Chrysler Stratus 1997, Stratus RHD 1997,Stratus LHD 1997 Interactive Electronic Service Manual

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Page 1

Welcome to the

1997 Stratus

(RHD & LHD)

Interactive Electronic Service Manual!

CLICK ON VEHICLE TO BEGIN

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Page 2

ENGINE OILAUTOMATICTRANSMISSIONFLUIDENGINE COOLANT BRAKE FLUIDPOWER STEERINGFLUIDWINDSHIELDWASHER FLUID

JA LUBRICATION AND MAINTENANCE 0 - 1

LUBRICATION AND MAINTENANCE

CONTENTS

page page

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

JUMP STARTING, HOISTING AND TOWING ... 7

GENERAL INFORMATION

INDEX

page page

GENERAL INFORMATION

CLASSIFICATION OF LUBRICANTS .......... 1

FLUID CAPACITIES ...................... 2

INTERNATIONAL SYMBOLS ............... 1

GENERAL INFORMATION

INTRODUCTION

Service and maintenance procedures for components and systems listed in Schedule—A or B can be found by using the Group Tab Locator index at the front of this manual. If it is not clear which group contains the information needed, refer to the index at the back of this manual.

There are two maintenance schedules that show proper service based on the conditions that the vehicle is subjected to.

Schedule— A , lists scheduled maintenance to be performed when the vehicle is used for general transportation.

Schedule— B , lists maintenance intervals for vehicles that are operated under the conditions listed at the beginning of the Maintenance Schedule section.

Use the schedule that best describes your driving conditions.

Where time and mileage are listed, follow the interval that occurs first.

PARTS AND LUBRICANT RECOMMENDATIONS

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

MAINTENANCE SCHEDULES ............... 3

INTRODUCTION ........................ 1

PARTS AND LUBRICANT RECOMMENDATIONS

....................................... 1

INTERNATIONAL SYMBOLS

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

Fig. 1 International Symbols

CLASSIFICATION OF LUBRICANTS

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

• Society of Automotive Engineers (SAE)

• American Petroleum Institute (API) (Fig. 2)

• National Lubricating Grease Institute (NLGI)

(Fig. 3)

Page 3

0 - 2 LUBRICATION AND MAINTENANCE JA

GENERAL INFORMATION (Continued)

Wheel bearing lubricant is identified by the letter “G”. Chassis lubricant is identified by the latter “L”. The letter following the usage letter indicates the quality of the lubricant. The following symbols indicate the highest quality.

Fig. 2 API Symbol

ENGINE OIL

SAE GRADE RATING INDICATES ENGINE OIL VISCOSITY

An SAE viscosity grade is used to specify the viscosity of engine oil. SAE 30 specifies a single viscosity engine oil. Engine oils also have multiple viscosities. These are specified with a dual SAE viscosity grade which indicates the cold-to-hot temperature viscosity range.

• SAE 30 = single grade engine oil.

• SAE 10W-30 = multiple grade engine oil.

API QUALITY CLASSIFICATION

The API Service Grade specifies the type of performance the engine oil is intended to provide. The API Service Grade specifications also apply to energy conserving engine oils.

Use engine oils that are API Service Certified. 5W-30 and 10W-30 MOPAR engine oils conform to specifications.

Refer to Group 9, Engine for engine oil specification.

GEAR LUBRICANTS

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

LUBRICANTS AND GREASES

Lubricating grease is rated for quality and usage by the NLGI. All approved products have the NLGI symbol (Fig. 3) on the label. At the bottom NLGI symbol is the usage and quality identification letters.

Fig. 3 NLGI Symbol

FLUID CAPACITIES

FUEL TANK

All .........................60.5 L (16.0 gal.)

ENGINE OIL—WITH FILTER

2.0L, 2.5L V6 ..................4.25 L (4.5 qts.)

2.4L ..........................4.7L(5.0 qts.)

ENGINE OIL—WITHOUT FILTER

2.0L, 2.5L V6 ...................3.8L(4.0 qts.)

2.4L ..........................4.3L(4.5 qts.)

COOLING SYSTEM

2.0L .........................8.1L(8.5 qts.)

2.4L .........................8.5L(9.0 qts.)

2.5L ........................9.9L(10.5 qts.)

AUTOMATIC TRANSAXLE

Estimated Service Fill ............3.8L(4.0 qts.)

Overhaul Fill Capacity with Torque Converter Empty

............................8.6L(9.1 qts.)

MANUAL TRANSAXLE

NV T350 ......................2.1L(2.2 qts.)

Page 4

JA LUBRICATION AND MAINTENANCE 0 - 3

MAINTENANCE SCHEDULES

INDEX

page page

GENERAL INFORMATION

INTRODUCTION ........................ 3

SCHEDULE—A ......................... 3

GENERAL INFORMATION

INTRODUCTION

There are two maintenance schedules that show the proper service for Chrysler vehicles. Use the schedule that best describes the conditions under which the vehicle is operated. Where time and mileage are listed, follow the interval that occurs first.

Schedule—A lists all the scheduled maintenance to be performed under “normal” operating conditions.

Schedule—B is a schedule for vehicles that are operated under one or more of the following conditions:

• Day and night temperatures are below freezing.

• Stop and go driving.

• Long periods of engine idling.

• Driving in dusty conditions.

• Short trips of less than 5 miles.

• Operation at sustained high speeds during hot

weather, above 90°F (32°C).

• Taxi, police or delivery service.

• Trailer towing or heavy hauling.

SCHEDULE—B ......................... 4

UNSCHEDULED INSPECTION .............. 3

• Check fluid levels of coolant reservoir, power steering and automatic transmission and add as required.

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

At Each Oil Change

• Inspect exhaust system.

• Inspect brake hoses.

• Inspect the CV joints and front suspension com-

ponents.

• Rotate the tires at each oil change interval shown on Schedule—A (7,500 miles – 12 000 km) or every other interval shown on schedule—B (6,000 miles – 10 000 km).

• Check coolant level, hoses and clamps.

• Check the manual transaxle fluid level.

• If the mileage is less than 7,500 miles (12 000

km) yearly, replace the engine oil filter at each oil change.

SCHEDULE—A

EMISSION CONTROL SYSTEM MAINTENANCE

The scheduled emission maintenance listed in bold

type in the Maintenance Schedules must be done at

the specified mileage to assure the continued proper functioning of the emission control system. These, and all other maintenance services included in this manual, should be done to provide the best vehicle performance and reliability. More frequent maintenance may be needed for vehicles in severe operating conditions such as dusty areas and very short trip driving.

UNSCHEDULED INSPECTION

At Each Stop For Fuel

• Check engine oil level, add as required.

• Check windshield washer solvent and add if

required.

Once A Month

• Check tire pressure and look for unusual wear

or damage.

7,500 Miles (12 000 km) or at 6 months

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

15,000 Miles (24 000 km) or at 12 months

• Change engine oil.

• Replace engine oil filter.

• Adjust drive belt tension.

22,500 Miles (36 000 km) or at 18 months

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

• Inspect the front brake pads and rear brake linings.

30,000 Miles (48 000 km) or at 24 months

• Change engine oil.

• Replace engine oil filter on all engines.

• Lubricate front and rear suspension ball joints.

• Adjust drive belt tension.

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0 - 4 LUBRICATION AND MAINTENANCE JA

GENERAL INFORMATION (Continued)

• Replace air cleaner element.

• Replace spark plugs on 2.0L and 2.4L

engines.

37,500 Miles (60 000 km) or at 30 months

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

45,000 Miles (72 000 km) or at 36 months

• Change engine oil.

• Replace engine oil filter on all engines.

• Inspect front brake pads and rear brake linings.

• Adjust drive belt tension.

• Flush and replace engine coolant at 36 months,

regardless of mileage.

52,500 Miles (84 000 km) or at 42 months

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

• Flush and replace engine coolant if not done at

36 months, regardless of mileage.

60,000 Miles (96 000 km) or at 48 months

• Change engine oil.

• Replace engine oil filter on all engines.

• Check and replace, if necessary***, the

PCV valve.**

• Lubricate front and rear suspension upper ball

joints.

• Replace drive belts.

• Replace air cleaner element.

• Replace ignition cables on 2.0 liter and 2.4

liter engines.

• Replace spark plugs on 2.0L and 2.4L

engines.

67,500 Miles (108 000 km) or at 54 months

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

• Inspect front brake pads and rear brake linings.

75,000 Miles (120 000 km) or at 60 months

• Change engine oil.

• Replace engine oil filter on all engines.

• Adjust drive belt tension.

• Flush and replace engine coolant if it has been

30,000 miles (48 000 km) or 24 months since last change.

82,500 Miles (132 000 km) or at 66 months

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

• Flush and replace engine coolant if it has been 30,000 miles (48 000 km) or 24 months since last change.

90,000 Miles (144 000 km) or at 72 months

• Change engine oil.

• Replace engine oil filter on all engines.

• Check and replace, if necessary***, the

PCV valve.**

• Lubricate front and rear suspension upper ball joints.

• Inspect front brake pads and rear brake linings.

• Adjust drive belt tension.

• Replace air cleaner air cleaner element.

• Replace spark plugs on 2.0L and 2.4L

engines.

97,500 Miles (156 000 km) or at 78 months

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

100,000 Miles (160 000km)

• Replace spark plugs and ignition cables on

2.5L engines.

105,000 Miles (168 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

• Replace engine timing belt on 2.0 liter and

2.4 liter California vehicles.

SCHEDULE—B

3,000 Miles (5 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

6,000 Miles (10 000 km)

• Change engine oil

• Replace engine oil filter on all engines.

9,000 Miles (14 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

12,000 Miles (19 000 km)

• Change engine oil

• Replace engine oil filter on all engines.

• Inspect front brake pads and rear brake linings.

15,000 Miles (24 000 km)

• Change engine oil

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

Page 6

JA LUBRICATION AND MAINTENANCE 0 - 5

GENERAL INFORMATION (Continued)

• Adjust drive belt tension.

• Change automatic transaxle fluid and filter.*

18,000 Miles (29 000 km)

• Change engine oil

• Replace engine oil filter on all engines.

21,000 Miles (34 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

24,000 Miles (38 000 km)

• Change engine oil

• Replace engine oil filter on all engines.

• Inspect front brake pads and rear brake linings.

27,000 Miles (43 000 km)

• Change engine oil

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

30,000 Miles (48 000 km)

• Change engine oil

• Replace engine oil filter on all engines.

• Check and replace, if necessary, the PCV

valve.**

• Lubricate front and rear suspension upper ball

joints.

• Adjust drive belt tension.

• Replace air cleaner element.

• Replace spark plugs on 2.0L and 2.4L

engines.

• Change automatic transmission fluid and filter.*

33,000 Miles (53 000 km)

• Change engine oil.

• replace engine oil filter on 2.0 liter and 2.4 liter

engines.

36,000 Miles (58 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

• Flush and replace engine coolant.

• Inspect front brake pads and rear brake linings.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

• Adjust drive belt tension.

• Change automatic transaxle fluid and filter.*

48,000 Miles (77 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

• Inspect front brake pads and rear brake linings.

51,000 Miles (82 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

• Flush and replace engine coolant.

54,000 Miles (86 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

57,000 Miles (91 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

60,000 Miles (96 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

• Check and replace, if necessary***, the

PCV valve.**

• Lubricate front and rear suspension upper ball joints.

• Replace drive belts.

• Replace air cleaner element.

• Replace ignition cables on 2.0 liter and 2.4

liter engines.

• Replace spark plugs on 2.0 liter and 2.4 liter engines.

• Change automatic transaxle fluid and filter.*

• Inspect front brake pads and rear brake linings.

63,000 Miles (101 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

39,000 Miles (62 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

42,000 Miles (67 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

45,000 Miles (72 000 km)

• Change engine oil.

66,000 Miles (106 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

69,000 Miles (110 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

Page 7

0 - 6 LUBRICATION AND MAINTENANCE JA

GENERAL INFORMATION (Continued)

72,000 Miles (115 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

• Inspect front brake pads and rear brake linings.

75,000 Miles (120 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

• Adjust drive belt tension.

• Replace the spark plugs and ignition

cables on 2.5 liter engines.

• Change automatic transaxle fluid and filter.*

78,000 Miles (125 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

81,000 Miles (130 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

• Flush and replace the engine coolant.

84,000 Miles (134 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

• Inspect front brake pads and rear brake linings.

87,000 Miles (139 000 km)

• Change engine oil.

• Replace engines oil filter on 2.0 liter and 2.4

liter engines.

90,000 Miles (144 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

• Check and replace, if necessary***, the

PCV valve.**

• Lubricate front and rear suspension upper ball

joints.

• Adjust drive belt tension.

• Replace air cleaner element.

• Replace spark plugs on 2.0 liter and 2.4

liter engines.

• Change automatic transaxle fluid and filter.*

93,000 Miles (149 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

96,000 Miles (154 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

• Inspect front brake pads and rear brake linings.

99,000 Miles (158 000 km)

• Change engine oil.

• Replace engine oil filter on 2.0 liter and 2.4 liter

engines.

105,000 (168 000 km)

• Change engine oil.

• Replace engine oil filter on all engines.

• Replace the engine timing belt on 2.0 liter

and 2.5 liter engines.

NOTE: * Police, taxi, or delivery service usage and trailer towing requires the more frequent transaxle service indicated witha*inschedule - B. Perform these services if you usually operate your vehicle under these conditions.

NOTE: **This maintenance is recommended by Chrysler to the owner but is not required to maintain the warranty on the PCV valve.

NOTE: ***This maintenance is not required if the PCV valve was previously replaced.

Page 8

ENGINE GROUNDNEGATIVE JUMPER CABLEBATTERY NEGATIVE CABLEPOSITIVE JUMPER CABLEBATTERY POSITIVE CABLEBATTERYTEST INDICATOR

JA LUBRICATION AND MAINTENANCE 0 - 7

JUMP STARTING, HOISTING AND TOWING

INDEX

page page

SERVICE PROCEDURES

HOISTING RECOMMENDATIONS ........... 8

SERVICE PROCEDURES

JUMP STARTING PROCEDURE

WARNING: REVIEW ALL SAFETY PRECAUTIONS AND WARNINGS IN GROUP 8A, BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS. DO NOT JUMP START A FROZEN BATTERY, 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.

JUMP STARTING PROCEDURE ............. 7

TOWING RECOMMENDATIONS ............. 8

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. 1).

(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: 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

Fig. 1 Jumper Cable Clamp Connections

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

(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 min.), before cranking again.

Page 9

DRIVE ON LIFT FRAME CONTACT LIFT (SINGLE POST) CHASSIS LIFT (DUAL POST)

0 - 8 LUBRICATION AND MAINTENANCE JA

OUTBOARD LIFT (DUAL POST) FLOOR JACK

WHEEL LIFTFLAT BED

SERVICE PROCEDURES (Continued)

DISCONNECT CABLE CLAMPS AS FOLLOWS:

• Disconnect BLACK cable clamp from engine

ground on disabled vehicle.

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

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

HOISTING RECOMMENDATIONS

Refer to Owner’s Manual provided with vehicle for

proper emergency jacking procedures.

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

TOWING RECOMMENDATIONS

RECOMMENDED TOWING EQUIPMENT

To avoid damage to bumper fascia and air dams use of a flat bed towing device or wheel lift (Fig. 3) is recommended. When using a wheel lift towing device, be sure the unlifted end of disabled vehicle has at least 100 mm (4 in.) ground clearance. If minimum ground clearance cannot be reached, use a towing dolly. If a flat bed device is used, the approach angle should not exceed 15 degrees.

Fig. 3 Recommended Towing Equipment

GROUND CLEARANCE

Fig. 2 Hoisting And Jacking Points

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.

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

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

• 5-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.

Page 10

JA LUBRICATION AND MAINTENANCE 0 - 9

SERVICE PROCEDURES (Continued)

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.

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.

FLAT BED TOWING TIE DOWNS

JA 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.

TOWING—FRONT WHEEL LIFT

Chrysler 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.

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

Page 11

Page 12

JA SUSPENSION 2 - 1

SUSPENSION

CONTENTS

page page

FRONT SUSPENSION ..................... 8

REAR SUSPENSION ..................... 45

WHEEL ALIGNMENT

INDEX

page page

DESCRIPTION AND OPERATION

WHEEL ALIGNMENT INFORMATION ......... 1

DIAGNOSIS AND TESTING

PRE-WHEEL ALIGNMENT INSPECTION ...... 4

SUSPENSION AND STEERING DIAGNOSIS . . . 3

DESCRIPTION AND OPERATION

WHEEL ALIGNMENT INFORMATION

Proper vehicle wheel alignment is the proper adjustment of all interrelated front and rear suspension angles (Fig. 1). These angles are what affects the handling and steering of the vehicle when it is in motion.

The method of checking a vehicle’s front and rear wheel alignment will vary depending on the type and manufacturer of the equipment being used. Instructions furnished by the manufacturer of the equipment being used should always be followed to ensure accuracy of the alignment, except alignment specifications recommended by Chrysler Corporation MUST ALWAYS be used.

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

WHEEL ALIGNMENT ..................... 1

SERVICE PROCEDURES

WHEEL ALIGNMENT CHECK AND

ADJUSTMENT PROCEDURE ............. 4

SPECIFICATIONS

VEHICLE ALIGNMENT SPECIFICATIONSAT

CURB HEIGHT ........................ 7

Wheel alignment adjustments should always be made in the following sequence, to ensure that an accurate alignment is performed.

(1) Adjust rear camber to be at the prefered setting specification.

(2) Adjust rear wheel Toe to be at the prefered setting specification..

(3) Adjust front wheel Toe to be at the prefered setting specification for individual wheel Toe and for total Toe.

(4) Toe is measured in degrees or inches and is the distance that the front edges of the tires are closer (or farther apart) than the rear edges (Fig. 1). See Front Wheel Drive Specifications for correct front and rear wheel Toe specifications.

(5) Thrust Angle is defined as the average of the Toe settings on each rear wheel. If this measurement is out of specification, re-adjust rear wheel Toe so that each wheel has 1/2 of the total Toe measurement. When re-adjusting, do not exceed the total Toe specification.

Page 13

FRONT

TOE IN

LOOSEN NUT TO ADJUSTTOEADJUST TOE NEGATIVE POSITIVECAMBERTOETOE OUT

2 - 2 SUSPENSION JA

DESCRIPTION AND OPERATION (Continued)

Fig. 1 Alignment Camber/Toe

Page 14

JA SUSPENSION 2 - 3

DIAGNOSIS AND TESTING

SUSPENSION AND STEERING DIAGNOSIS

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 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

Front End Clunk Or Snap On Turns 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 3. Tighten Or Replace Tie Rod End Or

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

Ball Joint

5. Tighten Sway Bar Or Upper Strut Attachment To Specified Torque

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

Road Wander 1. Incorrect Tire Pressure 1. Inflate Tires To Rcommended

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 6. Tighten To Specified Torque Or

7. Loose Crossmember Bolts 7. Tighten Crossmember Bolts To

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 5. Replace Steering Gear

6. Excessive Friction In Steering Shaft Coupling

7. Excessive Friction In Strut Upper Bearing

1. Replace Transaxle Gears Or Bearings

2. Replace Transaxle Gears Or Bearings

Replace Control Arm Bushing Specified Torque

Pressure

6. Replace Steering Coupler

7. Replace Strut Bearing

Page 15

2 - 4 SUSPENSION JA

DIAGNOSIS AND TESTING (Continued)

CONDITION POSSIBLE CAUSES POTENTIAL CORRECTIONS

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

4. Power Steering Gear Imbalance 4. Replace Power Steering Gear

5. Wheel Braking 5. Correct Braking Condition Causing

Excessive Steering Free Play 1. Incorrect Steering Gear Adjustment 1. Adjust Or Replace Steering Gear

2. Worn Or Loose Tie Rod Ends 2. Replace Or Tighten Tie Rod Ends

3. Loose Steering Gear Mounting Bolts 3. Tighten Steering Gear Bolts To The

4. Loose Or Worn Steering Shaft Coupler

Excessive Steering Effort 1. Low Tire Pressure 1. Inflate All Tires To Recommended

2. Lack Of Lubricant In Steering Gear 2. Replace Steering Gear

3. Low Power Steering Fluid Level 3. Fill Power Steering Fluid Reservoir To

4. Loose Power Steering Pump Belt 4. Correctly Adjust Power Steering Pump

5. Lack Of Lubricant In Steering Ball Joints

6. Steering Gear Malfunction 6. Replace Steering Gear

7. Lack Of Lubricant In Steering Coupler 7. Replace Steering Coupler

Pressure

Camber

Lateral Pull

Specified Torque

5. Replace Steering Shaft Coupler

Pressure

Correct Level Drive Belt

5. Lubricate Or Replace Steering Ball Joints

PRE-WHEEL ALIGNMENT INSPECTION

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

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

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

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

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

(5) Check vehicle ride height to verify it is within specifications.

(6) Alignment MUST only be checked after the vehicle has the following areas inspected and or adjusted. Recommended tire pressures, full tank of fuel, no passenger or luggage compartment load and is on a level floor or a properly calibrated alignment rack.

SERVICE PROCEDURES

WHEEL ALIGNMENT CHECK AND ADJUSTMENT PROCEDURE

CASTER CAMBER DESCRIPTION

On this vehicle, the front suspension caster and camber settings and the rear suspension caster settings, are determined at the time the vehicle is designed. This is accomplished by very accurately locating the vehicle’s suspension components when designing and assembling the vehicle. This is called a Net Build vehicle and results in no required or available adjustment of front and rear caster and front camber after the vehicle is built or when servicing the suspension components. Thus Caster and Camber are not normally considered an adjustable specification when performing an alignment on this vehicle. Though Caster and Camber are not adjustable they must be checked to ensure they meet vehicle specifications.

If a vehicle’s front camber is found to be outside of the required specifications, the vehicles front suspension components should be inspected for any signs of damage or bending.

Rear Camber on this vehicle is adjustable. The rear camber on this vehicle is adjusted using the

Page 16

FORWARDLATERALARM STABILIZERBARADJUSTINGSCREWJAM NUTADJUSTINGSCREW JAM NUTSREAR LATERAL LINK

FORWARD LATERAL LINK302mm(MAX)REAR LATERAL LINK391mm(MAX) 90mm(MAX)

JA SUSPENSION 2 - 5

SERVICE PROCEDURES (Continued)

adjusting screw located in the forward and rear lateral links of the vehicles rear suspension (Fig. 2).

Rear Caster on this vehicle is not adjustable and is

not shown as an alignment specification.

CAUTION: Do not attempt to adjust the vehicles Caster or Camber by heating, bending or any other modification of the suspension components.

CAUTION: When checking the rear alignment on this vehicle the alignment rack must be equipped with rear skid plates.

Correctly position vehicle on alignment rack and install all required equipment on vehicle, per the alignment equipment manufacturers specifications.

NOTE: Prior to reading each alignment specification, front and rear of vehicle should be jounced an equal number of times. Induce jounce (rear first then front) by grasping center of bumper and jouncing each end of vehicle an equal number of times. Bumper should always be released when vehicle is at the bottom of the jounce cycle.

Fig. 2 Lateral Arm Adjusting Screw Jam Nuts

CAUTION: When setting rear Camber and Toe on the vehicle, the maximum lengths of the adjustable lateral link at the locations shown in (Fig. 3) must not be exceeded. If these maximum lengths are exceeded, inadequate retention of adjustment link to the inner and outer link may result.

Correctly jounce vehicle and read front and rear alignment settings and compare to vehicle specifications for camber, caster and Toe. See Alignment Specifications in this group of the service manual for required specifications.

FRONT WHEEL TOE AND REAR WHEEL TOE AND CAMBER SETTING PROCEDURE

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

(2) Center steering wheel and lock in place using a steering wheel clamp.

NOTE: When performing the Front Toe and Rear Camber and Toe setting procedure, the rear wheel Camber and Toe MUST be set to the preferred specification first, then set front wheel Toe to the preferred specification.

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, (Fig. 2) when loosening or adjusting the lateral links.

(3) Loosen the adjusting screw jam nuts (Fig. 2) on all 4 of the rear lateral arm adjusting screws.

