Chrysler Sebring 2004, Sebring 2004,Sebring Convertible 2004,Stratus 2004 User Manual

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Page 1

SERVICE MANUAL

2004

SEBRING/STRATUS SEDAN

SEBRING CONVERTIBLE

To order the special service tools used and illustrated, please refer to the instructions on inside back cover.

NO PART OF THIS PUBLICATION MAY BE REPRODUCED, STORED IN A RETRIEVAL SYSTEM, OR TRANSMITTED, IN ANY FORM OR BY ANY MEANS, ELECTRONIC, MECHANICAL, PHOTOCOPYING, RECORDING, OR OTHERWISE, WITHOUT THE PRIOR WRITTEN PERMISSION OF DAIMLERCHRYSLER CORPORATION.

DaimlerChrysler Corporation reserves the right to make changes in design or to make additions to or improvements in its products without imposing any obligations upon itself to install them on its products previously manufactured.

Page 2

FOREWORD

This manual is designed as a supplement to be used along with the 2004 Sebring/Stratus Service Manual, 81-270-04025. For diagnosis or service procedures relating to other components or systems not in this manual, refer to the 2004 Sebring/Stratus Service Manual.

The information contained in this service manual has been prepared for the professional automotive technician involved in daily repair operations. Information describing the operation and use of standard and optional equipment is included in the Owner’s Manual provided with the vehicle.

Information in this manual is divided into groups. These groups contain description, operation, diagnosis, testing, adjustments, removal, installation, disassembly, and assembly procedures for the systems and components. To assist in locating a group title page, use the Group Tab Locator by clicking to the following page. The solid bar after the group title is aligned to a solid tab on the first page of each group. The first page of the group has a contents section that lists major topics within the group. If you are not sure which Group contains the information you need, look up the Component/System in the alphabetical index located in the rear of this manual.

A Service Manual Comment form is included at the rear of this manual. Use the form to provide DaimlerChrysler Corporation with your comments and suggestions.

Tightening torques are provided as a specific value throughout this manual. This value represents the midpoint of the acceptable engineering torque range for a given fastener application. These torque values are intended for use in service assembly and installation procedures using the correct OEM fasteners. When replacing fasteners, always use the same type (part number) fastener as removed.

DaimlerChrysler Corporation reserves the right to change testing procedures, specifications, diagnosis, repair methods, or vehicle wiring at any time without prior notice or incurring obligation.

Page 3

Welcome

Service Manual

Gas Powertrain

Body

Chassis

Transmission

2004 JR Sebring/Stratus Sedan and Convertible

Technical Publications

Click on the icon for the desired manual

Page 4

8A 8B 8E

8F 8G 8H

8I 8J 8L

8N 8O

8P 8Q 8R

11 13 14 19 21 22 23 24 25

GROUP TAB LOCATOR

Introduction Lubrication & Maintenance

Suspension

Differential & Driveline

Brakes

Clutch

Cooling

Audio/Video Chime/Buzzer Electronic Control Modules Engine Systems Heated Systems Horn Ignition Control Instrument Cluster Lamps Message Systems Power Systems Restraints Speed Control Vehicle Theft Security Wipers/Washers Wiring Engine

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

Service Manual Comment Forms (Rear of Manual)

Page 5

Page 6

JR INTRODUCTION 1

INTRODUCTION

TABLE OF CONTENTS

page page

BODY CODE PLATE

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

FASTENER IDENTIFICATION

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

FASTENER USAGE

DESCRIPTION

DESCRIPTION - FASTENER USAGE ........5

DESCRIPTION - THREADED HOLE REPAIR . . 5

INTERNATIONAL SYMBOLS

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

METRIC SYSTEM

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

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 .........................11

MANUFACTURER 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

DIGITS 15 THROUGH 18

Interior Trim Code

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

DIGIT 19

Open Space

DIGITS 20, 21, AND 22

Engine Code

• ECC = 2.0L Four Cylinder 16 Valves DOHC

Gasoline

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2 INTRODUCTION JR

BODY CODE PLATE (Continued)

• EDV = 2.4L Four Cylinder 16 Valves DOHC

Gasoline TURBO

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

oline

• EEE = 2.7L Six Cylinder 24 Valves FFV

• 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

• DDR = NV T850 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).

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JR INTRODUCTION 3

FASTENER IDENTIFICATION (Continued)

Fig. 2 FASTENER IDENTIFICATION

Page 9

4 INTRODUCTION JR

FASTENER IDENTIFICATION (Continued)

Fig. 3 FASTENER STRENGTH

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JR INTRODUCTION 5

FASTENER USAGE

DESCRIPTION

DESCRIPTION - FASTENER USAGE

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

Fasteners and torque specifications 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.

DESCRIPTION - THREADED HOLE REPAIR

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

INTERNATIONAL SYMBOLS

DESCRIPTION

The graphic symbols illustrated in the following International Control and Display Symbols Chart (Fig. 4) are used to identify various instrument controls. The symbols correspond to the controls and displays that are located on the instrument panel.

METRIC SYSTEM

DESCRIPTION

The metric system is based on quantities of one, ten, one hundred, one thousand and one million.

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

Fig. 4 INTERNATIONAL CONTROL AND DISPLAY 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

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6 INTRODUCTION JR

METRIC SYSTEM (Continued)

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

mph x

1.6093

Feet/Sec x

0.3048

mph x

0.4470

Kilometers/Hr. (Km/h) x

0.27778

= 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 = mph

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

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

= mph

(Km/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. 5).

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JR INTRODUCTION 7

METRIC SYSTEM (Continued)

Fig. 5 METRIC CONVERSION CHART

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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. 6).

Fig. 6 TORQUE SPECIFICATIONS

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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. 7). 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. 7 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 = Manufacture By DaimlerChrysler

Corporation.

2 Make B = Dodge

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

D = Without Airbags

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

L = Sebring 6 Series 3 = M (Medium)

4 = H (High line)

5 = P (Premium)

6 = S (Sport)

7 = X (Special)

Transmission Table For Bux w/ABB,

ABJ

7 Body Style 5 = Convertible / Open Body

B = 4 Speed Automatic

N = 5-Speed Manual

6 = 4 Door Sedan

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10 INTRODUCTION JR

VEHICLE IDENTIFICATION NUMBER (Continued)

POSITION INTERPRETATION CODE = DESCRIPTION

8 Engines J = 2.4L 4 Cyl. 16V Pzev

R = 2.7L 6 Cyl. 24V DOHC Gasoline

S = 2.4L 4 Cyl. 16V DOHC Turbo Gasoline

T = 2.7L 6 Cyl. 24V DOHC FFV

X = 2.4L 4 Cyl. 16V DOHC Gasoline 9 Check Digit 0 through 9 or X

10 Model Year 4 = 2004 11 Plant N = Sterling Heights Assembly Plant

12 through 17 Sequence Number 6 digit number assigned by assembly plant.

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 rear shutface of the driver’s door (Fig. 8). 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. 9) 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

Fig. 8 VEHICLE SAFETY CERTIFICATION LABEL -

TYPICAL

• Regulation Amendment Number

• Approval Number

Fig. 9 E-MARK LABEL

1 - COUNTRY CODE 2 - REGULATION NUMBER 3 - APPROVAL NUMBER 4 - AMENDMENT NUMBER

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JR INTRODUCTION 11

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.

MANUFACTURER PLATE

DESCRIPTION

The Manufacturer Plate (Fig. 10) is located in the engine compartment on the passenger side rear corner of the hood. The plate contains five lines of information:

1. Vehicle Identification Number (VIN)

2. Gross Vehicle Mass (GVM)

3. Gross Train Mass (GTM)

4. Gross Front Axle Rating (GFAR)

5. Gross Rear Axle Rating (GRAR)

Fig. 10 MANUFACTURER PLATE

Page 17

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JR LUBRICATION & MAINTENANCE 0 - 1

LUBRICATION & MAINTENANCE

TABLE OF CONTENTS

page page

INTERNATIONAL SYMBOLS

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

FLUID TYPES

DESCRIPTION

DESCRIPTION - ENGINE OIL AND

LUBRICANTS .........................1

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

DESCRIPTION - FLEXIBLE FUEL VEHICLES

(2.7L ENGINES ONLY)...................3

DESCRIPTION - AUTOMATIC/MANUAL

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

DESCRIPTION - FUEL REQUIREMENTS .....5

FLUID CAPACITIES

SPECIFICATIONS

FLUID CAPACITIES .....................6

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

FLUID FILL/CHECK LOCATIONS

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

LUBRICATION POINTS

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

MAINTENANCE SCHEDULES

DESCRIPTION

DESCRIPTION ........................7

DESCRIPTION - EXPORT ...............13

HOISTING

STANDARD PROCEDURE - HOISTING .......17

JUMP STARTING

STANDARD PROCEDURE - JUMP STARTING . 17

TOWING

STANDARD PROCEDURE - TOWING ........18

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.

• Society of Automotive Engineers (SAE)

• American Petroleum Institute (API)

• National Lubricating Grease Institute (NLGI)

Page 19

0 - 2 LUBRICATION & MAINTENANCE JR

FLUID TYPES (Continued)

API SERVICE GRADE CERTIFIED

Use an engine oil that is API Certified (GF-3). 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).

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 recommends API Certified (GF-3) engine oils that meet the requirements of Material Standard MS-6395. Use Mopart or an equivalent oil meeting the specification MS-6395.

ENGINE OIL ADDITIVES/SUPPLEMENTS

The manufacturer does not recommend the addition of any engine oil additives/supplements to the specified engine oil. Engine oil additives/supplements should not be used to enhance engine oil performance. Engine oil additives/supplements should not be used to extend engine oil change intervals. No additive is known to be safe for engine durability and can degrade emission components. Additives can contain undesirable materials that harm the long term durability of engines by:

• Doubling the level of Phosphorus in the engine oil. The ILSAC (International Lubricant Standard Approval Committee) GF-2 and GF-3 standards require that engine oil contain no more than 0.10% Phosphorus to protect the vehicles emissions performance. Addition of engine oil additives/supplements can poison, from the added sulfur and phosphorus, catalysts and hinder efforts to guarantee emissions performance to 80,000 miles.

• Altering the viscosity characteristics of the engine oil so that it no longer meets the requirements of the specified viscosity grade.

