1993 DODGE CARAVAN Service Repair Manual by 163961dd2

CHRYSLER CORPORATION SERVICE MANUAL 1993 FRONT WHEEL DRIVE ALL WHEEL DRIVE VAN/WAGON To order the special service tools used and illustrated, please refer to the instructions on inside back cover.

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

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

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FOREWORD

The information contained in this service manual has been prepared for the professional automotive technician involved in daily repair operations. This manual does not cover theory of operation, which is addressed in service training material. Information describing the operation and use of standard and optional equipment is included in the Ownerâ&#x20AC;&#x2122;s Manual provided with the vehicle. Information in this manual is divided into groups. These groups contain general information, diagnosis, testing, adjustments, removal, installation, disassembly, and assembly procedures for the components. The Component and System Index of this manual identifies the correct group for the component or system to be serviced. In addition, a Service Manual Comment form is included at the rear of this manual. Use the form to provide Chrysler Corporation with your comments and suggestions. To assist in locating a group title page, use the Group Tab Locator on the following page. The solid bar after the group title is aligned to a solid tab on the first page of each group. The first page of the group has a contents section that lists major topics within the group. Tightening torques are provided as a specific value throughout this manual. This value represents the midpoint of the acceptable engineering torque range for a given fastener application. These torque values are intended for use in service assembly and installation procedures using the correct OEM fasteners. When replacing fasteners, always use the same type (part number) fastener as removed. Chrysler Corporation reserves the right to change testing procedures, specifications, diagnosis, repair methods, or vehicle wiring at any time without prior notice or incurring obligation.

NOTE: The acronyms, terminology and nomenclature used to identify emissions related components in this manual may have changed from prior publications. These new terms are in compliance with S.A.E. recommended practice J1930. This terminology standard (J1930) is required to comply with the 1993 California Air Research Board (CARB) requirements.

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GROUP TAB LOCATOR

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Introduction

Lubrication and Maintenance

Front Suspension and Drive Shaft

Rear Suspension and Driveline

Brakes

Manual Transaxle Clutch

Cooling System

Electrical

Engines

Exhaust System and Intake Manifold

Frame and Bumpers

Fuel System

Steering

Transaxle

Wheels / Tires

Body

Heating and Air Conditioning

Emission Control Systems Component and System Index

Service Manual Comment Forms

(Rear of Manual)

INTRODUCTION

INTRODUCTION CONTENTS page

BODY CODE PLATE LOCATION AND DECODING INFORMATION . . . . . . . . . . . . . . . INTERNATIONAL SYMBOLS . . . . . . . . . . . . . . . . METRIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . METRIC THREAD AND GRADE IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . .

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TORQUE REFERENCES . . . . . . . . . . . . . . . . . . . . VEHICLE FAMILY IDENTIFICATION . . . . . . . . . . . VEHICLE IDENTIFICATION NUMBER . . . . . . . . . VEHICLE SAFETY CERTIFICATION LABEL . . . . .

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VEHICLE FAMILY IDENTIFICATION Throughout this service manual references are made to Vehicle Family, Body Codes. The letters AS is a body code that is assigned to a individual vehicle family. Digit boxes 16 and 17 on the Body Code Plate indicate the Vehicle family.

VEHICLE IDENTIFICATION NUMBER The Vehicle Identification Number (VIN) is located on the upper left corner of the instrument panel, near the left windshield pillar. The VIN consists of 17 characters in a combination of letters and numbers that provide specific information about the vehicle (Fig. 1). Refer to VIN Code Breakdown Chart.