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.

Fig. 3 Rear Lateral Link Maximum

LengthDimensions

(4) Rough in Rear Camber setting as close as possible to the preferred specification first, by mainly adjusting the rear lateral link adjusting screw (Fig.

2). Some adjustment of the forward lateral link adjusting screw (Fig. 2) will also be required to get Rear Camber setting to preferred specification. See Alignment Specifications in this group of the service manual for preferred specification.

(5) Adjust the forward lateral link adjusting screw (Fig. 2) to set rear Toe to preferred specification. See Alignment Specifications in this group of the service manual for preferred specification.

• Adjusting Toe will cause a slight change in the Camber setting. If during setting of Toe, Camber no longer is at the preferred specification, continue to

Page 17

OUTER TIE ROD JAM NUT INNER TIEROD

ADJUSTMENTSERRATIONSSTEERINGKNUCKLE

STEERING GEAR

BOOTS

2 - 6 SUSPENSION JA

SERVICE PROCEDURES (Continued)

adjust Camber and Toe until both are at their preferred specifications.

(6) 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 65 N·m (48 ft. lbs.). This will securely hold adjusting screws from turning.

CAUTION: Do not twist front inner tie rod to steering gear rubber boots during front wheel Toe adjustment.

(7) Loosen front inner to outer tie rod end jam nuts (Fig. 4). Grasp inner tie rods at serrations (Fig.

4) and rotate inner tie rods of steering gear to set front Toe to the preferred Toe specification. See Alignment Specifications in this group of the service manual for preferred specification

Fig. 4 Inner To Outer Tie Rod Jam Nut

(8) Tighten tie rod locknuts (Fig. 4) to 61 N·m (45

ft. lbs.) torque.

(9) Adjust steering gear to tie rod boots (Fig. 4) at

inner tie rod.

(10) Remove steering wheel clamp.

Page 18

JA SUSPENSION 2 - 7

SPECIFICATIONS

VEHICLE ALIGNMENT SPECIFICATIONS AT CURB HEIGHT

FRONT WHEEL ALIGNMENT

CAMBER....................................................-0.6° to +0.6° +0.0°

TOE— RIGHT/

LEFT.................................

TOTAL

TOE..............................................

Specified In Degrees (See Note)

CASTER*..................................................+2.3° to +4.3° +3.3°

*Side To Side Caster Difference Not To

Exceed.........................................................

REAR WHEEL ALIGNMENT ACCEPTABLE ALIGNMENT

CAMBER....................................................-0.6° to +0.2° -0.2°

TOE— RIGHT/

LEFT..................................

TOTAL

TOE..............................................

Specified In Degrees (See Note) TOE OUT: When Backed On Alignment Rack Is TOE In When Driving

THRUST

ANGLE.....................................

Note: Total Toe is the arithmetic sum of the left and right wheel Toe settings. Positive is Toe-in, negative is Toe-out. 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.

ACCEPTABLE ALIGNMENT

RANGE AT CURB HEIGHT

0.05°out to 0.15° in 0.05° in

0.1°out to 0.3°in 0.1° in

1.0° or less 0.0°

PREFERRED SETTING

RANGE AT CURB HEIGHT

0.05° out to 0.15° in 0.05° in

0.1° out to 0.3° in 0.1° in

+ or - 0.15° 0.0°

PREFERRED SETTING

Page 19

SHOCKTOWERCOILSPRING NO SHEET METALSCREWS, BOLTS, ORANY OTHER METALFASTENERS ARE TOBE INSTALLED INSHOCK TOWER AREA.ALSO, NO HOLES ARETO BE DRILLED INTOSHOCK TOWER INTHIS SAME AREA.

2 - 8 SUSPENSION JA

FRONT SUSPENSION

INDEX

page page

GENERAL INFORMATION

GENERAL INFORMATION ................. 8

DESCRIPTION AND OPERATION

COIL SPRING ......................... 10

FRONT SUSPENSION SYSTEM

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

HUB BEARING ASSEMBLY ............... 10

LOWER CONTROL ARM BALL JOINT ....... 10

LOWER CONTROL ARM .................. 9

SHOCK ABSORBER ASSEMBLY ............ 9

STABILIZER BAR ........................ 9

STEERING KNUCKLE .................... 9

UPPER CONTROL ARM BALL JOINT ........ 10

UPPER CONTROL ARM ................... 9

WHEEL MOUNTING STUDS .............. 10

DIAGNOSIS AND TESTING

HUB/BEARING ......................... 11

LOWER BALL JOINT ASSEMBLY WEAR

INSPECTION ......................... 11

LOWER CONTROL ARM ................. 11

SHOCK ABSORBER ASSEMBLY ........... 10

STABILIZER BAR ....................... 11

STEERING KNUCKLE ................... 10

UPPER BALL JOINT WEAR INSPECTION .... 11

UPPER CONTROL ARM .................. 11

REMOVAL AND INSTALLATION

FRONT HUB/BEARING ASSEMBLY ......... 26

LOWER CONTROL ARM ................. 18

SHOCK ABSORBER ASSEMBLY ........... 12

STABILIZER BAR ....................... 26

STEERING KNUCKLE ................... 21

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

WHEEL MOUNTING STUDS .............. 31

DISASSEMBLY AND ASSEMBLY

CONTROL ARM CLEVIS BUSHING ......... 38

LOWER BALL JOINT SEAL BOOT .......... 39

LOWER CONTROL ARM FRONT ISOLATOR

BUSHING ........................... 36

LOWER CONTROL ARM REAR ISOLATOR

BUSHING ........................... 37

SHOCK ABSORBER ..................... 33

STABILIZER BAR BUSHING ............... 42

UPPER BALL JOINT SEAL BOOT ........... 41

SPECIFICATIONS

FRONT SUSPENSION FASTENER TORQUE

SPECIFICATIONS ..................... 42

SPECIAL TOOLS

FRONT SUSPENSION ................... 43

GENERAL INFORMATION

CAUTION: ONLY FRAME CONTACT HOISTING EQUIPMENT CAN BE USED ON THIS VEHICLE. All vehicles have a fully independent rear suspension. The vehicles 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.

CAUTION: At no time when servicing a vehicle, can a sheet metal screw, bolt or other metal fastener be installed in the shock tower to take the place of an original plastic clip. Also, NO holes can be drilled into the front shock tower in the area shown in (Fig. 1), for the installation of any metal fasteners into the shock tower.

Because of the minimum clearance in this area

(Fig. 1) installation of metal fasteners could damage

the coil spring coating and lead to a corrosion failure of the spring. If a plastic clip is missing, or is lost or broken during servicing a vehicle, replace only with the equivalent part listed in the Mopar parts catalog.

Fig. 1 Shock Tower To Spring Minimum

ClearanceArea

Page 20

JA SUSPENSION 2 - 9

DESCRIPTION AND OPERATION

FRONT SUSPENSION SYSTEM DESCRIPTION

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

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 assembly is also isolated from the aluminum bracket using a 2 piece rubber bushing design. 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. Steering of the vehicle is provided by a rack and pinion steering gear which is connected directly to the steering knuckle by an outer tie rod.

The front shock absorber assembly includes the following components: A rubber isolated top mount, an upper spring seat, upper control arm/shock absorber bracket, jounce bumper, dust shield, coil spring, lower spring seat and the shock absorber clevis bracket.

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.

SHOCK ABSORBER ASSEMBLY

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

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

The bottom of the shock absorber assembly attaches to the lower control arm of the vehicle using a thru-bolt and prevailing torque nut. Caster and camber is a fixed setting (net build) on all vehicles and is not required nor can be adjusted.

STEERING KNUCKLE

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 also has machined abutments on the casting to support and align the front brake caliper assembly. The knuckle also holds the front drive shaft outer C/V joint hub and bearing assembly. The hub is positioned through the bearing and knuckle, with the constant velocity stub shaft splined through the hub. The outer C/V joint is retained to the hub and bearing assembly using a nut, nut lock and cotter pin.

LOWER CONTROL ARM

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

UPPER CONTROL ARM

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 isolator bushings used in the upper control arm are a metal encased rubber isolated pivot bushing. The bushings isolate the upper control arm from the body of the vehicle yet allows for the up and down movement of the control arm during the jounce and rebound travel of the vehicle suspension. The upper control arm is bolted to the top of the steering knuckle using the upper ball joint.

STABILIZER BAR

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.

Page 21

2 - 10 SUSPENSION JA

DESCRIPTION AND OPERATION (Continued)

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

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 stabilizer bar to crossmember bushings are split for easy removal and installation.

HUB BEARING ASSEMBLY

The bearing used on the front hub of this vehicle is the combined hub and bearing unit type assembly. This unit assembly combines the front wheel mounting hub (flange) and the front wheel bearing into a one piece unit. The hub/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/bearing unit is not serviceable and must be replaced as an assembly if the bearing or the hub is determined to be defective. The wheel mounting studs are the only replaceable component of the hub/bearing assembly.

COIL SPRING

Coil springs are rated separately for each corner or side of the vehicle depending on optional equipment and type of vehicle service. During service procedures when both springs are removed, mark springs to ensure installation in original position. 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.

LOWER CONTROL ARM BALL JOINT

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. 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.

UPPER CONTROL ARM BALL JOINT

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 castle nut and cotter pin. The ball joint is not serviceable as a separate component of the upper control arm. If the ball joint is defective it will require replacement of the entire upper control arm.

WHEEL MOUNTING STUDS

If wheel attaching studs need to be replaced in the hub and bearing assembly the studs CAN NOT be hammered out of the hub flange. If a stud is removed by hammering it out of the bearing flange, damage to the hub and bearing assembly will occur leading to premature bearing failure.

Use the procedure and special tools shown in the service procedures section for the wheel mounting studs when replacing the wheel attaching studs.

The hub and bearing assembly does not require removal from the steering knuckle or the rear knuckle to replace the wheel attaching studs in the hub and bearing assembly.

DIAGNOSIS AND TESTING

SHOCK ABSORBER ASSEMBLY

(1) Inspect for damaged or broken coil springs (Fig. 2).

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

(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 lower end of unit). 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. 2).

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.

On this vehicle the steering knuckle must be removed from the vehicle when servicing the front hub bearing.

Page 22

UPPER SPRINGSEATDUST BOOTSHOCKABSORBERCOILSPRING

JA SUSPENSION 2 - 11

DIAGNOSIS AND TESTING (Continued)

any component of the upper control arm. Service procedures to replace the serviceable components are detailed in the specific component sections of this group.

LOWER BALL JOINT ASSEMBLY WEAR INSPECTION

(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.).

Fig. 2 On Vehicle Shock Absorber

AssemblyInspection

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.

UPPER CONTROL ARM

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

a broken or bent upper control arm.

The only serviceable component of the upper control arm is the ball joint grease seal. No other repair or replacement procedure should be attempted on

UPPER BALL JOINT WEAR INSPECTION

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

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

STABILIZER BAR

Inspect for broken or distorted stabilizer bar bushings, bushing retainers, and worn or damaged stabilizer bar to control arm attaching links. If stabilizer bar to front suspension cradle bushing replacement is required, bushing can be removed from stabilizer bar by opening slit and peeling bushing off stabilizer bar.

HUB/BEARING

The hub 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 hub bearing.

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 hub 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 hub bearing is considered normal and should not require replacement of the hub bearing.

Page 23

WHEEL SPEED SEN-SOR CABLESPEED SENSOR CABLE ROUTINGBRACKET STEERINGKNUCKLEATTACHINGBOLTBRAKE CALIPER FLEXHOSE

UPPER CONTROL ARMSHOCK ABSORBERMOUNTING BRACKET BALLJOINT SHOCK ABSORBERASSEMBLYSTEERINGKNUCKLECOTTER PINCASTLENUTUPPER CONTROLARM

BALLJOINTBALL JOINT STUDSPECIAL TOOLC3894–ASHOCK ABSORBERASSEMBLYUPPER CONTROLARM

SHOCKABSORBERASSEMBLY

PINCH BOLT AND NUT

WHEEL SPEEDSENSOR CABLEBRAKEFLEX HOSECLEVISBRACKETSTEERINGKNUCKLE

2 - 12 SUSPENSION JA

REMOVAL AND INSTALLATION

SHOCK ABSORBER ASSEMBLY

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

REMOVE

(1) Loosen wheel nuts.

(2) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.

(3) Remove wheel and tire assembly from location on front of vehicle requiring strut removal.

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

(5) Remove the wheel speed sensor cable routing bracket (Fig. 3) from the steering knuckle.

Fig. 4 Ball Joint Attachment To SteeringKnuckle

Fig. 3 Wheel Speed Sensor Cable RoutingBracket

(6) Remove the cotter pin and castle nut (Fig. 4) 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. 5). Pull steering knuckle outward and position toward the rear of the front wheel opening.

(8) Remove pinch bolt attaching shock absorber clevis to shock absorber (Fig. 6).

(9) Remove the thru-bolt (Fig. 7) attaching the shock absorber clevis to the lower control arm.

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

Fig. 5 Ball Joint Stud Removal From

SteeringKnuckle

Fig. 6 Shock Absorber Clevis Bracket PinchBolt

(11) Remove the 4 bolts (Fig. 8) attaching the shock absorber/upper control arm mounting bracket to the shock tower of the vehicle.

Page 24

COVER SHOCKTOWERSHOCK ABSORBERLOWER CONTROL ARMMOUNTING BRACKETBOLTS

TIE ROD END

LOWER CONTROLARMSHOCK ABSORBERCLEVISTHRU-BOLT

SHOCKABSORBER CLEVIS MUST BE INSTALLEDFLUSH AGAINST LOCATINGTAB HEREORIENTATIONTABCLEVIS SPLITSHOCK CLEVISLOCATING TAB

SHOCKABSORBERCLEVISLOWER CONTROL ARMBALL JOINT CAP

JA SUSPENSION 2 - 13

REMOVAL AND INSTALLATION (Continued)

Fig. 7 Clevis To Lower Control Arm AttachingBolt

Fig. 8 Shock Absorber Attachment To ShockTower

(12) Remove the shock absorber and upper control arm mounting bracket as an assembly from the vehicle. The shock absorber is removed out through the front area of the front wheel well.

INSTALL

(1) Install the shock absorber 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. 8). Tighten the 4 bolts to a torque of 90 N·m (68 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. 9). Orientation tab on locating tab (Fig. 9) must be positioned in the split of the clevis.

(3) Install the clevis bracket to lower control arm thru-bolt (Fig. 7). Do not tighten or torque the thrubolt at this time.

Fig. 9 Clevis Correctly Installed On ShockAbsorber

(4) Install upper ball joint into steering knuckle. Install castle nut on ball joint stud. Tighten castle nut to a torque of 62 N·m (45 ft. lbs.). Install cotter pin in stud of ball joint (Fig. 4).

(5) Install the routing bracket for the speed control cable (Fig. 3) on the steering knuckle. Install and securely tighten the routing bracket attaching bolt (Fig. 3).

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. 10).

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

Fig. 10 Lower Control Arm Correctly SupportedBy

Jack Stand

Page 25

WHEEL SPEED SEN-SOR CABLESPEED SENSOR CABLE ROUTINGBRACKET STEERINGKNUCKLEATTACHINGBOLTBRAKE CALIPER FLEXHOSE

UPPER CONTROL ARMSHOCK ABSORBERMOUNTING BRACKET BALLJOINT SHOCK ABSORBERASSEMBLYSTEERINGKNUCKLECOTTER PINCASTLENUTUPPER CONTROLARM

BALLJOINTBALL JOINT STUDSPECIAL TOOLC3894–ASHOCK ABSORBERASSEMBLYUPPER CONTROLARM

SHOCKABSORBERASSEMBLY

PINCH BOLT AND NUT

WHEEL SPEEDSENSOR CABLEBRAKEFLEX HOSECLEVISBRACKETSTEERINGKNUCKLE

2 - 14 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(7) zTighten the shock absorber clevis to lower control arm bushing thru-bolt to a torque of 95 N·m (70 ft. lbs.).

(8) 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 129 N·m (95 ft. lbs.).

UPPER CONTROL ARM

REMOVE

(1) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle. Remove wheel and tire assembly from side of vehicle requiring service to lower control arm.

(2) Remove wheel and tire assembly from location on front of vehicle requiring upper control arm removal.

(3) Remove the wheel speed sensor cable routing bracket (Fig. 11) from the steering knuckle.

Fig. 12 Ball Joint Attachment To SteeringKnuckle

Fig. 11 Wheel Speed Sensor Cable RoutingBracket

(4) Remove the cotter pin and castle nut (Fig. 12) from the upper ball joint stud.

(5) Remove the upper ball joint stud from the steering knuckle using Puller, Special Tool, C-3894-A (Fig. 13). Pull steering knuckle outward and position toward the rear of the front wheel opening.

(6) Remove bolt (Fig. 14) attaching shock absorber clevis to the shock absorber.

Fig. 13 Ball Joint Stud Removal From

SteeringKnuckle

Fig. 14 Shock Absorber Clevis Pinch Bolt

Page 26

COVER SHOCKTOWERSHOCK ABSORBERLOWER CONTROL ARMMOUNTING BRACKETBOLTS

TIE ROD END

LOWER CONTROLARMSHOCK ABSORBERCLEVISTHRU-BOLT

SHOCK ABSORBER ASSEM-BLYVISESHOCK ABSORBER CLEVIS

SPECIAL TOOLGP-2020-C3.5

JA SUSPENSION 2 - 15

REMOVAL AND INSTALLATION (Continued)

(7) Remove the thru-bolt (Fig. 15) attaching the shock absorber clevis to the lower control arm.

Fig. 17 Shock Absorber Correctly Mounted In Vise

WARNING: DO NOT REMOVE SHOCK ABSORBER

Fig. 15 Clevis To Lower Control Arm Attaching

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

(9) Remove the 4 bolts (Fig. 16) attaching the upper control arm/shock absorber mounting bracket to the shock tower of the vehicle.

ROD NUT, BEFORE SHOCK ABSORBER COIL SPRING IS COMPRESSED, REMOVING SPRING TENSION FROM UPPER CONTROL ARM/SHOCK ABSORBER MOUNTING BRACKET.

WARNING: WHEN COMPRESSING COIL SPRING FOR REMOVAL FROM SHOCK ABSORBER, THE FIRST FULL TOP AND BOTTOM COIL OF THE COIL SPRING MUST BE CAPTURED BY THE JAWS OF THE COIL SPRING COMPRESSOR.

Fig. 16 Shock Absorber Attachment To ShockTower

(10) Remove the shock absorber and upper control arm mounting bracket as an assembly from the vehicle.

CAUTION: Do not clamp the shock absorber in a vise by the body of the shock absorber. The clevis bracket must be reinstalled on the shock absorber clamped in the vise using the clevis bracket.

(11) Install clevis bracket back on shock absorber and tighten pinch bolt. Then using the clevis bracket, clamp the shock absorber assembly in vise, with shock absorber in a vertical position (Fig. 17).

(12) Compress shock absorber coil spring, using Professional Services Equipment Spring Compressor, GP-2020-C3.5 fitted with the GP-C42 top spring shoe and the GP-A20 bottom spring shoe (Fig. 18).

Fig. 18 Compressing Shock Absorber Coil Spring

Page 27

SHOCK ABSORBER/UPPERCONTROL ARM MOUNTINGBRACKET

SHOCK ABSORBERSOCKET SNAP-ON A136CROW FOOT

ISOLATORBUSHINGWASHER

SHOCK ABSORBER/CON-TROL ARM MOUNTINGBRACKET SHOCKABSORBERSPRING COMPRES-SOR

SHOCK ABSORBER/CON-TROL ARM MOUNTINGBRACKET UPPER SPRING ISO-LATOR

LOWER ISOLATORBUSHING

SHOCK ABSORBER/CONTROL ARMMOUNTING BRACKETSHOCK ABSORBER RODUPPER ISOLATOR BUSHING

SLEEVE

2 - 16 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(13) Hold the rod of the shock absorber from rotating using Shock Absorber Socket, Snap-On A136 or an equivalent (Fig. 19). Then remove the shock absorber shaft nut.

Fig. 21 Shock Absorber/Upper Control ArmMounting

Bracket

Fig. 19 Shock Absorber Shaft Nut Removal

(14) Remove the washer (Fig. 20) from shock absorber rod.

Fig. 20 Shock Absorber Rod Upper Washer

(15) Remove the shock absorber/upper control arm mounting bracket and isolator bushings from the shock absorber assembly (Fig. 21).

Fig. 22 Shock Absorber Rod Upper IsolatorBushing

(17) Remove the shock absorber rod lower isolator bushing and sleeve (Fig. 23) from the shock absorber/ upper control arm mounting bracket. Then remove upper spring isolator (Fig. 23) from mounting bracket.

CAUTION: The top and bottom bushings for the shock absorber rod are unique to the position which they are installed on the rod. When removing the bushings from the rod, attention must be paid to their location so they will be installed correctly when shock absorber is assembled.

(16) Remove the shock absorber rod upper isolator bushing (Fig. 22) from the shock absorber/upper control arm mounting bracket.

Fig. 23 Shock Absorber Rod Lower IsolatorBushing

And Sleeve

Page 28

INSTALL ON SHOCKABSORBER ROD IN THISDIRECTION SHOCK ABSORBER RODUPPER ISOLATOR BUSHINGINSTALL ON SHOCKABSORBER ROD IN THISDIRECTIONSHOCK ABSORBER RODLOWER ISOLATOR BUSHING

CONTROL ARM MOUNTINGBOLTS UPPER CONTROL ARMMOUNTING BRACKETUPPER CONTROLARM

JA SUSPENSION 2 - 17

REMOVAL AND INSTALLATION (Continued)

(18) Remove the 2 bolts (Fig. 24) attaching the upper control arm to the bushings in the upper control arm mounting bracket.

Fig. 24 Upper Control Arm To Mounting

BracketAttachment

(19) Remove the upper control arm from the mounting bracket.

INSTALL

(1) Install the upper control arm assembly on its mounting bracket.

(2) Install and securely tighten the 2 bolts attaching the upper control arm to the bushings in the mounting bracket (Fig. 24). 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. 24).

CAUTION: The top and bottom shock absorber rod 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. 25).

Fig. 25 Upper And Lower Shock Absorber

RodBushing Identification

(3) Install the lower isolator bushing and sleeve (Fig. 23) in the shock absorber/lower control mounting bracket. Install the coil spring upper isolator on the mounting bracket (Fig. 23).

(4) Install the upper isolator bushing (Fig. 22) on the shock absorber/upper control arm mounting bracket.

(5) Install the shock absorber/upper control arm mounting bracket (Fig. 21) on the shock absorber assembly.

(6) Install the upper washer on the rod of shock absorber and positioned with the word TOP facing up (Fig. 20).

WARNING: THE FOLLOWING 2 STEPS MUST BE COMPLETELY DONE BEFORE SPRING COMPRESSOR, GP-2020-C3.5 OR AN EQUIVALENT IS RELEASED FROM THE COIL SPRING.

(7) Install nut on rod of shock absorber assembly. While holding rod of shock absorber from turning, tighten shock absorber rod retaining nut to a torque of 55 N·m (40 ft. lbs.) (Fig. 19).

(8) Relieve all tension from spring compressor. After all spring tension has been removed from the spring compressor, remove it from the shock absorber assembly.

(9) Remove the shock absorber assembly from the vise and remove the clevis from the shock absorber.

(10) Install shock absorber assembly with the clevis bracket removed, into the shock tower. Align the 2 locating pins and the 4 mounting holes on the upper control arm shock absorber mount with the holes in shock tower. Install the 4 upper control arm mount to shock tower mounting bolts. Tighten the 4 bolts to a torque of 90 N·m (68 ft. lbs.). Refer to Shock Absorber Installation in this section of the service manual for the proper procedure.

(11) Install the clevis on the shock absorber. Clevis is installed by tapping it onto shock absorber using a soft (brass) drift until fully seated against locating tab on shock absorber. Locating tab on collar must be positioned in the split of the clevis bracket (Fig. 26). Tighten the shock absorber clevis pinch bolt to a torque of 95 N·m (70 ft. lbs.).