• Creating potential for an undesirable additive compatibility interaction in the engine crankcase. Generally it is not desirable to mix additive packages from different suppliers in the crankcase; there have been reports of low temperature engine failures caused by additive package incompatibility with such mixtures.

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.

Fig. 3 API SYMBOL

SYNTHETIC ENGINE OILS

There are a number of engine oils being promoted as either synthetic or semi-synthetic. If you chose to use such a product, use only those oils that meet the American Petroleum Institute (API) and SAE viscosity standard. Follow the service schedule that describes your driving type.

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 of the NLGI symbol is the usage and quality identification letters. Wheel bearing lubricant is identified by the letter “G”. Chassis lubricant is identified by the letter “L”. The letter following the usage letter indicates

Page 20

JR LUBRICATION & MAINTENANCE 0 - 3

FLUID TYPES (Continued)

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.

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. 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.

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 - FLEXIBLE FUEL VEHICLES (2.7L ENGINES ONLY)

The information in this section is for Flexible Fuel Vehicles (FFV) only. These vehicles can be identified by the unique Fuel Filler Door Label that states Ethanol (E-85) or Unleaded Gasoline Only. This section only covers those subjects that are unique to these vehicles. Please refer to the other sections of this manual for information on features that are common between Flexible Fuel and gasoline only powered vehicles.

CAUTION: Only vehicles with the E-85 fuel filler door label can operate on E-85.

Ethanol Fuel (E-85)

E-85 is a mixture of approximately 85% fuel ethanol and 15% unleaded gasoline.

WARNING: Ethanol vapors are extremely flammable and could cause serious personal injury. Never have any smoking materials lit in or near the vehicle when removing the fuel filler tube cap (gas cap) or filling the tank. Do not use E-85 as a cleaning agent and never use it near an open flame.

Page 21

0 - 4 LUBRICATION & MAINTENANCE JR

FLUID TYPES (Continued)

Fuel Requirements

The vehicle will operate on both unleaded gasoline with an octane rating of 87, or E-85 fuel, or any mixture of these two.

For best results, a refueling pattern that alternates between E-85 and unleaded gasoline should be avoided. When you do switch fuels, it is recommended that

• you do not switch when the fuel gauge indicates

less than 1/4 full

• you do not add less than 5 gallons when refuel-

ing

• you operate the vehicle immediately after refuel-

ing for a period of at least 5 minutes

Observing these precautions will avoid possible hard starting and/or significant deterioration in driveability during warm up.

NOTE: When the ambient temperature is above 90°F, you may experience hard starting and rough idle following start up even if the above recommendations are followed.

Engine Oil Selection for Operating on E-85

If vehicle operates on E-85 fuel either full or parttime, use only Mopart Flexible Fuel 5W-30 engine oil or an equivalent that meets DaimlerChrysler Standard MS-9214. Equivalent commercial Flexible Fuel engine oils may be labeled as Multi-Fuel, Variable Fuel, Flexible Fuel, etc. These engine oils may be satisfactory if they meet the DaimlerChrysler Standard.

SAE 5W-30 engine oil is preferred for use in Flexible Fuel engines.

Cruising Range

Because E-85 fuel contains less energy per gallon than gasoline, you will experience an increase in fuel consumption. You can expect your MPG and your driving range to decrease by about 30% compared to gasoline operation.

Replacement Parts

Many components in your Flexible Fuel Vehicle (FFV) are designed to be compatible with ethanol. Always be sure that your vehicle is serviced with correct ethanol compatible parts.

CAUTION: Replacing fuel system components with non-ethanol compatible components can damage your vehicle and may void the warranty.

Maintenance

If you operate the vehicle using E-85 fuel, follow Schedule B in the maintenance schedule section of this manual.

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.

CAUTION: If Flexible Fuel engine oil is not used when using E-85 fuel, engine wear or damage may result.

Engine Oil Selection for Operating on Gasoline

If you operate the vehicle on regular unleaded gasoline ONLY, use Mopart oil or an equivalent that meets certified API (American Petroleum Institute) Quality.

Starting

The characteristics of E-85 fuel make it unsuitable for use when ambient temperatures fall below 0°F. In the range of 0°F to 32°F, you may experience an increase in the time it takes for your engine to start, and a deterioration in driveability (sags and/or hesitations) until the engine is fully warmed up.

TRANSMISSION FLUID

Mopart ATF+4 (Automatic Transmission Fluid) is required in the 41TE automatic and T350/T850 manual transaxles. Substitute fluids can induce torque converter clutch shudder, or premature geartrain failure.

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

Page 22

JR LUBRICATION & MAINTENANCE 0 - 5

FLUID TYPES (Continued)

FLUID ADDITIVES

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

Various “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 transmission “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 support 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.

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.

Page 23

0 - 6 LUBRICATION & MAINTENANCE JR

FLUID TYPES (Continued)

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:

• 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.

FLUID CAPACITIES

SPECIFICATIONS

FLUID CAPACITIES

DESCRIPTION SPECIFICATION

Fuel Tank 60.5L (16.0 gal.)

Engine Oil

2.0L Engines* 4.25L (4.5 qts.)

2.4L Engines* 4.75L (5.0 qts.)

2.7L Engines* 4.75L (5.0 qts.) COOLING SYSTEM**

2.0L Engine 7.5L (8.0 qts.)

2.4L Engine 7.5L (8.0 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.)

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 point locations are located in

each applicable service manual section.

LUBRICATION POINTS

DESCRIPTION

Lubrication point locations are located in each

applicable Sections.

Page 24

JR LUBRICATION & MAINTENANCE 0 - 7

MAINTENANCE SCHEDULES

DESCRIPTION

There are two maintenance schedules for North Amer-

ica that show the required service for your vehicle.

First is Schedule “B”. It is for vehicles that are operated under the conditions that are listed below and at the beginning of the schedule.

•

Day or night temperatures are below 32° F (0° C).

• Stop and go driving.

• Extensive engine idling.

• Driving in dusty conditions.

• Short trips of less than 10 miles (16 km).

More than 50% of your driving is at sustained high

•

speeds during hot weather, above 90° F (32° C).L

• Trailer towing.L

• Taxi, police, or delivery service (commercial ser-

vice).L

• Off-road or desert operation.

• If equipped for and operating with E-85

(ethanol) fuel.

NOTE: If ANY your engine oil every 3,000 miles (5,000 km) or 3 months, whichever comes first and follow schedule B of the “Maintenance Schedules” section of this manual.

NOTE: Most vehicles are operated under the conditions listed for Schedule (B(.

of these apply to you then change

At Each Stop for Fuel

•

Check the engine oil level about 5 minutes after a fully warmed engine is shut off. Checking the oil level while the vehicle is on level ground will improve the accuracy of the oil level reading. Add oil only when the level is at or below the ADD or MIN mark.

• Check the windshield washer solvent and add if

required.

Once a Month

• Check tire pressure and look for unusual wear

or damage.

• Inspect the battery and clean and tighten the

terminals as required.

• Check the fluid levels of coolant bottle, brake

master cylinder and transmission, add as needed.

• Check all lights and all other electrical items for

correct operation.

• Check rubber seals on each side of the radiator

for proper fit.

At Each Oil Change

• Change the engine oil filter.

• Inspect the exhaust system.

• Inspect the brake linings, hoses and calipers.

• Inspect the CV joints and front and rear suspen-

sion components.

• Check the automatic transmission fluid level.

• Check the manual transmission fluid level.

• Check the coolant level, hoses, and clamps.

• Rotate the tires at each oil change interval

shown on Schedule “A” 6,000 miles (10 000 km) or every other interval shown on Schedule “B” 6,000 miles (10 000 km).

Second is Schedule “A”. It is for vehicles that are not operated under any of the conditions listed under Schedule “B” .

NOTE: Under no circumstances should oil change intervals exceed 6 months or 6,000 miles, whichever comes first.

CAUTION: Failure to perform the required maintenance items may result in damage to the vehicle.

NOTE: In 2.7L Engines equipped with Flex Fuel Engine (FFV), change engine oil every 5 months or 5,000 miles, whichever comes first. This applies to both Maintenance Schedule A and B.

Page 25

0 - 8 LUBRICATION & MAINTENANCE JR

MAINTENANCE SCHEDULES (Continued)

SCHEDULE B - NORTH AMERICA

Follow schedule “B” if you usually operate your vehicle under one or more of the following conditions. Change the automatic transmission fluid and filter every 60,000 miles (96 000 km) if the vehicle is usually operated under one or more of the conditions marked with an L.

• Day or night temperatures are below 32° F (0°

C).

• Stop and go driving.

• Extensive engine idling.

• Driving in dusty conditions.

• Short trips of less than 10 miles (16.2 km).

• More than 50% of your driving is at sustained

high speeds during hot weather, above 90° F (32° C).L

Miles 3,000 6,000 9,000 12,000 15,000 18,000 (Kilometers) (5 000) (10 000) (14 000) (19 000) (24 000) (29 000)

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if necessary.*

Inspect the front and rear brake linings and rotors.

XXXXXX

• Trailer towing.L

• Taxi, police or delivery service (commercial ser-

vices).L

• Off-road or desert operation.

• If equipped for and operating with E-85

(ethanol) fuel.

NOTE: If ANY of these apply to you then change your engine oil every 3,000 miles (5 000 km) or 3 months, whichever comes first and follow schedule “B” of the (Maintenance Schedules( section of this manual.

Miles 21,000 24,000 27,000 30,000 33,000 36,000 (Kilometers) (34 000) (38 000) (43 000) (48 000) (53 000) (58 000)

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if required.*

Replace the air cleaner filter. X Inspect the front and rear

brake linings and rotors. Check and replace, if

necessary, the PCV valve.* Replace the spark plugs on

2.4 liter engines.

Miles 39,000 42,000 45,000 48,000 51,000 54,000 (Kilometers) (62 000) (67 000) (72 000) (77 000) (82 000) (86 000)

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if necessary.*

Inspect the front and rear brake linings and rotors.