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

VEHICLE IDENTIFICATION NUMBER BREAKDOWN

INTRODUCTION • L = Low Line • M = Maximum • P = Premium DIGIT • 12 • 13 • 52 • 53

BOXES 20 AND 21—Body Type = Van/Short Wheel Base = Van/Long Wheel Base = Wagon/Short Wheel Base = Wagon/Long Wheel Base

BODY CODE PLATE LINE 2 DIGIT BOXES 22,23, AND 24—Paint Procedure DIGIT BOXES 25 THROUGH 28—Primary Paint See Group 23, Body for color codes

Fig. 1 Vehicle Identification Number (VIN Plate)

BODY CODE PLATE LOCATION AND DECODING INFORMATION The Body Code Plate is attached to the top of the radiator closure panel in the engine compartment. There are seven lines of information on the body code plate. Lines 4, 5, 6, and 7 are not used to define service information. Information reads from left to right, starting with line 3 in the center of the plate to line 1 at the bottom of the plate.

BODY CODE PLATE LINE 3

DIGIT BOXES 29 THROUGH 32—Secondary Paint DIGIT BOXES 33 THROUGH 36—Interior Trim Code DIGIT BOXES 37, 38, AND 39—Engine Code • EDM = 2.5 L, 4 cylinder EFI Gas—Automatic or Manual Transaxle • EFA = 3.0 L, V6 Gas (EFI)—Automatic or Manual Transaxle • EGA = 3.3 L, V6 Gas (EFI)—Automatic Transaxle

BODY CODE PLATE LINE 1 DIGIT BOXES 1 THROUGH 12—Vehicle Order Number DIGIT BOXES 13, 14, AND 15—Vinyl Roof Code DIGIT BOXES 16, 17, 18, AND 19—Vehicle Shell Car Line • ASYP = 2x4-Chrysler Town & Country • ASCP = 4x4-Chrysler Town & Country • ASKE = 2x4-Dodge Caravan C/V • ASKH = 2x4-Dodge Caravan SE, Grand Caravan SE • ASKL = 2x4-Dodge Caravan • ASDE = 4x4-Dodge Caravan CV • ASDH = 4x4-Dodge Caravan SE, Grand Caravan SE • ASDP = 4x4-Dodge Caravan LE • ASHH = 2x4-Plymouth, Voyager SE, Grand Voyager SE • ASHL = 2x4-Plymouth, Voyager • ASHP = 2x4-Plymouth, Voyager LE, Grand Voyager LE • ASPH = 4x4-Plymouth Voyager SE, Grand Voyager SE • ASPP = 4x4-Plymouth , Voyager LE, Grand Voyager LE DIGIT BOX 19—Price Class • E = Economy • H = High Line

DIGIT BOXES 40, 41, AND 42—Transaxle Codes • DDM = 5-speed Manual Transaxle • DGM = 3-speed Automatic Transaxle • DGC = 3-speed Automatic Transaxle • DGL = 4-speed Electronic Automatic Transaxle DIGIT BOX 43—Market Code • U = United States • C = Canada • B = International • M = Mexico DIGIT BOXES 44 THROUGH 60—Vehicle Identification Number (VIN) Refer to Vehicle Identification Number (VIN) paragraph for proper breakdown of VIN code.

IF TWO BODY CODE PLATES ARE REQUIRED The last code shown on either plate will be followed by END. When two plates are required, the last code space on the first plate will show CTD (for continued). When a second plate is required, the first four spaces of each line will not be used due to overlap of the plates.

INTRODUCTION

BODY CODE PLATE

VEHICLE SAFETY CERTIFICATION LABEL A vehicle safety certification label (Fig. 2) is attached to the rear facing of the driverâ&#x20AC;&#x2122;s door. This label indicates date of manufacture (month and year), Gross Vehicle Weight Rating (GVWR), Gross Axle Weight Rating (GAWR) front, Gross Axle Weight

Rating (GAWR) rear and the Vehicle Identification Number (VIN). The Month, Day and Hour of manufacture is also included. All communications or inquiries regarding the vehicle should include the Month-Day-Hour and Vehicle Identification Number.