(12) Install the clevis to lower control arm isolator bushing thru- bolt (Fig. 15). Do not tighten or torque the thru-bolt at this time.

(13) Install upper ball joint into steering knuckle. Install nut on ball joint stud. Tighten nut to a torque of 62 N·m (45 ft. lbs.). Install cotter pin in of ball joint (Fig. 12).

(14) Install the routing bracket for the wheel speed sensor cable on the steering knuckle (Fig. 11). Install and securely tighten the routing bracket attaching bolt.

Page 29

SHOCKABSORBER CLEVIS MUST BE INSTALLEDFLUSH AGAINST LOCATINGTAB HEREORIENTATIONTABCLEVIS SPLITSHOCK CLEVISLOCATING TAB

SHOCKABSORBERCLEVISLOWER CONTROL ARMBALL JOINT CAP

LOWER CON-TROL ARMHEAT SHIELDBALL JOINT

2 - 18 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(19) Raise vehicle and remove jack stand from under lower control arm and lower vehicle to the ground.

(20) 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 129 N·m (95 ft. lbs.).

LOWER CONTROL ARM

REMOVE

Fig. 26 Clevis Correctly Installed On ShockAbsorber

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. 27).

(15) Lower vehicle to the ground with a jack stand positioned under the lower control arm (Fig. 27). Continue to lower vehicle so the total weight of the vehicle is supported by the jack stand and lower control arm.

(2) Remove the tire and wheel assembly from the

vehicle.

(3) If the vehicle is equipped with 15 inch

wheels the heat shield (Fig. 28) will need to be removed before the lower control arm can be separated from the steering knuckle. Use the following procedure to remove the heat shield.

Fig. 27 Lower Control Arm Correctly SupportedBy

Jack Stand

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

(17) Properly lubricate the upper ball joint using Mopar Multi-Mileage Lube or an equivalent.

(18) Install the wheel and tire assembly back on the vehicle.

Fig. 28 Lower Ball Joint Heat Shield With15 Inch

Wheel

(4) Remove the 2 bolts attaching the disc brake caliper to the steering knuckle (Fig. 29). Remove the disc brake caliper from the steering knuckle. Using wire or an equivalent, hang caliper from upper control arm so weight of caliper is not supported by the brake flex hose (Fig. 30).

(5) Remove the 2 bolts attaching the heat shield (Fig. 28) to the steering knuckle. Remove heat shield from steering knuckle.

(6) Remove brake rotor from front hub/bearing assembly.

(7) Remove cotter pin and castle nut (Fig. 31) from stud of lower ball joint.

Page 30

DISC BRAKE CALI-PER ASSEMBLYSTEERINGKNUCKLECALIPER ASSEMBLYGUIDE PIN BOLTS

DISC BRAKE CALI-PER ASSEMBLYWIRE HANGER

CASTLENUT BALL JOINT STUDSTEERINGKNUCKLECOTTERPINLOWER CONTROLARM

UPPER CONTROL ARM

STEERINGKNUCKLEROTOR

ABS SPEED SEN-

SOR CABLE

BALL JOINT

STUD

TIE ROD END

STEERINGKNUCKLELOWER CONTROLARMSTEERINGKNUCKLE BOSSHAMMER

LOWER CONTROLARMSHOCK ABSORBERCLEVISTHRU-BOLT

JA SUSPENSION 2 - 19

REMOVAL AND INSTALLATION (Continued)

steering knuckle is to be separated from the ball joint only using the procedure as described in step Step 8 below.

(8) Turn steering knuckle so the front of the steering knuckle is facing as far outboard in the wheel opening as possible (Fig. 32). Using a hammer strike steering knuckle boss (Fig. 32) until steering knuckle separates from the lower ball joint. When striking

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

Fig. 29 Disc Brake Caliper Mounting

Fig. 30 Stored Disc Brake Caliper

Fig. 31 Lower Ball Joint To Steering

KnuckleAttachment

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

Fig. 32 Separating Lower Ball Joint StudFrom

Steering Knuckle

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

(9) Remove the shock absorber clevis to lower control arm bushing thru-bolt. Separate clevis from lower control arm (Fig. 33).

Fig. 33 Clevis To Lower Control Arm Attachment

Page 31

STABILIZER BAR LINK ASSEMBLY

ALLENWRENCH LOWER CONTROLARMWRENCH

STABILIZER BAR BUSHINGCLAMPFRONT SUSPENSIONCROSSMEMBERATTACHINGBOLTSSTABI-LIZERBARVEHICLE BODY

ATTACHING BOLTAND NUT

SHOCK CLE-

VIS

FRONT SUSPENSIONCROSSMEMBERLOWER CONTROL ARMATTACHING BOLT AND NUTLOWER CONTROLARM

STABILIZER BARLOWER CONTROL ARMFRONT SUSPENSIONCROSSMEMBER

2 - 20 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(10) Remove nut attaching stabilizer bar link to lower control arm (Fig. 34). When removing nut, hold stud of stabilizer bar link from turning by inserting an allen wrench in the end of the stud (Fig. 34).

Fig. 36 Lower Control Arm Attachment To

FrontSuspension Crossmember

Fig. 34 Removing/ Installing Nut From StudOf

Stabilizer Link

(11) Remove the bolts (Fig. 35) attaching one stabilizer bar bushing clamp to the front suspension crossmember and the body of the vehicle.

Fig. 35 Stabilizer Bar Bushing Clamp AttachmentTo

Vehicle

(12) Lower the one side of the stabilizer bar away from the lower control arm and body of vehicle.

(13) Remove the nut and bolt (Fig. 36) attaching the lower control arm to the front suspension crossmember.

(14) Remove nut and bolt attaching the front of the lower control arm to the front suspension crossmember (Fig. 37).

CAUTION: When removing lower control arm from crossmember care must be taken to prevent hitting

Fig. 37 Attaching Front Of Lower ControlArm To

Suspension Crossmember

lower ball joint seal against steering knuckle, causing damage to the ball joint seal.

(15) Remove the front of the lower control arm

from the front suspension crossmember first.

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

INSTALL

(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 (Fig. 36) and (Fig. 37) attaching the front and rear of lower control arm to front

Page 32

SHOCKABSORBERCLEVISLOWER CONTROL ARMBALL JOINT CAP

HUB NUT

NUT LOCKCOTTER PINSPRINGWASHER

JA SUSPENSION 2 - 21

REMOVAL AND INSTALLATION (Continued)

suspension crossmember. Do not tighten front attaching bolt at this time .

(2) Tighten rear lower control arm nut and bolt

(Fig. 36) to a torque of 115 N·m (85 ft. lbs.).

(3) Install lower control arm ball joint stud into steering knuckle. Install steering knuckle to ball joint stud castle nut (Fig. 31). Torque castle nut to 74 N·m (55 ft. lbs.). Install cotter pin (Fig. 31) in ball joint.

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

(5) Align sway bar bushing clamp with mounting holes in front suspension crossmember and body of vehicle. Then install and securely tighten the bushing clamp mounting bolts (Fig. 35) to a torque of 54 N·m (40 ft. lbs.).

(6) Install and securely tighten the stabilizer bar link to lower control arm attaching nut. When tightening attaching nut, hold stud of attaching link from turning by holding it with an allen wrench (Fig. 34).

(7) Install the clevis on the lower control arm. Loosely install the clevis to bushing thru-bolt (Fig.

33).

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. 38).

(10) Tighten front lower control arm nut and bolt

(Fig. 37) to a torque of 182 N·m (135 ft. lbs.).

(11) If vehicle is equipped with 15 inch

wheels the heat shield (Fig. 28) MUST be installed on steering knuckle and mounting bolts securely tighten before rotor and caliper is installed on steering knuckle.

(12) Install rotor on hub/bearing assembly.

(13) Install disc brake caliper on steering knuckle. Install and tighten the disc brake caliper mounting bolts (Fig. 29) to a torque of 22 N·m (16 ft. lbs.).

(14) Install wheel and tire assembly.

(15) 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 129 N·m (95 ft. lbs.).

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

(17) Check the vehicles alignment specifications and set front Toe to preferred specifications.

STEERING KNUCKLE

REMOVE

(1) Remove cotter pin, nut lock, and spring washer (Fig. 39) from the front stub axle.

(8) Lower vehicle to the ground with a jack stand positioned under the lower control arm (Fig. 38). Continue to lower vehicle so the total weight of the vehicle is supported by the jack stand and lower control arm.

Fig. 38 Supporting Lower Control Arm WithJack

Stand

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

ing thru-bolt (Fig. 33) to a torque of 88 N·m (65 ft. lbs.).

Fig. 39 Cotter Pin, Nut Lock

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

(2) Loosen hub nut while vehicle is on the floor

with the brakes applied (Fig. 40). The hub and

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

(3) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.

Page 33

FRONTHUB

DISC BRAKE CALI-PER ASSEMBLYSTEERINGKNUCKLECALIPER ASSEMBLYGUIDE PIN BOLTS

ROTOR DISC BRAKE CALI-PER ASSEMBLY OUTBOARDBRAKESHOESTEERINGKNUCKLELIFT THIS END OF CALIPERAWAY FROM STEERINGKNUCKLE FIRST

DISC BRAKE CALI-PER ASSEMBLYWIRE HANGER

UPPER CONTROL ARM

STEERINGKNUCKLEROTOR

LOWER CON-TROL ARMHEAT SHIELDBALL JOINT

ABS SPEED SEN-

SOR CABLE

2 - 22 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

Fig. 40 Loosening Front Hub Nut

(4) Remove front tire and wheel assembly from the

hub.

(5) Remove front disc brake caliper to steering

knuckle guide pin attaching bolts (Fig. 41).

Fig. 41 Front Disc Brake Caliper Mounting

(6) Remove disc brake caliper assembly from steering knuckle. Caliper is removed by first lifting bottom of caliper away from steering knuckle, and then removing top of caliper out from under steering knuckle (Fig. 42).

(7) Support brake caliper/adapter assembly using a wire hook (Fig. 43) and not by hydraulic hose.

(8) Remove the braking disc from the front hub/ bearing assembly.

(9) If vehicle is equipped with 15 inch wheels, remove lower ball joint heat shield (Fig. 44) from lower control arm. Heat shield must be removed

before attempting to separating ball joint stud from steering knuckle.

Fig. 42 Disc Brake Caliper Removal/ InstallationOn

Steering Knuckle

Fig. 43 Correctly Supported Front Disc BrakeCaliper

Fig. 44 Ball Joint Heat Shield With 15 InchWheels

Page 34

TIE ROD ENDHEATSHIELDSTEERINGKNUCKLETIE RODEND STUD NUT

SPECIALTOOLMB-991113 TIE ROD END HEAT SHIELDSTEERINGKNUCKLELOWER CONTROL ARM

WHEEL SPEED SEN-SOR CABLESPEED SENSOR CABLE ROUTINGBRACKET STEERINGKNUCKLEATTACHINGBOLTBRAKE CALIPER FLEXHOSE

CASTLENUT BALL JOINT STUDSTEERINGKNUCKLECOTTERPINLOWER CONTROLARM

JA SUSPENSION 2 - 23

REMOVAL AND INSTALLATION (Continued)

(10) Remove nut attaching outer tie rod end to the steering knuckle (Fig. 45). Nut is to be removed

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

45).

Fig. 47 Speed Sensor Cable Routing Bracket

Fig. 45 Tie Rod End Attaching Nut

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

46).

Fig. 46 Tie Rod End Removal From SteeringKnuckle

(12) If equipped with antilock brakes remove the speed sensor cable routing bracket (Fig. 47) from the steering knuckle.

(13) Remove cotter pin and castle nut (Fig. 48) from stud of lower ball joint at the steering knuckle.

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 Step 14 below.

Fig. 48 Lower Ball Joint Attachment To

SteeringKnuckle

(14) Turn steering knuckle so the front of the steering knuckle is facing as far outboard in the wheel well as possible. Using a hammer strike the boss on the steering knuckle, (Fig. 49) until steering knuckle separates from stud of lower ball joint.

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

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

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

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

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

Page 35

STEERINGKNUCKLELOWER CONTROLARMSTEERINGKNUCKLE BOSSHAMMER

BEARING SHIELDOUTER C/VJOINTSTEERINGKNUCKLE

BALL JOINT

STUD

HUB/BEARING

UPPER CONTROL ARMSHOCK ABSORBERMOUNTING BRACKET BALLJOINT SHOCK ABSORBERASSEMBLYSTEERINGKNUCKLECOTTER PINCASTLENUTUPPER CONTROLARM

BALLJOINTBALL JOINT STUDSPECIAL TOOLC3894–ASHOCK ABSORBERASSEMBLYUPPER CONTROLARM

2 - 24 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

Fig. 49 Separating Ball Joint Stud From

SteeringKnuckle

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

50).

Fig. 50 Separating Steering Knuckle FromOuter C/V

Joint

(17) Remove the cotter pin and nut (Fig. 51) from the upper ball joint stud to steering knuckle attachment.

(18) Remove the upper ball joint stud from the steering knuckle using Puller, Special Tool, C-3894-A (Fig. 52).

(19) Remove steering knuckle from vehicle.

(20) The bolt in type front wheel bearing

used on the vehicle is transferable to the replacement steering knuckle if bearing is found to be in usable condition. Refer to Hub

And Bearing Service in this section of the service manual for proper wheel bearing removal and installation procedure.

Fig. 51 Upper Ball Joint Attachment To

SteeringKnuckle

Fig. 52 Ball Joint Stud Removal From

SteeringKnuckle

INSTALL

(1) If required install a hub/bearing assembly into the steering knuckle before installing steering knuckle on vehicle. Refer to Hub And Bearing Service in this section of the service manual for proper wheel bearing removal and installation procedure.

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

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

(4) Install upper ball joint in steering knuckle. Install the steering knuckle to upper ball joint nut. Tighten the upper ball joint castle nut (Fig. 51) to a torque of 62 N·m (45 ft. lbs.). Then, using a crowfoot and torque wrench, tighten the lower ball joint nut (Fig. 48) to a torque of 75 N·m (55 ft. lbs.). Install cotter pins in upper and lower ball joint studs.

(5) If equipped with antilock brakes install the speed sensor cable routing bracket on the steering

Page 36

HEATSHIELD

STEERINGKNUCKLE

TORQUEWRENCH11/32 SOCKETCROWFOOT

TIE ROD END

HUB AND BEAR-ING WASHER HUB NUTSTUBAXLE

TORQUE WRENCHHUBBRAKING DISC

COTTER PIN“PULL” THROUGH AND“WRAP” TIGHTNUT LOCK

JA SUSPENSION 2 - 25

REMOVAL AND INSTALLATION (Continued)

knuckle (Fig. 47) and securely tighten the attaching bolt.

CAUTION: When installing tie rod on steering knuckle the heat shield (Fig. 53) must be installed. If heat shield is not installed, tie rod seal boot can fail due to excessive heat from brake rotor.

(6) Install tie rod end into the steering knuckle. Start tie rod end to steering knuckle attaching nut onto stud of tie rod end. While holding stud of tie rod end stationary, tighten tie rod end to steering knuckle attaching nut (Fig. 44). Then using a crowfoot and 11/32 socket tighten the attaching nut to a torque of 61 N·m (45 ft. lbs.) (Fig. 53).

Fig. 54 Front Stub Axle Nut And Washer

(12) With vehicle brakes applied to keep braking disc from turning, tighten hub nut to 203 N·m (150 ft. lbs.) of torque (Fig. 55).

Fig. 53 Torquing Tie Rod End Attaching Nut

CAUTION: The ball joint seal boot heat shield (Fig.

44) must be installed. If heat shield is not installed, ball joint seal boot can fail due to excessive heat from brake rotor.

(7) Install the lower ball joint heat shield (Fig. 44)

on the steering knuckle.

(8) Install braking disc back on hub and bearing

assembly.

(9) Install disc brake caliper assembly on steering knuckle. Caliper is installed by first sliding top of caliper under top abutment on steering knuckle. Then installing bottom of caliper against bottom abutment of steering knuckle (Fig. 42).

(10) Install disc brake caliper assembly to steering knuckle guide pin bolts (Fig. 41). Tighten caliper assembly guide pin bolts to a torque of 31 N·m (23 ft. lbs.).

(11) Clean all foreign matter from the threads of the outer C/V joint stub axle. Install washer and hub nut (Fig. 54) onto stub axle and tighten nut.

Fig. 55 Torquing Front Hub Nut

(13) Install the spring washer, hub nut lock, and new cotter pin. Wrap cotter pin prongs tightly around the hub nut lock (Fig. 56).

Fig. 56 Installing Spring Washer, Nut LockAnd

Cotter Pin

Page 37

STABILIZER BAR LINK ASSEMBLY

ALLENWRENCH LOWER CONTROLARMWRENCH

STABILIZER BAR BUSHINGCLAMPFRONT SUSPENSIONCROSSMEMBERATTACHINGBOLTSSTABI-LIZERBARVEHICLE BODY

2 - 26 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(14) Install front wheel and tire assembly. Install front wheel lug nuts and tighten in correct sequence. Then tighten to a torque of 129 N·m (95 ft.lbs.).

(15) Lower vehicle.

(16) Set front Toe on vehicle to required specification. Use procedure listed under Wheel Alignment, in the Front Suspension Service Procedures section of this service manual.

STABILIZER BAR

REMOVE

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

57). When removing attaching link nut, keep stud from turning by installing an allen wrench in the end of the stud (Fig. 57).

INSTALL

assembly into front crossmember. Install the stabilizer bar bushing retainer to crossmember and body attaching bolts (Fig. 58).

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 105 N·m (78 ft. lbs.).

Fig. 58 Stabilizer Bar Bushing Retainer

AttachingBolts

(1) Position stabilizer bar and bushings as an

(2) Align stabilizer bar attaching link assemblies

Fig. 57 Stabilizer Bar Attaching Link NutRemoval

(3) Remove the 4 bolts attaching the stabilizer bar bushing retainers to the front suspension crossmember and body (Fig. 58). 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 following procedure.

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

FRONT HUB/BEARING ASSEMBLY

The front hub/bearing is serviced separately from the front steering knuckle. Retention of the front hub/bearing into the steering knuckle, is by means of 3 bolts installed from the rear of the steering knuckle. The bolts attach the hub/bearing to the outboard side of the steering knuckle. Removal and installation of the hub/bearing assembly from the steering knuckle must be done with the steering knuckle removed from the vehicle. This is required

due to the tool clearance to the ABS tone wheel when removing the retaining bolts. Removing the retaining bolts with the steering knuckle installed can result in damage to the tone wheel teeth requiring replacement of the driveshaft. If vehicle is not equipped with ABS, the hub/bearing may be removable without removing steering knuckle from vehicle.

REMOVE

(1) Remove cotter pin, nut lock, and spring washer (Fig. 59) from the front stub axle.

Page 38

FRONTHUB

HUB NUT

NUT LOCKCOTTER PINSPRINGWASHER

ROTOR DISC BRAKE CALI-PER ASSEMBLY OUTBOARDBRAKESHOESTEERINGKNUCKLELIFT THIS END OF CALIPERAWAY FROM STEERINGKNUCKLE FIRST

DISC BRAKE CALI-PER ASSEMBLYWIRE HANGER

UPPER CONTROL ARM

DISC BRAKE CALI-PER ASSEMBLYSTEERINGKNUCKLECALIPER ASSEMBLYGUIDE PIN BOLTS

STEERINGKNUCKLEROTOR

ABS SPEED SEN-

SOR CABLE

JA SUSPENSION 2 - 27

REMOVAL AND INSTALLATION (Continued)

Fig. 59 Cotter Pin, Nut Lock

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

Fig. 61 Front Disc Brake Caliper Mounting

(2) Loosen hub nut while vehicle is on the floor

with the brakes applied (Fig. 60). The hub and

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

(3) Raise vehicle on jack stands or centered on a

Fig. 60 Loosening Front Hub Nut

frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.

(4) Remove front tire and wheel assembly from the

hub.

(5) Remove front disc brake caliper to steering

knuckle guide pin attaching bolts (Fig. 61).

Fig. 62 Caliper Removal From Steering Knuckle

(7) Support brake caliper/adapter assembly using a

wire hook (Fig. 63) and not by hydraulic hose.

Fig. 63 Correctly Supported Front Disc BrakeCaliper

Page 39

TIE ROD ENDHEATSHIELDSTEERINGKNUCKLETIE RODEND STUD NUT

LOWER CON-TROL ARMHEAT SHIELDBALL JOINT

WHEEL SPEED SEN-SOR CABLESPEED SENSOR CABLE ROUTINGBRACKET STEERINGKNUCKLEATTACHINGBOLTBRAKE CALIPER FLEXHOSE

SPECIALTOOLMB-991113 TIE ROD END HEAT SHIELDSTEERINGKNUCKLELOWER CONTROL ARM

CASTLENUT BALL JOINT STUDSTEERINGKNUCKLECOTTERPINLOWER CONTROLARM

2 - 28 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(8) Remove the braking disc from the front hub/ bearing assembly.

(9) If vehicle is equipped with 15 inch wheels, remove lower ball joint heat shield (Fig. 64) from lower control arm. Heat shield must be removed

before attempting to separating ball joint stud from steering knuckle.

Fig. 66 Tie Rod End Removal From SteeringKnuckle

Fig. 64 Ball Joint Heat Shield With 15 InchWheels

(10) Remove nut attaching the outer tie rod end to the steering knuckle (Fig. 65). Nut is to be

removed from tie rod end using the following procedure, hold tie rod end stud with a 11/32 socket while loosening and removing nut with wrench (Fig. 65).

Fig. 65 Removing Tie Rod End Attaching Nut

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

66).

(12) If equipped with antilock brakes remove the speed sensor cable routing bracket (Fig. 67) from the steering knuckle.

(13) Remove cotter pin and castle nut (Fig. 68) from the stud of the lower ball joint.

Fig. 67 Speed Sensor Cable Routing Bracket

Fig. 68 Lower Ball Joint Attachment To

SteeringKnuckle

Page 40

BALL JOINT

STUD

STEERINGKNUCKLELOWER CONTROLARMSTEERINGKNUCKLE BOSSHAMMER

UPPER CONTROL ARMSHOCK ABSORBERMOUNTING BRACKET BALLJOINT SHOCK ABSORBERASSEMBLYSTEERINGKNUCKLECOTTER PINCASTLENUTUPPER CONTROLARM

BEARING SHIELDOUTER C/VJOINTSTEERINGKNUCKLE

HUB/BEARING

BALLJOINTBALL JOINT STUDSPECIAL TOOLC3894–ASHOCK ABSORBERASSEMBLYUPPER CONTROLARM

JA SUSPENSION 2 - 29

REMOVAL AND INSTALLATION (Continued)

(14) Turn steering knuckle so the front of the steering knuckle is facing as far outboard in the wheel well as possible. Using a hammer strike the boss on the steering knuckle, (Fig. 69) until steering knuckle separates from stud of lower ball joint.

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

Fig. 70 Separating Steering Knuckle FromOuter C/V

Joint

Fig. 69 Separating Ball Joint Stud From

SteeringKnuckle

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

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

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

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

70).

(17) Remove the cotter pin and nut (Fig. 71) from the upper ball joint stud to steering knuckle attachment.

(18) Remove the upper ball joint stud from the steering knuckle using Puller, Special Tool, C3894-A (Fig. 72).

Fig. 71 Upper Ball Joint Attachment To

SteeringKnuckle

Fig. 72 Ball Joint Stud Removal From

SteeringKnuckle

(19) Remove steering knuckle from vehicle.

Page 41

STEERINGKNUCKLE HUB/BEARINGASSEMBLYHUB/BEARING ATTACHINGBOLTS

HEATSHIELD

HUB AND BEAR-ING WASHER HUB NUTSTUBAXLE

STEERINGKNUCKLE

TORQUEWRENCH11/32 SOCKETCROWFOOT

TIE ROD END

2 - 30 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(20) Mount steering knuckle securely in a vise.

(21) Remove the 3 bolts (Fig. 73) attaching the hub/bearing assembly to the steering knuckle.

Fig. 73 Hub/Bearing Attaching Bolts

(22) Remove the hub/bearing assembly out from the front of the steering knuckle. If bearing will not come out of steering knuckle, it can be tapped out using a soft faced hammer.