XXXXXX

XXX XX

XXXXXX

Page 26

JR LUBRICATION & MAINTENANCE 0 - 9

MAINTENANCE SCHEDULES (Continued)

SCHEDULE B - NORTH AMERICA

Miles 57,000 60,000 63,000 66,000 69,000 72,000 (Kilometers) (91 000) (96 000) (101 000) (106 000) (110 000) (115 000)

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if necessary.*

Replace the air cleaner filter. X Inspect the front and rear

brake linings and rotors. Replace the ignition cables

on 2.4 liter engine. Replace alternator with

accessory drive belts on the

2.7 liter engine. Replace the spark plugs on

the 2.4 liter engine. Check and replace, if

necessary, the PCV valve. *‡ Change the automatic

transmission fluid and filter.L

XXXXXX

X XXXX

Miles 75,000 78,000 81,000 84,000 87,000 90,000 (Kilometers) (120 000) (125 000) (130 000) (134 000) (139 000) (144 000)

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if necessary.*

Replace the air cleaner filter.*

Replace the engine timing belt on 2.4 liter engine.

Inspect the front and rear brake linings and rotors.

Replace the spark plugs on

2.4 liter engine. Inspect and replace PCV

Valve if required.

XXXXXX

XXXXX

Page 27

0 - 10 LUBRICATION & MAINTENANCE JR

MAINTENANCE SCHEDULES (Continued)

SCHEDULE B - NORTH AMERICA

Miles 93,000 96,000 99,000 100,000 102,000 105,000 (Kilometers) (149 000) (154 000) (158 000) (160 000) (163 000) (168 000)

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if necessary.*

Replace the air cleaner filter. X Inspect the front and rear

brake linings and rotors. Flush and replace the engine

coolant. Replace the spark plugs on

the 2.7 liter engine. Check and retension

accessory drive belts on 2.7 liter engine.

Replace the accessory drive belts on 2.4 liter engine.

XXX XX

XXX X

* This maintenance is recommended by the manufacture to the owner but is not required to maintain the emissions warranty. ‡ This maintenance is not required if previously replaced. Inspection and service should also be performed anytime a malfunction is observed or suspected. Retain all receipts.

Page 28

JR LUBRICATION & MAINTENANCE 0 - 11

MAINTENANCE SCHEDULES (Continued)

SCHEDULE A - NORTH AMERICA

Miles 6,000 12,000 18,000 24,000 30,000 36,000 (Kilometers) (10 000) (19 000) (29 000) (38 000) (48 000) (58 000) [Months] [6] [12] [18] [24] [30] [36]

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if necessary.*

Replace the air cleaner filter.*

Replace the spark plugs on

2.4 liter engine. Inspect the front brake pads

and rear brake linings, rotors and drums.

Inspect and replace PCV valve if required.

XXXXXX

XXXX X

Miles 42,000 48,000 54,000 60,000 66,000 72,000 (Kilometers) (67 000) (77 000) (86 000) (96 000) (106 000) (115 000) [Months] [42] [48] [54] [60] [66] [72]

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if required.*

Replace the air cleaner filter.*

Inspect the front brake pads and rear brake linings, rotors, drums.

Replace the spark plugs on

2.4 liter engine. Flush and replace engine

coolant at 60 months or 100,000 miles.

Check and replace, if necessary, the PCV valve. *‡

Replace the ignition cables on 2.4 liter engine.

Replace alternator with accessory drive belts in 2.7 liter engine.

XXXXXX

XXX XX

Page 29

0 - 12 LUBRICATION & MAINTENANCE JR

MAINTENANCE SCHEDULES (Continued)

SCHEDULE A - NORTH AMERICA

Miles 78,000 84,000 90,000 96,000 102,000 (Kilometers) (125 000) (134 000) (144 000) (154 000) (163 000) [Months] [78] [84] [90] [96] [102]

Change engine oil and engine oil filter. XXXXX Inspect the air cleaner filter and replace if

required.* Replace the air cleaner filter.*X Inspect the front brake pads and rear brake

linings, rotors. Replace the spark plugs on 2.4 liter

engine. Replace the spark plugs on 2.7 liter

engine. Check and replace, if necessary, the PCV

valve.*‡ Replace the engine timing belt on 2.4 liter

engine.* Check and retension alternator drive belts

on 2.7 liter engine. Replace the accessory drive belts on 2.4L

engine. Flush and replace the engine coolant at 60

months or 100,000 miles.

XX X

* This maintenance is recommended by the manufacture to the owner but is not required to maintain the emissions warranty.

‡ This maintenance is not required if previously replaced.

Inspection and service should also be performed anytime a malfunction is observed or suspected. Retain all receipts.

WARNING: You can be badly injured working on or around a motor vehicle. Do only that service work for which you have the knowledge and the right equipment. If you have any doubt about your ability to perform a service job, take your vehicle to a competent mechanic.

Page 30

JR LUBRICATION & MAINTENANCE 0 - 13

MAINTENANCE SCHEDULES (Continued)

DESCRIPTION - EXPORT

There are two maintenance schedules Export Only that show the required service for your vehicle.

First is Schedule “A”. It is for vehicles that are not operated under any of the conditions listed under Schedule “B”.

Second is Schedule (B(. It is for vehicles that are operated under the conditions that are listed below and at the beginning of the schedule.

•

Day or night temperatures are below 32° F (0° C).

• Stop and go driving.

• Extensive engine idling.

• Driving in dusty conditions.

• Short trips of less than 10 miles (16 km).

More than 50% of your driving is at sustained high

•

speeds during hot weather, above 90° F (32° C).L

• Trailer towing.L

• Taxi, police, or delivery service (commercial ser-

vice).L

• Off-road or desert operation.

• If equipped for and operating with E-85

(ethanol) fuel.

NOTE: Most vehicles are operated under the conditions listed for Schedule (B(.

Use the schedule that best describes your driving conditions. Where time and mileage are listed, follow the interval that occurs first.

NOTE: Under no circumstances should oil change intervals exceed 6000 miles (10 000 km) or 6 months whichever comes first.

CAUTION: Failure to perform the required maintenance items may result in damage to the vehicle.

At Each Stop for Fuel

• Check the engine oil level about 5 minutes after a fully warmed engine is shut off. Checking the oil level while the vehicle is on level ground will improve the accuracy of the oil level reading. Add oil only when the level is at or below the ADD or MIN mark.

• Check the windshield washer solvent and add if required.

Once a Month

• Check tire pressure and look for unusual wear or damage.

• Inspect the battery and clean and tighten the terminals as required.

• Check the fluid levels of coolant bottle, brake master cylinder and transmission, add as needed.

• Check all lights and all other electrical items for correct operation.

• Check rubber seals on each side of the radiator for proper fit.

At Each Oil Change

• Change the engine oil filter.

• Inspect the exhaust system.

• Inspect the brake linings, hoses and calipers.

• Inspect the CV joints and front and rear suspen-

sion components.

• Check the automatic transmission fluid level.

• Check the manual transmission fluid level.

• Check the coolant level, hoses, and clamps.

• Rotate the tires at each oil change interval

shown on Schedule “A” 6,000 miles (10 000 km) or every other interval shown on Schedule “B” 6,000 miles (10 000 km).

SCHEDULE A - EXPORT ONLY

Kilometers 12 000 24 000 36 000 48 000 60 000 (Miles) (7,500) (15,000) (22,500 (30,000) (37,500) [Months] [6] [12] [18] [24] [30]

Change engine oil and engine oil filter. XXXXX Inspect the air cleaner filter and replace if

necessary.* Replace the air cleaner filter. *X Replace the spark plugs on 2.0 liter engine. X Inspect the front brake pads and rear brake

linings, rotors and drums.

XXXX

Page 31

0 - 14 LUBRICATION & MAINTENANCE JR

MAINTENANCE SCHEDULES (Continued)

SCHEDULE A - EXPORT ONLY

Kilometers 72 000 84 000 96 000 108 000 120 000 (Miles) (45,000) (52,500) (60,000) (67,500) (75,000) [Months] [36] [42] [48] [54] [60]

Change engine oil and engine oil filter. XXXXX Inspect the air cleaner filter and replace if

required.* Replace the air cleaner filter.*X Inspect the front brake pads and rear brake

linings, rotors, drums. Replace the spark plugs on 2.0 liter

engine. Flush and replace engine coolant at 60

months or 160,000 km. Check and replace, if necessary, the PCV

valve. * Replace the ignition cables on 2.0 liter

engine. Replace alternator drive belts in 2.7 liter

engine.

XXX X

Kilometers 132 000 144 000 156 000 168 000 (Miles) (82,000) (90,000) (97,500) (105,000) [Months] [66] [72] [78] [84]

Change engine oil and engine oil filter. X X X X Inspect the air cleaner filter and replace if required.* X X X Replace the air cleaner filter.*X Inspect the front brake pads and rear brake linings,

rotors. Replace the spark plugs on 2.0 liter engine. X Check and replace, if necessary, the PCV valve.*‡ X Replace the engine timing belt on 2.0 liter engine.* X Check and retension alternator drive belts on 2.7 liter

engine. Replace the drive belts. X Flush and replace the engine coolant at 160,000 km if not

done at 60 months.

* This maintenance is recommended by the manufacture to the owner but is not required to maintain the emissions warranty.

‡ This maintenance is not required if previously replaced.

Inspection and service should also be performed anytime a malfunction is observed or suspected. Retain all receipts.

Page 32

JR LUBRICATION & MAINTENANCE 0 - 15

MAINTENANCE SCHEDULES (Continued)

SCHEDULE B — EXPORT ONLY

Follow schedule “B” if you usually operate your vehicle under one or more of the following conditions. Change the automatic transmission fluid and filter every 48,000 miles (77 000 km) if the vehicle is usually operated under one or more of the conditions marked with an L.

• Day or night temperatures are below 32° F (0°

C).

• Stop and go driving.

• Extensive engine idling.

• Driving in dusty conditions.

• Short trips of less than 10 miles (16.2 km).

Kilometers 5 000 10 000 14 000 19 000 24 000 29 000 (Miles) (3,000 ) (6,000 ) (9,000) (12,000) (15,000) (18,000)

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if necessary.*

Inspect the front and rear brake linings and rotors.

XXXXX X

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

• Trailer towing.L

• Taxi, police or delivery service (commercial ser-

vices).L

• Off-road or desert operation.

• If equipped for and operating with E-85

(ethanol) fuel.

