaced.

Damaged bearing seals and resulting excessive
grease loss may also require bearing replacement.
Moderate grease loss from bearing is considered nor­mal and should not require replacement of the hub
and bearing assembly.

REMOVAL - HUB AND BEARING

(1) Raise vehicle on jackstands or centered on a
frame contact type hoist. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE­DURE).

(2) Remove rear wheel and tire assembly.

(3) Remove the rear brake caliper and rotor. (Refer
to 5 - BRAKES/HYDRAULIC-MECHANICAL/RO­TORS — REMOVAL). Remove the brake rotor by
pulling the rotor straight off the wheel mounting
studs.

(4) Remove dust cap from rear hub and bearing
assembly by prying it off.

(5) Remove hub and bearing retaining nut.

(6) Remove rear hub and bearing from the spindle
by pulling it straight off the spindle by hand.

INSTALLATION - HUB AND BEARING

(1) Install the hub and bearing assembly on the
knuckle spindle. Install a NEW retaining nut.
Tighten the retaining nut to a torque of 250 N·m
(185 ft. lbs.).

(2) Install the hub and bearing dust cap using a
soft faced hammer.

(3) Install the brake rotor on the hub and bearing.

(4) Install the disc brake caliper. Refer to Brakes.

(5) Install the rear tire and wheel assembly on
vehicle. Tighten all wheel stud nuts in crisscross pat­tern to one-half the specified torque. Repeat pattern,
fully tightening the stud nuts to a torque of 135 N·m
(100 ft. lbs.).

(6) Lower the vehicle.

KNUCKLE

DESCRIPTION

A cast iron rear knuckle is attached to each side of
the vehicle through the upper control arm and ball
joint, the rear shock assembly, the lateral links and
the trailing link. The knuckle serves as a mounting
point for the rear hub and bearing, tire and wheel,
and rear brakes.

OPERATION

The knuckle moves up and down with the tire and
wheel under jounce and rebound conditions while
acting as a mount for the rear hub and bearing, tire
and wheel, and rear brakes. The lateral movement of
the rear knuckle is controlled using two lateral arms
attached to the bottom of the knuckle and by the
upper control arm attached to the top of the knuckle.

DIAGNOSIS AND TESTING - KNUCKLE

Inspect the knuckle for physical damage. If it is
determined that the knuckle is cracked, bent or bro­ken when servicing the vehicle, no attempt is to be
made to repair or to straighten the knuckle. The rear
knuckle is not a repairable component of the rear
suspension and must be replaced if found to be dam­aged in any way.

REMOVAL

(1) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE­DURE).

(2) Remove the rear wheel and tire assembly.

(3) Remove rear brake drum from rear hub and
bearing assembly.

(4) If vehicle is equipped with antilock brakes
remove the rear wheel speed sensor from the brake
support plate and brake flex hose routing bracket
(Fig. 1).

2 - 36 REAR SUSPENSION JR

KNUCKLE (Continued)

Fig. 1 Rear Wheel Speed Cable Routing And

Attachment

1 - UPPER CONTROL ARM
2 - SHOCK ABSORBER
3 - SPEED SENSOR CABLE ROUTING CLIPS
4 - BOLT
5 - SPEED SENSOR CABLE
6 - BRAKE FLEX HOSE BRACKET
7 - BOLT
8 - BRAKES

(5) Remove the park brake cable from the park
brake actuating lever (Fig. 2). Then remove the park
brake cable from the rear brake support plate (Fig.

3). Park brake cable is removed from brake support
plate using this procedure. Position a 1/2 inch box
end wrench over cable retainer (Fig. 3) to collapse
retaining tabs. Then pull bear brake cable from
brake support plate.

Fig. 3 Park Brake Cable Removal From Brake

Support Plate

1 - REAR BRAKE SUPPORT PLATE
2 - PARK BRAKE CABLE
3 - PARK BRAKE CABLE RETAINER
4 - 1/29 BOX END WRENCH

(6) Remove the rear hub/bearing assembly retain­ing nut (Fig. 4). Then remove the washer and the
hub/bearing assembly from the knuckle.

Fig. 2 Park Brake Cable Attachment To Actuating

Lever

1 - PARK BRAKE ACTUATING LEVER
2 - TRAILING BRAKE SHOE
3 - PARK BRAKE CABLE
4 - BRAKE SUPPORT PLATE

Fig. 4 Hub/Bearing Assembly Retaining Nut

1 - RETAINING NUT
2 - SPINDLE
3 - HUB/BEARING ASSEMBLY

(7) Remove the 4 bolts (Fig. 5) attaching rear
brake support plate to knuckle. Then remove brake
support plate, brake shoes and wheel cylinder as an
assembly from rear knuckle. It is not necessary to

remove brake flex hose from wheel cylinder
when removing support plate. Brake support

plate when removed, must be supported using
mechanics wire as shown in (Fig. 6).

JR REAR SUSPENSION 2 - 37

KNUCKLE (Continued)

Fig. 5 Rear Brake Support Plate Mounting Bolts

1 - REAR BRAKE SUPPORT PLATE
2 - REAR KNUCKLE
3 - BRAKE SUPPORT PLATE ATTACHING BOLTS

Fig. 6 Correctly Stored Rear Brake Support Plate

1 - WIRE HANGER
2 - REAR SHOCK ABSORBER ASSEMBLY
3 - REAR BRAKE SUPPORT PLATE

(8) Remove the nuts and bolts attaching the for­ward and rear lateral links (Fig. 7) to the rear
knuckle.

(9) Back off nut retaining upper control arm ball
joint to knuckle until it is flush with the end of the
ball joint stud. Leaving the nut on in this fashion
will protect threads from damage during next step.

(10) Release ball joint stud from knuckle using
Puller, Special Tool, CT-1106 (Fig. 8).

(11) Remove nut retaining upper control arm ball
joint to knuckle.

(12) Remove the nut and washer attaching the
trailing link to the rear knuckle. Use a wrench on

Fig. 7 Lateral Link Attachment To Rear Knuckle

1 - BOLT
2 - KNUCKLE
3 - REAR LATERAL LINK
4 - BOLT
5 - FORWARD LATERAL LINK

Fig. 8 Removing Ball Joint Stud From Knuckle

1 - BALL JOINT
2 - SPECIAL TOOL CT1106
3 - BALL JOINT STUD
4 - KNUCKLE

the flat of the trailing link to keep it from turning
when removing nut (Fig. 9).

(13) Remove the shock absorber clevis bracket to

knuckle attaching nut and bolt (Fig. 10).

(14) Remove the knuckle from the vehicle.

INSTALLATION

(1) Install knuckle on clevis bracket of rear shock
absorber. Then install clevis bracket to shock
absorber attaching bolt with head of bolt facing rear
of vehicle (Fig. 10).

2 - 38 REAR SUSPENSION JR

KNUCKLE (Continued)

Fig. 9 Trailing Link Attachment To Rear Knuckle

1 - TENSION NUT
2 - WRENCH
3 - KNUCKLE

Fig. 10 Shock Absorber Attachment To Knuckle

1 - SHOCK ABSORBER CLEVIS BRACKET
2 - KNUCKLE

CAUTION: When installing trailing link bushing
retainers, retainers must be installed with cupped
side of retainer facing away from bushing and
knuckle (Fig. 11).

(2) Install knuckle on trailing link. Install the
trailing link outer bushing, gold bushing retainer and
retaining nut on trailing link (Fig. 11). Using a large
adjustable wrench, to keep trailing link from rotating
securely tighten the trailing link retaining nut (Fig.

11) to a torque of 99 N·m (73 ft. lbs.).

(3) Install the upper ball joint stud in the knuckle.
Install and tighten the ball joint stud nut to a torque
of 27 N·m (20 ft. lbs.).

Fig. 11 Trailing Link Bushing And Retainer

Installation

1 - FORWARD LATERALARM
2 - REAR LATERALARM
3 - NUT
4 - KNUCKLE
5 - OUTER TRAILING LINK RETAINER (GOLD)
6 - INNER TRAILING LINK BUSHING
7 - INNER TRAILING LINK RETAINER (BLACK)
8 - TRAILING LINK
9 - OUTER TRAILING LINK BUSHING

(4) Install the front and rear lateral links and
attaching nuts and bolts on the knuckle (Fig. 7).
Tighten the lateral links to knuckle attaching bolts
and nuts to 108 N·m (80 ft. lbs.).

(5) Install rear brake support plate assembly onto
the knuckle. Install the 4 bolts attaching rear brake
support plate to rear knuckle (Fig. 5). Tighten the
attaching bolts to a torque of 61 N·m (45 ft. lbs.).

(6) If vehicle is equipped with ABS brakes, install
speed sensor head into rear brake support plate (Fig.

12). Torque speed sensor head mounting bolt to 7
N·m (60 in. lbs.).

(7) Attach routing bracket for speed sensor cable
to brake flex hose bracket and securely tighten
attaching bolt (Fig. 1).

(8) Install park brake cable into brake support
plate. Ensure cable retainer is securely holding cable
to support plate. Then connect park brake cable to
park brake lever on brake shoe.

(9) Install rear hub and bearing assembly on
knuckle and install hub and bearing assembly retain­ing nut. Tighten retaining nut to a torque of 250 N·m
(185 ft. lbs).

(10) Install the brake drum on the hub/bearing
assembly.

(11) Install wheel and tire assembly on vehicle.
Progressively tighten the wheel mounting nuts in
crisscross sequence until all nuts are torqued to half

JR REAR SUSPENSION 2 - 39

KNUCKLE (Continued)

Inspect the lateral links for signs of contact with
the ground or road debris which has bent or caused
other damage to the lateral link. If the lateral link is
bent or damaged, the lateral link will require
replacement. Do not attempt to repair or

straighten a lateral link.

CAUTION: Do not apply heat to the lateral link
adjusting screws or to the jam nuts, when loosen­ing or adjusting the lateral links.

REMOVAL

CAUTION: Do not attempt to straighten or repair a
lateral link. Do not apply heat to the lateral link

Fig. 12 Speed Sensor Head Attachment To Brake

Support Plate

1 - SPEED SENSOR CABLE
2 - BOLT
3 - SPEED SENSOR HEAD

specification. Then repeat the tightening sequence to
the full specified torque of 135 N·m (100 ft. lbs.).

(12) Lower vehicle.

(13) Check and reset rear wheel alignment to spec­ifications if required. (Refer to 2 - SUSPENSION/
WHEEL ALIGNMENT - STANDARD PROCEDURE)

LATERAL LINK

adjusting screws or to the jam nuts, when loosen­ing or adjusting the lateral links.

NOTE: The rear suspension lateral links are only
serviced as complete assemblies. The isolator
bushings used in the lateral links are not serviced
as separate components.

FORWARD LATERAL LINK

(1) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE­DURE).

(2) Remove the rear wheel and tire assembly.

(3) Remove the rear stabilizer bar link from the
forward lateral link (Fig. 13).

DESCRIPTION

The lateral links connect the lower front and rear
of the knuckle to the rear crossmember. They have
rubber isolator bushings at each end to isolate sus­pension noise from the body of the vehicle. The for­ward link allows for stabilizer bar attachment
through stabilizer bar attachment links.

OPERATION

The lateral movement of the rear knuckle is con­trolled by the lateral links connecting the front and
rear of the knuckle to the rear suspension crossmem­ber. The metal sleeves of the links are adjustable for
setting rear wheel alignment.

DIAGNOSIS AND TESTING - LATERAL LINKS

Inspect the lateral link isolator bushings and
sleeves for signs of damage or deterioration. If the
lateral link isolator bushings or sleeves are damaged
or are deteriorated, replacement of the lateral link
assembly will be required. The isolator bushings are
not serviceable as a separate component of the lat­eral link assembly.

Fig. 13 Stabilizer Bar To Lateral Link Attachment

1 - WASHER
2 - BOLTAND WASHER
3 - KNUCKLE
4 - STABILIZER BAR
5 - FORWARD LATERAL LINK
6 - STABILIZER BAR ATTACHING LINK

2 - 40 REAR SUSPENSION JR

LATERAL LINK (Continued)

(4) Remove the nut, bolt and washer (Fig. 13)
attaching the forward lateral link to the knuckle.

(5) Remove the nut and bolt attaching the lateral
link to the rear suspension crossmember (Fig. 14).

Fig. 15 Rear Lateral Link Attachment To Knuckle

1 - KNUCKLE
2 - ADJUSTING SCREW
3 - NUT

Fig. 14 Lateral Link Attachment To Rear Suspension

Crossmember

1 - BOLT
2 - NUT
3 - REAR SUSPENSION CROSSMEMBER
4 - FORWARD LATERAL LINK

4 - REAR LATERAL LINK
5 - BOLT

(6) Remove the forward lateral link from the vehi­cle.

REAR LATERAL LINK

(1) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE­DURE).

(2) Remove the rear wheel and tire assembly.

(3) Remove the nut, bolt and washer attaching the
lateral link to the knuckle (Fig. 15).

(4) Remove the bolt (Fig. 16) and nut attaching the
lateral link to the rear suspension crossmember.

(5) Remove rear lateral link from vehicle.