(23) Thoroughly clean all hub/bearing assembly mounting surfaces on steering knuckle.

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

(25) Install the 3 mounting bolts (Fig. 73) and tighten evenly to ensure bearing is square to face of steering knuckle. The tighten the 3 mounting bolts (Fig. 73) to a torque of 110 N·m (80 ft. lbs.).

INSTALL

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

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

(3) Install upper ball joint stud in steering knuckle. Install the steering knuckle to upper ball joint stud castle nut. Using a crow foot and torque wrench, tighten the upper and lower ball joint castle nuts to the following torque specifications. of 100 N·m (75 ft. lbs.).

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

• Upper ball joint castle nut 62 N·m (45 ft. lbs.).

(4) If equipped with antilock brakes install the speed sensor cable routing bracket on the steering knuckle (Fig. 67) and securely tighten attaching bolt.

(5) Install tie rod end into the steering knuckle. Start tie rod end to steering knuckle attaching nut onto stud of tie rod end. While holding the stud of the tie rod end stationary, tighten tie rod end to steering knuckle attaching nut (Fig. 65). Then using a crowfoot and 11/32 socket tighten the attaching nut to a torque of 61 N·m (45 ft. lbs.) (Fig. 74).

Fig. 74 Torquing Tie Rod End Attaching Nut

(6) Install braking disc back on hub and bearing assembly.

(7) Install disc brake caliper assembly on steering knuckle. Caliper is installed by first sliding top of caliper under top abutment on steering knuckle. Then installing bottom of caliper against bottom abutment of steering knuckle (Fig. 62).

(8) Install disc brake caliper assembly to steering knuckle guide pin bolts (Fig. 61). Tighten caliper assembly guide pin bolts to a torque of 31 N·m (23 ft. lbs.).

(9) Clean all foreign matter from the threads of the outer C/V joint stub axle. Install the washer and hub nut (Fig. 75) onto the stub axle and tighten nut.

CAUTION: When installing tie rod on steering knuckle the heat shield (Fig. 74) must be installed. If heat shield is not installed, tie rod seal boot can fail due to excessive heat from brake rotor.

Fig. 75 Front Stub Axle Nut And Washer

Page 42

TORQUE WRENCHHUBBRAKING DISC

COTTER PIN“PULL” THROUGH AND“WRAP” TIGHTNUT LOCK

ROTOR DISC BRAKE CALI-PER ASSEMBLY OUTBOARDBRAKESHOESTEERINGKNUCKLELIFT THIS END OF CALIPERAWAY FROM STEERINGKNUCKLE FIRST

DISC BRAKE CALI-PER ASSEMBLYSTEERINGKNUCKLECALIPER ASSEMBLYGUIDE PIN BOLTS

JA SUSPENSION 2 - 31

REMOVAL AND INSTALLATION (Continued)

(10) With vehicle brakes applied to keep stub axle from turning, tighten hub nut to a torque of 203 N·m (150 ft. lbs.) of torque (Fig. 76).

Fig. 76 Torquing Front Hub Nut

(11) Install the spring washer, hub nut lock, and a new cotter pin. Wrap cotter pin prongs tightly around the hub nut lock (Fig. 77).

The following procedure and special tools shown MUST be used when replacing wheel attaching studs.

The hub and bearing assembly does not require removal from the steering knuckle to replace wheel attaching studs in the hub and bearing assembly.

REMOVE

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

(3) Remove front disc brake caliper to steering knuckle attaching bolts (Fig. 78).

Fig. 77 Installing Spring Washer, Nut LockAnd

Cotter Pin

(12) Install front wheel and tire assembly. Install front wheel lug nuts and tighten in correct sequence. Then tighten to a torque of 129 N·m (95 ft.lbs.).

(13) Lower vehicle.

(14) Set front Toe on vehicle to required specification. Use procedure listed under Wheel Alignment, in the Front Suspension Service Procedures section of this service manual.

WHEEL MOUNTING STUDS

CAUTION: If a wheel mounting stud needs to be replaced in the hub and bearing assembly the studs CAN NOT be hammered out of the hub flange. If a stud is removed by hammering it out of the bearing flange, damage to the hub and bearing assembly will occur leading to premature bearing failure.

Fig. 78 Brake Caliper Attaching Bolts

(4) Remove disc brake caliper assembly from steering knuckle. Caliper is removed by first lifting bottom of caliper away from steering knuckle, and then removing top of caliper out from under steering knuckle (Fig. 79).

Fig. 79 Brake Caliper Assembly Removal

AndInstallation

Page 43

DISC BRAKE CALI-PER ASSEMBLYWIRE HANGER

UPPER CONTROL ARM

BRAKING DISCSTEERINGKNUCKLEDISC BRAKE CALI-PER ASSEMBLY(STORED)

STEERINGKNUCKLEROTOR

ABS SPEED SEN-

SOR CABLE

WHEEL STUD SPECIAL TOOLC-4150ALUG NUTFRONT HUBSTEERINGKNUCKLE

STEERINGKNUCKLE WHEEL LUGNUTWASHERSFRONT HUB

2 - 32 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(5) Support brake caliper/adapter assembly using a

wire hook and not by hydraulic hose (Fig. 80).

Fig. 82 Removing Wheel Stud From Hub

AndBearing

Fig. 80 Supporting Brake Caliper

(6) Remove braking disc from front hub (Fig. 81).

Fig. 81 Removing/Installing Front BrakingDisc

(7) Install a lug nut on wheel stud to be removed from hub and bearing assembly, (Fig. 82) so threads on stud are even with end of lug nut. Rotate hub so stud requiring removal is aligned with notch cast into front of steering knuckle. Install Remover, Special Tool C-4150 on hub and bearing assembly flange and wheel stud (Fig. 82).

(8) Tighten down on special tool, this will push the wheel stud out of the hub and bearing flange.

INSTALL

(1) Install replacement wheel stud into flange of hub and bearing assembly. Install washers on wheel stud, then install a wheel lug nut on stud with flat side of lug nut against washers (Fig. 83).

(2) Tighten the wheel lug nut, pulling the wheel stud into the flange of the hub and bearing assembly.

Fig. 83 Installing Wheel Stud Into Hub

When the head of the stud is fully seated against the bearing flange, remove lug nut and washers from wheel stud.

(3) Install braking disk back on front hub (Fig.

81). (4) Install disc brake caliper assembly on steering

knuckle. Caliper is installed by first sliding top of caliper under top abutment on steering knuckle. Then installing bottom of caliper against bottom abutment of steering knuckle (Fig. 79).

(5) Install disc brake caliper assembly to steering

knuckle attaching bolts (Fig. 78) and torque to 31 N·m (23 ft. lbs.).

(6) Install front wheel and tire assembly. Install

front wheel lug nuts and torque to 129 N·m (95 ft.lbs.).

(7) Lower vehicle.

Page 44

SHOCK ABSORBER ASSEM-BLYVISESHOCK ABSORBER CLEVIS

SPECIAL TOOLGP-2020-C3.5

SHOCK ABSORBER/UPPERCONTROL ARM MOUNTINGBRACKET

SHOCK ABSORBERSOCKET SNAP-ON A136CROW FOOT

ISOLATORBUSHINGWASHER

JA SUSPENSION 2 - 33

DISASSEMBLY AND ASSEMBLY

SHOCK ABSORBER

DISASSEMBLY

CAUTION: Do not clamp the shock absorber in a vise by the body of the shock absorber. The clevis bracket must be reinstalled on the shock absorber and clamped in the vise using the clevis bracket.

(1) Install clevis bracket back on shock absorber and tighten pinch bolt. Then using the clevis bracket, clamp the shock absorber assembly in vise, with shock absorber in a vertical position (Fig. 84).

Fig. 85 Compressing Shock Absorber Spring

an equivalent (Fig. 86). Then remove the shock absorber shaft nut.

Fig. 84 Shock Absorber Correctly Mounted In Vise

(2) Mark coil spring and shock absorber assembly right or left, according to which side of the vehicle the shock absorber was removed from, and which shock absorber the coil spring was removed from.

WARNING: DO NOT REMOVE THE SHOCK ABSORBER ROD NUT, BEFORE SHOCK ABSORBER COIL SPRING IS COMPRESSED, REMOVING SPRING TENSION FROM UPPER CONTROL ARM/SHOCK ABSORBER MOUNTING BRACKET.

WARNING: WHEN COMPRESSING COIL SPRING FOR REMOVAL FROM SHOCK ABSORBER, THE FIRST FULL TOP AND BOTTOM COIL OF THE COIL SPRING MUST BE CAPTURED BY THE JAWS OF THE COIL SPRING COMPRESSOR.

(3) Compress shock absorber coil spring, using Professional Services Equipment Spring Compressor, GP-2020-C3.5 fitted with the GP-C42 upper spring shoe and GP-A20 lower spring shoe (Fig. 85).

(4) Hold the rod of the shock absorber from rotating using Shock Absorber Socket, Snap-On A136 or

Fig. 86 Shock Absorber Shaft Nut Removal/

Installation

(5) Remove the washer (Fig. 87) from the shock

absorber rod.

Fig. 87 Shock Absorber Rod Washer

Page 45

SHOCK ABSORBER/CON-TROL ARM MOUNTINGBRACKET SHOCKABSORBERSPRING COMPRES-SOR

SHOCK ABSORBER/CONTROL ARMMOUNTING BRACKETSHOCK ABSORBER RODUPPER ISOLATOR BUSHING

SHOCK ABSORBER/CON-TROL ARM MOUNTINGBRACKET UPPER SPRING ISO-LATOR

LOWER ISOLATORBUSHING

WASHER SHOCK ABSORBER RODDUST SHIELDSPRING

SLEEVE

DUST SHIELDSHOCK ABSORBER ASSEM-BLYSPRING COMPRESSORSPRING

2 - 34 SUSPENSION JA

DISASSEMBLY AND ASSEMBLY (Continued)

(6) Remove the shock absorber/upper control arm mounting bracket from the shock absorber assembly (Fig. 88).

Fig. 90 Shock Absorber Rod Lower IsolatorBushing

And Sleeve

Fig. 88 Shock Absorber/Upper Control ArmMounting

Bracket

(7) Remove the shock absorber rod upper isolator bushing (Fig. 89) from the shock absorber/upper control arm mounting bracket.

Fig. 91 Shock Absorber Rod Washer

(11) Remove the dust shield (Fig. 92) from the

shock absorber assembly.

Fig. 89 Shock Absorber Rod Upper IsolatorBushing

(8) Remove the shock absorber rod lower isolator bushing and sleeve, (Fig. 90) from the shock absorber/upper control arm mounting bracket. Remove upper spring isolator from mounting bracket.

(9) Remove the lower isolator bushing from the shock absorber rod sleeve.

(10) Remove washer from top of dust shield (Fig.

91).

Fig. 92 Shock Absorber Dust Shield

Page 46

SPRING COMPRESSOR COIL SPRINGCOIL SPRING MUST BESEATED AGAINST ISOLATORHERESHOCK ABSORBER ASSEMBLY

SHOCK ABSORBER ROD SLEEVEJOUNCE BUMPERSHOCK ABSORBERFLUID RESERVOIR

COIL SPRING ISOLATORSHOCK ABSORBERSHOCK ABSORBER CLEVISLOWER SPRING SEAT

JOUNCE BUMPER SHOCK ABSORBER RODSHOCK ABSORBER

JA SUSPENSION 2 - 35

DISASSEMBLY AND ASSEMBLY (Continued)

(12) Remove the coil spring and spring compressor as an assembly (Fig. 93) from the shock absorber assembly. Mark springs, left and right, for instal-

lation back on the correct side of the vehicle.

Fig. 95 Coil Spring Lower Isolator

• Inspect jounce bumper for cracks and signs of

deterioration.

(17) Replace any components of the shock absorber

Fig. 93 Shock Absorber Coil Spring And

Compressor

(13) Remove the jounce bumper and sleeve, (Fig.

94) from the rod of the shock absorber assembly.

assembly found to be worn or defective during the inspection, before re-assembling the shock absorber.

ASSEMBLY

CAUTION: Do not clamp the shock absorber in a vise by the body of the shock absorber. The clevis bracket must be reinstalled on the shock absorber clamped in the vise using the clevis bracket.

(1) Install clevis bracket back on replacement shock absorber and tighten pinch bolt. Then using the clevis bracket, clamp the shock absorber assembly in a vise, with shock absorber in a vertical position (Fig. 84).

(2) Install the coil spring isolator (Fig. 95) on the lower spring seat of the shock absorber assembly. Isolator must be positioned on lower spring seat as shown in (Fig. 95).

(3) Install jounce bumper on rod of shock absorber assembly (Fig. 96).

Fig. 94 Shock Absorber Jounce Bumper AndSleeve

(14) Remove the coil spring isolator (Fig. 95) from the lower spring seat on the shock absorber assembly.

(15) Inspect the shock absorber for any condition of rod binding over the full stroke of the shock rod.

(16) Inspect the shock mount and upper spring seat/isolator assembly for the following:

• Mount for cracks and distortion and locating

studs for any sign of damage.

• Severe deterioration of the upper or lower coil

spring isolators.

• Deterioration of the shock absorber rod to shock

absorber mounting bracket bushings.

• Inspect dust shield for rips and/or deterioration.

Fig. 96 Jounce Bumper Installation

Page 47

SLEEVE STEPSHOCK ABSORBER RODUNDERCUT

INSTALL ON SHOCKABSORBER ROD IN THISDIRECTION SHOCK ABSORBER RODUPPER ISOLATOR BUSHINGINSTALL ON SHOCKABSORBER ROD IN THISDIRECTIONSHOCK ABSORBER RODLOWER ISOLATOR BUSHING

2 - 36 SUSPENSION JA

DISASSEMBLY AND ASSEMBLY (Continued)

(4) Install the sleeve, undercut side facing down, (Fig. 97) on the rod of the shock absorber assembly. Be sure sleeve is positioned squarely on step of shock absorber rod (Fig. 97).

Fig. 98 Upper And Lower Shock Absorber

RodBushing Identification

WARNING: THE FOLLOWING 2 STEPS MUST BE COMPLETELY DONE BEFORE SPRING COMPRESSOR, GP-2020-C3.5 OR AN EQUIVALENT IS RELEASED FROM THE COIL SPRING.

Fig. 97 Shock Absorber Rod Sleeve Installation

WARNING: IF A REPLACEMENT COIL SPRING IS TO BE INSTALLED ON THE STRUT ASSEMBLY, THE FIRST FULL TOP AND BOTTOM COIL OF THE SPRING MUST BE CAPTURED BY THE JAWS OF THE COIL SPRING COMPRESSOR.

(12) Install nut on rod of shock absorber assembly. Install Shock Absorber Socket, Snap-On A136 or an equivalent on end of shock rod to keep rod from turning (Fig. 86) Then tighten rod nut using a crowfoot (Fig. 86) to a torque of 55 N·m (40 ft. lbs.).

(13) Relieve all tension from spring compressor.

(5) Install the coil spring (with small diameter coils down) on the shock absorber assembly. Be sure bottom coil of spring is correctly positioned on the lower spring isolator (Fig. 93).

(6) Install dust shield (Fig. 92) on rod of shock absorber assembly.

(7) Install bottom washer (Fig. 91) on rod of shock

After all spring tension has been remove from the spring compressor, remove it from the shock absorber assembly.

(14) Install shock absorber assembly back in the vehicle. Refer to Shock Absorber Installation in this section of the service manual for the proper procedure

absorber assembly and on top of dust shield.

LOWER CONTROL ARM FRONT ISOLATOR

(8) Install the lower isolator bushing and sleeve (Fig. 90) in the shock absorber/lower control mounting bracket. Install coil spring upper isolator in mounting bracket (Fig. 90).

(9) Install the upper isolator bushing (Fig. 89) on the sleeve and the shock absorber/upper control arm mounting bracket.

(10) Install the shock absorber/upper control arm mounting bracket (Fig. 88) on the shock absorber assembly.

(11) Install the upper washer on rod of shock absorber and position it over top bushing with the word TOP facing up (Fig. 87).

BUSHING

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

DISASSEMBLY

(1) Remove lower control arm assembly from vehicle. See Lower Control Arm Removal in this section of the service manual for the required removal procedure.

(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. 99).

Page 48

SPECIAL TOOL MB-990799 LOWER CONTROL ARMFRONT ISOLATOR BUSHINGSPECIAL TOOL 6602-5SPECIAL TOOLC-4212-F

SPECIAL TOOL6876ISOLATOR BUSH-INGMACHINED SURFACE SIDEOF LOWER CONTROL ARM SPECIAL TOOL 6758SPECIAL TOOLC-4212-F

SPECIAL TOOL C-4366-2 LOWER CONTROL ARMSPECIAL TOOL 6756SPECIAL TOOL C-4212-F

JA SUSPENSION 2 - 37

DISASSEMBLY AND ASSEMBLY (Continued)

(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. See Lower Control Arm Installation in this section of the service manual for the required installation procedure.

LOWER CONTROL ARM 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.

Fig. 99 Removing Front Bushing From

LowerControl Arm

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

ASSEMBLY

(1) Mount Bushing Installer, Special Tool 6876 on screw portion of Remover/Installer Special Tool C-4212-F (Fig. 100).

(2) Start front bushing into lower control arm by

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

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

(3) Install lower control arm on Special Tools assembled for installation of front isolator bushing into lower control arm (Fig. 100). Be sure Special Tool 6758 is square on lower control arm and Special Tool 6876 is positioned correctly on isolator bushing.

DISASSEMBLY

(1) Remove lower control arm assembly from vehicle. See Lower Control Arm Removal in this section of the service manual for the required removal procedure.

(2) Install Bushing Remover, Special Tool 6756 and Bushing Receiver, Special Tool C-4366-2 on Special Tool C-4212-F (Fig. 101).

(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. 101).

Fig. 100 Installing Front Bushing In LowerControl

Arm

Fig. 101 Removing Lower Control Arm Rear

Bushing

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

ASSEMBLY

(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

Page 49

SPECIAL TOOL C-4212-F REAR BUSHING SPECIAL TOOL6760MACHINED SURFACE ONLOWER CONTROL ARMLOWER CONTROL ARMSPECIAL TOOL 6756

FRONT ISOLATOR BUSHINGLOWER CONTROL ARMREAR ISOLATOR BUSHINGMACHINED SURFACEVOID IN BUSHING IN THISDIRECTION

SPECIAL TOOL 6877LOWER CONTROL ARM SPECIAL TOOL 6876SPECIAL TOOLC-4212-F

2 - 38 SUSPENSION JA

DISASSEMBLY AND ASSEMBLY (Continued)

control arm bushing hole, with the void in rubber portion of bushing facing away from ball joint (Fig.

102).

Fig. 102 Correctly Positioned Rear IsolatorBushing

In Control Arm

(2) Mount Bushing Installer, Special Tool 6760 on screw portion of Remover/Installer Special Tool C-4212-F (Fig. 103).

(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. 103).

(5) Install lower control arm assembly back on vehicle. See Lower Control Arm Installation in this section of the service manual for the required installation procedure.

CONTROL ARM CLEVIS BUSHING

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

DISASSEMBLE

(1) Remove lower control arm assembly from vehicle. See Lower Control Arm Removal in this section of the service manual for the required removal procedure.

(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. 104).

Fig. 103 Installing Rear Bushing In LowerControl

Arm

(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. 103) of the lower control arm. This will correctly position rear bushing in lower control arm.

Fig. 104 Removing Clevis Bushing From

LowerControl Arm

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

ASSEMBLE

(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. 105).

(3) Install the assembled special tools for installing the clevis bushing into the lower control arm, on the

Page 50

SPECIAL TOOL6877MACHINED SURFACE SIDEOF LOWER CONTROL ARM SPECIAL TOOL 6876SPECIAL TOOLC-4212-FLOWER CONTROL ARMCLEVISBUSHING

UPPER SEALING RING LOWER CONTROLARMBALLJOINTSCREW-DRIVERSBALL JOINT SEAL RETAIN-ING RINGBALL JOINT SEAL

JA SUSPENSION 2 - 39

DISASSEMBLY AND ASSEMBLY (Continued)

lower control arm and clevis bushing (Fig. 105). Be sure Special Tool 6876 is square on lower control arm and Special Tool 6877 is positioned correctly on clevis bushing (Fig. 105).

Fig. 105 Installing Clevis Bushing In LowerControl

Arm

(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. See Lower Control Arm Installation in this section of the service manual for the required installation procedure.

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.

DISASSEMBLE

(1) Remove lower control arm assembly from vehicle. See Lower Control Arm Removal in this section of the service manual for the required removal procedure.

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

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

(4) Using 2 screwdrivers (Fig. 106) remove the ball joint seal retaining ring from the bottom of the ball joint seal.

LOWER BALL JOINT SEAL BOOT

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: 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.

Fig. 106 Removing Ball Joint Seal RetainingRing

(5) Remove ball joint seal from ball joint.

ASSEMBLE

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.

Page 51

UPPER SEALINGRING LIP GREASE BALL JOINT STUD TAPEREDSECTIONGREASEBOOT INSTALLATION SEC-TIONWipe off the grease.BOOT INSTALLATION SEC-TIONWipe off the grease.BALL JOINTSEAL BOOT

SPECIAL TOOL 6875-1 ADJUSTING KNOBLOWER CONTROL ARMSEAL BOOTRETAINING RINGGROOVEBOTTOM EDGE OF TOOLMUST BE EVEN WITH TOPOF RETAINING RINGGROOVE IN SEAL BOOT ASSHOWN

SPECIAL TOOL 6875LOWER CONTROLARMSEAL BOOT RETAININGRING

2 - 40 SUSPENSION JA

DISASSEMBLY AND ASSEMBLY (Continued)

(1) Apply grease from the ball joint seal kit, to the

specified areas of the ball joint stud and seal (Fig.

107). Be sure no grease is present on the seal boot installation section of the seal boot or lower control arm (Fig. 107).

Fig. 107 Grease Correctly Applied To BallJoint Stud

And Seal Boot

(2) Slide ball joint seal boot with upper seal ring installed, (Fig. 107) down tapered section of ball joint stud (Fig. 107). Seal boot is to be installed on stud of ball joint until seal boot is sitting on seal groove in lower control arm.

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

(4) Place Retaining Ring Installer, Special Tool, 6875-1 over ball joint seal boot (Fig. 108). Using adjusting knob, adjust tool so bottom edge of tool is even with top of retaining ring groove in seal boot (Fig. 108).

(5) Place seal boot retaining ring on Installer, Special Tool, 6875- 1 (Fig. 109). Then place expandable collar from Installer, Special Tool, 6875 over tapered cone of the special tool (Fig. 109).

(6) Using the expandable collar of Installer, Special Tool, 6875 (Fig. 110) push the seal boot retaining ring down the cone of Installer, Special Tool, 6875.

Fig. 108 Correctly Installed Ball Joint SealRetaining

Ring Tool

Fig. 109 Retaining Ring And Expandable

CollarInstalled On Tool

Page 52

LOWER CONTROL ARMRETAININGRINGSPECIAL TOOL 6875

LOWER CONTROL ARMSEAL BOOT RETAININGRINGSPECIAL TOOL 6875

BALL JOINT STUD BALL JOINT SEAL BOOTSCREWDRIVERBALL JOINTCONTROL ARM

LOWER CONTROL ARMUPPER SEALING RINGSEAL BOOT RETAIN-ING RINGSEAL BOOTBALL JOINT STUD

JA SUSPENSION 2 - 41

DISASSEMBLY AND ASSEMBLY (Continued)

Fig. 110 Installing Seal Boot Retaining Ring

(7) Continue pushing retaining ring down Installer, Special Tool, 6875, until it is installed in the retaining ring groove of the seal boot (Fig. 111)

Fig. 111 Retaining Ring Installed In BallJoint Seal

Boot

(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. 112). Also, make sure upper sealing ring is on seal boot and correctly installed (Fig. 112). Check seal boot for damage before installing back on car.

(10) Install lower control arm assembly back on vehicle. See Lower Control Arm Installation in this section of the service manual for the required installation procedure.