If ANY of these apply to you, change your engine oil every 3,000 miles (5 000 km) or 3 months, whichever comes first, and follow the maintenance recommendations in “Maintenance Schedule B.”

Kilometers 34 000 38 000 43 000 48 000 53 000 58 000 (Miles) (21,000) (24,000) (27,000) (30,000) (33,000) (36,000)

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if required.*

Replace the air cleaner filter. X Inspect the front and rear

brake linings and rotors. Check and replace, if

necessary, the PCV valve.* Replace the spark plugs on

2.0 liter engines.

Kilometers 62 000 67 000 72 000 77 000 82 000 86 000 (Miles) (39,000) (42,000) (45,000) (48,000) (51,000) (54,000)

Change engine oil and engine oil filter.

Inspect the air cleaner filter and replace if necessary.*

Inspect the front and rear brake linings and rotors.

Change the automatic transmision fluid and filter.

XXXXXX

XXX XX

XX X XXX

Page 33

0 - 16 LUBRICATION & MAINTENANCE JR

MAINTENANCE SCHEDULES (Continued)

SCHEDULE B — EXPORT ONLY

Kilometers 91 000 96 000 101000 106000 110000 115000 (Miles) (57,000) (60,000) (63,000) (66,000) (69,000) (72,000)

Change engine oil and engine oil filter. XXXXXX Inspect the air cleaner filter

and replace if

necessary.*

Replace the air cleaner filter. Inspect the front and rear brake linings and rotors. X X Replace the ignition cables Replace the accessory drive belts on 2.0 and 2.7

liter engines. Replace the spark plugs

on 2.0 liter engine.

on the 2.0 and 2.7 liter

engines.

Kilometers 120000 125000 130000 134000 139000 144000 (Miles) (75,000) (78,000) (81,000) (84,000) (87,000) (90,000)

Change engine oil and engine oil filter. XXXXX X Inspect the air cleaner filter

and replace if

necessary.* Replace the air cleaner filter.

* Inspect the front and rear brake linings and rotors. X Check and replace, if necessary, the PCV valve. Replace the spark plugs Replace engine timing belt

on 2.0 liter engine.

on 2.0 liter engines.

*‡

X XXXX

X X

XXXXX

X X X

Kilometers 149000 154000 158000 160000 163000 168000 (Miles) (93,000) (96,000) (99,000) (100,000) (102,000) (105,000)

Change engine oil and engine oil filter. X X X X X Inspect the air cleaner filter

and replace if

XX XXX

necessary.* Inspect the front and rear brake linings and rotors. X Change the automatic transmission fluid and filter. X Flush and replace the engine coolant at 60 months

or 160,000 km. Replace the spark plugs Check and retension accessory drive belts on 2.7

on the 2.7 liter engine.

liter engine

* This maintenance is recommended by the manufacture to the owner but is not required to maintain the emissions warranty.

‡ This maintenance is not required if previously replaced.

Inspection and service should also be performed

anytime a malfunction is observed or suspected. Retain all receipts.

Page 34

JR LUBRICATION & MAINTENANCE 0 - 17

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.

Page 35

0 - 18 LUBRICATION & MAINTENANCE JR

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.

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.

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

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.

Page 36

JR LUBRICATION & MAINTENANCE 0 - 19

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.

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

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.

Page 37

Page 38

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 .....................2

REAR SUSPENSION ......................32

WHEEL ALIGNMENT .....................52

Page 39

2 - 2 FRONT SUSPENSION JR

FRONT SUSPENSION

TABLE OF CONTENTS

page page

FRONT SUSPENSION

DESCRIPTION - FRONT SUSPENSION .......3

OPERATION - FRONT SUSPENSION .........4

WARNING .............................4

CAUTION ..............................4

SPECIFICATIONS

FRONT SUSPENSION FASTENER TORQUE . . 4

SPECIAL TOOLS

FRONT SUSPENSION ...................5

HUB / BEARING

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

OPERATION ............................6

DIAGNOSIS AND TESTING - HUB AND

BEARING ............................6

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

INSTALLATION ..........................7

KNUCKLE

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

OPERATION ............................8

DIAGNOSIS AND TESTING - STEERING

KNUCKLE ............................8

REMOVAL .............................8

INSTALLATION .........................10

LOWER BALL JOINT

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

DIAGNOSIS AND TESTING - LOWER BALL

JOINT ..............................11

LOWER BALL JOINT SEAL BOOT

REMOVAL .............................11

INSTALLATION .........................12

LOWER CONTROL ARM

DESCRIPTION .........................14

OPERATION ...........................14

DIAGNOSIS AND TESTING - LOWER

CONTROL ARM .......................14

REMOVAL .............................14

DISASSEMBLY

DISASSEMBLY - FRONT ISOLATOR

BUSHING ...........................17

DISASSEMBLY - REAR ISOLATOR

BUSHING ...........................17

DISASSEMBLY - CLEVIS BUSHING ........17

ASSEMBLY

ASSEMBLY - FRONT ISOLATOR BUSHING . . 18 ASSEMBLY - REAR ISOLATOR BUSHING . . . 18

ASSEMBLY - CLEVIS BUSHING ..........19

INSTALLATION .........................19

SHOCK ASSEMBLY

DESCRIPTION - SHOCK ASSEMBLY ........21

OPERATION - SHOCK ASSEMBLY ..........22

DIAGNOSIS AND TESTING - SHOCK

ASSEMBLY (FRONT) ...................22

REMOVAL - SHOCK ASSEMBLY ............22

DISASSEMBLY - SHOCK ASSEMBLY ........24

ASSEMBLY - SHOCK ASSEMBLY ...........26

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

STABILIZER BAR

DESCRIPTION .........................28

OPERATION ...........................29

DIAGNOSIS AND TESTING - STABILIZER BAR . 29 REMOVAL

REMOVAL - STABILIZER BAR ............29

REMOVAL - STABILIZER BAR BUSHING

(FRONT) ............................29

INSTALLATION

INSTALLATION - STABILIZER BAR ........30

INSTALLATION - STABILIZER BAR

BUSHING ...........................30

UPPER BALL JOINT

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

DIAGNOSIS AND TESTING - UPPER BALL

JOINT ..............................30

UPPER CONTROL ARM

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

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

REMOVAL - UPPER CONTROL ARM ........31

INSPECTION - UPPER CONTROL ARM ......31

INSTALLATION - UPPER CONTROL ARM .....31

Page 40

JR FRONT SUSPENSION 2 - 3

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).

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

• 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.

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

Page 41

2 - 4 FRONT SUSPENSION JR

FRONT SUSPENSION (Continued)

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.

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

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

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.

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.

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

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.)

88 N·m (65 ft. lbs.)

108 N·m (80 ft. lbs.)

61 N·m (45 ft. lbs.)

183 N·m (135 ft. lbs.)

13 N·m (10 ft. lbs.)

Page 42

JR FRONT SUSPENSION 2 - 5

FRONT SUSPENSION (Continued)

SPECIAL TOOLS

FRONT SUSPENSION

Remover/Installer Control Arm Bushing 6602–5 (In

Tool Kit 6602)

Puller C-3894-A

Installer/Receiver, Control Arm Bushing 6876

Installer, Ball Joint 6758

Press, Ball Joint Remover/Installer C-4212F

Remover, Ball Joint MB-990799

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

Receiver, Ball Joint 6756

Installer, Bushing 6760

Page 43

2 - 6 FRONT SUSPENSION JR

FRONT SUSPENSION (Continued)

mounting studs used to mount the tire and wheel to the vehicle are the only replaceable components of the hub and bearing assembly.

OPERATION

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

Remover/Installer Control Arm Clevis Bushing 6877

Installer, Ball Joint Seal Boot Retainer 6875

Remover, Tie Rod

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.

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

REMOVAL

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

(2) Remove front tire and wheel assembly.

Remover, Lower Ball Joint C-4150A

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 (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 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

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 brakes applied. The hub

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

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

(5) If equipped with antilock brakes, remove bolt securing wheel speed sensor cable routing bracket to steering knuckle (Fig. 3).

(6) Remove nut from upper ball joint stud.

(7) Remove upper ball joint stud from steering knuckle using Puller, Special Tool, C-3894-A (Fig. 4).

Page 44

JR FRONT SUSPENSION 2 - 7

HUB / BEARING (Continued)

(9) Remove 3 bolts attaching the hub and bearing assembly to steering knuckle (Fig. 5).

Fig. 3 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

Fig. 5 Hub And Bearing Attaching Bolts

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

Fig. 4 Ball Joint Stud Removal From Steering

Knuckle

1 - BALL JOINT 2 - BALL JOINT STUD 3 - SPECIAL TOOL C-3894-A 4 - SHOCK ABSORBER ASSEMBLY 5 - UPPER CONTROL ARM

NOTE: Care must be taken not to separate driveshaft inner C/V joint during the following steps. Do not allow driveshaft to hang by inner C/V joint; driveshaft must be supported.

(8) Separate steering knuckle (hub and bearing) from outer C/V joint by tipping top of steering knuckle outward while sliding outer C/V joint out rear of hub and bearing. Once separated, support outer end of driveshaft with wire hanger or cord to avoid damaging inner C/V joint.

(10) Remove hub and bearing assembly from front

of steering knuckle.

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

INSTALLATION

(1) Thoroughly clean all hub and bearing assembly

mounting surfaces on steering knuckle.

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

(3) Install 3 mounting bolts (Fig. 5) and tighten evenly to ensure bearing is square to face of steering knuckle. Tighten mounting bolts to 110 N·m (80 ft. lbs.) torque.

(4) Slide driveshaft outer C/V into front hub and bearing assembly.

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

(6) Using a crow foot and torque wrench, tighten upper ball joint nut to 27 N·m (20 ft. lbs.) torque.

(7) If equipped with antilock brakes, install wheel speed sensor cable routing bracket on steering knuckle (Fig. 3). Install and tighten mounting bolt to 12 N·m (105 in. lbs.) torque.

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

(9) Clean all foreign matter from threads of outer C/V joint stub axle.

Page 45

2 - 8 FRONT SUSPENSION JR

HUB / BEARING (Continued)

(10) Install hub nut on C/V joint stub axle threads. With vehicle brakes applied to keep stub axle from turning, tighten hub nut to 203 N·m (150 ft. lbs.) torque.