INSTALLATION

CAUTION: Do not attempt to straighten or repair a
lateral link. Do not apply heat to the lateral link
adjusting screws or to the jam nuts, when loosen­ing or adjusting the lateral links.

FORWARD LATERAL LINK

(1) Install the lateral link and the attaching nut
and bolt at rear suspension crossmember (Fig. 14).

The forward lateral link is to be installed with
the cup in cast portion facing down and toward
rear knuckle (Fig. 13).

Fig. 16 Lateral Link Attachment To Rear Suspension

Crossmember

1 - REAR SUSPENSION CROSSMEMBER
2 - BOLT
3 - REAR LATERAL LINK

(2) Install the lateral link and attaching nut, bolt

and washer at rear knuckle (Fig. 13).

(3) Torque both lateral link attaching bolts to 108

N·m (80 ft. lbs.).

(4) Install the rear stabilizer bar attaching link,
isolator bushings and attaching nut on the forward
lateral link (Fig. 13). Tighten the attaching nut to a
torque of 35 N·m (26 ft. lbs.).

(5) Install wheel and tire assembly on vehicle. Pro­gressively tighten the wheel mounting nuts in criss-

JR REAR SUSPENSION 2 - 41

LATERAL LINK (Continued)

cross sequence until all nuts are torqued to half
specification. Then repeat the tightening sequence to
the full specified torque of 135 N·m (100 ft. lbs.).

(6) Lower vehicle to the ground.

(7) Check and reset rear wheel Camber and Toe to
specifications if required. (Refer to 2 - SUSPEN­SION/WHEEL ALIGNMENT - STANDARD PROCE­DURE).

REAR LATERAL LINK

(1) Install the lateral link and the attaching nut
and bolt at rear suspension crossmember (Fig. 16).

The rear lateral link is to be installed with the
adjusting screw toward rear suspension cross­member, not rear knuckle.

(2) Install the lateral link and the attaching nut,
bolt and washer at rear knuckle (Fig. 15).

(3) Torque both lateral link attaching bolts to 108
N·m (80 ft. lbs.).

(4) Install wheel and tire assembly on vehicle. Pro­gressively tighten the wheel mounting nuts in criss­cross sequence until all nuts are torqued to half
specification. Then repeat the tightening sequence to
the full specified torque of 135 N·m (100 ft. lbs.).

(5) Lower vehicle.

(6) Check and reset rear wheel Camber and Toe to
specifications if required. (Refer to 2 - SUSPEN­SION/WHEEL ALIGNMENT - STANDARD PROCE­DURE).

SHOCK ASSEMBLY

• Dust shield

• Cup

• Jounce bumper

• Lower spring isolator

• Coil spring

• Strut

OPERATION - SHOCK ASSEMBLY

The shock absorber assembly cushions the ride of
the vehicle, controlling vibration, jounce and rebound
of the suspension.

The coil spring controls ride quality and maintains
ride height.

The jounce bumper limits suspension travel and
metal-to-metal contact under full jounce.

The shock absorber dampens jounce and rebound
motions of the coil spring and suspension.

DIAGNOSIS AND TESTING - SHOCK ASSEMBLY

(1) Inspect for damaged or broken coil springs.

(2) Inspect for torn or damaged shock absorber
dust shield.

(3) Inspect for damaged lower spring isolator.

(4) Lift dust boot and inspect shock absorber for
evidence of fluid running from the upper end of fluid
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 shock
absorber rod and shock absorber rod seal is not
unusual and does not affect performance of the shock
absorber. Also inspect jounce bumpers for signs of
damage or deterioration.

DESCRIPTION - SHOCK ASSEMBLY

The rear shock absorber assemblies support the
weight of the vehicle using coil springs positioned
around the shock absorbers. The coil springs are con­tained between the upper mount of the shock
absorber and a lower spring seat on the body of the
shock absorber.

The top of each shock absorber assembly is bolted
to the top of the inner fender through a microcellular
urethane isolated mount.

The bottom of the shock absorber assembly
attaches to the rear knuckle using a thru-bolt.

The rear coil springs are rated separately for each
corner or side of the vehicle depending on optional
equipment and type of vehicle service. Coil springs
come in a various rates; be sure the correct spring is
in use.

The components of the shock assembly listed below
are serviceable:

• Shock rod nut

• Shock mount

• Shock rod bushings

• Upper spring isolator

REMOVAL - SHOCK ASSEMBLY

NOTE: Access for the nuts attaching the rear shock
assembly upper mount to the vehicle is through the
inside of the trunk.

(1) Roll back carpeting on top of the rear shock

tower to access shock mounting nuts.

(2) Remove plastic cover from the top of the shock

assembly.

(3) Remove 2 nuts attaching the shock assembly

upper mount/spring seat to the shock tower.

(4) Raise vehicle on jackstands or centered on a
frame contact type hoist. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE­DURE)

(5) Remove the rear wheel and tire assembly from
the vehicle.

(6) Remove two fasteners holding the splash shield
to the shock assembly upper mount.

(7) Remove bolt attaching shock absorber to rear
knuckle (Fig. 17).

2 - 42 REAR SUSPENSION JR

SHOCK ASSEMBLY (Continued)

removed. Lower the upper hooks and position them
on the coil spring near the top.

(3) Compress the coil spring until all coil spring
tension is removed from the upper mounting bracket.

(4) Hold the shock rod from rotating using special
socket Snap-Ont A136, or equivalent, and remove the
retainer nut.

Fig. 17 Shock Absorber Attachment To Knuckle

1 - ATTACHING BOLT
2 - REAR KNUCKLE
3 - SHOCK ABSORBER CLEVIS BRACKET
4 - LATERAL LINK

(8) Remove the shock absorber from the rear
knuckle first when removing the shock absorber from
vehicle by pushing down on the rear suspension.

(9) Move shock assembly downward and tilt top of
shock outward, then remove shock assembly from
vehicle through top of wheel opening.

DISASSEMBLY - SHOCK ASSEMBLY

The shock assembly must be removed from the
vehicle for it to be disassembled and assembled.
(Refer to 2 - SUSPENSION/REAR/SHOCK ­REMOVAL)

For the disassembly and assembly of the shock
assembly, use strut spring compressor Pentastar Ser­vice Equipment (PSE) tool W-7200, or the equivalent,
to compress the coil spring. Follow the manufactur­er’s instructions closely.

WARNING: DO NOT REMOVE THE SHOCK ROD
NUT BEFORE THE COIL SPRING IS COMPRESSED.
THE COIL SPRING IS HELD UNDER PRESSURE
AND MUST BE COMPRESSED, REMOVING SPRING
TENSION FROM THE UPPER MOUNTING BRACKET
BEFORE THE ROD NUT IS REMOVED.

(1) If both shocks are being serviced at the same
time, mark the coil spring and shock assembly
according to which side of the vehicle the shock was
removed from, and which shock the coil spring was
removed from.

(2) Position the shock assembly in the strut coil
spring compressor following the manufacturer’s
instructions. Set the lower hooks and install the
clamp on the lower end of the coil spring, so the
shock is held in place once the shock shaft nut is

Fig. 18 Retainer Nut Removal/Installation (Typical)

1 - SHOCK ABSORBER SOCKET
2 - CROW FOOT

(5) Remove the upper shock rod bushing retainer

washer from the shock rod.

(6) Remove the upper shock mount and the rod
isolator bushings as an assembly from the rod of the
shock absorber.

(7) Remove the upper coil spring isolator from the
top of the coil spring.

(8) Remove the lower shock rod bushing washer
from the top of the dust boot and shock absorber rod.

(9) Remove the dust shield and cup as an assem­bly from the shock absorber rod by pulling both
straight up and off the shock rod.

(10) Remove the clamp from the bottom of the coil
spring and remove the shock absorber, lower spring
isolator, jounce bumper, and collar out through the
bottom of the coil spring.

(11) Remove the jounce bumper and the collar
(Fig. 19) from the rod of the shock absorber.

(12) Remove the lower coil spring isolator (Fig. 20)
from the lower spring seat on the shock absorber.

(13) Remove the upper shock rod isolator bushing
and sleeve from the upper shock mount.

(14) Remove the lower shock rod isolator bushing
from the upper shock mount.

(15) Inspect the shock assembly components for
the following and replace as necessary:

• Inspect the shock for any condition of rod bind-

ing over the full stroke of the shaft.

JR REAR SUSPENSION 2 - 43

SHOCK ASSEMBLY (Continued)

upper hooks and remove the coil spring from the
compressor.

ASSEMBLY - SHOCK ASSEMBLY

(1) If the coil spring has been removed from the
compressor, place the lower end (smaller diameter) of
the coil spring in the spring compressor supported by
the lower hooks at the same position as in disassem­bly, following the manufacturer’s instructions.

(2) Position the upper hooks of the spring compres­sor on the coil spring near the top as in disassembly.

(3) Compress the coil spring enough to reinstall
the shock absorber and upper mount.

(4) Install the lower shock rod isolator bushing in
the bottom of the upper shock mount. The smaller

Fig. 19 Shock Absorber Jounce Bumper And Collar

1 - COLLAR
2 - SHOCK ABSORBER ROD
3 - SHOCK ABSORBER
4 - JOUNCE BUMPER

end is to be pointed away from the mount when
installed.

(5) Install the upper shock rod isolator bushing
and sleeve in the upper shock mount until seated
into lower bushing. The smaller end of the bushing is
to be pointed away from the mount when installed.

(6) Install the lower coil spring isolator on the
lower spring seat of the shock absorber (Fig. 20).

(7) Install the jounce bumper as shown on the rod
of the shock absorber (Fig. 21).

Fig. 20 Lower Coil Spring Isolator

1 - SHOCK ABSORBER
2 - COIL SPRING ISOLATOR

• Check the upper shock mount for cracks and dis-

tortion, and locating studs for any sign of damage.

• Check the upper and lower shock rod isolator

bushings for severe deterioration of the rubber.

• Check the upper and lower coil spring isolators

for severe deterioration of the rubber.

• Inspect the dust shield for rips and deteriora-

tion.

• Inspect the jounce bumper for cracks and signs

of deterioration.

• Inspect the coil spring for any sign of damage to

the coating.

(16) If the coil spring needs to be serviced, release
the tension from the coil spring by backing off the
compressor drive fully. Push back the compressor

Fig. 21 Jounce Bumper Installed

1 - SHOCK ABSORBER ROD
2 - SHOCK ABSORBER JOUNCE BUMPER
3 - SHOCK ABSORBER

(8) Install the collar on the rod of the shock
absorber assembly with the undercut side of sleeve
facing down (Fig. 22). Push the collar down until
seated on the step of the shock absorber rod.

(9) Install the shock through the bottom of the coil
spring until the lower spring seat contacts the lower
end of the coil spring. Install the clamp temporarily
securing the shock absorber to the coil spring.

(10) Install dust shield and cup over the jounce
bumper and onto the rod of the shock absorber.

2 - 44 REAR SUSPENSION JR

SHOCK ASSEMBLY (Continued)

(2) Install upper shock mount into the mounting
holes in rear shock tower.

(3) Push down on rear knuckle to obtain clearance
and then install shock absorber clevis bracket on
rear knuckle.

(4) Align clevis bracket on shock absorber with
bushing in knuckle. Install and tighten bolt to a
torque of 95 N·m (70 ft. lbs.).

(5) Lower vehicle far enough to gain access to the
trunk.

(6) Install and tighten the 2 shock assembly upper
mounting nuts to a torque of 54 N·m (40 ft. lbs.).

(7) Install plastic cover on shock assembly.

(8) Install carpeting back on shock tower.

(9) Install fasteners securing splash shield to

Fig. 22 Installing Collar On Shock

1 - COLLAR
2 - UNDERCUT
3 - SHOCK ABSORBER ROD STEP

(11) Install the lower shock rod bushing retainer

washer on the shock absorber rod.

(12) Install the upper spring isolator on the top of
the coil spring. The bottom of the isolator is con­toured to fit around the inside diameter of the coil
spring and has a step built into it that the end of the
coil spring must fit into upon installation.

(13) Install the upper shock mount bracket and
rod isolator bushings as an assembly on the top of
the rod of the shock absorber.

(14) Install the upper shock rod bushing retainer
washer. Make sure the concave side is facing up.

(15) Install the shock assembly retainer nut. Hold
the shock rod from rotating using special socket
Snap-Ont A136, or equivalent, and tighten the
retainer nut using a crow foot wrench (on the end of
a torque wrench and extension) to a torque of 55 N·m
(40 ft. lbs.) (Fig. 18).

(16) Position the upper shock mount so it’s studs
are in line with the bolt hole in the shock absorber
lower bracket.

(17) Slowly release the tension from the coil spring
by backing off the compressor drive fully. As the ten­sion is relieved, make sure the upper mount, isolator,
and coil spring align properly. Remove the clamp
from the lower end of the coil spring and shock. Push
back the spring compressor upper and lower hooks,
then remove the shock assembly from the spring
compressor.

(18) Install shock assembly on the vehicle. (Refer
to 2 - SUSPENSION/REAR/SHOCK - INSTALLA­TION)

INSTALLATION - SHOCK ASSEMBLY

(1) Install shock assembly back in vehicle using
the reverse sequence of removal.

shock mount.