Fig. 112 Properly Installed Ball Joint SealBoot

UPPER BALL JOINT SEAL BOOT

(1) Using a screw driver or other suitable tool, pry

seal boot off of the ball joint assembly (Fig. 113).

Fig. 113 Seal Boot Removal From Ball Joint

(2) Install a NEW ball joint assembly sealing boot on ball joint assembly. Install sealing boot as far as possible on ball joint assembly.

CAUTION: Do not use an arbor press to install the sealing boot on the upper control arm ball joint assembly. Damage to the sealing boot can occur do to excessive pressure applied to sealing boot when being installed.

(3) Position Receiving Cup, Special Tool 6758 over sealing boot so it is aligned properly with bottom edge of sealing boot (Fig. 114). Apply pressure BY HAND to special tool 6758, until sealing boot is pressed squarely against surface of upper control arm.

(4) Properly lubricate the upper ball joint assembly using only Mopar Multi-Mileage Lube or an equivalent.

Page 53

STABILIZER BAR BUSH-ING RETAINER CRIMPSSTABILIZER BARCRIMPSSTABILIZER BAR BUSHING

SPECIAL TOOL 6758BALL JOINTSEAL BOOTCONTROL ARM

2 - 42 SUSPENSION JA

DISASSEMBLY AND ASSEMBLY (Continued)

SPECIFICATIONS

FRONT SUSPENSION FASTENER TORQUE SPECIFICATIONS

DESCRIPTION TORQUE Shock Absorber

To Clevis Pinch Bolt ..........95N·m(70ft.lbs.)

To Shock Tower Bolts .........90N·m(68ft.lbs.)

Clevis To Control Arm Bolt .....90N·m(68ft.lbs.)

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

Steering Gear Assembly

Tie Rod To Steering Knuckle Nut .........61N·m

(45 ft. lbs.)

To Suspension Crossmember Bolts ........68N·m

Fig. 114 Seal Boot Installation On Ball Joint

STABILIZER BAR BUSHING

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

lizer bar bushing retainer (Fig. 115).

Fig. 115 Stabilizer Bar Bushing Retainer

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

slit and peeling bushing off stabilizer bar.

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

bilizer bar. Bushings must be installed on sway

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

(5) Install bushing retainers back on stabilizer bar

bushings.

Tie Rod End Adjustment Jam Nuts .......61N·m

Lower Control Arm

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

To Crossmember Pivot Bolt (Front) ......182N·m

To Crossmember Rear Bolt ....115N·m(85ft.lbs.)

Upper Control Arm

Ball Joint Stud Castle Nut .....62N·m(55ft.lbs.)

To Upper Shock Bracket .......90N·m(67ft.lbs.)

Front Suspension Crossmember

To Body Mounting Bolts .....163N·m(120 ft. lbs.)

Hub And Bearing Assembly

To Stub Axle Retaining Nut . . 244 N·m (180 ft. lbs.) Wheel Stud Lug Nut . . 109-150 N.m (80-110 ft. lbs.)

Stabilizer Bar

Bushing Clamp Bolts .........55N·m(40ft.lbs.)

Attaching Link Nuts (All) .....105N·m(78ft.lbs.)

Steering Knuckle

Disc Brake Caliper Bolts ......22N·m(16ft.lbs.)

(50 ft. lbs.) (45 ft. lbs.)

(135 ft. lbs.)

Page 54

JA SUSPENSION 2 - 43

SPECIAL TOOLS

FRONT SUSPENSION

Remover, Ball Joint MB-990799

Puller C-3894-A

Installer, Ball Joint 6758

Press, Ball Joint Remover InstallerC-4212F

Remover/Installer Control Arm Bushing6602–5 (In

Tool Kit 6602)

Installer/Receiver, Control Arm Bushing6876

Installer, Ball Joint 6758

Page 55

2 - 44 SUSPENSION JA

SPECIAL TOOLS (Continued)

Remover / Installer C-4366-2 (InTool Kit C-4366)

Receiver, Ball Joint 6756

Installer, Bushing 6760

Installer, Ball Joint Seal Boot Retainer6875

Remover, Tie Rod End MB-991113 orMB-990635

Remover, Lower Ball Joint C-4150A

Remover/Installer Control Arm ClevisBushing 6877

Page 56

JA SUSPENSION 2 - 45

REAR SUSPENSION

INDEX

page page

GENERAL INFORMATION

GENERAL INFORMATION ................ 45

DESCRIPTION AND OPERATION

COIL SPRING ......................... 47

KNUCKLE ............................ 47

LATERAL ARMS AND TRAILING LINKS ...... 47

REAR SUSPENSION CROSSMEMBER ...... 47

REAR SUSPENSION SYSTEM DESCRIPTION . 45

SHOCK ABSORBER ASSEMBLY ........... 45

STABILIZER BAR ....................... 47

UPPER CONTROL ARM .................. 45

DIAGNOSIS AND TESTING

LATERAL LINKS ........................ 48

SHOCK ABSORBER ..................... 47

STABILIZER BAR AND BUSHINGS .......... 48

STABILIZER BAR ATTACHING LINKS ........ 48

SUSPENSION KNUCKLE ................. 47

TRAILING LINKS ....................... 48

UPPER BALL JOINT WEAR INSPECTION .... 47

UPPER CONTROL ARM .................. 47

GENERAL INFORMATION

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.

SERVICE PROCEDURES

REAR WHEEL ALIGNMENT ............... 48

REMOVAL AND INSTALLATION

COIL SPRINGS ........................ 49

KNUCKLE ............................ 50

LATERAL LINKS ........................ 59

REAR SUSPENSION CROSSMEMBER ...... 57

SHOCK ABSORBER ..................... 48

STABILIZER BAR ....................... 49

TRAILING LINKS ....................... 61

UPPER BALL JOINT ..................... 56

UPPER CONTROL ARM .................. 53

DISASSEMBLY AND ASSEMBLY

SHOCK ABSORBER ..................... 62

SPECIFICATIONS

REAR SUSPENSION FASTENER TORQUE

SPECIFICATIONS ..................... 67

SPECIAL TOOLS

REAR SUSPENSION .................... 67

SHOCK ABSORBER 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 rubber isolated mount.

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

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

DESCRIPTION AND OPERATION

REAR SUSPENSION SYSTEM DESCRIPTION

The rear suspension used on this vehicle is a fully independent short and long arm style suspension (Fig. 1).

UPPER CONTROL ARM

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 ball joint is pressed into the upper control arm and is attached to the knuckle using a tapered stud and a castle nut.

The upper control arm is bolted to the rear suspension crossmember using a pivot bar which is rubber isolated from the upper control arm.

The upper control arms have rubber bushings at the rear suspension crossmember end and a ball joint at the rear knuckle.

Page 57

2 - 46 SUSPENSION JA

DESCRIPTION AND OPERATION (Continued)

Fig. 1 Fully Independent Rear Suspension

Page 58

JA SUSPENSION 2 - 47

DESCRIPTION AND OPERATION (Continued)

COIL SPRING

Rear coil springs are rated separately for each corner or side of the vehicle depending on optional equipment and type of vehicle service. During service procedures when both rear coil springs are removed, mark the coil springs to ensure installation of the springs in their original position. If coil springs

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

STABILIZER BAR

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.

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

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 arm 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.

KNUCKLE

A cast iron rear knuckle is attached to the upper control arm by the upper ball joint and to the rear shock absorber assembly. 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. The outboard ends of the two lateral arms are mounted forward and rearward of the knuckle centerline, and the inboard ends are mounted to the rear suspension crossmember. Fore and aft movement of the knuckle is controlled by the trailing link.

LATERAL ARMS AND TRAILING LINKS

The lateral movement of the rear knuckle is controlled by the lateral arms going from the front and rear of the knuckle to the rear suspension crossmember. Fore and aft movement of the knuckle is controlled by a trailing link.

The lateral arms and trailing link have rubber isolator bushings at each end to isolate suspension noise from the body of the vehicle.

The trailing link bolts to the bottom of the knuckle and to a bracket attached to the floor pan of the vehicle.

Lateral links, trailing arms and knuckles are normally replaced only when the part has been damaged or when the vehicle has been involved in an accident. If a suspension part has been damaged, be sure to check the underbody dimensions of the car. If the underbody dimensions are not correct, the frame of the vehicle must be straightened, before replacement suspension components are installed.

REAR SUSPENSION CROSSMEMBER

This vehicle is equipped with a bolt in type rear suspension crossmember. The crossmember on this vehicle is the same for all of the optional suspensions that are available on the vehicle.

DIAGNOSIS AND TESTING

SHOCK ABSORBER

(1) Inspect for damaged or broken coil springs.

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

(3) Inspect for damaged lower spring isolator.

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

SUSPENSION KNUCKLE

The rear suspension knuckle is not a repairable component of the rear suspension. If it is determined that the knuckle is broken or bent when servicing the vehicle, no attempt is to be made to repair or to straighten the knuckle. THE KNUCKLE MUST BE

REPLACED IF FOUND TO BE DAMAGED IN ANY WAY.

UPPER CONTROL ARM

The rear suspension upper control arm is not a repairable component of the rear suspension. When diagnosing a condition with the rear suspension of the vehicle it is determined that the upper control arm is broken or bent, the upper control arm MUST be replaced. No attempt is to be made to repair or to straighten the upper control arm. THE UPPER

CONTROL ARM MUST BE REPLACED IF FOUND TO BE DAMAGED IN ANY WAY.

UPPER BALL JOINT WEAR INSPECTION

With the weight of the vehicle resting on the road wheels, grasp grease fitting and with no mechanical

Page 59

SHOCK ABSORBERCOVERVEHICLE TRUNK CARPET-INGSHOCK TOWER

2 - 48 SUSPENSION JA

DIAGNOSIS AND TESTING (Continued)

assistance or added force attempt to move the grease fitting.

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

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.

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

SERVICE PROCEDURES

REAR WHEEL ALIGNMENT

Refer to Front And Rear Wheel Toe Setting Procedures in the Wheel Alignment Check And Adjustment section in this group of the service manual for the required rear wheel Toe setting procedure.

REMOVAL AND INSTALLATION

SHOCK ABSORBER

NOTE: Access for the bolts attaching the rear shock absorber upper mount is from inside the trunk.

REMOVE

(1) Roll back carpeting on top of rear shock tower to access shock mounting bolts.

(2) Remove plastic cover from the top of the shock tower (Fig. 2).

TRAILING LINKS

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.

STABILIZER BAR AND BUSHINGS

Inspect the stabilizer bar for damage or bending. Inspect for broken or distorted stabilizer bar bushings, bushing retainers, and worn or damaged stabilizer bar to lateral arm attaching links. If stabilizer bar to crossmember bushing replacement is required, bushings can be removed from sway bar by opening slit and peeling bushing off sway bar.

STABILIZER BAR ATTACHING LINKS

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.

Fig. 2 Shock Absorber Assembly Cover

(3) Remove the 2 nuts (Fig. 3) attaching the shock

absorber upper mount/spring seat to the shock tower.

(4) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.

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

(6) Remove bolt attaching shock absorber to rear knuckle (Fig. 4).

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

Page 60

SHOCK ABSORBERASSEMBLY

ATTACHINGBOLT REARKNUCKLESHOCK ABSORBERCLEVIS BRACKETLATERAL LINK

SHOCK ABSORBERSHOCK ABSORBER MOUNT-ING NUTSSHOCK TOWER

JA SUSPENSION 2 - 49

REMOVAL AND INSTALLATION (Continued)

INSTALL

(1) Install shock absorber back in vehicle using the reverse sequence of removal (Fig. 5).

(2) Install upper shock absorber 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 (Fig. 4) 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 absorber mounting bracket attaching nuts (Fig. 3) to a torque of 54 N·m (40 ft. lbs.).

Fig. 3 Shock Absorber Upper Mount AttachingNuts

(7) Install plastic cover on shock tower (Fig. 2).

(8) Install carpeting back on shock tower.

(9) Install wheel and tire assembly on vehicle. Then torque all wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification. Then repeat tightening sequence to full specified torque of 129 N·m (95 ft. lbs.).

(10) Lower vehicle to the ground.

Fig. 4 Shock Absorber Attachment To Knuckle

(8) Move shock absorber downward and tilt top of shock outward. Then remove shock absorber from vehicle through top of wheel opening (Fig. 5).

COIL SPRINGS

Coil springs are rated separately for each side of vehicle depending on optional equipment and type of service. During service procedures where both springs are removed, mark springs (Chalk, Tape, etc.) to ensure installation in original position. If the

coils springs require replacement, be sure that the springs being replaced, are replaced with springs meeting the correct load and spring rate for the vehicle.

NOTE: During service procedures requiring removal or installation of a coil spring, be sure that the first full top and bottom coil of the spring is captured by the jaws of spring compressor.

Replacement of the coil spring requires removal of the shock absorber from the vehicle, and the disassembly of the shock absorber. Refer to shock absorber in the removal and installation section in this group of the service manual for the required removal and replacement procedure. Then refer to shock absorber in the disassembly and assembly section in this group of the service manual for the required procedure to disassemble and assemble the shock absorber.

Fig. 5 Shock Absorber Removal

STABILIZER BAR

REMOVE

(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubri-

Page 61

PARK BRAKE CABLESTABILIZER BAR ATTACHINGLINKNUTSTABILIZER BARREAR LATERAL LINKFORWARD LATERAL LINK

ATTACHINGBOLT REAR SUSPENSIONCROSSMEMBER ATTACHINGBOLTATTACHINGBOLTREAR STABILIZERBARSTABILIZER BAR ATTACH-ING BRACKETSATTACHINGBOLT

UP IN CAR INCORRECTLY INSTALLEDPOSITION OF STABILIZERBARSIDE VIEWCORRECTLY INSTALLEDPOSITION OF STABILIZERBAR

2 - 50 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

cation and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.

(2) Remove both rear wheel and tire assemblies

from the vehicle.

(3) Remove the nuts (Fig. 6) attaching the stabi-

lizer links/isolator bushings to the stabilizer bar.

Fig. 6 Stabilizer Bar Attaching Link

(4) Remove the 4 bolts attaching the stabilizer bar bushing clamps to the rear suspension crossmember (Fig. 7).

Fig. 7 Stabilizer Bar Attachment To RearSuspension

(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.

INSTALL

(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. 8).

Fig. 8 Installed Position Of StabilizerBar In Vehicle

(3) Install the stabilizer bar onto the stabilizer bar to forward lateral link attaching links. Install the stabilizer bar to attaching link bushings on attaching links. Tighten the bushing retaining nuts to a torque of 32 N·m (24 ft. lbs.).

(4) Loosely install the stabilizer bar bushing clamps on the rear suspension crossmember

(5) Position stabilizer bar so it is centered in the vehicle and does not contact other suspension components or vehicle body.

(6) Tighten bolts attaching stabilizer bar bushing clamps to the rear crossmember to a torque of 28 N·m (250 in. lbs.) (Fig. 7).

(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 129 N·m (95 ft. lbs.).

(8) Lower vehicle to the ground.

KNUCKLE

REMOVE

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

Page 62

UPPERCONTROLARM SHOCK ABSORBERSPEED SENSOR CABLE ROUTINGCLIPS BOLTSPEED SENSORCABLEBRAKE FLEX HOSEBRACKET BOLTBRAKE DRUM

PARK BRAKE ACTUAT-ING LEVER

PARK BRAKE CABLEBRAKESUPPORTPLATE

TRAILING BRAKE

SHOE

RETAININGNUTSPINDLEHUB/BEARINGASSEMBLY

REAR BRAKESUPPORTPLATEPARK BRAKE CABLEPARK BRAKE CABLERETAINER1/2” BOX ENDWRENCH

REAR BRAKE SUP-PORT PLATEREAR KNUCKLEBRAKE SUPPORTPLATE ATTACHINGBOLTS

JA SUSPENSION 2 - 51

REMOVAL AND INSTALLATION (Continued)

(3) Remove rear brake drum from rear hub and

bearing assembly.

(4) If vehicle is equipped with antilock brakes remove the rear wheel speed sensor from the brake support plate and brake flex hose routing bracket (Fig. 9).

Fig. 11 Park Brake Cable Removal From

BrakeSupport Plate

Fig. 9 Rear Wheel Speed Cable Routing

AndAttachment

(5) Remove the park brake cable from the park brake actuating lever (Fig. 10). Then remove the park brake cable from the rear brake support plate (Fig. 11). Park brake cable is removed from brake support plate using this procedure. Position a 1/2 inch box end wrench over cable retainer (Fig. 11) to collapse retaining tabs. Then pull bear brake cable from brake support plate.

Fig. 12 Hub/Bearing Assembly Retaining Nut

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

plate when removed, must be supported using mechanics wire as shown in (Fig. 14).

Fig. 10 Park Brake Cable Attachment To

ActuatingLever

(6) Remove the rear hub/bearing assembly retaining nut (Fig. 12). Then remove the washer and the hub/bearing assembly from the knuckle.

(7) Remove the 4 bolts (Fig. 13) attaching rear brake support plate to knuckle. Then remove brake support plate, brake shoes and wheel cylinder as an assembly from rear knuckle. It is not necessary to

Fig. 13 Rear Brake Support Plate MountingBolts

Page 63

WIRE HANGER REAR SHOCK ABSORBERASSEMBLYREAR BRAKESUPPORT PLATE

BOLTKNUCKLEREAR LATERAL LINKBOLTFORWARD LATERAL LINK

BALL JOINT SPECIAL TOOLCT1106BALL JOINTSTUDKNUCKLE

TENSION NUT WRENCH KNUCKLE

SHOCK ABSORBER CLEVISBRACKETKNUCKLE

2 - 52 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

Fig. 14 Correctly Stored Rear Brake SupportPlate

(8) Remove the nuts and bolts attaching the forward and rear lateral links (Fig. 15) to the rear knuckle.

Fig. 16 Removing Ball Joint Stud From Knuckle

Fig. 15 Lateral Link Attachment To Rear Knuckle

(9) Remove cotter pin and castle nut attaching upper control arm ball joint to knuckle.

(10) Remove ball joint stud from knuckle using Puller, Special Tool, CT-1106 (Fig. 16). When using puller, install castle nut on ball joint stud (Fig. 16) to protect threads from damage.

(11) Remove the nut and washer attaching the trailing link to the rear knuckle. Use a wrench on the flat of the trailing link to keep it from turning when removing nut (Fig. 17).

(12) Remove the shock absorber clevis bracket to knuckle attaching nut and bolt (Fig. 18).

(13) Remove the knuckle assembly from the vehicle.

INSTALL

(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. 18).

Fig. 17 Trailing Link Attachment To RearKnuckle

Fig. 18 Shock Absorber Attachment To Knuckle

Page 64

FORWARD LAT-ERAL ARM REAR LATERAL ARM

OUTER TRAILING LINK

BUSHING

NUTOUTER TRAILING LINKRETAINERINNER TRAILINGLINK BUSHINGINNER TRAILING LINKRETAINER KNUCKLETRAILING LINK

SPEED SENSORCABLE BOLTSPEED SENSORHEAD

JA SUSPENSION 2 - 53

REMOVAL AND INSTALLATION (Continued)

CAUTION: The inner and outer bushing location on the trailing link to rear knuckle attachment is important. Do not interchange the inner and outer bushing location when installing knuckle back on trailing link. Also, when installing trailing link bushing retainers, retainers must be installed with cupped side of retainer facing away from bushing and knuckle (Fig. 19).

(2) Install knuckle on trailing link. Then install the outer trailing link bushing, bushing retainer and retaining nut on trailing link (Fig. 19). Using a large adjustable wrench, to keep trailing link from rotating securely tighten the trailing link retaining nut (Fig.

19) to a torque of 95 N·m (70 ft. lbs.).

Fig. 20 Speed Sensor Head Attachment To

BrakeSupport Plate

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

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

(11) Install wheel and tire assembly on vehicle. 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 129 N·m (95 ft. lbs.).

(12) Lower vehicle.

Fig. 19 Trailing Link Bushing And

RetainerInstallation

(3) Install upper ball joint stud in knuckle. Install and tighten the ball joint stud castle nut to a torque of 67 N·m (50 ft. lbs.). Install cotter pin in ball joint stud.

(4) Install the front and rear lateral links and attaching nuts and bolts on the knuckle (Fig. 15) Tighten the lateral links to knuckle attaching bolts and nuts to 95 N·m (70 ft. lbs.).

(5) Install rear brake support plate assembly onto the knuckle. Install the 4 bolts (Fig. 13) attaching rear brake support plate to rear knuckle. Tighten the attaching bolts to a torque of 61 N·m (45 ft. lbs.).

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

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

(7) Attach routing bracket for speed sensor cable to brake flex hose bracket and securely tighten attaching bolt (Fig. 9).

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

(13) Check and reset rear wheel alingment to specifications if required. Refer to Front And Rear Toe Setting Procedure in the Wheel Alignment Check And Adjustment section in this group of the service manual for the required alignment setting procedure.

UPPER CONTROL ARM

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 rear ball joint and ball joint seal are replaceable components of the rear control arm assembly. The ball joint and ball joint seal are to be replaced with the control arm removed from the vehicle.

REMOVE

(2) Remove both rear wheel and tire assemblies from the vehicle.

Page 65

ATTACHINGBOLT REARKNUCKLESHOCK ABSORBERCLEVIS BRACKETLATERAL LINK

REAR FASCIA MUFFLER SUPPORTBRACKETATTACHING BOLTSMUFFLER

BALL JOINT SPECIAL TOOLCT1106BALL JOINTSTUDKNUCKLE

WOODENBLOCK TRANSMISSIONJACKREAR SUSPENSION CROSS-MEMBER

BOLT

HANGERBRACKETEXHAUST PIPE

REAR SUSPENSION

CROSSMEMBER

2 - 54 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(3) Remove the shock absorber clevis bracket to rear knuckle attaching bolt and nut (Fig. 21) on both sides of the vehicle.

Fig. 23 Exhaust Pipe Hanger At Rear

SuspensionCrossmember

Fig. 21 Shock Absorber To Knuckle Attaching

(4) Remove muffler support bracket from rear frame rail (Fig. 22).

Fig. 22 Muffler Support Bracket

(5) Remove the rear exhaust pipe hanger bracket from the rear suspension crossmember (Fig. 23). Let exhaust system drop down as far as possible.

(6) On only the side of the vehicle requiring control arm removal, separate the control arm ball joint from the rear knuckle using following procedure.

• Remove cotter pin and castle nut attaching

upper control arm ball joint to knuckle.

• Remove ball joint stud from knuckle using Puller, Special Tool, CT- 1106 (Fig. 24). When using puller, install castle nut on ball joint stud to protect threads from damage.

(7) Position a transmission jack and wooden block under the center of the rear suspension crossmember to support and lower crossmember during removal (Fig. 25).

Fig. 24 Ball Joint Stud Removal From Knuckle

Fig. 25 Lowering And Supporting Rear

SuspensionCrossmember

Page 66

UPPERCONTROLARM SHOCK ABSORBERSPEED SENSOR CABLE ROUTINGCLIPS BOLTSPEED SENSORCABLEBRAKE FLEX HOSEBRACKET BOLTBRAKE DRUM

ATTACHINGBOLTS ATTACHINGBOLTSREAR SUSPENSION CROSS-MEMBER

SHOCK ABSORBER ATTACHING BOLTS

POSITIONINGHOLE FRAMERAILREAR SUSPENSIONCROSSMEMBERDRIFTSHOCKABSORBERUPPER CONTROL ARM

REAR SUSPENSION CROSS-MEMBERUPPER CONTROL ARM

UPPER CONTROL ARM PIVOT

BAR

JA SUSPENSION 2 - 55

REMOVAL AND INSTALLATION (Continued)

(8) If vehicle is equipped with antilock brakes, remove routing clips for wheel speed sensor cable from brackets on both upper control arms (Fig. 26).

Fig. 28 Upper Control Arm Attachment To

Crossmember

attaching bolts (Fig. 28) to a torque of 107 N·m (79

Fig. 26 Speed Sensor Cable Attachment ToControl

Arm

(9) Remove the 4 bolts (Fig. 27) attaching rear suspension crossmember to rear frame rails.

ft. lbs.).