(11) Install wheel and tire assembly. Install wheel mounting nuts and progressively tighten in crisscross sequence. Tighten nuts 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).

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

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

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

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

(5) Remove nut attaching outer tie rod to steering knuckle (Fig. 6). Remove nut from tie rod by

holding tie rod stud with a socket while loosening and removing nut with wrench (Fig. 6).

Fig. 6 Outer Tie Rod Attaching Nut

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

(6) Remove the tie rod end from the steering knuckle using Remover, Special Tool C-3894-A.

(7) Remove ABS wheel speed sensor cable routing bracket from steering knuckle (Fig. 7).

REMOVAL

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

(2) Remove front tire and wheel assembly from 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.

Fig. 7 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

Page 46

JR FRONT SUSPENSION 2 - 9

KNUCKLE (Continued)

(8) Remove cotter pin and castle nut from lower ball joint stud (Fig. 8).

Fig. 9 Separating Ball Joint Stud From Steering

1 - HAMMER

Fig. 8 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.

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

(10) Lift up on steering knuckle separating it from

lower ball joint stud. Use caution when separat-

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

(11) Separate steering knuckle from outer C/V joint. Separate steering knuckle from outer C/V joint holding driveshaft in place while pulling steering knuckle away from outer C/V joint (Fig. 10).

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

CAUTION: Care must be taken not to separate the inner C/V joint during the following steps. Pulling steering knuckle out from vehicle after releasing from ball joint can separate inner C/V joint, thus damaging it. Do not allow driveshaft to hang by inner C/V joint; driveshaft must be supported upon removal from knuckle.

Fig. 10 Separating Steering knuckle from driveshaft

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

Page 47

2 - 10 FRONT SUSPENSION JR

KNUCKLE (Continued)

(12) Remove nut from upper ball joint stud.

(13) Remove upper ball joint stud from steering knuckle using Puller, Special Tool, C-3894-A (Fig. 11).

Fig. 11 Ball Joint Stud Removal From Steering

Knuckle

1 - BALL JOINT 2 - BALL JOINT STUD 3 - SPECIAL TOOL C-3894-A 4 - SHOCK ABSORBER ASSEMBLY 5 - UPPER CONTROL ARM

(7) Install wheel speed sensor cable routing bracket on steering knuckle (Fig. 7) and securely tighten attaching bolt.

CAUTION: When installing tie rod on steering knuckle, the heat shield (Fig. 12) must be installed. If heat shield is not installed, tie rod seal boot can fail due to excessive heat from brake rotor.

(8) Install outer tie rod stud into steering knuckle. Start outer tie rod attaching nut onto tie rod stud. While holding stud of tie rod stationary, tighten nut using a crowfoot and socket to 61 N·m (45 ft. lbs.) torque (Fig. 12).

(14) Remove steering knuckle from vehicle. (15) If necessary, remove lower ball joint grease

seal heat shield on steering knuckle.

(16) 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).

INSTALLATION

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

(2) If removed, install lower ball joint grease seal heat shield on steering knuckle.

(3) Slide driveshaft into front hub/bearing assembly as steering knuckle is installed onto lower ball joint stud.

(4) Install lower ball joint castle nut. Do not tighten at this time.

(5) Install upper ball joint in steering knuckle. Install upper ball joint nut. Tighten upper ball joint nut to 27 N·m (20 ft. lbs.) torque.

(6) Using a crowfoot and torque wrench, tighten the lower ball joint nut 75 N·m (55 ft. lbs.) torque (Fig. 8). Install cotter pin.

Fig. 12 Torquing Tie Rod Attaching Nut

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

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

(10) Clean all foreign matter from threads of outer C/V joint stub axle. Install hub nut onto driveshaft stub axle. With vehicle brakes applied to keep braking disc from turning, tighten hub nut to 203 N·m (150 ft. lbs.) torque.

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

(12) Lower vehicle.

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

Page 48

JR FRONT SUSPENSION 2 - 11

LOWER BALL JOINT

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.

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.

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

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.

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.

Page 49

2 - 12 FRONT SUSPENSION JR

LOWER BALL JOINT SEAL BOOT (Continued)

(4) Using 2 screwdrivers (Fig. 13) remove the ball joint seal retaining ring from the bottom of the ball joint seal.

Fig. 13 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: The procedure below must be carefully followed when replacing the ball joint seal in the event it is damaged while servicing a vehicle.

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.

14). Be sure no grease is present on the seal boot installation section of the seal boot or lower control arm (Fig. 14).

(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.

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

Fig. 14 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. 14) down tapered section of ball joint stud (Fig. 14). Seal boot is to be installed on stud of ball joint until seal boot is sitting on seal groove in lower control arm.

Page 50

JR FRONT SUSPENSION 2 - 13

LOWER BALL JOINT SEAL BOOT (Continued)

(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. 15). Using adjusting knob, adjust tool so bottom edge of tool is even with top of retaining ring groove in seal boot (Fig. 15).

(5) Place seal boot retaining ring on Installer, Special Tool, 6875- 1 (Fig. 16). Then place expandable collar from Installer, Special Tool, 6875 over tapered cone of the special tool (Fig. 16).

Fig. 16 Retaining Ring And Expandable Collar

Installed On Tool

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

Fig. 15 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. 17) push the seal boot retaining ring down the cone of Installer, Special Tool, 6875.

Fig. 17 Installing Seal Boot Retaining Ring

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

Page 51

2 - 14 FRONT SUSPENSION JR

LOWER BALL JOINT SEAL BOOT (Continued)

(7) Continue pushing retaining ring down Installer, Special Tool, 6875, until it is installed in the retaining ring groove of the seal boot (Fig. 18)

Fig. 18 Retaining Ring Installed In Ball Joint Seal

Boot

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

(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. 19). Also, make sure upper sealing ring is on seal boot and correctly installed (Fig. 19). 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).

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 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.

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.

Fig. 19 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

REMOVAL

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

(2) Remove tire and wheel assembly.

Page 52

JR FRONT SUSPENSION 2 - 15

LOWER CONTROL ARM (Continued)

NOTE: Removing the outer tie rod 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 to

steering knuckle (Fig. 20). Remove nut from tie

rod end by holding tie rod stud with a socket while loosening and removing nut with wrench (Fig. 20).

Fig. 21 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. 20 Tie Rod End Attaching Nut

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

(4) Remove outer tie rod from steering knuckle

using Remover, Special Tool C-3894-A.

(5) Remove cotter pin and castle nut from lower

ball joint stud (Fig. 21).

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.

(6) Turn steering knuckle so front of steering knuckle is facing as far outboard in the wheel opening as possible. Using a hammer (Fig. 22), strike steering knuckle boss until steering knuckle separates from lower ball joint. When striking steering

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

Fig. 22 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 driveshaft inner C/V joint, thus damaging it. (Refer to 2 - DRIVELINE AND DRIVESHAFT/ HALFSHAFT - REMOVAL).

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2 - 16 FRONT SUSPENSION JR

LOWER CONTROL ARM (Continued)

(7) Remove shock absorber clevis to lower control arm bushing, nut and thru-bolt. Separate clevis from lower control arm (Fig. 23).

Fig. 23 Clevis To Lower Control Arm Attachment

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

(8) Remove nut attaching stabilizer bar link to lower control arm (Fig. 24). When removing nut, hold stud of stabilizer bar link from turning by inserting an allen wrench in end of stud (Fig. 24).

(9) Remove bolts attaching closest stabilizer bar bushing clamp to front suspension crossmember and body of vehicle (Fig. 25).

Fig. 25 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

(10) Lower that side of stabilizer bar away from lower control arm and body of vehicle.

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

26).

Fig. 24 Removing/Installing Nut From Stud Of

Stabilizer Link

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

Fig. 26 Lower Control Arm Attachment To Front

Suspension Crossmember

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

Page 54

JR FRONT SUSPENSION 2 - 17

LOWER CONTROL ARM (Continued)

(12) Remove nut and bolt attaching the front of lower control arm to front suspension crossmember (Fig. 27).

Fig. 27 Attaching Front Of Lower Control Arm To

Suspension Crossmember

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

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 front of lower control arm from suspension crossmember first, then remove rear of lower control arm from 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.

(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. 28).

Fig. 28 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. 29).

(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. 29).

(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).

Page 55

2 - 18 FRONT SUSPENSION JR

LOWER CONTROL ARM (Continued)

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. 31).

(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

Fig. 29 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

(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. 30).

assembled for installation of front isolator bushing into lower control arm (Fig. 31). Be sure Special Tool 6758 is square on lower control arm and Special Tool 6876 is positioned correctly on isolator bushing.

Fig. 30 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

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

Fig. 31 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).

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.

Page 56

JR FRONT SUSPENSION 2 - 19

LOWER CONTROL ARM (Continued)

(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.

32).

Fig. 33 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

Fig. 32 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. 33).

(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. 33).

(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. 33) 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).

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. 34).

(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. 34). Be sure Special Tool 6876 is square on lower control arm and Special Tool 6877 is positioned correctly on clevis bushing (Fig. 34).

(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 lower control arm in front suspension crossmember. Install bolts and nuts attaching front and rear of lower control arm to front suspension crossmember (Fig. 27) (Fig. 26). Do not tighten front attaching bolt at this time. Tighten lower control arm rear attaching nut and bolt (Fig. 26) to 95 N·m (70 ft. lbs.) torque.

Page 57

2 - 20 FRONT SUSPENSION JR

LOWER CONTROL ARM (Continued)

Fig. 34 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

(2) Install lower control arm ball joint stud into steering knuckle. Install the steering knuckle to ball joint stud castle nut (Fig. 21). Do not tighten nut

at this time.

CAUTION: When installing tie rod on steering knuckle, the heat shield (Fig. 35) must be installed. If heat shield is not installed, tie rod seal boot can fail due to excessive heat from brake rotor.

(3) Install outer tie rod stud into steering knuckle. Start outer tie rod-to-steering knuckle attaching nut onto tie rod stud. While holding stud of tie rod end stationary, tighten nut using a crowfoot and 11/32 socket. Tighten nut to 61 N·m (45 ft. lbs.) torque (Fig. 35).