(10) Install wheel and tire assembly on vehicle.
Install all wheel mounting nuts in proper sequence
until all nuts are torqued to half specification.
Repeat tightening sequence to full specified torque of
135 N·m (100 ft. lbs.).

(11) Lower vehicle to the ground.

STABILIZER BAR

DESCRIPTION

The stabilizer bar interconnects the forward lateral
links of the vehicle’s rear suspension and is attached
to the rear suspension crossmember of the vehicle.

Attachment of the stabilizer bar to the rear cross­member of the vehicle is through 2 rubber-isolator
bushings and bushing retainers. The stabilizer bar to
lateral link attachment is done utilizing a rubber iso­lated stabilizer bar attaching link. All parts of the
stabilizer bar are serviceable, and the stabilizer bar
to rear suspension isolator bushings are split for easy
removal and installation. The split in the stabilizer
bar to crossmember bushing must be positioned
toward the front of the vehicle, when the stabilizer
bar is installed on the vehicle.

OPERATION

Jounce and rebound movements affecting one rear
wheel of the vehicle are partially transmitted to the
opposite wheel of the vehicle through the stabilizer
bar to stabilize body roll.

DIAGNOSIS AND TESTING - STABILIZER BAR

Inspect the stabilizer bar for damage or bending.

Inspect for broken or distorted stabilizer bar bush­ings, and bushing retainers. When inspecting the sta­bilizer bar bushings, be sure that the slit in the
bushings are positioned so that it is facing toward
the front of the vehicle.

JR REAR SUSPENSION 2 - 45

STABILIZER BAR (Continued)

Inspect the bushings and sleeves in the stabilizer
bar attaching links for damage or deterioration.
Inspect the stabilizer bar attaching link to ensure it
is not bent or broken. If any of these conditions are
present when inspecting the attaching links, replace­ment of the attaching link is required.

REMOVAL

(1) Raise vehicle on jackstands or centered on a
frame contact type hoist. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE­DURE).

(2) Remove both rear wheel and tire assemblies
from the vehicle.

(3) From each side of the vehicle, remove the nut
(Fig. 23) attaching the stabilizer bar attaching link/
isolator bushings to the stabilizer bar.

Fig. 24 Stabilizer Bar Attachment To Rear

Suspension

1 - ATTACHING BOLT
2 - REAR SUSPENSION CROSSMEMBER
3 - ATTACHING BOLT
4 - ATTACHING BOLT
5 - REAR STABILIZER BAR
6 - STABILIZER BAR ATTACHING BRACKETS
7 - ATTACHING BOLT

Fig. 23 Stabilizer Bar Attaching Link

1 - PARK BRAKE CABLE
2 - STABILIZER BAR ATTACHING LINK
3 - NUT
4 - STABILIZER BAR
5 - REAR LATERAL LINK
6 - FORWARD LATERAL LINK

(4) Remove the 4 bolts attaching the stabilizer bar
bushing clamps to the rear suspension crossmember
(Fig. 24).

(5) Remove the rear stabilizer bar to crossmember
bushing clamps and bushings from the stabilizer bar.

(6) Remove stabilizer bar from vehicle. Stabilizer
bar will come out of vehicle between the exhaust pipe
and the rear suspension crossmember.

STABILIZER BAR BUSHING INSPECTION

Inspect for broken or distorted retainers and bush­ings. If bushing replacement is required, bushings
can be removed by opening slit in bushing and
removing bushing from around stabilizer bar.

INSTALLATION

(1) Install stabilizer bar back in vehicle with the
bushings removed using the reverse sequence of
removal.

(2) When stabilizer bar is installed in vehicle, it
must be installed with the bend in the end of the sta­bilizer bar positioned up in vehicle when viewed from
the side (Fig. 25).

Fig. 25 Installed

1 - INCORRECTLY INSTALLED POSITION OF STABILIZER BAR
2 - CORRECTLY INSTALLED POSITION OF STABILIZER BAR

(3) Install the stabilizer bar onto the stabilizer bar
to forward lateral link attaching links (Fig. 23).
Install the stabilizer bar to attaching link bushings
on attaching links. Tighten the bushing retaining
nuts to a torque of 35 N·m (26 ft. lbs.).

(4) Loosely install the stabilizer bar bushing
clamps on the rear suspension crossmember

2 - 46 REAR SUSPENSION JR

STABILIZER BAR (Continued)

(5) Position the stabilizer bar so it is centered in
the vehicle and does not contact other suspension
components or vehicle body.

(6) Tighten the bolts attaching the stabilizer bar
bushing clamps to the rear crossmember to a torque
of 27 N·m (19 ft. lbs.) (Fig. 24).

(7) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper
sequence until all nuts are torqued to half specifica­tion. Then repeat the tightening sequence to the full
specified torque of 135 N·m (100 ft. lbs.).

(8) Lower vehicle to the ground.

TRAILING LINK

DESCRIPTION

The trailing link on each side of the vehicle bolts to
the bottom of the knuckle and to a bracket attached
to the floor pan of the vehicle. The trailing link is
steel and has rubber isolator bushings, retainer
washers and nuts at each end to isolate suspension
noise from the body of the vehicle.

OPERATION

Fore and aft movement of the knuckle is controlled
by a trailing link.

DIAGNOSIS AND TESTING - TRAILING LINK

Inspect the trailing link bushings and retainers for
signs of deterioration or damage. If the trailing link
bushings are deteriorated or the retainers are dam­aged, replacement of the trailing link bushings and
or the retainers will be required. The bushings and
retainers are serviceable as separate components of
the trailing link.

Inspect the trailing link for signs of contact with
the ground or road debris which has bent or caused
other damage to the trailing link. If the trailing link
is bent or damaged the trailing link will require
replacement. Do not ever attempt to repair or
straighten a trailing link.

REMOVAL

(1) Raise vehicle on jackstands or centered on a
frame contact type hoist. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE­DURE).

(2) Remove rear wheel and tire assembly from the
vehicle.

(3) At the knuckle, remove the nut, bushing
retainer and outer trailing link bushing (Fig. 26)
from the trailing link.

(4) Remove the 4 bolts (Fig. 27) attaching the trail­ing link hanger bracket to the floor pan and frame
rail.

Fig. 26 Trailing Link To Knuckle Attachment

1 - BUSHING
2 - NUT
3 - BUSHING RETAINER
4 - KNUCKLE
5 - BUSHING
6 - BUSHING RETAINER
7 - TRAILING LINK

Fig. 27 Trailing Link Hanger Bracket Attachment To

Vehicle

1 - TRAILING LINK
2 - TRAILING LINK HANGER BRACKET

(5) Remove the trailing link and mounting bracket

as an assembly from the vehicle.

CAUTION: The installation position of the bushings
and retainers on the trailing link is important. When
separating the trailing link from the hanger bracket,
note the position and orientation on the bushings
and retainers to ensure they are re-installed cor­rectly.

JR REAR SUSPENSION 2 - 47

TRAILING LINK (Continued)

(6) Separate the trailing link from the hanger
bracket. To separate trailing link from hanger
bracket, use a large adjustable wrench on flat of
trailing link to turn link while holding nut stationary
(Fig. 28).

Fig. 29 Trailing Link Bushing Installation

1 - INNER TRAILING LINK BUSHING
2 - TRAILING LINK
3 - INNER TRAILING LINK BUSHING
4 - TRAILING LINK INNER BUSHING RETAINER (BLACK)
5 - INNER BUSHING RETAINER (BLACK)

Fig. 28 Separating Trailing Link From Hanger

Bracket

1 - HANGER BRACKET
2 - SPACER
3 - BUSHING
4 - RETAINER
5 - TRAILING LINK
6 - ADJUSTABLE WRENCH
7 - WRENCH

INSTALLATION

CAUTION: The inner and outer trailing link to
hanger bracket bushings and retainers must be
installed in their correct position on the trailing link.
Do not reverse the position of the inner and outer
trailing link bushing or retainers on the trailing link.

6 - TRAILING LINK HANGER BRACKET
7 - OUTER TRAILING LINK BUSHING
8 - NUT
9 - OUTER BUSHING RETAINER (GOLD)

CAUTION: It is important that the following proce­dure be done when installing the trailing arm
hanger bracket to the body of the vehicle. This pro­cedure will ensure that the hanger bracket is
installed in the correct position on the vehicle.

(4) Install trailing link hanger bracket on vehicle
and loosely install the 4 attaching bolts (Fig. 30).
Then install 2 drift pins of appropriate size in posi­tioning holes on hanger bracket and into locating
holes in body (Fig. 30). With hanger bracket correctly
positioned on vehicle tighten the 4 hanger bracket
mounting bolts to a torque of 34 N·m (25 ft. lbs.).

NOTE: When installing trailing link into hanger
bracket, the flat on the trailing link (Fig. 28) must be
positioned at the hanger bracket.

(1) Install the (black) inner bushing retainer, and
inner bushing (Fig. 29) on the trailing link. Install
the trailing link, retainer and bushing on the hanger
bracket (Fig. 29). Then install the outer bushing,
(gold) outer bushing retainer and nut (Fig. 29) on the
trailing link. Using a large adjustable wrench on flat
of trailing link to keep it from rotating, tighten the
trailing link retaining nut to a torque of 99 N·m (73
ft. lbs.).

(2) Install the (black) inner bushing retainer, and
inner bushing (Fig. 29) on the trailing link.

(3) Install knuckle end of trailing link in rear
knuckle.

CAUTION: When installing trailing link bushing
retainers, the retainers must be installed with
cupped side of retainer facing away from bushing
and knuckle (Fig. 26).

(5) At the knuckle, install the outer trailing link
bushing, (gold) outer bushing retainer and retaining
nut on trailing link (Fig. 26). Using a large adjust­able wrench on flat of trailing link to keep it from
rotating tighten the trailing link retaining nut (Fig.

26) to a torque of 99 N·m (73 ft. lbs.).

2 - 48 REAR SUSPENSION JR

TRAILING LINK (Continued)

OPERATION

The upper control arm supports the upper end of
the knuckle and allows for the up and down move­ment of the suspension under jounce and rebound
travel.

REMOVAL

NOTE: The rear control arm, control arm bushings,
and pivot bar are serviced as a complete assembly
on this vehicle. Do not attempt to disassemble the
control arm from the pivot bar to service the rear
control arm bushings.

(1) Raise vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE-

Fig. 30 Trailing Link Hanger Bracket Installation

1 - HANGER BRACKET
2 - TRAILING LINK
3 - LOCATING DRIFT PINS
4 - ATTACHING BOLTS 4

DURE).

(2) Remove both rear wheel and tire assemblies
from the vehicle.

(3) Remove the shock absorber clevis bracket to
rear knuckle attaching bolt and nut (Fig. 31) on both
sides of the vehicle.

UPPER BALL JOINT

DESCRIPTION

The ball joint is pressed into the upper control arm
and has a tapered stud for attachment to the steer­ing knuckle. The ball joint stud is attached and
locked into the steering knuckle using a special nut.
The ball joint is a sealed-for-life type and requires no
maintenance.

DIAGNOSIS AND TESTING - UPPER BALL
JOINT

With the weight of the vehicle resting on the road
wheels, grasp the grease fitting and with no mechan­ical assistance or added force, attempt to move the
grease fitting.

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

UPPER CONTROL ARM

DESCRIPTION

An upper control arm is attached to the top of each
rear knuckle, connecting the knuckle to the rear sus­pension crossmember.

The attachment of the upper control arm to the
knuckle is achieved through a ball joint in the upper
control arm. The upper control arm is bolted to the
rear suspension crossmember using a pivot bar which
is rubber isolated from the upper control arm.

Fig. 31 Shock Absorber To Knuckle Attaching

1 - ATTACHING BOLT
2 - REAR KNUCKLE
3 - SHOCK ABSORBER CLEVIS BRACKET
4 - LATERAL LINK

(4) Remove muffler support bracket from rear

frame rail (Fig. 32).

(5) Remove the rear exhaust pipe hanger bracket
from the rear suspension crossmember (Fig. 33). Let
exhaust system drop down as far as possible.

(6) If vehicle is equipped with antilock brakes,
remove routing clips for wheel speed sensor cable
from brackets on both upper control arms (Fig. 34).

(7) If vehicle is equipped with antilock brakes,
remove bolts and wheel speed sensor heads from
both rear knuckles.

JR REAR SUSPENSION 2 - 49

UPPER CONTROL ARM (Continued)

Fig. 32 Muffler Support Bracket

1 - REAR FASCIA
2 - MUFFLER SUPPORT BRACKET
3 - ATTACHING BOLTS
4 - MUFFLER

Fig. 33 Exhaust Pipe Hanger At Rear Suspension

Crossmember

1 - BOLT
2 - REAR SUSPENSION CROSSMEMBER
3 - HANGER BRACKET
4 - EXHAUST PIPE

(8) Remove both rear disc brake calipers from
knuckles and hang out of way using wire or cord.
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
BRAKE PADS/SHOES - REMOVAL). Do not allow
calipers to hang by brake hoses.

(9) Release brake tubing from clips on top of cross­member.