(2) Using transmission jack, raise rear suspension crossmember up to the rear frame rails and loosely install the 4 attaching bolts (Fig. 27).

(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. 29). This is required to properly position rear suspension crossmember in the body of the vehicle. Then tighten the 4 crossmember to frame rail attaching bolts to 95 N·m (70 ft. lbs.). Remove drifts from rear suspension crossmember.

Fig. 27 Crossmember Attachment To Frame Rails

CAUTION: When lowering rear suspension crossmember do not put a strain on the rear brake flex hoses.

(10) Lower the rear suspension crossmember far enough to access the upper control arm pivot bar to crossmember attaching bolts. Remove the 2 bolts (Fig. 28) attaching the upper control arm to the rear suspension crossmember.

(11) Remove the upper control arm from the vehicle.

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

INSTALL

(1) Align the upper control arm pivot bar with the mounting holes in the rear suspension crossmember. Install and tighten the 2 pivot bar to crossmember

Fig. 29 Locating Rear Suspension CrossmemberIn

Vehicle

(4) Install upper ball joint stud in knuckle. Install and tighten the ball joint stud castle nut to a torque of 67 N·m (50 ft. lbs.). Install cotter pin in ball joint stud.

(5) Remove transmission jack supporting rear suspension crossmember.

Page 67

UPPER CONTROL ARM BALL JOINT SEALSCREWDRIVERBALL JOINT

SPECIAL TOOL 6804 CONTROL ARMSPECIAL TOOL 6758BALL JOINT

SPECIAL TOOL 6804 BALL JOINTCONTROL ARMSPECIAL TOOL 6758

2 - 56 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(6) Install muffler support bracket on rear frame rail (Fig. 22). Install rear exhaust pipe hanger on rear suspension crossmember (Fig. 23).

(7) If vehicle is equipped with antilock brakes, install the wheel speed sensor cable routing clip on upper control arm mounting bracket. Install and securely tighten attaching bolt (Fig. 26).

(8) Install the shock absorber clevis brackets (Fig.

21) on the rear knuckles.

(9) 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 129 N·m (95 ft. lbs.).

(10) Lower vehicle to the ground.

(11) Check and reset if required, rear wheel Camber and Toe to preferred specifications.

Fig. 30 Ball Joint Seal Boot Removal

UPPER BALL JOINT

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

The ball joint housing is a pressed fit into the control arm with the joint stud retained in the knuckle by a castle nut. The castle nut is retained on the ball joint stud by a cotter pin.

The procedure for the removal and replacement of the rear control arm ball joint must be done with the rear control arm removed from the vehicle. The ball joint will require the use of an arbor press to remove and install it on the control arm. For the required procedure to remove and install the rear control arm, refer to Rear Control Arm Service Procedures in this group of the service manual.

Fig. 31 Removing Ball Joint From Upper

ControlArm

bly (Fig. 32).

REMOVE

(1) Using a screw driver or other suitable tool, pry seal boot up and off of ball joint assembly (Fig. 30).

(2) Position Receiving Cup, Special Tool 6758 to support control arm when removing ball joint assembly (Fig. 31). Install Remover/Installer, Special Tool 6804 on top of ball joint assembly (Fig. 31).

(3) Using an arbor press, press the ball joint assembly out of the control arm.

INSTALL

(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. 32). Then install Remover/Installer, Special Tool 6804 on the top of the ball joint assem-

Fig. 32 Installing Ball Joint In Upper ControlArm

Page 68

SPECIAL TOOL 6758 CONTROL ARMBALL JOINT SEAL

ATTACHINGBOLT REARKNUCKLESHOCK ABSORBERCLEVIS BRACKETLATERAL LINK

REAR FASCIA MUFFLER SUPPORTBRACKETATTACHING BOLTSMUFFLER

BOLT

HANGERBRACKETEXHAUST PIPE

REAR SUSPENSION

CROSSMEMBER

JA SUSPENSION 2 - 57

REMOVAL AND INSTALLATION (Continued)

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 3mm (1/8 inch) is between lip on ball joint and surface of lower control arm.

(4) Install a NEW ball joint assembly sealing boot on ball joint assembly.

CAUTION: Do not use an arbor press to install the sealing boot on the lower control arm ball joint assembly. Damage to the sealing boot can occur due to excessive pressure applied to sealing boot when being installed.

(5) Position Receiving Cup, Special Tool 6758 over sealing boot so it is aligned properly with bottom edge of sealing boot (Fig. 33). Apply pressure BY HAND to special tool 6758, until sealing boot is pressed squarely against surface of control arm.

Fig. 34 Shock Absorber To Knuckle Attaching

Fig. 33 Ball Joint Seal Boot Installation

REAR SUSPENSION CROSSMEMBER

REMOVE

(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 on both sides of the vehicle (Fig. 34).

(4) Remove muffler support bracket from rear frame rail (Fig. 35).

Fig. 35 Muffler Support Bracket

(5) Remove the rear exhaust pipe hanger from the rear suspension crossmember (Fig. 36). Let exhaust system drop down as far as possible.

Fig. 36 Exhaust Pipe Hanger At Rear

SuspensionCrossmember

Page 69

UPPERCONTROLARM SHOCK ABSORBERSPEED SENSOR CABLE ROUTINGCLIPS BOLTSPEED SENSORCABLEBRAKE FLEX HOSEBRACKET BOLTBRAKE DRUM

WOODENBLOCK TRANSMISSIONJACKREAR SUSPENSION CROSS-MEMBER

ATTACHINGBOLTS ATTACHINGBOLTSREAR SUSPENSION CROSS-MEMBER

SHOCK ABSORBER ATTACHING BOLTS

REAR SUSPENSION CROSS-MEMBERUPPER CONTROL ARM

UPPER CONTROL ARM PIVOT

BAR

2 - 58 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

(6) Position a transmission jack and wooden block under the center of the rear suspension crossmember to support and lower crossmember during removal (Fig. 37).

Fig. 39 Suspension Crossmember AttachmentTo

Frame Rails

Fig. 37 Lowering And Supporting Rear

SuspensionCrossmember

(7) If vehicle is equipped with antilock brakes, remove routing clips for wheel speed sensor cable from brackets on upper control arm (Fig. 38).

Fig. 38 Speed Sensor Cable Attachment ToControl

Arm

(8) Remove the nuts and bolts on each side of vehicle attaching the 4 lateral links to the knuckles.

(9) Remove the 4 bolts attaching the rear suspension crossmember to rear frame rails (Fig. 39).

(10) Lower the rear suspension crossmember enough to access the upper control arm pivot bar to crossmember attaching bolts (Fig. 40). Remove the 4 bolts attaching the upper control arms to the suspension crossmember. Remove the control arms from the crossmember.

(11) Lower the rear suspension crossmember, lateral arms and stabilizer bar as far as possible using

Fig. 40 Upper Control Arm Attachment To

Crossmember

the transmission jack. Then with the aid of a helper remove rear suspension crossmember from the vehicle.

(12) Transfer the lateral arms, stabilizer bar mounting brackets and the stabilizer bar and bushings to the replacement crossmember before installing the replacement crossmember in the vehicle. Tighten the stabilizer bar mounting bracket to rear crossmember mounting bolts to a torque of 27 N·m (20 ft. lbs.).Tighten the 4 lateral arm to crossmember attaching bolts to a torque of 95 N·m (80 ft. lbs.).

Install the lateral arm to crossmember bolts so head of bolt will be toward the front of the vehicle when the crossmember is installed.

INSTALL

(1) Install the rear suspension crossmember, lateral arms and rear stabilizer bar back into the vehicle as an assembly.

Page 70

POSITIONINGHOLE FRAMERAILREAR SUSPENSIONCROSSMEMBERDRIFTSHOCKABSORBERUPPER CONTROL ARM

FORWARD LATERAL LINKREAR LATERAL LINK

JA SUSPENSION 2 - 59

REMOVAL AND INSTALLATION (Continued)

(2) With the aid of a helper position rear suspension crossmember back in vehicle and support it using the transmission jack.

(3) Align the upper control arm pivot bars with the mounting holes in the rear suspension crossmember. Install and tighten the 4 pivot bar to crossmember attaching bolts (Fig. 40) to a torque of 107 N·m (80 ft. lbs.).

(4) Using transmission jack, raise rear suspension crossmember up to the rear frame rails and loosely install the 4 attaching bolts.

(5) Position a drift of the appropriate size into the positioning hole in each side of rear suspension crossmember and locating holes in the frame rail of the body. (Fig. 41). This is required to properly position rear suspension crossmember side-to-side and frontto-rear in the body of the vehicle. Then tighten the 4 crossmember to frame rail attaching bolts to 95 N·m (70 ft. lbs.). Remove drifts from rear suspension crossmember.

(11) Lower vehicle to the ground. (12) Check and reset if required, rear wheel align-

ment to meet the preferred specifications.

LATERAL LINKS

The rear suspension lateral links (Fig. 42) are only serviced as complete assemblies. The isolator bushings used in the lateral links are not serviced as separate components.

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.

Fig. 41 Locating Rear Suspension CrossmemberIn

Vehicle

(6) Align lateral links with knuckles and install the lateral arm to knuckle attaching bolts. Tighten the 4 lateral arm to spindle attaching bolts to a torque of 95 N·m (70 ft. lbs.).

(7) Remove transmission jack supporting rear suspension crossmember.

(8) Install muffler support bracket on rear frame rail (Fig. 35). Install rear exhaust pipe hanger on rear suspension crossmember (Fig. 36).

(9) If vehicle is equipped with antilock brakes, install the wheel speed sensor cable routing clip on upper control arm mounting bracket (Fig. 38). Install and securely tighten attaching bolt.

(10) 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 129 N·m (95 ft. lbs.).

Fig. 42 Rear Suspension Lateral Links

FORWARD LATERAL LINK

REMOVE

(2) Remove the rear wheel and tire assembly from the side of the vehicle requiring lateral link removal.

(3) Remove the rear stabilizer bar attaching link from the forward lateral link (Fig. 43).

(4) Remove the nut, bolt and washer (Fig. 43) attaching the forward lateral link to the knuckle.

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

44).

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

INSTALL

(1) Install the lateral link and the attaching nut and bolt at rear suspension crossmember (Fig. 44).

The forward lateral link is to be installed with the cup in cast portion facing down and toward rear knuckle (Fig. 43).

Page 71

WASHERBOLT AND WASHERKNUCKLESTABILIZER BARFORWARD LATERAL LINKSTABILIZER BAR ATTACHINGLINK

BOLTNUTREAR SUSPENSION CROSS-MEMBERFORWARD LATERAL LINK

REAR SUSPENSION CROSS-MEMBERBOLTREAR LATERAL LINK

KNUCKLEADJUSTING SCREWNUTREAR LATERAL LINKBOLT

2 - 60 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

REAR LATERAL LINK

REMOVE

(2) Remove the rear wheel and tire assembly from the side of the vehicle requiring lateral link removal.

(3) Remove the nut, bolt and washer attaching the lateral link to the knuckle (Fig. 45).

Fig. 43 Stabilizer Bar To Lateral Link Attachment

Fig. 44 Lateral Link Attachment To Rear

SuspensionCrossmember

(2) Install the lateral link and attaching nut and

bolt at rear knuckle (Fig. 43).

(3) Torque both lateral link attaching bolts to 95

N·m (70 ft. lbs.).

(4) Install the rear stabilizer bar attaching link, isolator bushings and attaching nut on the forward lateral link (Fig. 43). Securely tighten the attaching nut.

(5) 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 129 N·m (95 ft. lbs.).

(6) Lower vehicle to the ground.

(7) Check and reset rear wheel Camber and Toe to specifications if required. Refer to Front And Rear Toe Setting Procedure in the Wheel Alignment Check And Adjustment section in this group of the service manual for the required Toe setting procedure.

Fig. 45 Rear Lateral Link Attachment To Knuckle

(4) Remove the bolt (Fig. 46) and nut attaching the

lateral link to the rear suspension crossmember.

Fig. 46 Lateral Link Attachment To Rear

SuspensionCrossmember

(5) Remove rear lateral link from vehicle.

INSTALL

(1) Install the lateral link and the attaching nut

and bolt at rear suspension crossmember (Fig. 46).

The rear lateral link is to be installed with the

Page 72

BUSHINGNUT BUSHINGRETAINERKNUCKLEBUSHINGBUSHINGRETAINERTRAILING LINK

HANGER BRACKET SPACERBUSHING RETAINERTRAILING LINKADJUSTABLEWRENCHWRENCH

TRAILING LINKTRAILING LINKHANGER BRACKET

JA SUSPENSION 2 - 61

REMOVAL AND INSTALLATION (Continued)

adjusting screw toward rear knuckle not rear suspension crossmember (Fig. 45).

(2) Install the lateral link and the attaching bolt nut and washer at rear knuckle (Fig. 45).

(3) Torque both lateral link attaching bolts to 95 N·m (70 ft. lbs.).

(4) 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 129 N·m (95 ft. lbs.).

(5) Lower vehicle to the ground.

(6) Check and reset rear wheel Camber and Toe to specifications if required. Refer to Front And Rear Toe Setting Procedure in the Wheel Alignment Check And Adjustment section in this group of the service manual for the required Toe setting procedure.

TRAILING LINKS

REMOVE

(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. 47) from the trailing link.

Fig. 48 Trailing Link Hanger Bracket AttachmentTo

Vehicle

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. 49).

Fig. 47 Trailing Link To Knuckle Attachment

(4) Remove the 4 bolts (Fig. 48) attaching the trailing 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.

Fig. 49 Separating Trailing Link From

HangerBracket

INSTALL

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.

(1) Install the inner bushing retainer, and inner bushing (Fig. 50) on the trailing link. Install the trailing link, retainer and bushing on the hanger

Page 73

OUTER BUSHING RETAINERINNER TRAILING LINKBUSHINGTRAILING LINKINNER TRAILING LINKBUSHINGTRAILING LINK INNERBUSHING RETAINERINNER BUSHING RETAINERTRAILING LINK HANGERBRACKETOUTER TRAILING LINKBUSHINGNUT

HANGERBRACKET TRAILING LINKLOCATING DRIFT PINSATTACHINGBOLTS 4

SHOCK ABSORBER ASSEM-BLY SHOCK ABSORBER CLEVISBRACKETVISE

2 - 62 SUSPENSION JA

REMOVAL AND INSTALLATION (Continued)

bracket (Fig. 50). Then install the outer bushing, outer bushing retainer and nut (Fig. 50) on the trailing link. Tighten the trailing link retaining nut to a torque of 99 N·m (73 ft. lbs.).

Fig. 50 Trailing Link Bushing Installation

(2) Install knuckle end of trailing link assembly 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.

(3) Install trailing link hanger bracket on vehicle and loosely install the 4 attaching bolts (Fig. 51). Then install 2 drift pins of appropriate size in positioning holes on hanger bracket and into locating holes in body (Fig. 51). With hanger bracket correctly positioned on vehicle tighten the 4 hanger bracket mounting bolts.

CAUTION: When installing trailing link bushing retainers, retainers must be installed with cupped side of retainer facing away from bushing and knuckle (Fig. 47).

(4) Install the outer lateral link bushing, outer bushing retainer and retaining nut on trailing link (Fig. 47). Using a large adjustable wrench on flat of trailing link to keep it from rotating tighten the trailing link retaining nut (Fig. 47) to a torque of 95 N·m (70 ft. lbs.).

DISASSEMBLY AND ASSEMBLY

SHOCK ABSORBER

The rear shock is not serviced and must be replaced as an assembly if found to be defective. The shock absorber is available with 2 calibrations, be sure the shock absorber is replaced with an assembly of the same calibration.

The components of the shock absorber assembly listed below are replaceable if found to be defective.

• Coil spring (Coil springs come in a standard and high rate be sure spring is replaced with a spring of the correct rate.)

• Dust shield

• Mount assembly

• Jounce Bumper

• Lower Spring Isolator

• Shaft Nut

DISASSEMBLE

(1) Remove shock absorber assembly requiring service from the vehicle. Refer to Shock Assembly Removal in Servicing Rear Shock Absorbers, in this section of the service manual.

(2) Position shock absorber assembly in a vise. Shock absorber is to be clamped only by the clevis bracket on the bottom of the shock absorber (Fig. 52).

Fig. 51 Trailing Link Hanger Bracket Installation

Fig. 52 Shock Absorber Correctly MountedIn Vise

Page 74

SPRING COMPRESSORGP-2020-S2.5 SHOCK ABSORBER ASSEM-BLYCOIL SPRING

SHOCK ABSORBER ROD ISOLATOR BUSHINGSHOCK ABSORBERMOUNTSPRING COMPRES-SORCOIL SPRING

SHOCK ABSORBER ROD WASHERSHOCK ABSORBERMOUNT

SHOCK ABSORBER SOCKETSNAP-ON A136CROW FOOT

JA SUSPENSION 2 - 63

DISASSEMBLY AND ASSEMBLY (Continued)

(3) Mark coil spring and strut assembly right or left, according to which side of vehicle strut was removed from, and which strut coil spring was removed from.

WARNING: DO NOT REMOVE SHOCK ABSORBER ROD NUT, BEFORE SHOCK ABSORBER COIL SPRING IS COMPRESSED, REMOVING SPRING TENSION FROM UPPER CONTROL ARM/SHOCK ABSORBER MOUNTING BRACKET.

WARNING: WHEN COMPRESSING COIL SPRING FOR REMOVAL FROM SHOCK ABSORBER ASSEMBLY, THE FIRST FULL TOP AND BOTTOM COIL OF THE SPRING MUST BE CAPTURED BY THE JAWS OF THE COIL SPRING COMPRESSOR.

(4) Compress shock assembly coil spring, using Professional Services Equipment Spring Compressor, GP-2020-C3.5 or an equivalent (Fig. 53).

Fig. 54 Shock Absorber Shaft Nut

Fig. 53 Compressing Shock Absorber Spring

(5) Hold the rod of the shock absorber from rotating using Shock Absorber Socket, Snap-On A136 or an equivalent (Fig. 54). Then remove the shock absorber shaft nut.

(6) Remove the washer from the shock absorber mounting bracket (Fig. 55).

(7) Remove the shock absorber mounting bracket and the isolator bushings (Fig. 56) as an assembly from the rod of the shock absorber.

Fig. 55 Shock Absorber Upper Mount Washer

Fig. 56 Shock Absorber Mount And

IsolatorBushings

Page 75

SPRING ISOLATORSPRING COM-PRESSORCOIL SPRING

DUST BOOTCOIL SPRINGSPRING COMPRESSORWASHERSHOCK ABSORBER ROD

COIL SPRING SPRING COMPRESSOR

DUST SHIELDCOIL SPRINGSPRING COMPRES-SOR

COLLARSHOCK ABSORBER RODSHOCK ABSORBERJOUNCE BUMPER

2 - 64 SUSPENSION JA

DISASSEMBLY AND ASSEMBLY (Continued)

(8) Remove the isolator (Fig. 57) from the coil spring.

Fig. 59 Shock Absorber Dust Shield

Fig. 57 Coil Spring Isolator

(9) Remove the washer from the top of the dust shield and shock absorber rod (Fig. 58).

Fig. 58 Shock Absorber Rod Upper Washer

(10) Remove the dust shield (Fig. 59) from the shock absorber assembly.

(11) Remove the coil spring and the spring compressor as an assembly (Fig. 60) from the shock absorber. Mark left and right springs for instal-

lation back on correct side of vehicle.

Fig. 60 Shock Absorber Coil Spring

(12) Remove the jounce bumper and the collar (Fig. 61) from the rod of the shock absorber assembly.

Fig. 61 Shock Absorber Jounce Bumper AndCollar

Page 76

SHOCK ABSORBERCOIL SPRING ISOLATOR

UPPER ISOLATOR BUSHINGREAR SHOCK ABSORBERMOUNTSLEEVE

REAR SHOCK ABSORBERMOUNTLOWER ISOLATOR BUSHING

JA SUSPENSION 2 - 65

DISASSEMBLY AND ASSEMBLY (Continued)

(13) Remove the coil spring isolator (Fig. 62) from the lower spring seat on the shock absorber assembly.

Fig. 64 Shock Absorber Mount Lower Isolator

• Mount for cracks and distortion and locating

Fig. 62 Coil Spring Isolator

(14) Inspect the shock absorber for any condition of shaft binding over full stroke of the rod.

(15) Inspect all disassembled components for signs of abnormal wear or failure, replacing any components as required. Inspect shock absorber for signs of abnormal oil leakage and for loss of gas charge. To check for loss of gas charge in shock absorber, push the shaft of the shock absorber in and release, the shaft should return to its fully extended position. If shaft does not return to its fully extended position replace shock absorber.

(16) Remove the upper isolator and the sleeve from the shock absorber mount (Fig. 63).

studs for any sign of damage.

• Severe deterioration of the upper or lower coil

spring isolators.

• Deterioration of the shock absorber rod to shock

absorber mounting bracket bushings.

• Inspect dust shield for rips and/or deterioration.

• Inspect jounce bumper for cracks and signs of

deterioration.

ASSEMBLE

CAUTION: Do not clamp shock absorber in a vise by the body of the shock absorber. The shock absorber must only be clamped in the vise using the clevis bracket on bottom of shock absorber (Fig. 52).

Fig. 63 Shock Absorber Mount Upper Isolator

(17) Remove the lower isolator from the rear shock absorber mount (Fig. 64).

(18) Inspect the rear shock absorber mount upper and lower isolators and the upper spring isolator for the following:

(1) Install the lower isolator in the shock absorber mount. Isolator is to be installed with the cupped side of the isolator toward the shock absorber mount (Fig. 64).

(2) Install the upper isolator and the sleeve in the shock absorber mount. Isolator and sleeve are to be installed with the tapered side of the isolator facing up (Fig. 63).

(3) Install the coil spring isolator (Fig. 62) on the lower spring seat of the shock absorber assembly.

(4) Install the jounce bumper as shown on the rod of the shock absorber assembly (Fig. 65).

(5) Install the sleeve on the rod of the shock absorber assembly with the undercut side of sleeve facing down (Fig. 66). Push sleeve down until seated on the step of the shock absorber rod (Fig. 66).

WARNING: IF A REPLACEMENT COIL SPRING IS TO BE INSTALLED ON THE STRUT ASSEMBLY, THE FIRST FULL TOP AND BOTTOM COIL OF THE SPRING MUST BE CAPTURED BY THE JAWS OF THE COIL SPRING COMPRESSOR.

Page 77

SHOCK ABSORBER ROD SHOCK ABSORBER JOUNCEBUMPERSHOCK ABSORBER

SLEEVESHOCK ABSORBER RODSTEP

SHOCK ABSORBER MOUNT STUDALIGN MOUNT STUD WITH BOLTHOLE IN CLEVIS BRACKET ASSHOWNCLEVIS BRACKETSPRING COMPRESSOR

2 - 66 SUSPENSION JA

DISASSEMBLY AND ASSEMBLY (Continued)

(9) Install the isolator on the top of the coil spring. Isolator must be installed with the two half circle formations in the isolator facing up (Fig. 57).

(10) Install the shock absorber mounting bracket and isolators as an assembly on the rod of the shock absorber assembly (Fig. 56).

(11) Install the top washer (Fig. 55) on rod of shock absorber and position it over shock absorber mount. Washer must be installed with the word

TOP stamped into washer facing up (Fig. 55).

WARNING: THE FOLLOWING 2 STEPS MUST BE COMPLETELY DONE BEFORE SPRING COMPRESSOR IS RELEASED FROM THE COIL SPRING.

(12) Install nut on rod of shock absorber assembly.

Fig. 65 Jounce Bumper Installed On ShockRod

Install Shock Absorber Socket, Snap-On A136 or an equivalent on end of shock rod to keep rod from turning (Fig. 54). Then tighten rod nut using a crowfoot (Fig. 54) to a torque of 55 N·m (40 ft. lbs.).

(13) Position shock absorber upper mount on shock absorber, so studs in upper mount are in line with the bolt hole in the shock absorber clevis bracket (Fig. 67).

Fig. 66 Installing Sleeve On Shock AbsorberRod

(6) Install the coil spring and spring compressor (with small diameter coils down) on the shock absorber assembly (Fig. 60). Be sure bottom coil of spring is correctly positioned on the lower spring isolator.