(4) Tighten lower control arm ball joint castle nut to 74 N·m (55 ft. lbs.) torque. Install cotter pin (Fig.

21).

(5) Position stabilizer bar link into its lower control arm mounting hole.

(6) Align stabilizer bar bushing clamp with mounting holes in front suspension crossmember and body of vehicle. Install and tighten bushing clamp mounting bolts to 61 N·m (45 ft. lbs.) torque (Fig. 25).

(7) Install and tighten stabilizer bar link-to-lower control arm nut to 102 N·m (75 ft. lbs.) torque. When tightening nut, hold stud of link from turning using an allen wrench (Fig. 24).

(8) Align shock absorber clevis with bushing in lower control arm and install thru-bolt and nut (Fig.

23). Do not tighten nut at this time.

Fig. 35 Torquing Tie Rod End Attaching Nut

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

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 stand in area of lower control arm shown (Fig. 36).

(9) Position a jack stand under lower control arm, so that when arm is lowered onto it, vehicle will be at curb height (Fig. 36).

(10) Lower vehicle with jack stand positioned under lower control arm (Fig. 36). Continue to lower vehicle until total weight of that corner of vehicle is supported by jack stand and lower control arm.

Fig. 36 Supporting Lower Control Arm With Jack

Stand

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

Page 58

JR FRONT SUSPENSION 2 - 21

LOWER CONTROL ARM (Continued)

CAUTION: When tightening the thru-bolt and nut, 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 bushing thrubolt nut (Fig. 23) to 88 N·m (65 ft. lbs.) torque.

(12) Tighten front lower control arm nut and bolt (Fig. 27) to 182 N·m (135 ft. lbs.) torque.

(13) Raise vehicle and remove jack stand from under lower control arm.

(14) Install wheel and tire assembly. Install wheel mounting (lug) nuts and progressively tighten in proper sequence to 135 N·m (100 ft. lbs.) torque.

(15) Lower vehicle.

(16) Check wheel alignment specifications and set front toe to preferred specifications. (Refer to 2 SUSPENSION/WHEEL ALIGNMENT - STANDARD PROCEDURE)

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. 37):

• Upper mounting bracket

• Upper spring isolator

• Dust shield

• Cup

• Jounce bumper

• Coil spring

• Shock absorber

• Lower spring isolator

Fig. 37 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.

Page 59

2 - 22 FRONT SUSPENSION JR

SHOCK ASSEMBLY (Continued)

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 contact 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. 38).

(2) Inspect for torn or damaged shock absorber dust boots (Fig. 38).

(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.

38).

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

Fig. 38 On Vehicle Inspection

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. 39) from the steering knuckle.

Fig. 39 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

Page 60

JR FRONT SUSPENSION 2 - 23

SHOCK ASSEMBLY (Continued)

(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. 40). Pull steering knuckle outward and position toward the rear of the front wheel opening.

Fig. 40 Ball Joint Stud Removal From Steering

Knuckle

1 - BALL JOINT 2 - BALL JOINT STUD 3 - SPECIAL TOOL C-3894-A 4 - SHOCK ABSORBER ASSEMBLY 5 - UPPER CONTROL ARM

(8) Remove pinch bolt attaching shock absorber clevis to shock absorber (Fig. 41).

(9) Remove the nut and thru-bolt (Fig. 42) attaching the shock absorber clevis to the lower control arm.

Fig. 42 Clevis To Lower Control Arm Attaching Bolt

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

(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. 43) attaching the shock absorber/upper control arm mounting bracket to the shock tower of the vehicle.

Fig. 41 Shock Absorber Clevis Bracket Pinch Bolt

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

Fig. 43 Shock Assembly Attachment To Shock

Tower

1 - SHOCK TOWER 2 - MOUNTING BOLTS

Page 61

2 - 24 FRONT SUSPENSION JR

SHOCK ASSEMBLY (Continued)

(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).

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

Position the shock assembly in the strut coil

(2) 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. 44). Rotate the shock assembly so the upper control arm ball joint sits directly below the front upper hook as shown (Fig. 45). Position the upper hooks on top of the upper mounting bracket (Fig. 45).

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

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.

Fig. 45 Upper Hooks Positioned

Fig. 44 Lower Hooks And Clamp

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

(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. 46).

(5) Remove the upper bushing retainer washer (Fig. 47) from the shock absorber rod.

(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.

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JR FRONT SUSPENSION 2 - 25

SHOCK ASSEMBLY (Continued)

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. 48).

Fig. 46 Retainer Nut Removal/Installation

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

Fig. 48 Shock Absorber Rod Upper Isolator Bushing

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

Fig. 47 Washer

1 - SHOCK ABSORBER/UPPER CONTROL ARM MOUNTING BRACKET 2 - ISOLATOR BUSHING 3 - WASHER

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

(10) Remove the shock absorber rod lower isolator bushing and sleeve from the upper (shock absorber/ upper control arm) mounting bracket (Fig. 49). Remove upper coil spring isolator from mounting bracket.

Fig. 49 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. 50).

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2 - 26 FRONT SUSPENSION JR

SHOCK ASSEMBLY (Continued)

(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. 50). The jounce bumper may come off at the same time. Remove the jounce bumper and metal collar.

• Inspect the jounce bumper for cracks and signs

of deterioration.

• Inspect the coil spring for any sign of damage to

the coating.

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. 49).

Fig. 50 Shock Assembly Components

(13) Remove the lower spring isolator (Fig. 50)

from the lower spring seat on the shock absorber.

(14) 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.

• 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.

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. 51).

Fig. 51 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. 49). Install the shock absorber rod lower isolator bushing and sleeve in the bottom of the upper (shock absorber/upper control

Page 64

JR FRONT SUSPENSION 2 - 27

SHOCK ASSEMBLY (Continued)

arm) mounting bracket as shown (Fig. 49). 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 isolator bushing (Fig. 48). 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. 45).

(5) Position the upper hooks on top of the upper mounting bracket as shown (Fig. 45).

(6) Compress the coil spring.

(7) Install the lower spring isolator on the lower spring seat of the shock absorber (Fig. 50). 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. 52). Install the jounce bumper with the pointed end pointing downward.

Fig. 52 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. 53). Be sure the

collar is positioned squarely on the step of the shock absorber rod.

Fig. 53 Shock Absorber Rod Collar Installation

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

(10) Install the dust shield and cup (Fig. 50) onto the shock rod until the cup contacts the collar just 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.

44).

(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. 46).

(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)

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2 - 28 FRONT SUSPENSION JR

SHOCK ASSEMBLY (Continued)

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 shock tower mounting bolts (Fig. 43). 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. 54). Orientation tab on locating tab must be positioned in the split of the clevis (Fig. 54).

(7) Lower vehicle to the ground with a jack stand positioned under the lower control arm (Fig. 55). Continue to lower vehicle so the total weight of the vehicle is supported by the jack stand and lower control arm.

Fig. 55 Lower Control Arm Correctly Supported By

Jack Stand

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

Fig. 54 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. 41). 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. 42). 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. 39) on the steering knuckle. Install and securely tighten the routing bracket attaching bolt (Fig. 39).

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. 55).

(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.

Page 66

JR FRONT SUSPENSION 2 - 29

STABILIZER BAR (Continued)

OPERATION

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

56). When removing attaching link nut, keep stud from turning by installing an allen wrench in the end of the stud (Fig. 56).

Fig. 57 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.

Fig. 56 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. 57). 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.

REMOVAL - STABILIZER BAR BUSHING (FRONT)

(1) Bend back the 4 crimp locations on the stabi-

lizer bar bushing retainer (Fig. 58).

Fig. 58 Stabilizer Bar Bushing Retainer

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

(2) Separate the stabilizer bar bushing retainer. (3) Stabilizer bar bushings are removed by opening

slit and peeling bushing off stabilizer bar.

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2 - 30 FRONT SUSPENSION JR

STABILIZER BAR (Continued)

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. 57).

(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 control 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 stabilizer 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.

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.

DIAGNOSIS AND TESTING - UPPER BALL JOINT

(1) Raise and support vehicle so that tires clear floor. (Refer to LUBRICATION & MAINTENANCE/ HOISTING - STANDARD PROCEDURE)

(2) Push inward and pull outward at top of tire noting if any movement of ball joint occurs.

(3) If movement is noted, replace upper control arm.

ALTERNATE METHOD

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

(2) Remove tire and wheel assembly. (Refer to 22 TIRES/WHEELS - REMOVAL)

(3) Push inward and pull outward on neck of knuckle near ball joint while observing ball joint for movement. Holding a finger against knuckle and upper control arm while performing this helps to sense movement.

(4) If movement is noted, replace upper control arm.

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.

Page 68

JR FRONT SUSPENSION 2 - 31

UPPER CONTROL ARM (Continued)

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. 59).

Fig. 59 Upper Control Arm To Mounting Bracket

Attachment

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

59). 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. 59).

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)

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

ing bracket.

INSPECTION - UPPER CONTROL ARM

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2 - 32 REAR SUSPENSION JR

REAR SUSPENSION

TABLE OF CONTENTS

page page

REAR SUSPENSION

DESCRIPTION - REAR SUSPENSION .......32

OPERATION - REAR SUSPENSION .........32

WARNING

WARNINGS AND CAUTIONS .............32

SPECIFICATIONS

REAR SUSPENSION FASTENER TORQUE . . 33

SPECIAL TOOLS

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

HUB / BEARING

DESCRIPTION .........................34

OPERATION ...........................34

DIAGNOSIS AND TESTING - HUB AND

BEARING ............................34

REMOVAL .............................34

INSTALLATION .........................34

KNUCKLE

DESCRIPTION .........................34

OPERATION ...........................34

DIAGNOSIS AND TESTING - KNUCKLE ......34

REMOVAL .............................34

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

LATERAL LINK

DESCRIPTION .........................38

OPERATION ...........................38

DIAGNOSIS AND TESTING - LATERAL LINKS . 38

REMOVAL .............................38

INSTALLATION .........................39

SHOCK ASSEMBLY

DESCRIPTION - SHOCK ASSEMBLY ........40

OPERATION - SHOCK ASSEMBLY ..........40

DIAGNOSIS AND TESTING - SHOCK

ASSEMBLY ..........................40

REMOVAL - SHOCK ASSEMBLY ............40

DISASSEMBLY - SHOCK ASSEMBLY ........41

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

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

STABILIZER BAR

DESCRIPTION .........................43

OPERATION ...........................43

DIAGNOSIS AND TESTING - STABILIZER BAR . 43

REMOVAL .............................44

INSTALLATION .........................44

TRAILING LINK

DESCRIPTION .........................45

OPERATION ...........................45

DIAGNOSIS AND TESTING - TRAILING LINK . . 45

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

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

UPPER BALL JOINT

DESCRIPTION .........................47

DIAGNOSIS AND TESTING - UPPER BALL

JOINT ..............................47

UPPER CONTROL ARM

DESCRIPTION .........................47

OPERATION ...........................47

REMOVAL .............................47

DISASSEMBLY - UPPER BALL JOINT ........50

INSPECTION ..........................50

ASSEMBLY - UPPER BALL JOINT ..........50

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.