(10) On the side of the vehicle requiring control
arm removal, separate the control arm ball joint from
the rear knuckle using following procedure:

Fig. 34 Speed Sensor Cable Attachment To Control

Arm

1 - UPPER CONTROL ARM
2 - SHOCK ABSORBER
3 - SPEED SENSOR CABLE ROUTING CLIPS
4 - BOLT
5 - SPEED SENSOR CABLE
6 - BRAKE FLEX HOSE BRACKET
7 - BOLT
8 - BRAKES

(a) Back off nut retaining upper control arm ball
joint to knuckle until nut is even with end of stud.
This action will help avoid damaging the stud
threads when the stud is released from the knuckle
in the following step.

(b) Remove ball joint stud from knuckle using
Puller, Special Tool, CT- 1106 (Fig. 35).

(c) Remove nut retaining upper control arm ball
joint to knuckle.
(11) Position a transmission jack and wooden block

under the center of the rear suspension crossmember
to support and lower crossmember during removal
(Fig. 36).

(12) Remove the 4 bolts (Fig. 37) attaching rear

suspension crossmember to rear frame rails.

CAUTION: When lowering rear suspension cross­member do not put a strain on the rear brake flex
hoses.

(13) Lower the rear suspension crossmember far

enough to access the upper control arm pivot bar to
crossmember attaching bolts.

(14) Remove the 2 bolts attaching the upper con-

trol arm to the rear suspension crossmember (Fig.

38).
(15) Remove the upper control arm from the rear

suspension crossmember.

(16) Transfer any required components to the

replacement control arm.

2 - 50 REAR SUSPENSION JR

UPPER CONTROL ARM (Continued)

Fig. 35 Ball Joint Stud Removal From Knuckle

1 - BALL JOINT
2 - SPECIAL TOOL CT1106
3 - BALL JOINT STUD
4 - KNUCKLE

Fig. 36 Lowering And Supporting Rear Suspension

Crossmember

1 - WOODEN BLOCK
2 - TRANSMISSION JACK
3 - REAR SUSPENSION CROSSMEMBER

Fig. 37 Crossmember Attachment To Frame Rails

1 - ATTACHING BOLTS
2 - ATTACHING BOLTS
3 - REAR SUSPENSION CROSSMEMBER

Fig. 38 Upper Control Arm Attachment To

Crossmember

1 - SHOCK ABSORBER
2 - ATTACHING BOLTS
3 - UPPER CONTROL ARM PIVOT BAR
4 - REAR SUSPENSION CROSSMEMBER
5 - UPPER CONTROL ARM

JR REAR SUSPENSION 2 - 51

UPPER CONTROL ARM (Continued)

DISASSEMBLY - UPPER BALL JOINT

The rear upper control arm must be removed from
the vehicle for replacement of the ball joint. (Refer to
2 - SUSPENSION/REAR/UPPER CONTROL ARM ­REMOVAL)

(1) Position Receiving Cup, Special Tool 6758, to
support control arm when removing ball joint assem­bly (Fig. 39). Install Remover/Installer, Special Tool
6804 on top of ball joint assembly (Fig. 39).

ASSEMBLY - UPPER BALL JOINT

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

(2) Position assembly in an arbor press with
Receiving Cup, Special Tool 6758, supporting lower
control arm (Fig. 40). Then install Remover/Installer,
Special Tool 6804, on the top of the ball joint assem­bly (Fig. 40).

Fig. 39 Removing Ball Joint From Upper Control

Arm

1 - SPECIAL TOOL 6804
2 - CONTROL ARM
3 - SPECIAL TOOL 6758
4 - BALL JOINT

(2) Using an arbor press, press the ball joint

assembly out of the control arm.

INSPECTION

Inspect the control arm for physical damage. If it is
determined that the upper control arm is broken or
bent, the upper control arm must be replaced. The
rear suspension upper control arm is not a repairable
component and no attempt is to be made to repair or
to straighten it. The upper control arm must be
replaced if found to be damaged in any way.

Inspect the control arm pivot bushings for deterio­ration. If found to need replacement, the upper con­trol arm is to be replaced.

The rear control arm, control arm bushings, and
pivot bar are serviced as a complete assembly on this
vehicle. Do not attempt to disassemble the control
arm from the pivot bar to service the rear control
arm bushings.

The only component on the upper control arm that
is serviceable is the rear upper ball joint and its seal.

Fig. 40 Installing Ball Joint In Upper Control Arm

1 - SPECIAL TOOL 6804
2 - BALL JOINT
3 - CONTROL ARM
4 - SPECIAL TOOL 6758

CAUTION: When installing the ball joint in the upper
control arm, do not press the ball joint into the con­trol arm all the way. The lip on the ball joint must
not touch the surface of the control arm. Refer to
Step 3 below when installing the ball joint.

(3) Carefully align all pieces. Using the arbor
press, press the ball joint into the control arm until a
gap of 3 mm (1/8 inch) is between lip on ball joint
and surface of lower control arm.

(4) Reinstall the control arm on the vehicle. (Refer
to 2 - SUSPENSION/REAR/UPPER CONTROL ARM

- INSTALLATION)

INSTALLATION

(1) Align the pivot bar on the upper control arm
with the mounting holes in the rear suspension
crossmember. Install the pivot bar attaching bolts
(Fig. 38). Tighten the 2 pivot bar attaching bolts to a
torque of 108 N·m (80 ft. lbs.).

(2) Using transmission jack, raise rear suspension
crossmember up to the rear frame rails and loosely
install the 4 attaching bolts (Fig. 37).

2 - 52 REAR SUSPENSION JR

UPPER CONTROL ARM (Continued)

(3) Position an appropriate size drift into the posi­tioning hole in each side of rear suspension cross­member and crossmember locating holes in frame
rails of the vehicle (Fig. 41). This is required to prop­erly position rear suspension crossmember to the
body of the vehicle. Tighten the 4 crossmember to
frame rail attaching bolts to 108 N·m (80 ft. lbs.).
Remove drifts from rear suspension crossmember.

Fig. 41 Locating Rear Suspension Crossmember In

Vehicle

1 - POSITIONING HOLE
2 - FRAME RAIL
3 - REAR SUSPENSION CROSSMEMBER
4 - DRIFT
5 - SHOCK ABSORBER
6 - UPPER CONTROL ARM

(6) Install the brake tubing above the rear suspen­sion crossmember into the routing clips on top of the
crossmember.

Install rear brake calipers onto rear knuckles.
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
BRAKE PADS/SHOES - INSTALLATION)

(7) If vehicle is equipped with antilock brakes,
attach wheel speed sensor heads to both rear knuck­les. Tighten sensor mounting bolts to a torque of 8
N·m (75 in. lbs.).

(8) If vehicle is equipped with antilock brakes,
install routing clips for wheel speed sensor cables
onto brackets on both upper control arms (Fig. 34).
Securely tighten routing clip attaching bolts.

(9) Install muffler support bracket on rear frame
rail (Fig. 32).

(10) Install rear exhaust pipe hanger on rear sus­pension crossmember (Fig. 33).

(11) Install the shock absorber clevis brackets on
the rear knuckles (Fig. 31). Tighten the shock
absorber mounting bolts to a torque of 95 N·m (70 ft.
lbs.).

(12) Install wheel and tire assembly on vehicle.
Progressively tighten the wheel mounting nuts in
crisscross sequence until all nuts are torqued to half
specification. Then repeat the tightening sequence to
the full specified torque of 135 N·m (100 ft. lbs.).

(13) Lower vehicle.

(14) Check and reset if required, rear wheel Cam­ber and Toe to preferred specifications (Refer to 2 ­SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).

(4) Remove transmission jack supporting rear sus-

pension crossmember.

(5) Install upper ball joint stud in knuckle. Install
and tighten the ball joint stud nut to a torque of 27
N·m (20 ft. lbs.).

JR WHEEL ALIGNMENT 2 - 53

WHEEL ALIGNMENT

TABLE OF CONTENTS

page page

WHEEL ALIGNMENT

DESCRIPTION - WHEEL ALIGNMENT .......53

DIAGNOSIS AND TESTING - SUSPENSION

AND STEERING ......................56

STANDARD PROCEDURE

STANDARD PROCEDURE - PRE-WHEEL

ALIGNMENT INSPECTION ...............58

WHEEL ALIGNMENT

DESCRIPTION - WHEEL ALIGNMENT

Vehicle wheel alignment is the positioning of all
interrelated front and rear suspension angles. These
angles affect the handling and steering of the vehicle
when it is in motion. Proper wheel alignment is
essential for efficient steering, good directional stabil­ity, and proper tire wear.

The method of checking a vehicle’s front and rear
wheel alignment varies depending on the manufac­turer and type of equipment used. The manufactur­er’s instructions should always be followed to ensure
accuracy of the alignment, except when
DaimlerChrysler Corporation’s wheel alignment spec­ifications differ.

On this vehicle, the suspension angles that can be
adjusted are as follows:

Front

• Camber (using special procedure)

• Toe

Rear

• Camber

• Toe

Check the wheel alignment and make all wheel
alignment adjustments with the vehicle standing at
its proper curb height specification. Curb height is
the normal riding height of the vehicle. It is mea­sured from a certain point on the vehicle to the
ground or a designated area while the vehicle is sit­ting on a flat, level surface. Refer to Curb Height
Measurement in this section for additional informa­tion.

Typical wheel alignment angles and measurements
are described in the following paragraphs.

STANDARD PROCEDURE - CURB HEIGHT

MEASUREMENT ......................58

STANDARD PROCEDURE - WHEEL

ALIGNMENT .........................59

SPECIFICATIONS

WHEEL ALIGNMENT ...................62

sured in degrees of angle relative to a true vertical
line. Camber is a tire wearing angle.

• Excessive negative camber will cause tread wear

at the inside of the tire.

• Excessive positive camber will cause tread wear

on the outside of the tire.

CAMBER

Camber is the inward or outward tilt of the top of
the tire and wheel assembly (Fig. 1). Camber is mea-

Fig. 1 Camber

1 - WHEELS TILTED OUT AT TOP
2 - WHEELS TILTED IN AT TOP

2 - 54 WHEEL ALIGNMENT JR

WHEEL ALIGNMENT (Continued)

CROSS CAMBER

Cross camber is the difference between left and
right camber. To achieve the cross camber reading,
subtract the right side camber reading from the left.
For example, if the left camber is +0.3° and the right
camber is 0.0°, the cross camber would be +0.3°.

CASTER

Caster is the forward or rearward tilt of the steer­ing knuckle in reference to the position of the upper
and lower ball joints. Caster is measured in degrees
of angle relative to a true vertical center line. This
line is viewed from the side of the tire and wheel
assembly (Fig. 2).

• Forward tilt (upper ball joint ahead of lower)

results in a negative caster angle.

• Rearward tilt (upper ball joint trailing lower)

results in a positive caster angle.

Although caster does not affect tire wear, a caster
imbalance between the two front wheels may cause
the vehicle to lead to the side with the least positive
caster.

CROSS CASTER

Cross caster is the difference between left and

right caster.

TOE

Toe is the inward or outward angle of the wheels

as viewed from above the vehicle (Fig. 3).

• Toe-in is produced when the front edges of the
wheels on the same axle are closer together than the
rear edges.

• Toe-out is produced when the front edges of the
wheels on the same axle are farther apart than the
rear edges.

Toe-in and toe-out can occur at the front wheels

and the rear wheels.

Toe is measured in degrees or inches. The mea­surement identifies the amount that the front of the
wheels point inward (toe-in) or outward (toe-out). Toe
is measured at the spindle height. Zero toe means
the front and rear edges of the wheels on the same
axle are equally distant.

Fig. 2 Caster

Fig. 3 Toe

1 - TOE-IN
2 - TOE-OUT

JR WHEEL ALIGNMENT 2 - 55

WHEEL ALIGNMENT (Continued)

TOE-OUT ON TURNS

Toe-out on turns is the relative positioning of the
front wheels while steering through a turn (Fig. 4).
This compensates for each front wheel’s turning
radius. As the vehicle encounters a turn, the out­board wheel must travel in a larger radius circle
than the inboard wheel. The steering system is
designed to make each wheel follow its particular
radius circle. To accomplish this, the front wheels
must progressively toe outward as the steering is
turned from center. This eliminates tire scrubbing
and undue tire wear when steering a vehicle through
a turn.

Although toe-out on turns is an important angle, it
is generally not necessary to check or adjust when
performing a wheel alignment.

DYNAMIC TOE PATTERN

Dynamic toe pattern is the inward and outward toe
movement of the front and rear tires through the
suspension’s jounce and rebound travel. As the vehi­cle’s suspension moves up and down, the toe pattern
varies. Toe pattern is critical in controlling the direc­tional stability of the vehicle while in motion. Front
and rear dynamic toe pattern is preset by the factory
at the time the vehicle is assembled.

It is not necessary to check or adjust front or rear
dynamic toe pattern when doing a normal wheel
alignment. The only time dynamic toe pattern needs
to be checked or adjusted is if the frame of the vehi­cle has been damaged.

STEERING AXIS INCLINATION (S. A. I.)