(7) Install dust shield (Fig. 59) on rod of shock absorber assembly.

(8) Install washer on rod of shock absorber assembly and on top of dust shield (Fig. 58).

Fig. 67 Correctly Positioned Shock AbsorberUpper

Mount

(14) Relieve all tension from spring compressor. After all spring tension has been remove from the spring compressor, remove it from the shock absorber assembly.

Page 78

JA SUSPENSION 2 - 67

SPECIFICATIONS

REAR SUSPENSION FASTENER TORQUE SPECIFICATIONS

DESCRIPTION TORQUE Brakes

Support Plate Mounting Bolts . . 61 N·m (45 ft. lbs.)

Brake Hose Mounting Bolt .....45N·m(45ft.lbs.)

Brake Hose Bracket Bolt ......23N·m(17ft.lbs.)

Shock Absorber

Mounting Bracket To

Body Nuts ................54N·m(40ft.lbs.)

To Suspension Knuckle

Bolt/Nut .................95N·m(70ft.lbs.)

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

Stabilizer Bar

Isolator Bushing Retainer Bolt . . 28 N·m (20 ft. lbs.) To Lateral Link Attaching

Link Nut .................32N·m(24ft.lbs.)

Trailing Link

Shaft Nuts (Front And Rear) . . . 95 N·m (70 ft. lbs.) Bracket To Body Mounting

Bolts ....................28N·m(21ft.lbs.)

Lateral Links

To Knuckle Bolts/Nuts ........95N·m(70ft.lbs.)

Jam Nuts ..................65N·m(48ft.lbs.)

To Suspension Crossmember

Bolts ....................95N·m(70ft.lbs.)

Hub And Bearing Assembly

To Knuckle Retaining Nut . . . 250 N·m (185 ft. lbs.)

Wheel Stud Lug Nuts .............109-150 N·m

(80-110 ft. lbs.)

Ball Joint

To Knuckle Castle Nut ........67N·m(50ft.lbs.)

Control Arm

Pivot Bar To Crossmember ....107N·m80ft.lbs.)

Rear Suspension Crossmember

To Body Attaching Bolts .......95N·m70ft.lbs.)

SPECIAL TOOLS

REAR SUSPENSION

Puller, Pitman Arm CT-1106

Remover, Suspension Arm Bushing AndBall Joint

6804

Installer, Ball Joint 6758

Page 79

Page 80

JA DIFFERENTIAL AND DRIVELINE 3 - 1

DIFFERENTIAL AND DRIVELINE

CONTENTS

page page

GENERAL INFORMATION

FRONT DRIVESHAFT IDENTIFICATION ....... 1

FRONT DRIVESHAFTS ................... 1

DESCRIPTION AND OPERATION

DRIVESHAFT SERVICE ................... 2

DIAGNOSIS AND TESTING

DRIVESHAFT DIAGNOSIS ................. 2

REMOVAL AND INSTALLATION

FRONT DRIVESHAFTS ................... 3

GENERAL INFORMATION

FRONT DRIVESHAFTS

Vehicles equipped with either an automatic or manual transmission uses an unequal length driveshaft system.

Vehicles equipped with automatic transaxles use a solid short interconnecting shaft on the left side. The right side of the vehicle uses a longer solid interconnecting shaft.

Driveshafts used on both the right and left sides of the vehicle use a tuned rubber damper weight. The damper weight on the right side is a single clamp style damper. The damper weight on the left side is a double clamp style damper. When replacing a driveshaft, be sure the replacement driveshaft has the same damper weight as the original.

Both driveshaft assemblies use the same type of inner and outer joints. The inner joint of both driveshaft assemblies is a tripod joint, and the outer joint of both driveshaft 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 driveshaft 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.

DISASSEMBLY AND ASSEMBLY

DRIVESHAFT RECONDITIONING

PROCEDURE ........................ 10

INNER TRIPOD JOINT SEAL BOOT ......... 10

OUTER C/V JOINT BEARING

SHIELD SERVICE ..................... 15

OUTER C/V JOINT SEALING BOOT SERVICE . 14

SPECIFICATIONS

TORQUE SPECIFICATIONS ............... 16

SPECIAL TOOLS

DRIVESHAFT–SPECIAL TOOLS ............ 16

The inner tripod joint of both driveshafts 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 hub nut using a nut lock and cotter pin, hub nut retention system.

NOTE: This vehicle does not use a rubber lip bearing seal as on past front wheel drive cars, to prevent contamination of the front wheel bearing. On these vehicles, the face of the outer C/V joint has a metal bearing shield which is pressed onto the end of the outer C/V joint housing. This design deters direct water splash on bearing seal while allowing any water that gets in, to run out the bottom of the bearing shield. It is important though to thoroughly clean the outer C/V joint and the wheel bearing area in the steering knuckle before it is assembled after servicing.

FRONT DRIVESHAFT IDENTIFICATION

Driveshafts and driveshaft inner and outer boots can be identified as shown in (Fig. 1). Driveshaft boot location on the driveshaft assemblies, is determined by the number of convolutes used on the driveshaft boot. Refer to (Fig. 1) for the correct location of the sealing boots.

Page 81

BEARING SHIELD OUTER C/V JOINT TUNED DAMPER WEIGHTINTERCONNECTING SHAFTINNER TRIPOD JOINTTRIPOD JOINT SEALING BOOT(SILICONE)INTERCONNECTINGSHAFTRIGHT SIDE DRIVESHAFT OUTER C/V JOINTSEALING BOOT(THERMO PLASTIC)OUTER C/V JOINT BEARING SHIELDTONE WHEEL(IF ABS EQUIPPED)OUTER C/V JOINT SEALINGBOOT(THERMO PLASTIC)LEFT SIDE DRIVESHAFTTUNEDDAMPERWEIGHTTRIPOD JOINT SEALINGBOOT(THERMO PLASTIC)

3 - 2 DIFFERENTIAL AND DRIVELINE JA

Fig. 1 Driveshaft Identification

DESCRIPTION AND OPERATION

DRIVESHAFT SERVICE

CAUTION: The outer C/V joint used on this vehicle uses a new design for retaining the cross to the interconnecting shaft. These driveshafts incorporate a slight twist (helical) in the spline on the interconnecting shaft where the cross is installed. This twist causes a interference fit between the interconnecting shaft and the cross when the outer C/V joint is installed on the interconnecting shaft. This design eliminates the clearance between the cross and the interconnecting shaft resulting in quieter operation of the driveshaft assembly. This design though, eliminated the capability of removing the outer C/V joint from the interconnecting shaft. For this reason the driveshafts will be serviced as a quarter shaft (outer C/V joint/sealing boot, interconnecting shaft and vibration damper) in the event of a outer C/V joint boot failure. The inner joint sealing boot will be serviced, as on past applications, as a separate component of the driveshaft assembly.

CAUTION: Boot sealing is vital to retain special lubricants and to prevent foreign contaminants

from entering the C/V joint. Mishandling, such as allowing the assemblies to dangle unsupported, or pulling or pushing the ends, can cut boots or damage C/V joints. During removal and installation procedures, always support both ends of the driveshaft to prevent damage.

DIAGNOSIS AND TESTING

DRIVESHAFT DIAGNOSIS

VEHICLE INSPECTION

(1) Check for grease in the vicinity of the inboard tripod joint and outboard C/V joint; this is a sign of inner or outer joint seal boot or seal boot clamp damage.

(2) A light film of grease may appear on the right inner tripod joint seal boot; this is considered normal and should not require replacement of the seal boot.

NOISE AND/OR VIBRATION IN TURNS

A clicking noise and/or a vibration in turns could be caused by one of the following conditions:

(1) Damaged outer C/V or inner tripod joint seal boot or seal boot clamps. This will result in the loss

Page 82

FRONTHUB

HUB NUT

NUT LOCKCOTTER PINSPRINGWASHER

JA DIFFERENTIAL AND DRIVELINE 3 - 3

DIAGNOSIS AND TESTING (Continued)

and/or contamination of the joint grease, resulting in inadequate lubrication of the joint.

(2) Noise may also be caused by another component of the vehicle coming in contact with the driveshafts.

CLUNKING NOISE DURING ACCELERATION

This noise may be a result of one of the following conditions:

(1) A torn seal boot on the inner or outer joint of the driveshaft assembly.

(2) A loose or missing clamp on the inner or outer joint of the driveshaft assembly.

(3) A damaged or worn driveshaft C/V joint.

SHUDDER OR VIBRATION DURING ACCELERATION

This problem could be a result of:

(1) A worn or damaged driveshaft inner tripod joint.

(2) A sticking tripod joint spider assembly (inner tripod joint only).

(3) Improper wheel alignment. See Wheel Alignment in this group for alignment checking and setting procedures and specifications.

REMOVAL AND INSTALLATION

FRONT DRIVESHAFTS

REMOVAL

CAUTION: The driveshaft, when installed, acts as a bolt and secures the front hub/bearing assembly. If vehicle is to be supported or moved on its wheels with a driveshaft removed, install a PROPER–SIZED BOLT AND NUT through front hub. Tighten bolt and nut to 244 N·m (180 ft. lbs.). This will ensure that the hub bearing cannot loosen.

(1) Remove cotter pin, nut lock, and spring washer

from the end of the outer C/V joint stub axle (Fig. 2).

VIBRATION AT HIGHWAY SPEEDS

This problem could be a result of:

(1) Foreign material (mud, etc.) packed on the backside of the wheel(s).

(2) Out of balance front tires or wheels. See Group 22, Wheels And Tires for the required balancing procedure.

(3) Improper tire and/or wheel runout. See Group 22, Wheels And Tires for the required runout checking procedure.

Fig. 2 Cotter Pin, Nut Lock and Spring Washer

(2) Loosen (but do not remove) stub axle to hub/ bearing retaining nut. Loosen hub nut while vehicle is on the floor with the brakes applied (Fig. 3). The front hub and driveshaft are splined together and retained by the hub nut.

Fig. 3 Loosening Front Hub Retaining Nut

Page 83

ROTOR DISC BRAKE CALI-PER ASSEMBLY OUTBOARDBRAKESHOESTEERINGKNUCKLELIFT THIS END OF CALIPERAWAY FROM STEERINGKNUCKLE FIRST

DISC BRAKE CALI-PER ASSEMBLYSTEERINGKNUCKLECALIPER ASSEMBLYGUIDE PIN BOLTS

DISC BRAKE CALI-PER ASSEMBLYWIRE HANGER

TIE ROD ENDHEATSHIELDSTEERINGKNUCKLETIE RODEND STUD NUT

UPPER CONTROL ARM

STEERINGKNUCKLEROTOR

ABS SPEED SEN-

SOR CABLE

3 - 4 DIFFERENTIAL AND DRIVELINE JA

REMOVAL AND INSTALLATION (Continued)

(3) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting, in the Lubrication and Maintenance section, for required lifting procedure to be used for this vehicle.

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

(5) Remove front disc brake caliper assembly to steering knuckle guide pin attaching bolts (Fig. 4).

Fig. 4 Caliper Guide Pin Attaching Bolts

(7) Support brake caliper/adapter assembly using a

wire hook (Fig. 6). Do not support assembly by

the brake flex hose.

Fig. 6 Correctly Supported Brake Caliper

(8) Remove braking disc from front hub. (9) Remove nut attaching outer tie rod end to

steering knuckle. Remove nut from tie rod end by

holding tie rod end stud with a 11/32 socket and loosen and remove nut (Fig. 7).

Fig. 5 Removing Disc Brake Caliper

Fig. 7 Removing Tie Rod End Attaching Nut

Page 84

WHEEL SPEED SEN-SOR CABLESPEED SENSOR CABLE ROUTINGBRACKET STEERINGKNUCKLEATTACHINGBOLTBRAKE CALIPER FLEXHOSE

SPECIALTOOLMB-991113 TIE ROD END HEAT SHIELDSTEERINGKNUCKLELOWER CONTROL ARM

CASTLENUT BALL JOINT STUDSTEERINGKNUCKLECOTTER PINLOWER CONTROLARM

BALL JOINT

STUD

STEERINGKNUCKLELOWER CONTROLARMSTEERINGKNUCKLE BOSSHAMMER

JA DIFFERENTIAL AND DRIVELINE 3 - 5

REMOVAL AND INSTALLATION (Continued)

(10) Remove the tie rod end stud from steering knuckle arm, using remover, Special Tool MB-991113 (Fig. 8).

Fig. 8 Tie Rod End Removal from SteeringKnuckle

(11) If equipped with antilock brakes, remove the speed sensor cable routing bracket from the steering knuckle (Fig. 9).

(12) Remove cotter pin and castle nut (Fig. 10)

from stud of lower ball joint at the steering knuckle.

Fig. 10 Lower Ball Joint to Steering

KnuckleAttachment

Fig. 9 Wheel Speed Sensor Cable RoutingBracket

(13) Turn steering knuckle so the front of the steering knuckle is facing as far outboard in the wheel well as possible. Using a hammer strike steering knuckle boss until steering knuckle separates from stud of lower ball joint (Fig. 11). When strik-

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

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

Fig. 11 Separating Ball Joint Stud from

SteeringKnuckle

Page 85

INNER TRIPODJOINT TRANSAXLECASEPRYBAR

BEARING SHIELDOUTER C/VJOINTSTEERINGKNUCKLE

HUB/BEARING

INNER TRIPODJOINTTRANSAXLESPLINEOILSEAL SNAP RING INTERCON-NECTINGSHAFT

3 - 6 DIFFERENTIAL AND DRIVELINE JA

REMOVAL AND INSTALLATION (Continued)

(14) Pull steering knuckle assembly out and away

from outer C/V joint of the driveshaft assembly (Fig.

12).

Fig. 12 Separating Steering Knuckle fromOuter C/V

Joint

CAUTION: When inserting pry bar between inner tripod joint and transaxle case, care must be used to ensure no damage occurs to oil seal in transaxle case.

(15) Support the outer end of the driveshaft assembly. Insert a pry bar between inner tripod joint and transaxle case (Fig. 13). Pry against inner tripod joint, until tripod joint retaining snap ring is disengaged from transaxle side gear.

(16) Hold inner tripod joint and interconnecting shaft of driveshaft assembly. Remove inner tripod joint from transaxle, by pulling it straight out of transaxle side gear and transaxle oil seal (Fig. 14).

When removing tripod joint, do not let spline or snap ring drag across sealing lip of the transaxle to tripod joint oil seal.

Fig. 14 Tripod Joint Removal from Transaxle

CAUTION: The driveshaft, when installed, acts as a bolt and secures the front hub/bearing assembly. If vehicle is to be supported or moved on its wheels with a driveshaft removed, install a PROPER–SIZED BOLT AND NUT through front hub. Tighten bolt and nut to 183 N·m (135 ft. lbs.). This will ensure that the hub bearing cannot loosen.

Fig. 13 Disengaging Inner Tripod Joint

FromTransaxle

INSTALLATION

(1) Thoroughly clean spline and oil seal sealing surface, on tripod joint. Lightly lubricate oil seal sealing surface on tripod joint with fresh clean transmission lubricant.

(2) Holding driveshaft assembly by tripod joint and interconnecting shaft, install tripod joint into transaxle side gear as far as possible by hand (Fig. 14).

(3) Grasp inner tripod joint an interconnecting shaft. Forcefully push the tripod joint into side gear of transaxle, until snap ring is engaged with transaxle side gear. Test that snap ring is fully

engaged with side gear by attempting to remove tripod joint from transaxle by hand. If snap ring is fully engaged with side gear, tripod joint will not be removable by hand.

(4) Clean all debris and moisture out of steering knuckle, in the area were outer C/V joint will be installed into steering knuckle.

Page 86

THIS AREA OFOUTER C/V JOINTMUST BE FREE OFALL DEBRIS ANDMOISTURE BEFOREINSTALLING INSTEERINGKNUCKLE.OUTER C/V JOINTBEARING SHIELD

BEARING SHIELDOUTER C/VJOINTSTEERINGKNUCKLE

HUB/BEARING

WHEEL SPEED SEN-SOR CABLESPEED SENSOR CABLE ROUTINGBRACKET STEERINGKNUCKLEATTACHINGBOLTBRAKE CALIPER FLEXHOSE

CASTLENUT BALL JOINT STUDSTEERINGKNUCKLECOTTER PINLOWER CONTROLARM

JA DIFFERENTIAL AND DRIVELINE 3 - 7

REMOVAL AND INSTALLATION (Continued)

(5) Ensure that front of outer C/V joint which fits against the face of the hub and bearing is free of debris and moisture before installing outer C/V joint into hub and bearing assembly (Fig. 15).

Fig. 15 Outer C/V Joint Inspection

(6) Slide driveshaft back into front hub (Fig. 16). Then install steering knuckle onto the lower control arm ball joint stud.

(7) Install the steering knuckle to ball joint stud castle nut (Fig. 17). Tighten the castle nut to 95 N·m (70 ft. lbs.).

Fig. 17 Lower Ball Joint to Steering

KnuckleAttachment

(8) If equipped with antilock brakes, install the speed sensor cable on the steering knuckle and securely tighten bolt (Fig. 18).

Fig. 16 Steering Knuckle Installation onOuter C/V

Joint

Fig. 18 Wheel Speed Sensor Cable RoutingBracket

Page 87

TIE ROD ENDHEATSHIELDSTEERINGKNUCKLETIE RODEND STUD NUT

HEATSHIELD

STEERINGKNUCKLE

TORQUEWRENCH11/32 SOCKETCROWFOOT

TIE ROD END

ROTOR DISC BRAKE CALI-PER ASSEMBLY OUTBOARDBRAKESHOESTEERINGKNUCKLELIFT THIS END OF CALIPERAWAY FROM STEERINGKNUCKLE FIRST

DISC BRAKE CALI-PER ASSEMBLYSTEERINGKNUCKLECALIPER ASSEMBLYGUIDE PIN BOLTS

3 - 8 DIFFERENTIAL AND DRIVELINE JA

REMOVAL AND INSTALLATION (Continued)

(9) Install tie rod end into the steering knuckle. Start tie rod end to steering knuckle nut onto stud of tie rod end. While holding stud of tie rod end stationary (Fig. 19), tighten tie rod end to steering knuckle nut. Using a crowfoot and 11/32 socket, tighten the nut to 61 N·m (45 ft. lbs.) (Fig. 20).

Fig. 19 Installing Tie Rod End Nut

(11) Install disc brake caliper assembly on steering knuckle. Caliper is installed by first sliding top of caliper under top abutment on steering knuckle. Then installing bottom of caliper against bottom abutment of steering knuckle (Fig. 21).

Fig. 21 Disc Brake Caliper Assembly Installation

(12) Install caliper assembly to steering knuckle guide pin bolts (Fig. 22). Tighten caliper assembly bolts to 31 N·m (23 ft. lbs.).

Fig. 20 Torquing Tie Rod End Nut

(10) Install braking disc back on hub and bearing

assembly.

Fig. 22 Disc Brake Caliper Bolts

Page 88

HUB AND BEAR-ING WASHER HUB NUTSTUBAXLE

TORQUE WRENCHHUBBRAKING DISC

COTTER PIN“PULL” THROUGH AND“WRAP” TIGHTNUT LOCK

TORQUEWRENCH

JA DIFFERENTIAL AND DRIVELINE 3 - 9

REMOVAL AND INSTALLATION (Continued)

(13) Clean all foreign matter from the threads of the outer C/V joint stub axle. Install hub nut onto threads of stub axle and tighten nut. (Fig. 23).

Fig. 23 Install Washer and Hub Nut

(14) With vehicle brakes applied to keep braking disc from turning, tighten hub nut to 244 N·m (180 ft. lbs.) (Fig. 24).

(15) Install the spring washer, hub nut lock, and new cotter pin on end of stub axle. Wrap cotter pin prongs tightly around the hub nut lock (Fig. 25).

Fig. 25 Spring Washer, Nut Lock and CotterPin

Installation

(16) Install front wheel and tire assembly. Install front wheel lug nuts and tighten in the correct sequence (Fig. 26). Tighten lug nuts to 135 N·m (100 ft. lbs.).

Fig. 24 Torquing Front Hub Nut

Fig. 26 Wheel Lug Torquing Sequence

(17) Lower vehicle.

(18) Check for correct fluid level in transaxle assembly. Refer to Group 21, Transaxle for the correct fluid level checking procedure for the type of transaxle being checked.

(19) Set front toe on vehicle to required specification.

Page 89

INTERCONNECTINGSHAFT SPIDER ASSEM-BLYRETAININGSNAP RING

TRIPOD JOINTHOUSINGSPIDER ASSEM-BLYSEALINGBOOT

3 - 10 DIFFERENTIAL AND DRIVELINE JA

DISASSEMBLY AND ASSEMBLY

DRIVESHAFT RECONDITIONING PROCEDURE

CAUTION: The outer C/V joint used on this vehicle uses a new design for retaining the cross to the interconnecting shaft. These driveshafts incorporate a slight twist (helical) in the spline on the interconnecting shaft where the cross is installed. This twist causes a interference fit between the interconnecting shaft and the cross when the outer C/V joint is installed on the interconnecting shaft. This design eliminates the clearance between the cross and the interconnecting shaft resulting in quieter operation of the driveshaft assembly. This design though eliminated the capability of removing the outer C/V joint from the interconnecting shaft. For this reason the driveshafts will be serviced as a quarter shaft (outer C/V joint/sealing boot, interconnecting shaft and vibration damper) in the event of a outer C/V joint boot failure.

NOTE: The only service which is to be performed on the driveshaft assemblies is the replacement of the driveshaft seal boots on the inner tripod joints.

If any failure of internal driveshaft components is diagnosed during a vehicle road test or disassembly of the driveshaft, the driveshaft will need to be replaced as an assembly.

CAUTION: Lubricant requirements and quantities are different for inner joints than for outer joints. Use only the recommended lubricants in the required quantities when servicing driveshaft assemblies.

INNER TRIPOD JOINT SEAL BOOT

pod joint sealing boot to interconnecting shaft and discard. Remove the sealing boot from the tripod housing and slide it down the interconnecting shaft.

CAUTION: When removing the tripod joint housing from the spider assembly, hold the bearings in place on the spider trunions to prevent the bearings from falling away.

(3) Slide the tripod joint housing off the spider

assembly and the interconnecting shaft (Fig. 27).

Fig. 27 Spider Assembly Removal from TripodJoint

Housing

(4) Remove snap ring which retains spider assembly to interconnecting shaft (Fig. 28). Remove the spider assembly from interconnecting shaft. If spider assembly will not come off interconnecting shaft by hand, it can be removed by tapping spider assembly with a brass drift (Fig. 29). Do not hit the outer

tripod bearings in an attempt to remove spider assembly from interconnecting shaft.

REMOVAL

To remove sealing boots from driveshafts, the driveshaft assemblies must be removed from the vehicle. See Servicing Driveshaft for the required driveshaft removal and replacement procedure.

The inner tripod joints use no internal retention in the tripod housing to keep the spider assembly in the housing. Therefore, do not pull on the interconnecting shaft to disengage tripod housing from transmission stub shaft. Removal in this manner will cause damage to the inboard joint sealing boots.

(1) Remove the driveshaft requiring boot replacement from the vehicle. See Servicing Driveshaft for the required driveshaft removal procedure.

(2) Remove large boot clamp which retains inner tripod joint sealing boot to tripod joint housing and discard. Remove small clamp which retains inner tri-

Fig. 28 Spider Assembly Retaining Snap Ring

(5) Slide sealing boot off interconnecting shaft.

Page 90

SPIDER ASSEM-BLY DO NOT HIT SPIDERASSEMBLY BEARINGSWHEN REMOVING SPIDERASSEMBLYBRASSDRIFTINTERCONNECTING SHAFT

SEALINGBOOT RAISED BEAD IN THISAREA OF SEALINGBOOT GROOVEINTERCONNECTING SHAFT

SPIDER ASSEMBLYINTERCONNECTINGSHAFT

JA DIFFERENTIAL AND DRIVELINE 3 - 11

DISASSEMBLY AND ASSEMBLY (Continued)

(1) Slide inner tripod joint seal boot retaining clamp, onto interconnecting shaft. Then, slide the replacement inner tripod joint sealing boot onto the interconnecting shaft. Inner tripod joint seal boot

MUST be positioned on interconnecting shaft, so the raised bead on the inside of the seal boot is in groove on interconnecting shaft (Fig. 30).