Fig. 2 Vehicle Safety Certification Label STANDARD BODY DIMENSIONS

INTRODUCTION

Fig. 7 International Symbols

TORQUE REFERENCES Individual Torque Charts appear at the end of many Groups. Refer to the Standard Torque Specifications and Bolt Identification Chart in this Group for torques not listed in the individual torque charts (Fig. 3). Torque specifications on the Bolt Torque chart are based on the use of clean and dry threads. Reduce the torque by 10% when the threads are lubricated with engine oil and by 20% if new plated bolts are used. Various sizes of Torx head fasteners are used to secure numerous components to assemblies. Due to ever changing usage of fasteners, Torx head fasteners may not be identified in art or text.

METRIC THREAD AND GRADE IDENTIFICATION Metric and SAE thread notations differ slightly. The difference is illustrated in Figure 4. Common metric fastener strength classes are 9.8 and 12.9 with the class identification embossed on the head of each bolt (Fig. 5). Some metric nuts will be marked with a single digit strength number on the nut face. SAE strength classes range from grade 2 to 8 with line identification embossed on each bolt head. Markings corresponding to two lines less than the actual

Fig. 3 Grade 5 and 8 Standard Torque Specifications grade (Fig. 6). For Example: Grade 7 bolt will have 5 embossed lines on the bolt head.

INTRODUCTION

INTERNATIONAL SYMBOLS Some International Symbols are used to identify controls and displays in this vehicle. These symbols are applicable to those controls which are displayed on the instrument panel or in the immediate vicinity of the driver (Fig. 7).

METRIC SYSTEM Fig. 4 Thread Notation (Metric and SAE)

Figure art, specifications, and tightening references in this Service Manual are identified in the metric system and in the SAE system. During any maintenance or repair procedures, it is important to salvage metric fasteners (nuts, bolts, etc.) for reassembly. If the fastener is not salvageable, a fastener of equivalent specification should be used. WARNING: USE OF AN INCORRECT FASTENER MAY RESULT IN COMPONENT DAMAGE OR PERSONAL INJURY.

Fig. 5 Metric Bolt Identification

The metric system is based on quantities of one, ten, one hundred, one thousand, and one million (Fig. 8). The following Tables will assist you in conversion procedures.

Fig. 8 Metric Prefixes

Fig. 6 SAE Bolt Identification

INTRODUCTION CONVERSION TABLES

LUBRICATION AND MAINTENANCE

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LUBRICATION AND MAINTENANCE CONTENTS page

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CHASSIS AND BODY . . . . . . . . . . . . . . . . . . . . 20 DRIVETRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

GENERAL INFORMATION INDEX page Classification of Lubricants Fuel Usage . . . . . . . . . . . Hoisting Recommendations Introduction . . . . . . . . . . . Jump Starting Procedure .

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page Parts and Lubricant Recommendations Parts Requiring No Lubrication . . . . . Severe Service . . . . . . . . . . . . . . . . Towing Recommendations . . . . . . . . Warnings and Precautions . . . . . . . .

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INTRODUCTION

FUEL USAGE

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

All Chrysler Corporation engines require the use of unleaded fuel to reduce exhaust emissions. See Engine section of this group for Fuel Recommendations.

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.

SEVERE SERVICE If a vehicle is operated under any of the following conditions, it is considered severe service. • Extremely dusty areas. • 50% or more of vehicle operation in 32°C (90°F) or higher temperatures. • Prolonged idling (such as, vehicle operation in stop and go traffic). • Frequent short running periods. Not allowing engine to warm to operating temperatures. • Police or taxi usage.

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) • National Lubricating Grease Institute (NLGI)

ENGINE OIL SAE GRADE RATING INDICATES ENGINE OIL VISCOSITY • SAE 30 = single grade engine oil. • SAE 5W-30 = multiple grade engine oil. API QUALITY CLASSIFICATION. • SG service engine oil is a high quality crankcase lubricant designed for use in all naturally aspirated engines. • SG/CD service engine oil is a high quality crankcase lubricant designed for use in most naturally aspirated gasoline or diesel engines.