Steering axis inclination is the angle between a
true vertical line starting at the center of the tire at
the road contact point and a line drawn through the
center of the upper ball joint (or strut) and the lower
ball joint (Fig. 5). S.A.I. is built into the vehicle and
is not an adjustable angle. If S.A.I. is not within
specifications, a bent or damaged suspension compo­nent may be the cause.

Fig. 4 Toe-Out On Turns

1 - TOE-OUT ON TURNS

Fig. 5 S.A.I. and I.A.

1 - S.A.I.
2 - CAMBER
3 - I.A.

2 - 56 WHEEL ALIGNMENT JR

WHEEL ALIGNMENT (Continued)

INCLUDED ANGLE (I. A.)

Included angle is the sum of the S.A.I. angle plus
or minus the camber angle, depending on whether or
not the wheel has positive or negative camber (Fig.

5). If camber is positive, add the camber angle to the
S.A.I. angle. If camber is negative, subtract the cam­ber angle from the S.A.I. angle. Included angle is not
adjustable, but can be used to diagnose a frame mis­alignment or bent suspension component (spindle,
strut).

THRUST ANGLE

Thrust angle is the averaged direction the rear
wheels are pointing in relation to the vehicle’s center
line (Fig. 6). The presence of negative or positive
thrust angle causes the rear tires to track improperly
to the left or right of the front tires (dog tracking).

• Negative thrust angle means the rear tires are

tracking to the left of the front tires.

• Positive thrust angle means the rear tires are

tracking to the right of the front tires.

Improper tracking can cause undue tire wear, a
lead or pull and a crooked steering wheel. Excessive
thrust angle can usually be corrected by adjusting
the rear wheel toe so that each wheel has one-half of
the total toe measurement.

DIAGNOSIS AND TESTING - SUSPENSION AND
STEERING

Fig. 6 Thrust Angle

CONDITION POSSIBLE CAUSES POTENTIAL CORRECTIONS

Front End Whine On Turns 1. Defective Wheel Bearing 1. Replace Wheel Bearing

2. Incorrect Wheel Alignment 2. Check And Reset Wheel Alignment

3. Worn Tires 3. Replace Tires

Front End Growl Or
Grinding On Turns

Front End Clunk Or Snap
On Turns

1. Defective Wheel Bearing 1. Replace Wheel Bearing

2. Engine Mount Grounding
Against Frame Or Body Of Vehicle.

3. Worn Or Broken C/V Joint 3. Replace C/V Joint

4. Loose Wheel Lug Nuts 4. Verify Wheel Lug Nut Torque

5. Incorrect Wheel Alignment 5. Check And Reset Wheel Alignment

6. Worn Tires 6. Replace Tires

1. Loose Wheel Lug Nuts 1. Verify Wheel Lug Nut Torque

2. Worn Or Broken C/V Joint 2. Replace C/V Joint

3. Worn Or Loose Tie Rod Or Ball
Joint

4. Worn Control Arm Bushing 4. Replace Control Arm Bushing

5. Loose Sway Bar Or Upper Strut
Attachment

2. Check For Motor Mount Hitting Frame
Rail And Reposition Engine As Required

3. Tighten Or Replace Tie Rod End Or Ball
Joint

5. Tighten Sway Bar Or Upper Strut
Attachment To Specified Torque

JR WHEEL ALIGNMENT 2 - 57

WHEEL ALIGNMENT (Continued)

CONDITION POSSIBLE CAUSES POTENTIAL CORRECTIONS

Front End Whine With
Vehicle Going Straight At A
Constant Speed

Front End Growl Or
Grinding With Vehicle
Going Straight At A
Constant Speed

Front End Whine When
Accelerating Or
Decelerating

Front End Clunk When
Accelerating Or
Decelerating

1. Defective Wheel Bearing 1. Replace Wheel Bearing

2. Incorrect Wheel Alignment 2. Check And Reset Wheel Alignment

3. Worn Tires 3. Replace Tires

1. Engine Mount Grounding 1. Reposition Engine As Required

2. Worn Or Broken C/V Joint 2. Replace C/V Joint

1. Worn Or Defective Transaxle
Gears Or Bearings

1. Worn Or Broken Engine Mount 1. Replace Engine Mount

2. Worn Or Defective Transaxle
Gears Or Bearings

3. Loose Wheel Lug Nuts 3. Verify Wheel Lug Nut Torque

4. Worn Or Broken C/V Joint 4. Replace C/V Joint

5. Worn Or Loose Ball Joint 5. Tighten Or Replace Ball Joint

6. Worn Or Loose Control Arm
Bushing

7. Loose Crossmember Bolts 7. Tighten Crossmember Bolts To Specified

1. Replace Transaxle Gears Or Bearings

2. Replace Transaxle Gears Or Bearings

6. Tighten To Specified Torque Or Replace
Control Arm Bushing

Torque

Road Wander 1. Incorrect Tire Pressure 1. Inflate Tires To Recommended Pressure

2. Incorrect Front Or Rear Wheel Toe 2. Check And Reset Front Wheel Toe

3. Worn Wheel Bearings 3. Replace Wheel Bearing

4. Worn Control Arm Bushings 4. Replace Control Arm Bushing

5. Excessive Friction In Steering
Gear

6. Excessive Friction In Steering
Shaft Coupling

7. Excessive Friction In Strut Upper
Bearing

Lateral Pull 1. Unequal Tire Pressure 1. Inflate All Tires To Recommended

2. Radial Tire Lead 2. Perform Lead Correction Procedure

3. Incorrect Front Wheel Camber 3. Check And Reset Front Wheel Camber

4. Power Steering Gear Imbalance 4. Replace Power Steering Gear

5. Wheel Braking 5. Correct Braking Condition Causing

5. Replace Steering Gear

6. Replace Steering Coupler

7. Replace Strut Bearing

Pressure

Lateral Pull

2 - 58 WHEEL ALIGNMENT JR

WHEEL ALIGNMENT (Continued)

CONDITION POSSIBLE CAUSES POTENTIAL CORRECTIONS

Excessive Steering Free
Play

Excessive Steering Effort 1. Low Tire Pressure 1. Inflate All Tires To Recommended

1. Incorrect Steering Gear
Adjustment

2. Worn Or Loose Tie Rod Ends 2. Replace Or Tighten Tie Rod Ends

3. Loose Steering Gear Mounting
Bolts

4. Loose Or Worn Steering Shaft
Coupler

2. Lack Of Lubricant In Steering
Gear

3. Low Power Steering Fluid Level 3. Fill Power Steering Fluid Reservoir To

4. Loose Power Steering Pump Belt 4. Check and replace automatic belt

5. Lack Of Lubricant In Steering Ball
Joints

6. Steering Gear Malfunction 6. Replace Steering Gear

7. Lack Of Lubricant In Steering
Coupler

1. Adjust Or Replace Steering Gear

3. Tighten Steering Gear Bolts To The
Specified Torque

4. Replace Steering Shaft Coupler

Pressure

2. Replace Steering Gear

Correct Level

tensioner as necessary. If drive belt is worn
or glazed, replace belt.

5. Lubricate Or Replace Steering Ball Joints

7. Replace Steering Coupler

STANDARD PROCEDURE

STANDARD PROCEDURE - PRE-WHEEL
ALIGNMENT INSPECTION

Before any attempt is made to change or correct
the wheel alignment, the following inspection and
necessary corrections must be made to the vehicle to
ensure proper alignment.

(1) Be sure the fuel tank is full of fuel. If the fuel
tank is not full, the reduction in weight will affect
the curb height of the vehicle and the alignment
specifications.

(2) The passenger and luggage compartments of
the vehicle should be free of any load that is not fac­tory equipment.

(3) Check the tires on the vehicle. The tires are to
be inflated to the recommended air pressure. All tires
must be the same size and in good condition with
approximately the same tread wear.

(4) Check the front tire and wheel assemblies for
excessive radial runout.

(5) Inspect all suspension component fasteners for
looseness and torque.

(6) Inspect the ball joints and all steering linkage
for looseness and any sign of wear or damage.

(7) Inspect the rubber bushings on all the suspen­sion components for signs of wear or deterioration. If

any bushings show signs of wear or deterioration,
they should be replaced prior to aligning the vehicle.

(8) Check vehicle curb height to verify it is within
specifications. (Refer to 2 - SUSPENSION/WHEEL
ALIGNMENT - STANDARD PROCEDURE). If curb
height is out of specifications, check for broken or
sagged springs.

STANDARD PROCEDURE - CURB HEIGHT
MEASUREMENT

The wheel alignment is to be checked and all align­ment adjustments made with the vehicle at its
required curb height specification.

Vehicle height is to be checked with the vehicle on
a flat, level surface, preferably a vehicle alignment
rack. The tires are to be inflated to the recommended
pressure. All tires are to be the same size as stan­dard equipment. Vehicle height is checked with the
fuel tank full of fuel, and no passenger or luggage
compartment load.

Vehicle height is not adjustable. If the measure­ment is not within specifications, inspect the vehicle
for bent or weak suspension components. Compare
the parts tag on the suspect coil spring(s) to the
parts book and the vehicle sales code, checking for a
match. Once removed from the vehicle, compare the
coil spring height to a correct new or known good coil

JR WHEEL ALIGNMENT 2 - 59

WHEEL ALIGNMENT (Continued)

spring. The heights should vary if the suspect spring
is weak.

(1) Measure from the inboard edge of the wheel
opening fender lip directly above the wheel center
(spindle), to the floor or alignment rack surface.

CURB HEIGHT SPECIFICATIONS

VEHICLE FRONT REAR

705mm±12mm 710mm±12mm

ALL

27.75 in. ± 0.47 in. 28.0 in. ± 0.47 in.

STANDARD PROCEDURE - WHEEL ALIGNMENT

(1) Position the vehicle on an alignment rack.

(2) Perform the PRE-WHEEL ALIGNMENT
INSPECTION. (Refer to 2 - SUSPENSION/WHEEL
ALIGNMENT - STANDARD PROCEDURE).

(3) Install all required alignment equipment on
the vehicle per the alignment equipment manufactur­er’s instructions. On this vehicle, a four-wheel align­ment is recommended.

NOTE: Prior to reading the vehicle’s alignment
readouts, the front and rear of vehicle should be
jounced. Induce jounce (rear first, then front) by
grasping the center of the bumper and jouncing
each end of vehicle an equal number of times. The
bumper should always be released when vehicle is
at the bottom of the jounce cycle.

(2) When measuring, maximum left-to-right differ-

ential is not to exceed 20 mm (0.79 in.).

(3) Compare the measurements to specifications
listed in the following CURB HEIGHT SPECIFICA­TIONS chart.

REAR CAMBER AND TOE

Rear Camber on this vehicle is adjustable. The
rear camber on this vehicle is adjusted using the
adjusting screw located in the forward and rear lat­eral links of the vehicles rear suspension (Fig. 7).

CAUTION: When checking the rear alignment on
this vehicle, the alignment rack must be equipped
with rear skid plates.

(1) For either rear wheel needing alignment,
loosen the adjusting screw jam nuts (Fig. 7) on both
the front and the rear lateral links.

(4) Read the vehicle’s current front and rear align­ment settings. Compare the vehicle’s current align­ment settings to the vehicle specifications for camber,
caster and toe-in. (Refer to 2 - SUSPENSION/
WHEEL ALIGNMENT - SPECIFICATIONS).

NOTE: Set the rear wheel alignment first before pro­ceeding to the front to set the front wheel align­ment.

(5) If rear camber or toe is not within specifica­tions, proceed to REAR CAMBER AND TOE below. If
rear camber and toe are within specifications, but
front camber and caster are not, proceed to FRONT
CAMBER AND CASTER which can be found follow­ing REAR CAMBER AND TOE. If rear camber and
toe, and front camber and caster are within specifi­cations, proceed to FRONT TOE.

Rear Caster on this vehicle is not adjustable and is
not shown as an alignment specification.

CAUTION: Do not attempt to adjust the vehicle’s
wheel alignment by heating, bending or modifying
any component of the suspension.

Fig. 7 Lateral Link Adjusting Screw Jam Nuts

1 - FORWARD LATERALARM
2 - STABILIZER BAR
3 - ADJUSTING SCREW
4 - JAM NUT
5 - ADJUSTING SCREW
6 - JAM NUTS
7 - REAR LATERAL LINK

CAUTION: Do not attempt to move the adjusting
screws without properly loosening the jam nuts.
Note that each adjusting screw has one right­handed nut and one left-handed nut.

2 - 60 WHEEL ALIGNMENT JR

WHEEL ALIGNMENT (Continued)

CAUTION: When setting rear camber and toe on the
vehicle, the maximum lengths of the adjustable lat­eral link at the locations shown (Fig. 8) must not be
exceeded. If these maximum lengths are exceeded,
inadequate retention of adjustment link to the inner
and outer link may result.

Fig. 8 Rear Lateral Link Maximum Length

Dimensions

(2) Rough-in the rear camber setting as close as
possible to the preferred specification by mainly
adjusting the rear lateral link adjusting screw (Fig.

7). Some adjustment of the forward lateral link
adjusting screw will also be required to get the rear
camber setting to the preferred specification. (Refer
to 2 - SUSPENSION/WHEEL ALIGNMENT - SPEC­IFICATIONS).