Fig. 29 Spider Assembly Removal from

InterconnectingShaft

(6) Thoroughly clean and inspect spider assembly, tripod joint housing, and interconnecting shaft for any signs of excessive wear. If any parts show

signs of excessive wear, the driveshaft assembly will require replacement. Component parts of these driveshaft assemblies are not serviceable.

INSTALLATION

NOTE: The inner tripod joint sealing boots are made from two different types of material. High temperature applications use silicone rubber where as standard temperature applications use hytrel plastic. The silicone sealing boots are soft and pliable. The Hytrel sealing boots are stiff and rigid. The replacement sealing boot MUST BE the same type of material as the sealing boot which was removed.

(2) Install spider assembly onto interconnecting shaft (Fig. 31). Spider assembly must be installed on interconnecting shaft far enough to fully install spider retaining snap ring. If spider assembly will not fully install on interconnecting shaft by hand, it can be installed by tapping the spider body with a brass drift (Fig. 32). Do not hit the outer tripod bear-

ings in an attempt to install spider assembly on interconnecting shaft.

Fig. 30 Sealing Boot Installation on

InterconnectingShaft

Fig. 31 Spider Assembly Installation on

InterconnectingShaft

Page 91

INTERCONNECTINGSHAFT SPIDER ASSEM-BLYRETAININGSNAP RING

DO NOT HIT BEARINGSWHEN INSTALLING THESPIDER ASSEMBLYSPIDER ASSEM-BLYINTERCONNECTINGSHAFTBRASSDRIFT

TRIPOD JOINTHOUSINGSPIDER ASSEM-BLYSEALINGBOOT

SPECIALTOOL C-4975AINTERCON-NECTING SHAFTCLAMPSEALINGBOOT

3 - 12 DIFFERENTIAL AND DRIVELINE JA

DISASSEMBLY AND ASSEMBLY (Continued)

(5) Align tripod housing with spider assembly and then slide tripod housing over spider assembly and interconnecting shaft (Fig. 34).

Fig. 32 Installing Spider Assembly on

InterconnectingShaft

(3) Install the spider assembly to interconnecting shaft retaining snap ring into groove on end of interconnecting shaft (Fig. 33). Be sure the snap ring is fully seated into groove on interconnecting shaft.

(6) Install inner tripod joint seal boot to intercon-

necting shaft clamp evenly on sealing boot.

(7) Clamp sealing boot onto interconnecting shaft using crimper, Special Tool C-4975-A and the following procedure. Place crimping tool C- 4975-A over bridge of clamp (Fig. 35). Tighten nut on crimping tool C- 4975-A until jaws on tool are closed completely together, face to face (Fig. 36).

Fig. 34 Installing Tripod Housing on

SpiderAssembly

Fig. 33 Spider Assembly Retaining Snap

RingInstalled

(4) Distribute 1/2 the amount of grease provided in the seal boot service package (DO NOT USE ANY OTHER TYPE OF GREASE) into tripod housing. Put the remaining amount into the sealing boot.

Fig. 35 Crimping Tool Installed on SealingBoot

Clamp

Page 92

SEALING

BOLT

CLAMP JAWS OF SPECIAL TOOLC-4975A MUST BECLOSED COMPLETELYTOGETHER HEREINTERCONNECTINGSHAFT

INNER TRIPOD JOINT SEAL-ING BOOT

INNER TRIPODJOINT HOUSINGTRIM STICK

SEALING BOOT

CLAMP

JA DIFFERENTIAL AND DRIVELINE 3 - 13

DISASSEMBLY AND ASSEMBLY (Continued)

(9) Insert a trim stick between the tripod joint and the sealing boot to vent inner tripod joint assembly (Fig. 37). When inserting trim stick between tri-

pod housing and sealing boot ensure trim stick is held flat and firmly against the tripod housing. If this is not done damage to the sealing boot can occur. If inner tripod joint has a Hytrel

(hard plastic) sealing boot, be sure trim stick is inserted between soft rubber insert and tripod housing not the hard plastic sealing boot and soft rubber insert.

Fig. 36 Sealing Boot Retaining Clamp Installed

CAUTION: Seal must not be dimpled, stretched or out of shape in any way. If seal is NOT shaped correctly, equalize pressure in seal and shape it by hand.

(8) Position sealing boot into the tripod housing retaining groove. Install seal boot retaining clamp evenly on sealing boot.

CAUTION: The following positioning procedure determines the correct air pressure inside the inner tripod joint assembly prior to clamping the sealing boot to inner tripod joint housing. If this procedure is not done prior to clamping sealing boot to tripod joint housing sealing boot durability can be adversely affected.

CAUTION: When venting the inner tripod joint assembly, use care so inner tripod sealing boot does not get punctured, or in any other way damaged. If sealing boot is punctured, or damaged in any way while being vented, the sealing boot can not be used.

Fig. 37 Trim Stick Inserted for Venting TripodJoint

(10) With trim stick inserted between sealing boot and tripod joint housing, position the interconnecting shaft so it is at the center of its travel in the tripod joint housing. Remove the trim stick from between the sealing boot and the tripod joint housing. This

procedure will equalize the air pressure in the tripod joint, preventing premature sealing boot failure.

(11) Position trilobal boot to interface with the tripod housing. The lobes of the boot must be properly aligned with the recess’s of the tripod housing.

(12) Clamp tripod joint sealing boot to tripod joint, using required procedure for type of boot clamp application.

Page 93

CLAMPTRIPODJOINTHOUSINGSPECIAL TOOLC-4975ASEALING BOOT

CLAMPTRIPOD HOUSINGSPECIALTOOLC-4975AJAWS OF SPE-CIAL TOOLC-4975A MUSTBE CLOSEDCOMPLETELYTOGETHERHERESEALINGBOOT

INNER TRIPODJOINT HOUSING TOP BAND OF CLAMP MUST BERETAINED BY TABS AS SHOWNHERE TO CORRECTLY LATCHBOOT CLAMPSEALING BOOT

SPECIAL TOOLYA3050SEALING BOOTCLAMP

3 - 14 DIFFERENTIAL AND DRIVELINE JA

DISASSEMBLY AND ASSEMBLY (Continued)

CRIMP TYPE BOOT CLAMP

If seal boot uses crimp type boot clamp:

• Clamp sealing boot onto tripod housing using

Crimper, Special Tool C-4975-A.

• Place crimping tool C- 4975-A over bridge of

clamp (Fig. 38).

• Tighten nut on crimping tool C- 4975-A until jaws on tool are closed completely together, face to face (Fig. 39).

• Place prongs of clamp locking tool in the holes of

the clamp (Fig. 40).

• Squeeze tool together until top band of clamp is latched behind the two tabs on lower band of clamp (Fig. 41).

Fig. 40 Clamping Tool Installed on SealingBoot

Clamp

Fig. 38 Crimping Tool Installed on SealingBoot

Clamp

Fig. 39 Sealing Boot Retaining Clamp Installed

LATCHING TYPE BOOT CLAMP

If seal boot uses low profile latching type boot

clamp:

• Clamp sealing boot onto tripod housing using clamp locking tool, Snap-On YA3050 or an equivalent.

Fig. 41 Sealing Boot Clamp Correctly Installed

(1) Install the driveshaft back on the vehicle. See Servicing Driveshaft, for the required driveshaft installation procedure.

OUTER C/V JOINT SEALING BOOT SERVICE

CAUTION: The outer C/V joint used on this vehicle is not a serviceable joint.

Page 94

DRIFTOUTER C/V JOINTBEARINGSHIELD

HAMMER SPECIAL TOOLC-4698–2 BEARING SHIELDBEARING SEAL MUST BEFLUSH WITH FRONT OFOUTER C/V JOINTSPECIAL TOOLC-4698–1

SPECIAL TOOLC-4698–2 SPECIAL TOOL C-4698–1BEARING SHIELDOUTER C/VJOINT

JA DIFFERENTIAL AND DRIVELINE 3 - 15

DISASSEMBLY AND ASSEMBLY (Continued)

CAUTION: The outer C/V joint used on this vehicle uses a new design for retaining the cross to the interconnecting shaft. These driveshafts incorporate a slight twist (helical) in the spline on the interconnecting shaft where the cross is installed. This twist causes a interference fit between the interconnecting shaft and the cross when the outer C/V joint is installed on the interconnecting shaft. This design eliminates the clearance between the cross and the interconnecting shaft resulting in quieter operation of the driveshaft assembly. This design though eliminated the capability of removing the outer C/V joint from the interconnecting shaft. For this reason the driveshafts will be serviced as a quarter shaft (outer C/V joint/sealing boot, interconnecting shaft and vibration damper) in the event of a outer C/V joint boot failure.

OUTER C/V JOINT BEARING SHIELD SERVICE

The front hub/bearing shield on the outer C/V joint is a serviceable component of the outer C/V. If it is damaged in use on a vehicle or during servicing of a driveshaft it can be replaced using the following procedure.

To remove the bearing shield from the outer C/V joint, the driveshaft assemblies must be removed from the vehicle. See Servicing Driveshaft, for the required driveshaft removal and replacement procedure.

BEARING SHIELD REMOVAL FROM OUTER C/V JOINT

(1) Clamp driveshaft in a vise by the interconnecting shaft.

(2) Using a drift (Fig. 42) tap around the entire edge of the bearing shield until it is removed from the outer C/V Joint.

BEARING SHIELD INSTALLATION ON OUTER C/V JOINT

(1) Install bearing shield by hand on outer C/V

Joint so that it is installed squarely on the C/V joint.

(2) Position installer, Special Tool, C-4698-2 and handle, Special Tool, C-4698-1 on face of bearing shield (Fig. 43).

Fig. 43 Special Tools for InstallingBearing Shield

CAUTION: If bearing shield is not installed flush against the face of the outer C/V joint, interference with steering knuckle will occur when driveshaft is installed.

(3) Using a hammer, drive the bearing shield on the outer C/V joint until it is flush against the front of the outer C/V joint (Fig. 44).

Fig. 42 Removing Bearing Shield from OuterC/V

Joint

Fig. 44 Correctly Installed Bearing Shield

Page 95

3 - 16 DIFFERENTIAL AND DRIVELINE JA

SPECIFICATIONS

TORQUE SPECIFICATIONS

DESCRIPTION TORQUE

Caliper To Knuckle Bolts ......31N·m(23ft.lbs.)

Driveshaft Nut ............244N·m(180 ft. lbs.)

Front Wheel Lug Nuts ......135N·m(100 ft. lbs.)

Knuckle To Ball Stud Nut .....95N·m(70ft.lbs.)

Tie Rod End To Knuckle .......61N·m(45ft.lbs.)

SPECIAL TOOLS

DRIVESHAFT–SPECIAL TOOLS

Tie Rod Remover MB-990635

Bearing Shield Installer C-4698

Boot Clamp Installer C-4975A

Page 96

JA BRAKES 5 - 1

BRAKES

CONTENTS

page page

ANTILOCK BRAKE SYSTEM–BENDIX ABX-4 . . 77

BASE BRAKE SYSTEM .................... 2

GENERAL INFORMATION

INDEX

page page

GENERAL INFORMATION

BASE BRAKE SYSTEM COMPONENT

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

GENERAL INFORMATION

BASE BRAKE SYSTEM COMPONENT DESCRIPTION

Typical brake equipment consists of:

• Double pin floating caliper disc front brakes.

• Rear automatic adjusting drum brakes.

• Brake Fluid Level Switch.

• Master cylinder.

• Vacuum power booster.

• Double pin floating caliper rear disc brakes are

available on some models.

• Hand operated park brake lever.

• Front disc brake pads are semi-metallic.

Vehicles equipped with an Antilock Brake System (ABS) use a system designated ABX-4 and is supplied by Bendix. This system shares the base brake hardware as vehicles not equipped with ABS. The

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

ABS system does however use a different master cylinder and chassis brake tube assembly. Also included in the ABS system is a hydraulic control unit (HCU), four wheel speed sensors, and an electronic controller (CAB). These components will be described in detail in the Bendix ABX 4 brake section in this group of the service manual.

The hydraulic brake system is diagonally split on both the Non-ABS and ABS braking system. With the left front and right rear brakes on one hydraulic system and the right front and left rear on the other.

The master cylinder used on all vehicle equipped with or without Antilock Brakes is made from a lightweight, anodized, aluminum. On all vehicles the master cylinder has a piston bore diameter of 22.2 mm.

Page 97

5 - 2 BRAKES JA

BASE BRAKE SYSTEM

INDEX

page page

DESCRIPTION AND OPERATION

CHASSIS TUBES AND HOSES ............. 6

FRONT DISC BRAKES .................... 2

MASTER CYLINDER ..................... 6

PARKING BRAKES ...................... 4

PROPORTIONING VALVES ................ 5

REAR DRUM BRAKES .................... 4

REAR WHEEL HUB AND BEARING ASSEMBLY . 8

RED BRAKE WARNING LAMP .............. 8

STOP LAMP SWITCH .................... 8

VACUUM BOOSTER ..................... 7

DIAGNOSIS AND TESTING

BRAKE FLUID CONTAMINATION ........... 19

BRAKE ROTOR THICKNESS AND RUNOUT . . 14 BRAKE SYSTEM BASIC DIAGNOSIS GUIDE . . . 9

BRAKE SYSTEM DIAGNOSIS CHARTS ...... 10

DRUM BRAKE AUTOMATICADJUSTER

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

PROPORTIONING VALVES ............... 16

RED BRAKE WARNING LAMP TEST ........ 19

STOP LAMP SWITCH TEST PROCEDURE .... 19

SERVICE PROCEDURES

BRAKE BLEEDING ...................... 19

BRAKE DRUM MACHINING ............... 24

BRAKE FLUID LEVEL CHECK ............. 19

BRAKE ROTOR MACHINING .............. 22

BRAKE TUBE REPAIR ................... 24

MASTER CYLINDER BLEEDING

PROCEDURE ........................ 21

REMOVAL AND INSTALLATION

CHASSIS TUBES AND HOSES ............ 49

FRONT BRAKE SHOES .................. 27

FRONT DISC BRAKE CALIPER ............ 25

MASTER CYLINDER .................... 40

PARK BRAKE CABLES .................. 54

PARK BRAKE LEVER OUTPUT CABLE ...... 54

PARK BRAKE LEVER .................... 50

PROPORTIONING VALVE ................ 50

REAR BRAKE DRUM .................... 30

REAR BRAKE SHOES ................... 31

REAR BRAKE SUPPORT PLATE ........... 36

REAR BRAKE WHEEL CYLINDER .......... 38

REAR HUB AND BEARING ............... 39

STOP LAMP SWITCH .................... 61

VACUUM BOOSTER 2.0 AND

2.4 LTR. ENGINE ..................... 42

VACUUM BOOSTER 2.5 LTR. ENGINE ....... 45

WHEEL AND TIRE ...................... 25

DISASSEMBLY AND ASSEMBLY

BRAKE FLUID LEVEL SWITCH ............ 62

BRAKE FLUID RESERVOIR ............... 61

FRONT AND REAR DISC BRAKE CALIPER . . . 62

WHEEL CYLINDER REAR DRUM BRAKE .... 68

CLEANING AND INSPECTION

CHASSIS TUBES AND HOSES ............ 70

FRONT DISC BRAKE COMPONENT

INSPECTION ......................... 68

REAR DRUM BRAKE WHEEL CYLINDER .... 70

REAR DRUM BRAKES ................... 68

REAR WHEEL HUB AND BEARING

ASSEMBLY .......................... 70

ADJUSTMENTS

PARKING BRAKE ADJUSTMENT ........... 71

REAR DRUM BRAKE SHOE ADJUSTMENT . . . 71

STOP LAMP SWITCH .................... 70

SPECIFICATIONS

BRAKE ACTUATING SYSTEM ............. 75

BRAKE FASTENER TORQUE

SPECIFICATIONS ..................... 75

BRAKE FLUID ......................... 75

SPECIAL TOOLS

BASE BRAKE SYSTEM .................. 76

DESCRIPTION AND OPERATION

FRONT DISC BRAKES

The front disc brakes (Fig. 1) and (Fig. 2) consists

of the following components:

• The driving hub

• Braking disc (rotor)

• Caliper assembly - single piston, floating type

• Brake pads and linings

The front disc brakes used on this vehicle are Allied Signal Inc. double pin floating caliper assemblies.

The front disc brake double pin calipers are mounted directly to the steering knuckles and use no adapter. The caliper is mounted to the steering knuckle using bushings, sleeves and 2 guide pin bolts which thread directly into bosses on the steering knuckle (Fig. 1), (Fig. 2) and (Fig. 3).

Two machined abutments on the steering knuckle position the caliper. The guide pin bolts, sleeves and bushings control the side to side movement of the caliper. The piston seal is designed to pull the piston back into the bore of the caliper when the brake

Page 98

BRAKE PADS AND LININGSBRAKE ROTORDRIVING HUBCALIPER ASSEMBLYGUIDE PIN BOLTSSTEERING KNUCKLE

CALIPER GUIDE PIN BOLTSLEEVEBUSHINGCALIPERPISTON SEALDUST SEALPISTONOUTBOARD BRAKE SHOEWEAR INDICATORINBOARD BRAKE SHOEBUSHINGSLEEVECALIPER GUIDE PIN BOLTCAPBLEEDER SCREW

BRAKE FLEXHOSE GUIDE PIN BOLTSCALIPERASSEMBLYROTORSTEERINGKNUCKLEDRIVESHAFTLOWERCONTROLARMBUSHINGS ANDSLEEVES

JA BRAKES 5 - 3

DESCRIPTION AND OPERATION (Continued)

pedal is released. This maintains the proper brake shoe to rotor clearance (Fig. 4).

All the front brake forces generated during braking of the vehicle are taken up directly by the steering knuckles of the vehicle.

The caliper is a one piece casting with the inboard side containing a single piston cylinder bore.

The front disc brake caliper piston (Fig. 2), is manufactured from a phenolic compound. The outside diameter of the caliper piston is 54 mm.

Fig. 3 Front Disc Brake Caliper Mounting

Fig. 1 Front Disc Brake Components

Fig. 2 Front Disc Brake Caliper (ExplodedView)

Page 99

PISTON CYLINDER BOREPISTON SEALBRAKE PRES-SURE OFF CALIPERHOUSING DUST BOOT PISTONSEALBRAKEPRESSUREON

WHEEL CYLINDERAUTOMATIC ADJUSTERMECHANISMSPRINGTRAILING BRAKE SHOEHOLD DOWN CLIPPARK BRAKE LEVERLOWER RETURN SPRINGBRAKE SUPPORT PLATEBRAKE SHOE ANCHORHOLD DOWN CLIPLEADING BRAKE SHOEUPPER RETURN SPRING

PARK BRAKE LEVERRELEASE BUTTONGROUND SWITCHMOUNTING BRACKETOUTPUT CABLEADJUSTING NUT

5 - 4 BRAKES JA

DESCRIPTION AND OPERATION (Continued)

A square cut rubber piston seal is located in a machined groove in the caliper cylinder bore. This provides a hydraulic seal between the piston and the cylinder wall (Fig. 4).

Fig. 4 Piston Seal Function for

AutomaticAdjustment

A rubber dust boot is installed in the cylinder bore opening and in a groove in the piston (Fig. 4). This prevents contamination in the bore area.

As front disc brake linings wear, master cylinder reservoir brake fluid level will drop. Fluid level should be checked after replacing linings.

Front disc brakes are equipped with an audible wear sensor (Fig. 2) on the outboard brake pad. This sensor emits a sound when the brake lining may need inspection and/or replacement.

The original equipment rear drum brake assemblies used on this vehicle are supplied by Varga N.A. Inc. (Fig. 5).

Fig. 5 Varga Rear Wheel Brake Assembly (Left Side

Shown)

PARKING BRAKES

All vehicles are equipped with a center mounted, hand operated park brake lever (Fig. 6). The park brake lever is located in the vehicle, between the driver and passenger seat, and mounted to the console bracket which is welded to the floor pan.

REAR DRUM BRAKES

This vehicles rear wheel drum brakes are a two shoe leading/trailing internal expanding type, with an automatic self adjuster mechanism. The automatic self adjuster mechanism used on this vehicle is a new design and functions differently than the screw type adjusters used in the past. This new self adjuster is still actuated each time the vehicles service brakes are applied. This new automatic adjuster mechanism is located directly below the rear wheel cylinder in the area where the screw adjuster was located.

Fig. 6 Park Brake Hand Lever

Page 100

BENT NAIL PARK BRAKE LEVER OUTPUTCABLE ATTACHMENT TO TENSIONEQUALIZERREAR PARK BRAKE CABLEATTACHMENT TO TENSIONEQUALIZER

RIGHT FRONTFRAME RAIL HYDRAULIC CON-TROL UNIT (HCU)RIGHT REAR PROPORTION-ING VALVE

LEFT REAR PRO-PORTIONING VALVE

BRAKE TUBE ASSEMBLY ROUT-

NON-ABS EQUIPPED PROPOR-

RIGHT DRIVE

ING BRACKET

TIONING VALVES

SHAFT

REAR WHEEL BRAKE TUBESFROM MASTER CYLINDERFRONT SUSPENSIONCROSSMEMBER

JA BRAKES 5 - 5

DESCRIPTION AND OPERATION (Continued)

On vehicles equipped with rear drum brakes, the rear wheel service brakes also act as the vehicle’s parking brakes. The rear drum brake shoes, when acting as parking brakes, are mechanically operated using an internal actuating lever and strut which is connected to a flexible steel cable. There is an individual park brake cable for each rear wheel, which are joined using a park cable equalizer before terminating at the floor mounted, hand operated park brake lever.

This vehicle uses a bent nail type park brake cable tension equalizer (Fig. 7). The bent nail tension equalizer is to be used only one time to set the park brake cable tension. If the park brake cables require adjustment during the life of the vehicle, a NEW tension equalizer MUST be installed before doing the park cable adjustment procedure.

are located in the same area of the vehicle as the hydraulic unit on ABS equipped vehicles (Fig. 8).

The ABS master cylinders are a two outlet design with the screw-in proportioning valves attached directly to the Hydraulic Control Unit (HCU) (Fig. 9). Vehicles equipped with rear drum brakes use a master cylinder with a 22 mm bore diameter, while vehicles equipped with rear disc brake use a 7/8” bore master cylinder.

Fig. 7 Bent Nail Park Brake Cable TensionEqualizer

PROPORTIONING VALVES

This vehicle is available with two different master cylinder assemblies. This vehicle uses screw-in proportioning valves in-line with the rear brake tubes on vehicles not equipped with Antilock Brakes or located at the rear brake outlet ports of the hydraulic control unit on vehicles equipped with Antilock Brakes. These new in-line proportioning valves used on this vehicle, replace the combination valve used in prior designs. With this new design, the chassis brake tubes connect directly from the master cylinder or (HCU) to the brake flex hose. Vehicles not equipped with ABS use a master cylinder incorporating the standard type compensating port design. Vehicles which are equipped with ABS, use a master cylinder having a center valve design. In addition, the ABS master cylinder is a 2 outlet port design and the nonABS master cylinder is a four outlet design. The non ABS brake system uses two screw-in proportioning valves attached directly in-line with the rear brake tubes. The non ABS equipped proportioning valves

Fig. 8 Proportioning Valves For Non ABS Equipped

Vehicles

Fig. 9 Proportioning Valve Location ForAntilock

Brake Equipped Vehicles

Proportioning valves balance front to rear braking by controlling at a given ratio, the increase in rear brake system hydraulic pressure above a preset level (split point). Under light pedal application, the proportioning valve allows full hydraulic pressure to be applied to the rear brakes.

There are two proportioning valve assemblies used in each vehicle. Due to differences in thread sizes, each proportioning valve has a different part number. During any service procedures identify valve assem-

Chrysler Stratus 1997, Stratus RHD 1997,Stratus LHD 1997 Interactive Electronic Service Manual

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