Page 70

JR REAR SUSPENSION 2 - 33

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.)

Knuckle:

Brake Adapter Mounting Bolts 61 N·m (45 ft. lbs.)

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 107 N·m (80 ft. lbs.)

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) 99 N·m (73 ft. lbs.) Bracket To Body Mounting

Bolts

Ball Joint:

Stud Nut 27 N·m (20 ft. lbs.)

Rear Suspension Crossmember:

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

Stabilizer Bar:

Isolator Bushing Retainer Bolt 28 N·m (20 ft. lbs.) Lateral Link Stabilizer Link Nut 35 N·m (26 ft. lbs.) Bracket To Crossmember Bolts 28 N·m (20 ft. lbs.)

108 N·m (80 ft. lbs.)

34 N·m (25 ft. lbs.)

SPECIAL TOOLS

REAR SUSPENSION

Puller, Pitman Arm CT-1106

Remover, Suspension Arm Bushing And Ball Joint

6804

Installer, Ball Joint

Page 71

2 - 34 REAR SUSPENSION JR

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

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

(2) Remove rear wheel and tire assembly.

(3) If equipped with rear disc brakes, 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) If equipped with rear drum brakes, remove the brake drum. (Refer to 5 - BRAKES/HYDRAULIC/ MECHANICAL/DRUM - REMOVAL)

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

(6) Remove hub and bearing retaining nut.

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

INSTALLATION

(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)

If equipped with rear disc brakes, install the brake rotor and caliper. (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTOR - INSTALLATION)

(4) If equipped with rear drum brakes, install the drum and adjust brake shoes as necessary. (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DRUM INSTALLATION)

(5) Install the rear tire and wheel assembly. Progressively tighten all wheel stud nuts in crisscross pattern to 135 N·m (100 ft. lbs.) torque.

(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 rear wheel and tire assembly.

(3) If vehicle is equipped with antilock brakes (ABS), remove rear wheel speed sensor from brake flex hose routing bracket (Fig. 1).

Page 72

JR REAR SUSPENSION 2 - 35

KNUCKLE (Continued)

(8) If equipped with rear drum brakes, remove parking brake cable from parking brake actuating lever, then remove cable from drum brake support plate. (Refer to 5 - BRAKES/PARKING BRAKE/CABLES - REMOVAL)

(9) Remove four bolts attaching drum brake support plate/disc brake adapter to knuckle (Fig. 3).

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

(4) If equipped with ABS, remove wheel speed sen-

sor head mounting bolt (Fig. 10).

(5) If equipped with rear drum brakes, remove brake drum. (Refer to 5 - BRAKES/HYDRAULIC/ MECHANICAL/DRUM - REMOVAL)

(6) If equipped with rear disc brakes, remove caliper and rotor. (Refer to 5 - BRAKES/HYDRAULIC/ MECHANICAL/BRAKE PADS/SHOES - REMOVAL)

(7) Remove rear hub and bearing assembly retaining nut and washer (Fig. 2), then remove hub and bearing assembly.

Fig. 3 Rear Brake Support Plate Mounting Bolts

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

(10) Remove drum brake support plate, brake shoes and wheel cylinder assembly/disc brake adapter from knuckle. It is not necessary to

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

drum brake assembly is removed, hang plate from rear shock assembly using mechanics wire as shown (Fig. 4). Do not allow drum brake assembly to hang by flex hose.

Fig. 2 Hub/Bearing Assembly Retaining Nut

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

Fig. 4 Correctly Stored Rear Brake Support Plate

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

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2 - 36 REAR SUSPENSION JR

KNUCKLE (Continued)

(11) Remove nuts and bolts attaching the forward

and rear lateral links (Fig. 5) to knuckle.

Fig. 5 Lateral Link Attachment To Rear Knuckle

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

(12) 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.

(13) Release ball joint stud from knuckle using Puller, Special Tool, CT-1106 (Fig. 6).

(14) Remove nut retaining upper control arm ball

joint to knuckle.

(15) Remove nut and washer attaching trailing link to rear knuckle. Use a wrench on the flat of the trailing link to keep it from turning when removing nut (Fig. 7).

Fig. 7 Trailing Link Attachment To Rear Knuckle

1 - TENSION NUT 2 - WRENCH 3 - KNUCKLE

(16) Remove the shock absorber clevis bracket to knuckle attaching nut and bolt (Fig. 8).

Fig. 6 Removing Ball Joint Stud From Knuckle

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

Fig. 8 Shock Absorber Attachment To Knuckle

1 - SHOCK ABSORBER CLEVIS BRACKET 2 - KNUCKLE

(17) Remove knuckle from vehicle.

Page 74

JR REAR SUSPENSION 2 - 37

KNUCKLE (Continued)

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. 8).

CAUTION: When installing trailing link bushing retainers, retainers must be installed with cupped side of retainer facing away from bushing and knuckle (Fig. 9).

(2) Install knuckle on trailing link. Install trailing link outer bushing, gold bushing retainer and retaining nut on trailing link (Fig. 9). Using a large adjustable wrench, to keep trailing link from rotating, tighten trailing link retaining nut to 99 N·m (73 ft. lbs.) torque.

(6) If equipped with rear drum brakes, install parking brake cable into support plate and attach to parking brake actuating lever. (Refer to 5 - BRAKES/ PARKING BRAKE/CABLES - INSTALLATION)

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

(8) If equipped with rear disc brakes, install rotor and caliper. (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/BRAKE PADS/SHOES - INSTALLATION)

(9) If equipped with rear drum brakes, install brake drum and adjust brake shoes as necessary. (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ DRUM - INSTALLATION)

(10) If equipped with ABS, install wheel speed sensor head (Fig. 10). Tighten speed sensor head mounting bolt to 7 N·m (60 in. lbs.) torque.

Fig. 9 Trailing Link Bushing And Retainer

Installation

1 - FORWARD LATERALARM 2 - REAR LATERAL ARM 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

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

(4) Install front and rear lateral links and attaching nuts and bolts onto knuckle (Fig. 5). Tighten lateral links-to-knuckle attaching bolts and nuts to 108 N·m (80 ft. lbs.) torque.

(5) Install rear drum brake assembly/disc brake adapter onto knuckle. Install four mounting bolts (Fig. 3) Tighten mounting bolts to 61 N·m (45 ft. lbs.) torque.

Fig. 10 Speed Sensor Head Attachment To Brake

Support Plate

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

(11) If equipped with ABS, attach routing bracket for wheel speed sensor cable to brake flex hose bracket and securely tighten attaching bolt (Fig. 1).

(12) Install wheel and tire assembly on vehicle. Install wheel mounting (lug) nuts and progressively tighten nuts in crisscross sequence to 135 N·m (100 ft. lbs.) torque.

(13) Lower vehicle.

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

Page 75

2 - 38 REAR SUSPENSION JR

LATERAL LINK

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.

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.

(3) Remove the rear stabilizer bar link from the

forward lateral link (Fig. 11).

Fig. 11 Stabilizer Bar To Lateral Link Attachment

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

(4) Remove the nut, bolt and washer (Fig. 11)

attaching the forward lateral link to the knuckle.

(5) Remove the nut and bolt attaching the lateral

link to the rear suspension crossmember (Fig. 12).

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 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.

Fig. 12 Lateral Link Attachment To Rear Suspension

Crossmember

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

(6) Remove the forward lateral link from the vehi-

cle.

Page 76

JR REAR SUSPENSION 2 - 39

LATERAL LINK (Continued)

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. 13).

Fig. 13 Rear Lateral Link Attachment To Knuckle

1 - KNUCKLE 2 - ADJUSTING SCREW 3 - NUT 4 - REAR LATERAL LINK 5 - BOLT

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

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. 12).

The forward lateral link is to be installed with the cup in cast portion facing down and toward rear knuckle (Fig. 11).

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

and washer at rear knuckle (Fig. 11).

(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. 11). 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 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.).

(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).

Fig. 14 Lateral Link Attachment To Rear Suspension

Crossmember

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

(5) Remove rear lateral link from vehicle.

REAR LATERAL LINK

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

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. 13).

(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).

Page 77

2 - 40 REAR SUSPENSION JR

SHOCK ASSEMBLY

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

• Dust shield

• Cup

• Jounce bumper

• Lower spring isolator

• Coil spring

• Strut

absorber. Also inspect jounce bumpers for signs of damage or deterioration.

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. 15).

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

Fig. 15 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.

Page 78

JR REAR SUSPENSION 2 - 41

SHOCK ASSEMBLY (Continued)

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)

(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. 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.

(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. 17) from the rod of the shock absorber.

Fig. 17 Shock Absorber Jounce Bumper And Collar

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

Fig. 16 Retainer Nut Removal/Installation (Typical)

1 - SHOCK ABSORBER SOCKET 2 - CROW FOOT

(12) Remove the lower coil spring isolator (Fig. 18) 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.

• Check the upper shock mount for cracks and dis-

tortion, and locating studs for any sign of damage.

Page 79

2 - 42 REAR SUSPENSION JR

SHOCK ASSEMBLY (Continued)

(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. 18).

(7) Install the jounce bumper as shown on the rod of the shock absorber (Fig. 19).

Fig. 18 Lower Coil Spring Isolator

1 - SHOCK ABSORBER 2 - COIL SPRING ISOLATOR

• 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 upper hooks and remove the coil spring from the compressor.