(3) Adjust the forward lateral link adjusting screw
(Fig. 7)to set rear toe to the preferred specification.
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT ­SPECIFICATIONS).

NOTE: Adjusting toe will cause a slight change in
the camber setting. If during the setting of toe, cam­ber is no longer at the preferred specification, con­tinue to adjust camber and toe until both are at
their preferred specifications.

(4) While holding adjustment screws from turning,
use a crow foot and torque wrench, and tighten all
lateral link adjusting screw jam nuts to a torque of
92 N·m (68 ft. lbs.). This will securely hold the
adjusting screws from turning.

(5) Proceed to FRONT CASTER AND CAMBER, or
FRONT TOE if front caster and camber are within
specifications.

This is referred to as NET BUILD. The result is no
required adjustment of camber and caster after the
vehicle is built or when servicing the suspension
components. Thus, when performing a wheel align­ment, caster and camber are not normally considered
adjustable angles. Camber and caster should be
checked to ensure they meet vehicle specifications.
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT ­SPECIFICATIONS).

If front camber is found not to meet alignment
specifications, it can be adjusted using a procedure
listed here. Before performing the camber adjustment
procedure, inspect the suspension components for
any signs of damage or bending.

CAMBER ADJUSTMENT PROCEDURE

(1) Open the hood and mark the position of all
four shock assembly mounting bolts on the shock
tower (Fig. 9) on the side of the vehicle requiring
front camber adjustment.

Fig. 9 Shock Assembly Mounting Bolts

1 - SHOCK TOWER
2 - MOUNTING BOLTS

(2) Raise the vehicle by the frame until the tires
and front suspension are not supporting the weight
of the vehicle.

(3) Loosen the shock assembly mounting bolts on
the side marked in step 1. Loosen the bolts enough to
allow adequate space for removal of the plastic locat­ing pins that align the upper mounting bracket with
the shock tower.

(4) Remove and discard both plastic locating pins
from the shock assembly upper mounting bracket
using a punch or pliers.

FRONT CAMBER AND CASTER

Camber and caster settings on this vehicle are
determined at the time the vehicle is designed, by
the location of the vehicle’s suspension components.

NOTE: Do not leave the plastic locating pins in the
cavity of the shock tower or mount. Objectionable
noise may result.

JR WHEEL ALIGNMENT 2 - 61

WHEEL ALIGNMENT (Continued)

(5) Position the shock assembly inboard or out­board as required to adjust the camber. Make sure
the fore and aft position is in the same as indicated
by the marks made prior to adjustment, and also the
forward and rearward bolts are moved equal
amounts inward or outward.

NOTE: Do not attempt to enlarge any existing holes
to increase adjustment range.

(6) Torque the upper shock assembly mounting
bolts to 90 N·m (68 ft. lbs.)

(7) Lower the vehicle. Jounce the front and rear of
vehicle an equal amount of times.

(8) Check and adjust the front camber as neces­sary. (Refer to 2 - SUSPENSION/WHEEL ALIGN­MENT - SPECIFICATIONS).

(9) If toe readings obtained are not within the
required specification range, adjust toe to meet the
preferred specification setting. Toe is adjustable
using the following procedure.

FRONT TOE

(1) Center the steering wheel and lock in place
using a steering wheel clamp.

CAUTION: Do not twist front inner tie rod to steer­ing gear rubber boots during front wheel Toe
adjustment.

(2) Loosen front inner to outer tie rod end jam
nuts (Fig. 10). Grasp inner tie rods at serrations and
rotate inner tie rods of steering gear to set front toe
to the preferred toe specification. (Refer to 2 - SUS­PENSION/WHEEL ALIGNMENT - SPECIFICA­TIONS).

1 - OUTER TIE ROD
2 - JAM NUT
3 - INNER TIE ROD
4 - STEERING GEAR BOOTS
5 - ADJUSTMENT SERRATIONS
6 - STEERING KNUCKLE

(45 ft. lbs.) torque.
inner tie rod.

wheel is straight and the vehicle does not wander or
pull.

Fig. 10 Front Wheel Toe Adjustment

(3) Tighten tie rod jam nuts (Fig. 10) to 61 N·m
(4) Adjust steering gear to tie rod boots at the
(5) Remove steering wheel clamp.

(6) Remove the alignment equipment.
(7) Road test the vehicle to verify the steering

2 - 62 WHEEL ALIGNMENT JR

WHEEL ALIGNMENT (Continued)

SPECIFICATIONS

WHEEL ALIGNMENT

NOTE: All specifications are given in degrees.

FRONT WHEEL

ALIGNMENT

CAMBER 20.3° 20.9° to +0.3°
Cross Camber (Maximum

side-to-side difference)
CASTER +3.3° +2.3° to +4.3°

Cross Caster (Maximum
side-to-side difference)

TOE* - RIGHT OR LEFT +0.12° +0.02° to +0.22°
TOTAL TOE* ** +0.24° +0.04° to +0.44°

REAR WHEEL

ALIGNMENT

CAMBER 20.5° 20.9° to 20.1°
TOE* - RIGHT OR LEFT +0.05° 20.05° to +0.15°
TOTAL TOE* ** +0.10° 20.10° to +0.30°
THRUST ANGLE 0.00° 20.15 to 0.15°
*Positive (+) toe is toe-in, negative (2) toe is toe-out.

**Total toe is the arithmetic sum of the left and right wheel toe settings. Total Toe must be equally split
between each front wheel to ensure the steering wheel is centered after setting Toe. Left and right toe
must be equal to within 0.02 degrees.

PREFERRED SETTING ACCEPTABLE RANGE

PREFERRED SETTING ACCEPTABLE RANGE

NOTE: All wheel alignments are to be set with the
vehicle at its proper curb height. (Refer to 2 - SUS­PENSION/WHEEL ALIGNMENT - STANDARD PRO­CEDURE).

0.0° 0.7°

0.0° 1.0°

JR DIFFERENTIAL & DRIVELINE 3 - 1

DIFFERENTIAL & DRIVELINE

TABLE OF CONTENTS

page page

HALF SHAFT

DESCRIPTION ..........................1

OPERATION ............................1

DIAGNOSIS AND TESTING

HALFSHAFT DIAGNOSIS ................2

REMOVAL .............................3

INSTALLATION ..........................5

SPECIFICATIONS - HALFSHAFT ............8

HALF SHAFT

DESCRIPTION

This vehicle is equipped with an unequal length
halfshaft system (Fig. 1). These halfshafts consist of
two constant velocity joints connected by a solid
shaft. A solid short interconnecting shaft is used on
the left side. A long solid interconnecting shaft is
used on the right side.

Some halfshafts use a tuned rubber damper
weight. When replacing a halfshaft assembly, be sure
the replacement halfshaft has the same damper
weight as the original.

Both halfshaft assemblies use the same type of
inner and outer joints. The inner joint of both half­shaft assemblies is a tripod joint, and the outer joint
of both halfshaft assemblies is a Rzeppa joint. Both
tripod joints and Rzeppa joints are true constant
velocity (C/V) joint assemblies. The inner tripod joint

SPECIAL TOOLS

HALFSHAFT ..........................9

CV BOOT - INNER

REMOVAL .............................9

INSTALLATION .........................10

CV BOOT - OUTER

REMOVAL .............................13

INSTALLATION .........................14

allows for the changes in halfshaft length through
the jounce and rebound travel of the front suspen­sion.

On vehicles equipped with ABS brakes, the outer
C/V joint is equipped with a tone wheel used to
determine vehicle speed for ABS brake operation.

The inner tripod joint of both halfshafts is splined
into the transaxle side gears. The inner tripod joints
are retained in the side gears of the transaxle using
a snap ring located in the stub shaft of the tripod
joint. The outer C/V joint has a stub shaft that is
splined into the wheel hub and retained by a steel
hub nut.

OPERATION

Halfshaft assemblies are designed to transmit
power from the transaxle to the front wheels, while
allowing for powertrain and suspension flex.

3 - 2 HALF SHAFT JR

HALF SHAFT (Continued)

Fig. 1 Unequal Length Halfshaft System

1 - STUB AXLE 8 - OUTER C/V JOINT
2 - OUTER C/V JOINT 9 - RIGHT HALFSHAFT
3 - OUTER C/V JOINT BOOT 10 - INNER TRIPOD JOINT BOOT
4 - TUNED RUBBER DAMPER WEIGHT 11 - INNER TRIPOD JOINT
5 - INTERCONNECTING SHAFT 12 - INNER TRIPOD JOINT
6 - OUTER C/V JOINT BOOT 13 - INNER TRIPOD JOINT BOOT
7 - STUB AXLE 14 - INTERCONNECTING SHAFT-LEFT HALFSHAFT

DIAGNOSIS AND TESTING

HALFSHAFT DIAGNOSIS

VEHICLE INSPECTION

(1) Check for grease in the vicinity of the inboard
tripod joint and outboard C/V joint; this is a sign of
inner or outer joint seal boot or seal boot clamp dam­age.

(2) A light film of grease may appear on the right
inner tripod joint seal boot; this is considered normal
and should not require replacement of the seal boot.

NOISE AND/OR VIBRATION IN TURNS

A clicking noise and/or a vibration in turns could
be caused by one of the following conditions:

(1) Damaged outer C/V or inner tripod joint seal
boot or seal boot clamps. This will result in the loss
and/or contamination of the joint grease, resulting in
inadequate lubrication of the joint.

(2) Noise may also be caused by another compo­nent of the vehicle coming in contact with the half­shafts.

CLUNKING NOISE DURING ACCELERATION

This noise may be a result of one of the following

conditions:

(1) A torn seal boot on the inner or outer joint of

the halfshaft assembly.

(2) A loose or missing clamp on the inner or outer

joint of the halfshaft assembly.

(3) A damaged or worn halfshaft C/V joint.

SHUDDER OR VIBRATION DURING ACCELERATION

This problem could be a result of:
(1) A worn or damaged halfshaft inner tripod joint.
(2) A sticking tripod joint spider assembly (inner

tripod joint only).

(3) Improper wheel alignment. (Refer to 2 - SUS­PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE)

VIBRATION AT HIGHWAY SPEEDS

This problem could be a result of:

(1) Foreign material (mud, etc.) packed on the
backside of the wheel(s).

(2) Out of balance front tires or wheels. (Refer to
22 - TIRES/WHEELS - STANDARD PROCEDURE)

(3) Improper tire and/or wheel runout. (Refer to 22

- TIRES/WHEELS - STANDARD PROCEDURE)

JR HALF SHAFT 3 - 3

HALF SHAFT (Continued)

REMOVAL

(1) Raise vehicle on hoist.
(2) Remove front tire and wheel assembly.
(3) Remove caliper adapter-to-knuckle bolts.
(4) Remove caliper/adapter assembly and support

with mechanic’s wire or equivalent (Fig. 2). Do not

support assembly by the flexible brake hose.

Fig. 2 Properly Supported Brake Caliper—Typical

1 - ABS SPEED SENSOR CABLE
2 - STEERING KNUCKLE
3 - ROTOR
4 - UPPER CONTROL ARM
5 - DISC BRAKE CALIPER ASSEMBLY
6 - WIRE HANGER

(6) Remove the tie rod-to-steering knuckle nut
(Fig. 4). Remove nut from tie rod end by holding

tie rod end stud with a 11/32 socket and loosen
and remove nut (Fig. 4).

Fig. 4 Removing Tie Rod End-to-Knuckle Nut

1 - TIE ROD END
2 - HEAT SHIELD
3 - STEERING KNUCKLE
4 - TIE ROD END STUD
5 - NUT

(7) Separate tie rod end from steering knuckle
arm, using Tool MB-991113 (Fig. 5).

(5) Remove the brake rotor (Fig. 3).

Fig. 3 Brake Rotor Removal—Typical

1 - BRAKING DISC
2 - STEERING KNUCKLE
3 - DISC BRAKE CALIPER ASSEMBLY (STORED)

Fig. 5 Tie Rod End Removal from Steering Knuckle

1 - SPECIAL TOOL MB-991113
2 - TIE ROD END
3 - HEAT SHIELD
4 - STEERING KNUCKLE
5 - LOWER CONTROL ARM

3 - 4 HALF SHAFT JR

HALF SHAFT (Continued)

(8) Remove the halfshaft-to-hub and bearing

retaining nut (Fig. 6).

Fig. 6 Halfshaft Retaining Nut—Typical

1 - HUB/BEARING ASSEMBLY
2 - NUT

(9) Remove cotter pin and castle nut (Fig. 7) from

stud of lower ball joint at the steering knuckle.

wheel well as possible. Using a hammer strike steer­ing knuckle boss until steering knuckle separates
from stud of lower ball joint (Fig. 8). When striking

steering knuckle, care MUST be taken not to
hit lower control arm or ball joint grease seal.

NOTE: 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.

Fig. 7 Lower Ball Joint to Knuckle Attachment

1 - CASTLE NUT
2 - BALL JOINT STUD
3 - STEERING KNUCKLE
4 - COTTER PIN
5 - LOWER CONTROL ARM

CAUTION: No tool is to be inserted between the
steering knuckle and the lower ball joint to separate
stud of lower ball joint from the steering knuckle.
The steering knuckle is to be separated from the
stud of the ball joint only using the procedure as
described in Step 10.

(10) Turn steering knuckle so the front of the

steering knuckle is facing as far outboard in the

Fig. 8 Separating Ball Joint Stud from Steering

Knuckle

1 - BALL JOINT STUD
2 - STEERING KNUCKLE
3 - LOWER CONTROL ARM
4 - STEERING KNUCKLE BOSS
5 - HAMMER

(11) Separate halfshaft from steering knuckle (Fig.

9). If difficulty is encountered separating half-

shaft from knuckle, DO NOT strike halfshaft
with a hammer to break free. Install Puller
1026 (Fig. 10) as shown in to press shaft out of
hub/bearing assembly.

CAUTION: When inserting pry bar between inner tri­pod joint and transaxle case, care must be used to
ensure no damage occurs to oil seal in transaxle
case.

(12) Support the outer end of the halfshaft assem­bly. Insert a pry bar between inner tripod joint and
transaxle case (Fig. 11). Pry against inner tripod
joint, until tripod joint retaining snap ring is disen­gaged from transaxle side gear.

(13) Hold inner tripod joint and interconnecting
shaft of driveshaft assembly. Remove inner tripod
joint from transaxle, by pulling it straight out of
transaxle side gear and transaxle oil seal (Fig. 12).

When removing tripod joint, do not let spline or

JR HALF SHAFT 3 - 5

HALF SHAFT (Continued)

Fig. 9 Separating Halfshaft from Steering Knuckle

1 - HUB/BEARING ASSEMBLY
2 - HALFSHAFT
3 - LOWER CONTROL ARM
4 - STEERING KNUCKLE
5 - BALL JOINT

Fig. 10 Separating Halfshaft from Hub/Bearing

1 - PULLER 1026
2 - HALFSHAFT

snap ring drag across sealing lip of the trans­axle to tripod joint oil seal.

INSTALLATION

(1) Thoroughly clean spline and oil seal sealing

surface, on tripod joint. Lightly lubricate oil seal

Fig. 11 Disengaging Inner Tripod Joint From

Transaxle

1 - INNER TRIPOD JOINT
2 - TRANSAXLE CASE
3-PRYBAR

Fig. 12 Tripod Joint Removal from Transaxle

1 - INNER TRIPOD JOINT
2 - TRANSAXLE
3 - SPLINE
4 - OIL SEAL
5 - SNAP RING
6 - INTERCONNECTING SHAFT

sealing surface on tripod joint with fresh clean trans­mission lubricant.

(2) Holding halfshaft assembly by tripod joint and
interconnecting shaft, install tripod joint into trans­axle side gear as far as possible by hand (Fig. 12).

(3) Grasp inner tripod joint and interconnecting
shaft. Forcefully push the tripod joint into side gear
of transaxle, until snap ring is engaged with trans­axle side gear. Test that snap ring is fully

engaged with side gear by attempting to

3 - 6 HALF SHAFT JR

HALF SHAFT (Continued)

remove tripod joint from transaxle by hand. If
snap ring is fully engaged with side gear, tripod
joint will not be removable by hand.

(4) Clean all debris and moisture out of steering
knuckle, in the area were outer C/V joint will be
installed into steering knuckle.

(5) Ensure that front of outer C/V joint which fits
against the face of the hub and bearing is free of
debris and moisture before installing outer C/V joint
into hub and bearing assembly (Fig. 13).

Fig. 14 Steering Knuckle Installation on Outer C/V

Joint

1 - HUB/BEARING ASSEMBLY
2 - HALFSHAFT
3 - LOWER CONTROL ARM
4 - STEERING KNUCKLE
5 - BALL JOINT

Fig. 13 Outer C/V Joint Inspection

1 - OUTER C/V JOINT
2 - THIS AREA OF OUTER C/V JOINT MUST BE FREE OF ALL

DEBRIS AND MOISTURE, BEFORE INSTALLATION INTO
STEERING KNUCKLE.

(6) Slide halfshaft back into front hub (Fig. 14).
Then install steering knuckle onto the lower control
arm ball joint stud.

(7) Install the steering knuckle to ball joint stud
castle nut (Fig. 15). Tighten the castle nut to 95 N·m
(70 ft. lbs.).

Fig. 15 Lower Ball Joint to Steering Knuckle

Attachment

1 - CASTLE NUT
2 - BALL JOINT STUD
3 - STEERING KNUCKLE
4 - COTTER PIN
5 - LOWER CONTROL ARM

JR HALF SHAFT 3 - 7

HALF SHAFT (Continued)

(8) Install tie rod end into the steering knuckle.
Start tie rod end to steering knuckle nut onto stud of
tie rod end. While holding stud of tie rod end station­ary (Fig. 16), tighten tie rod end to steering knuckle
nut. Using a crowfoot and 11/32 socket, tighten the
nut to 55 N·m (41 ft. lbs.) (Fig. 17).

Fig. 16 Installing Tie Rod End Nut

1 - TIE ROD END
2 - HEAT SHIELD
3 - STEERING KNUCKLE
4 - TIE ROD END STUD
5 - NUT

(9) Install brake rotor to hub (Fig. 18).

(10) Install caliper/adapter bracket assembly on
steering knuckle. Install and torque caliper adapter­to-knuckle bolts to 88 N·m (65 ft. lbs.).

Fig. 18 Installing Disc Brake Caliper and Rotor

1 - BRAKING DISC
2 - STEERING KNUCKLE
3 - DISC BRAKE CALIPER ASSEMBLY (STORED)

(11) Clean all foreign matter from the threads of
the outer C/V joint stub axle. Install hub nut onto
threads of halfshaft (Fig. 19). With vehicle brakes
applied to keep braking disc from turning, tighten
hub nut to 150 N·m (110 ft. lbs.) (Fig. 20).

Fig. 17 Torquing Tie Rod End Nut

1 - HEAT SHIELD
2 - TIE ROD END
3 - STEERING KNUCKLE
4 - TORQUE WRENCH
5 - 11/32 SOCKET
6 - CROWFOOT

Fig. 19 Halfshaft Retaining Nut—Typical

1 - HUB/BEARING ASSEMBLY
2 - NUT

3 - 8 HALF SHAFT JR

HALF SHAFT (Continued)

(12) Install front wheel and tire assembly. Install
front wheel lug nuts and tighten in the correct
sequence (Fig. 21). Tighten lug nuts to 135 N·m (100
ft. lbs.).

Fig. 20 Torquing Front Hub Nut—Typical

1 - TORQUE WRENCH
2 - HUB
3 - BRAKING DISC

Fig. 21 Wheel Lug Torquing Sequence—Typical

(13) Lower vehicle.

SPECIFICATIONS - HALFSHAFT

TORQUE SPECIFICATIONS

DESCRIPTION N·m Ft. Lbs. In. Lbs.

Nut, Ball Joint-to-Knuckle 95 70 —

Nut, Halfshaft-to-Hub/

Bearing

Nut, Tie Rod-to-Knuckle 55 41 —

Nut, Wheel-to-Hub 135 100 —

150 110 —

JR HALF SHAFT 3 - 9

HALF SHAFT (Continued)

SPECIAL TOOLS

HALFSHAFT

Puller 1026

Fig. 22 Spider Assembly Removal from Tripod Joint

Housing

1 - TRIPOD JOINT HOUSING
2 - SPIDER ASSEMBLY
3 - SEALING BOOT

Boot Clamp Installer C-4975A

Tie Rod Remover MB-991113

CV BOOT - INNER

REMOVAL

(1) Remove large boot clamp which retains inner
tripod joint sealing boot to tripod joint housing and
discard. Remove small clamp which retains inner tri­pod joint sealing boot to interconnecting shaft and
discard. Remove the sealing boot from the tripod
housing and slide it down the interconnecting shaft.

CAUTION: When removing the tripod joint housing
from the spider assembly, hold the bearings in
place on the spider trunions to prevent the bearings
from falling away.

(2) Slide the tripod joint housing off the spider
assembly and the interconnecting shaft (Fig. 22).

(3) Remove snap ring which retains spider assem­bly to interconnecting shaft (Fig. 23). Remove the
spider assembly from interconnecting shaft. If spider

assembly will not come off interconnecting shaft by
hand, it can be removed by tapping spider assembly
with a brass drift (Fig. 24). Do not hit the outer

tripod bearings in an attempt to remove spider
assembly from interconnecting shaft.

Fig. 23 Spider Assembly Retaining Snap Ring

1 - INTERCONNECTING SHAFT
2 - SPIDER ASSEMBLY
3 - RETAINING SNAP RING

(4) Slide sealing boot off interconnecting shaft.

(5) Thoroughly clean and inspect spider assembly,
tripod joint housing, and interconnecting shaft for
any signs of excessive wear. If any parts show

signs of excessive wear, the driveshaft assembly
will require replacement. Component parts of
these driveshaft assemblies are not serviceable.

3 - 10 HALF SHAFT JR

CV BOOT - INNER (Continued)

(2) Install spider assembly onto interconnecting
shaft (Fig. 26). Spider assembly must be installed on
interconnecting shaft far enough to fully install spi­der retaining snap ring. If spider assembly will not
fully install on interconnecting shaft by hand, it can
be installed by tapping the spider body with a brass
drift (Fig. 27). Do not hit the outer tripod bear-

ings in an attempt to install spider assembly on
interconnecting shaft.

Fig. 24 Spider Assembly Removal from

Interconnecting Shaft

1 - SPIDER ASSEMBLY
2 - DO NOT HIT SPIDER ASSEMBLY BEARINGS WHEN

REMOVING SPIDER ASSEMBLY
3 - BRASS DRIFT
4 - INTERCONNECTING SHAFT

INSTALLATION

(1) Slide inner tripod joint seal boot retaining
clamp, onto interconnecting shaft. Then, slide the
replacement inner tripod joint sealing boot onto the
interconnecting shaft. Inner tripod joint seal boot

MUST be positioned on interconnecting shaft,
so the raised bead on the inside of the seal boot
is in groove on interconnecting shaft (Fig. 25).

Fig. 25 Sealing Boot Installation on Interconnecting

Shaft

1 - SEALING BOOT
2 - RAISED BEAD IN THIS AREA OF SEALING BOOT
3 - GROOVE
4 - INTERCONNECTING SHAFT

Fig. 26 Spider Assembly Installation on

Interconnecting Shaft

1 - SPIDER ASSEMBLY
2 - INTERCONNECTING SHAFT

Fig. 27 Installing Spider Assembly on

Interconnecting Shaft

1 - DO NOT HIT BEARINGS WHEN INSTALLING THE SPIDER
ASSEMBLY

2 - SPIDER ASSEMBLY
3 - INTERCONNECTING SHAFT
4 - BRASS DRIFT

JR HALF SHAFT 3 - 11

CV BOOT - INNER (Continued)

(3) Install the spider assembly to interconnecting
shaft retaining snap ring into groove on end of inter­connecting shaft (Fig. 28). Be sure the snap ring is
fully seated into groove on interconnecting shaft.

Fig. 28 Spider Assembly Retaining Snap Ring

Installed

1 - INTERCONNECTING SHAFT
2 - SPIDER ASSEMBLY
3 - RETAINING SNAP RING

(4) Distribute 1/2 the amount of grease provided in
the seal boot service package (DO NOT USE ANY
OTHER TYPE OF GREASE) into tripod housing. Put
the remaining amount into the sealing boot.

(5) Align tripod housing with spider assembly and
then slide tripod housing over spider assembly and
interconnecting shaft (Fig. 29).

(6) Install inner tripod joint seal boot to intercon-

necting shaft clamp evenly on sealing boot.

(7) Clamp sealing boot onto interconnecting shaft
using crimper, Special Tool C-4975-A and the follow­ing procedure. Place crimping tool C-4975-A over
bridge of clamp (Fig. 30). Tighten nut on crimping
tool C-4975-A until jaws on tool are closed completely
together, face to face (Fig. 31).

Fig. 30 Crimping Tool Installed on Sealing Boot

Clamp

1 - SPECIAL TOOL C-4975A
2 - INTERCONNECTING SHAFT
3 - CLAMP
4 - SEALING BOOT

Fig. 29 Installing Tripod Housing on Spider

Assembly

1 - TRIPOD JOINT HOUSING
2 - SPIDER ASSEMBLY
3 - SEALING BOOT

Fig. 31 Sealing Boot Retaining Clamp Installed

1 - CLAMP
2 - JAWS OF SPECIAL TOOL C-4975A MUST BE CLOSED

COMPLETELY TOGETHER HERE
3 - INTERCONNECTING SHAFT
4 - SEALING BOOT

3 - 12 HALF SHAFT JR

CV BOOT - INNER (Continued)

CAUTION: Seal must not be dimpled, stretched or
out of shape in any way. If seal is NOT shaped cor­rectly, equalize pressure in seal and shape it by
hand.

(8) Position sealing boot into the tripod housing
retaining groove. Install seal boot retaining clamp
evenly on sealing boot.