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. 20). Push the collar down until seated on the step of the shock absorber rod.

Fig. 19 Jounce Bumper Installed

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

Fig. 20 Installing Collar On Shock

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

Page 80

JR REAR SUSPENSION 2 - 43

SHOCK ASSEMBLY (Continued)

(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.

(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. 16).

(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.

(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

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.

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.

Page 81

2 - 44 REAR SUSPENSION JR

STABILIZER BAR (Continued)

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. 21) attaching the stabilizer bar attaching link/ isolator bushings to the stabilizer bar.

(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. 23).

Fig. 21 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. 22).

Fig. 22 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 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. 21). 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

(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. 22).

(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.

Page 82

JR REAR SUSPENSION 2 - 45

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.

Fig. 24 Trailing Link To Knuckle Attachment

1 - BUSHING 2 - NUT 3 - BUSHING RETAINER 4 - KNUCKLE 5 - BUSHING 6 - BUSHING RETAINER 7 - 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. 24) from the trailing link.

Remove the 4 bolts (Fig. 25) attaching the trail-

(4) ing link hanger bracket to the floor pan and frame rail.

(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.

(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. 26).

Fig. 25 Trailing Link Hanger Bracket Attachment To

Vehicle

1 - TRAILING LINK 2 - TRAILING LINK HANGER BRACKET

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.

NOTE: When installing trailing link into hanger bracket, the flat on the trailing link (Fig. 26) must be positioned at the hanger bracket.

Page 83

2 - 46 REAR SUSPENSION JR

TRAILING LINK (Continued)

Fig. 26 Separating Trailing Link From Hanger

Bracket

1 - HANGER BRACKET 2 - SPACER 3 - BUSHING 4 - RETAINER 5 - TRAILING LINK 6 - ADJUSTABLE WRENCH 7 - WRENCH

(1) Install the (black) inner bushing retainer, and inner bushing (Fig. 27) on the trailing link. Install the trailing link, retainer and bushing on the hanger bracket (Fig. 27). Then install the outer bushing, (gold) outer bushing retainer and nut (Fig. 27) 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. 27) on the trailing link.

(3) Install knuckle end of trailing link in rear knuckle.

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. 28). Then install 2 drift pins of appropriate size in positioning holes on hanger bracket and into locating holes in body (Fig. 28). With hanger bracket correctly positioned on vehicle tighten the 4 hanger bracket mounting bolts to a torque of 34 N·m (25 ft. lbs.).

Fig. 27 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) 6 - TRAILING LINK HANGER BRACKET 7 - OUTER TRAILING LINK BUSHING 8 - NUT 9 - OUTER BUSHING RETAINER (GOLD)

Fig. 28 Trailing Link Hanger Bracket Installation

1 - HANGER BRACKET 2 - TRAILING LINK 3 - LOCATING DRIFT PINS 4 - ATTACHING BOLTS 4

(5) At the knuckle, install the outer trailing link bushing, (gold) outer bushing retainer and retaining nut on trailing link (Fig. 24). Using a large adjustable wrench on flat of trailing link to keep it from rotating tighten the trailing link retaining nut (Fig.

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

CAUTION: When installing trailing link bushing retainers, the retainers must be installed with cupped side of retainer facing away from bushing and knuckle (Fig. 24).

Page 84

JR REAR SUSPENSION 2 - 47

UPPER BALL JOINT

DESCRIPTION

DIAGNOSIS AND TESTING - UPPER BALL JOINT

(1) Raise and support vehicle so that tires clear floor. (Refer to LUBRICATION & MAINTENANCE/ HOISTING - STANDARD PROCEDURE)

(2) Push inward and pull outward at top of tire noting if any movement of ball joint occurs.

(3) If movement is noted, replace upper control arm.

ALTERNATE METHOD

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

(2) Remove tire and wheel assembly. (Refer to 22 TIRES/WHEELS - REMOVAL)

(4) If movement is noted, replace upper control arm.

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 PROCEDURE).

(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. 29) on both sides of the vehicle.

Fig. 29 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. 30).

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.

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

Fig. 30 Muffler Support Bracket

1 - REAR FASCIA 2 - MUFFLER SUPPORT BRACKET 3 - ATTACHING BOLTS 4 - MUFFLER

Page 85

2 - 48 REAR SUSPENSION JR

UPPER CONTROL ARM (Continued)

(5) Remove the rear exhaust pipe hanger bracket from the rear suspension crossmember (Fig. 31). Let exhaust system drop down as far as possible.

Fig. 31 Exhaust Pipe Hanger At Rear Suspension

Crossmember

1 - BOLT 2 - REAR SUSPENSION CROSSMEMBER 3 - HANGER BRACKET 4 - EXHAUST PIPE

(7) If vehicle is equipped with antilock brakes, remove bolts and wheel speed sensor heads from both rear knuckles.

(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:

(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. 33).

(6) If vehicle is equipped with antilock brakes, remove routing clips for wheel speed sensor cable from brackets on both upper control arms (Fig. 32).

Fig. 32 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

Fig. 33 Ball Joint Stud Removal From Knuckle

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

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JR REAR SUSPENSION 2 - 49

UPPER CONTROL ARM (Continued)

(11) Position a transmission jack and wooden block under the center of the rear suspension crossmember to support and lower crossmember during removal (Fig. 34).

Fig. 34 Lowering And Supporting Rear Suspension

Crossmember

1 - WOODEN BLOCK 2 - TRANSMISSION JACK 3 - REAR SUSPENSION CROSSMEMBER

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 control arm to the rear suspension crossmember (Fig.

36).

(12) Remove the 4 bolts (Fig. 35) attaching rear

suspension crossmember to rear frame rails.

Fig. 35 Crossmember Attachment To Frame Rails

1 - ATTACHING BOLTS 2 - ATTACHING BOLTS 3 - REAR SUSPENSION CROSSMEMBER

Fig. 36 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

(15) Remove the upper control arm from the rear suspension crossmember.

(16) Transfer any required components to the replacement control arm.

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2 - 50 REAR SUSPENSION JR

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. 37). Install Remover/Installer, Special Tool 6804 on top of ball joint assembly (Fig. 37).

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. 38). Then install Remover/Installer, Special Tool 6804, on the top of the ball joint assembly (Fig. 38).

Fig. 37 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. 38 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)

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JR REAR SUSPENSION 2 - 51

UPPER CONTROL ARM (Continued)

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. 36). 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. 35).

(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. 39). 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. 39 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

(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.).

(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. 32). Securely tighten routing clip attaching bolts.

(9) Install muffler support bracket on rear frame rail (Fig. 30).

(10) Install rear exhaust pipe hanger on rear suspension crossmember (Fig. 31).

(11) Install the shock absorber clevis brackets on the rear knuckles (Fig. 29). 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).

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2 - 52 WHEEL ALIGNMENT JR

WHEEL ALIGNMENT

TABLE OF CONTENTS

page page

WHEEL ALIGNMENT

DESCRIPTION - WHEEL ALIGNMENT .......52

DIAGNOSIS AND TESTING - SUSPENSION

AND STEERING ......................55

STANDARD PROCEDURE

STANDARD PROCEDURE - PRE-WHEEL

ALIGNMENT INSPECTION ...............57

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 ......................57

STANDARD PROCEDURE - WHEEL

ALIGNMENT .........................58

SPECIFICATIONS

WHEEL ALIGNMENT ...................61

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

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JR WHEEL ALIGNMENT 2 - 53

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.

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

CROSS CASTER

Cross caster is the difference between left and

right caster.

Fig. 3 Toe

1 - TOE-IN 2 - TOE-OUT

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2 - 54 WHEEL ALIGNMENT JR

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.

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

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.

Fig. 5 S.A.I. and I.A.

1 - S.A.I. 2 - CAMBER 3 - I.A.

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).

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JR WHEEL ALIGNMENT 2 - 55

WHEEL ALIGNMENT (Continued)

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.

Fig. 6 Thrust Angle

DIAGNOSIS AND TESTING - SUSPENSION AND STEERING

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

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2 - 56 WHEEL ALIGNMENT JR

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

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JR WHEEL ALIGNMENT 2 - 57

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 spring. The heights should vary if the suspect spring is weak.

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2 - 58 WHEEL ALIGNMENT JR

WHEEL ALIGNMENT (Continued)

(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.

(2) When measuring, maximum left-to-right differential is not to exceed 20 mm (0.79 in.).

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.

(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.

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JR WHEEL ALIGNMENT 2 - 59

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.

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.

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.

NOTE: Do not leave the plastic locating pins in the cavity of the shock tower or mount. Objectionable noise may result.

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2 - 60 WHEEL ALIGNMENT JR

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.

1 - OUTER TIE ROD 2 - JAM NUT 3 - INNER TIE ROD 4 - STEERING GEAR BOOTS 5 - ADJUSTMENT SERRATIONS 6 - STEERING KNUCKLE

Fig. 10 Front Wheel Toe Adjustment

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).

(3) Tighten tie rod jam nuts (Fig. 10) to 61 N·m

(45 ft. lbs.) torque.

(4) Adjust steering gear to tie rod boots at the

inner tie rod.

(5) Remove steering wheel clamp. (6) Remove the alignment equipment.

(7) Road test the vehicle to verify the steering wheel is straight and the vehicle does not wander or pull.

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JR WHEEL ALIGNMENT 2 - 61

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

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°

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JR DIFFERENTIAL & DRIVELINE 3 - 1

DIFFERENTIAL & DRIVELINE

TABLE OF CONTENTS

page

HALF SHAFT ............................1

HALF SHAFT

TABLE OF CONTENTS

page page

HALF SHAFT

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

OPERATION ............................1

DIAGNOSIS AND TESTING

HALFSHAFT DIAGNOSIS ................1

REMOVAL .............................3

INSTALLATION ..........................6

SPECIFICATIONS - HALFSHAFT ............9

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 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.

SPECIAL TOOLS

HALFSHAFT ..........................9

CV BOOT - INNER

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

INSTALLATION .........................10

CV BOOT - OUTER

REMOVAL .............................14

INSTALLATION .........................15

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.

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.

Chrysler Sebring 2004, Sebring 2004,Sebring Convertible 2004,Stratus 2004 User Manual

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