CAUTION: The following positioning procedure
determines the correct air pressure inside the inner
tripod joint assembly prior to clamping the sealing
boot to inner tripod joint housing. If this procedure
is not done prior to clamping sealing boot to tripod
joint housing sealing boot durability can be
adversely affected.

Fig. 32 Trim Stick Inserted for Venting Tripod Joint

CAUTION: When venting the inner tripod joint
assembly, use care so inner tripod sealing boot
does not get punctured, or in any other way dam­aged. If sealing boot is punctured, or damaged in
any way while being vented, the sealing boot can
not be used.

(9) Insert a trim stick between the tripod joint and
the sealing boot to vent inner tripod joint assembly
(Fig. 32). When inserting trim stick between tri-

pod housing and sealing boot ensure trim stick
is held flat and firmly against the tripod hous­ing. If this is not done damage to the sealing
boot can occur. If inner tripod joint has a Hytrel

(hard plastic) sealing boot, be sure trim stick is
inserted between soft rubber insert and tripod hous­ing not the hard plastic sealing boot and soft rubber
insert.

(10) With trim stick inserted between sealing boot
and tripod joint housing, position the interconnecting
shaft so it is at the center of its travel in the tripod
joint housing. Remove the trim stick from between
the sealing boot and the tripod joint housing. This

procedure will equalize the air pressure in the
tripod joint, preventing premature sealing boot
failure.

(11) Position trilobal boot to interface with the tri­pod housing. The lobes of the boot must be properly
aligned with the recess’s of the tripod housing.

(12) Clamp tripod joint sealing boot to tripod joint,
using required procedure for type of boot clamp
application.

CRIMP TYPE BOOT CLAMP

If seal boot uses crimp type boot clamp:

• Clamp sealing boot onto tripod housing using

Crimper, Special Tool C-4975-A.

• Place crimping tool C-4975-A over bridge of

clamp (Fig. 33).

1 - INNER TRIPOD JOINT SEALING BOOT
2 - SEALING BOOT CLAMP
3 - INNER TRIPOD JOINT HOUSING
4 - TRIM STICK

• Tighten nut on crimping tool C-4975-A until
jaws on tool are closed completely together, face to
face (Fig. 34).

Fig. 33 Crimping Tool Installed on Sealing Boot

Clamp

1 - CLAMP
2 - TRIPOD JOINT HOUSING
3 - SPECIAL TOOL C-4975A
4 - SEALING BOOT

LATCHING TYPE BOOT CLAMP

If seal boot uses low profile latching type boot

clamp:

• Clamp sealing boot onto tripod housing using
clamp locking tool, Snap-On YA3050 or an equiva­lent.

• Place prongs of clamp locking tool in the holes of
the clamp (Fig. 35).

JR HALF SHAFT 3 - 13

CV BOOT - INNER (Continued)

Fig. 34 Sealing Boot Retaining Clamp Installed

1 - CLAMP
2 - TRIPOD HOUSING
3 - SPECIAL TOOL C-4975A
4 - JAWS OF SPECIAL TOOL C-4975A MUST BE CLOSED

COMPLETELY TOGETHER HERE
5 - SEALING BOOT

• Squeeze tool together until top band of clamp is
latched behind the two tabs on lower band of clamp
(Fig. 36).

Fig. 35 Clamping Tool Installed on Sealing Boot

Clamp

1 - CLAMP
2 - SPECIAL TOOL YA3050
3 - SEALING BOOT

CV BOOT - OUTER

REMOVAL

(1) Remove large boot clamp retaining C/V joint
sealing boot to C/V joint housing (Fig. 37) and dis­card. Remove small clamp that retains outer C/V
joint sealing boot to interconnecting shaft and dis-

Fig. 36 Sealing Boot Clamp Properly Installed

1 - INNER TRIPOD JOINT HOUSING
2 - TOP BAND OF CLAMP MUST BE RETAINED BY TABS AS

SHOWN HERE TO CORRECTLY LATCH BOOT CLAMP
3 - SEALING BOOT

card. Remove sealing boot from outer C/V joint hous­ing and slide it down interconnecting shaft.

Fig. 37 Outer C/V Joint Seal Boot Clamps

1 - SMALL CLAMP
2 - SEALING BOOT
3 - OUTER C/V JOINT HOUSING
4 - LARGE CLAMP
5 - INTERCONNECTING SHAFT

(2) Wipe away grease to expose outer C/V joint and

interconnecting shaft.

(3) Remove outer C/V joint from interconnecting
shaft using the following procedure: Support inter­connecting shaft in a vise equipped with protec-

tive caps on jaws of vise to prevent damage to
interconnecting shaft. Then, using a soft–faced
hammer,sharply hit the end of the C/V joint housing

to dislodge housing from internal circlip on intercon-

3 - 14 HALF SHAFT JR

CV BOOT - OUTER (Continued)

necting shaft (Fig. 38). Then slide outer C/V joint off
end of interconnecting shaft, joint may have to be
tapped off shaft using a soft–faced hammer.

Fig. 38 Outer C/V Joint Removal from

Interconnecting Shaft

1 - SOFT HAMMER (TAP HOUSING)
2 - WEAR SLEEVE
3 - CIRCLIP (OUTER END OF SHAFT)

(5) Slide failed sealing boot off interconnecting
shaft.

(6) Thoroughly clean and inspect outer C/V joint
assembly and interconnecting joint for any signs of
excessive wear. If any parts show signs of exces-

sive wear, the driveshaft assembly will require
replacement. Component parts of these drive­shaft assemblies are not serviceable.

INSTALLATION

(1) Slide new sealing boot to interconnecting shaft
retaining clamp onto interconnecting shaft. Slide the
outer C/V joint assembly sealing boot onto the inter­connecting shaft (Fig. 40). Seal boot MUST be

positioned on interconnecting shaft so the
raised bead on the inside of the seal boot is in
groove on interconnecting shaft.

(4) Remove large circlip (Fig. 39) from the inter­connecting shaft before attempting to remove outer
C/V joint sealing boot.

Fig. 39 Circlip Removal from Interconnecting Shaft

1 - SNAP RING PLIERS
2 - INTERCONNECTING SHAFT
3 - CIRCLIP

Fig. 40 Sealing Boot Installation on Interconnecting

Shaft

1 - SEALING BOOT
2 - RAISED BEAD IN THIS AREA OF SEALING BOOT
3 - GROOVE
4 - INTERCONNECTING SHAFT

JR HALF SHAFT 3 - 15

CV BOOT - OUTER (Continued)

(2) Align splines on interconnecting shaft with
splines on cross of outer C/V joint assembly and start
outer C/V joint onto interconnecting shaft.

(3) Install outer C/V joint assembly onto intercon­necting shaft by using a soft–faced hammer and
tapping end of stub axle (with nut installed) until
outer C/V joint is fully seated on interconnecting
shaft (Fig. 41).

Fig. 41 Outer C/V

1 - SOFT FACED HAMMER
2 - STUB AXLE
3 - OUTER C/V JOINT
4 - NUT

(4) Outer C/V joint assembly must be installed on
interconnecting shaft until cross of outer C/V joint
assembly is seated against circlip on interconnecting
shaft (Fig. 42).

(5)

Distribute 1/2 the amount of grease provided in
seal boot service package (DO NOT USE ANY OTHER
TYPE OF GREASE) into outer C/V joint assembly hous­ing. Put the remaining amount into the sealing boot.

(6) Install outer C/V joint sealing boot to intercon-

necting shaft clamp evenly on sealing boot.

(7) Clamp sealing boot onto interconnecting shaft
using crimper, Special Tool C-4975-A and the follow­ing procedure. Place crimping tool C-4975-A over
bridge of clamp (Fig. 43). Tighten nut on crimping
tool C-4975-A until jaws on tool are closed completely
together, face to face (Fig. 44).

Fig. 43 Crimping Tool Installed on Sealing Boot Clamp

1 - SPECIAL TOOL C-4975A
2 - INTERCONNECTING SHAFT
3 - CLAMP
4 - SEALING BOOT

Fig. 42 Outer C/V Joint Correctly Installed on

Interconnecting Shaft

1 - INTERCONNECTING SHAFT
2 - CROSS
3 - OUTER C/V JOINT ASSEMBLY

Fig. 44 Sealing Boot Retaining Clamp Installed

1 - CLAMP
2 - JAWS OF SPECIAL TOOL C-4975A MUST BE CLOSED

COMPLETELY TOGETHER HERE
3 - INTERCONNECTING SHAFT
4 - SEALING BOOT

3 - 16 HALF SHAFT JR

CV BOOT - OUTER (Continued)

CAUTION: Seal must not be dimpled, stretched, or
out–of–shape in any way. If seal is NOT shaped cor­rectly, equalize pressure in seal and shape it by
hand.

(8) Position outer C/V joint sealing boot into its
retaining groove on outer C/V joint housing. Install
sealing boot to outer C/V joint retaining clamp evenly
on sealing boot.

(9) Clamp sealing boot onto outer C/V joint hous­ing using Crimper, Special Tool C-4975-A and the fol­lowing procedure. Place crimping tool C-4975-A over
bridge of clamp (Fig. 45). Tighten nut on crimping
tool C-4975-A until jaws on tool are closed completely
together, face to face (Fig. 46).

Fig. 45 Crimping Tool Installed on Sealing Boot

Clamp

1 - CLAMP
2 - TRIPOD JOINT HOUSING
3 - SPECIAL TOOL C-4975A
4 - SEALING BOOT

Fig. 46 Sealing Boot Retaining Clamp Installed

1 - CLAMP
2 - TRIPOD HOUSING
3 - SPECIAL TOOL C-4975A
4 - JAWS OF SPECIAL TOOL C-4975A MUST BE CLOSED

COMPLETELY TOGETHER HERE
5 - SEALING BOOT

JR BRAKES 5 - 1

BRAKES

TABLE OF CONTENTS

page page

BRAKES - BASE ........................... 1 BRAKES - ABS ........................... 41

BRAKES - BASE

TABLE OF CONTENTS

page page

BRAKES - BASE

WARNING .............................2

CAUTION ..............................2

STANDARD PROCEDURE - BASE BRAKE

BLEEDING ............................3

SPECIFICATIONS

BRAKE FASTENER TORQUE .............4

SPECIAL TOOLS

BASE BRAKE SYSTEM ..................5

BRAKE FLUID LEVEL SWITCH

REMOVAL .............................6

INSTALLATION ..........................6

ASPIRATOR VALVE

DESCRIPTION ..........................6

OPERATION ............................6

REMOVAL .............................6

INSTALLATION ..........................6

BRAKE LINES

DESCRIPTION - BRAKE TUBES AND HOSES . . 6

OPERATION - BRAKE TUBES AND HOSES ....6

INSPECTION - BRAKE TUBES AND HOSES ....6

BRAKE PADS/SHOES - FRONT

REMOVAL - FRONT DISC BRAKE SHOES .....7

CLEANING - DISC BRAKE SHOES ...........8

INSPECTION - DISC BRAKE SHOES .........8

INSTALLATION - FRONT DISC BRAKE SHOES . 9

BRAKE PADS/SHOES - REAR

REMOVAL - REAR DISC BRAKE SHOES .....10

CLEANING - DISC BRAKE SHOES ..........12

INSPECTION - DISC BRAKE SHOES ........12

INSTALLATION - REAR DISC BRAKE SHOES . . 12

DISC BRAKE CALIPERS - FRONT

REMOVAL - FRONT DISC BRAKE CALIPER . . . 13
DISASSEMBLY

DISASSEMBLY - CALIPER GUIDE PIN

BUSHINGS (DISC/DISC BRAKES) .........14

DISASSEMBLY - CALIPER PISTON AND

SEAL ...............................14

CLEANING - CALIPER ...................15

INSPECTION - CALIPER ..................15

ASSEMBLY

ASSEMBLY - CALIPER GUIDE PIN

BUSHINGS (DISC/DISC BRAKES) .........15

ASSEMBLY - CALIPER PISTON AND SEAL . . 15

INSTALLATION - FRONT DISC BRAKE

CALIPER ............................16

DISC BRAKE CALIPERS - REAR

REMOVAL - REAR DISC BRAKE CALIPER ....17

DISASSEMBLY

DISASSEMBLY - CALIPER GUIDE PIN

BUSHINGS (DISC/DISC BRAKES) .........18

DISASSEMBLY - CALIPER PISTON AND

SEAL ...............................18

CLEANING - CALIPER ...................19

INSPECTION - CALIPER ..................19

ASSEMBLY

ASSEMBLY - CALIPER GUIDE PIN

BUSHINGS (DISC/DISC BRAKES) .........19

ASSEMBLY - CALIPER PISTON AND SEAL . . 19

INSTALLATION - REAR DISC BRAKE CALIPER . 20

FLUID

DIAGNOSIS AND TESTING - BRAKE FLUID

CONTAMINATION .....................21

STANDARD PROCEDURE - BRAKE FLUID

LEVEL CHECKING .....................21

SPECIFICATIONS

BRAKE FLUID ........................21

JUNCTION BLOCK

DESCRIPTION .........................22

OPERATION ...........................22

REMOVAL .............................22

INSTALLATION .........................23