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

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LUBRICANTS AND GREASES Lubricating grease is rated for quality and usage by the NLGI. All approved products have the NLGI symbol on the label. At the bottom NLGI symbol is the usage and quality identification letters. Wheel bearing lubricant is identified by the letter ‘‘G’’. Chassis lubricant is identified by the latter ‘‘L’’. The letter following the usage letter indicates the quality of the lubricant. The following symbols indicate the highest quality. NLGI SYMBOL

PARTS REQUIRING NO LUBRICATION Many components on a Chrysler Corporation vehicle require no periodic maintenance. Some components are sealed and permanently lubricated. Rubber bushings can deteriorate or limit damping ability if lubricated. The following list of components require no lubrication: • Air Pump • Generator Bushings • Drive Belts • Drive Belt Idler/Tensioner Pulley • Front Wheel Bearings • Rubber Bushings • Starter Bearings/Bushings • Suspension Strut Bearings • Throttle Control Cable • Throttle Linkage • Water Pump Bearings

JUMP STARTING PROCEDURE WARNING: REVIEW ALL SAFETY PRECAUTIONS AND WARNINGS IN GROUP 8A, BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS. DO NOT JUMP START A FROZEN BATTERY, PERSONAL INJURY CAN RESULT. DO NOT JUMP START WHEN BATTERY INDICATOR DOT IS YELLOW OR BRIGHT COLOR. DO NOT ALLOW JUMPER CABLE CLAMPS TO TOUCH EACH OTHER WHEN CONNECTED TO A BOOSTER SOURCE. DO NOT USE OPEN FLAME NEAR BATTERY. REMOVE METALLIC JEWELRY WORN ON HANDS OR WRISTS TO AVOID INJURY BY ACCIDENTAL ARCHING OF BATTERY CURRENT. WARNING: WHEN USING A HIGH OUTPUT BOOSTING DEVICE, DO NOT ALLOW DISABLED VEHICLE’S BATTERY TO EXCEED 16 VOLTS. PERSONAL INJURY OR DAMAGE TO ELECTRICAL SYSTEM CAN RESULT. CAUTION: When using another vehicle as a booster, do not allow vehicles to touch. Electrical systems can be damaged on either vehicle.

TO JUMP START A DISABLED VEHICLE: (1) Raise hood on disabled vehicle and visually inspect engine compartment for: • Battery cable clamp condition, clean if necessary. • Frozen battery. • Yellow or bright color test indicator, if equipped. • Low battery fluid level. • Generator drive belt condition and tension. • Fuel fumes or leakage, correct if necessary. CAUTION: If the cause of starting problem on disabled vehicle is severe, damage to booster vehicle charging system can result. (2) When using another vehicle as a booster source, turn off all accessories, place gear selector in park or neutral, set park brake or equivalent and operate engine at 1200 rpm. (3) On disabled vehicle, place gear selector in park or neutral and set park brake or equivalent. Turn OFF all accessories (Keyless Entry and Ultralight systems must be turned OFF manually).

LUBRICATION AND MAINTENANCE SCHEDULES

. LUBRICATION AND MAINTENANCE 0-3

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LUBRICATION AND MAINTENANCE

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LUBRICATION AND MAINTENANCE FLUID CAPACITIES

(4) Connect jumper cables to booster battery. RED clamp to positive terminal (+). BLACK clamp to negative terminal (-). DO NOT allow clamps at opposite end of cables to touch, electrical arc will result (Fig. 1). Review all warnings in this procedure. (5) On disabled vehicle, connect RED jumper cable clamp to positive (+) terminal. Connect BLACK jumper cable clamp to engine ground as close to the ground cable attaching point as possible (Fig. 1).

CAUTION: Do not crank starter motor on disabled vehicle for more than 15 seconds, starter will overheat and could fail. (6) Allow battery in disabled vehicle to charge to at least 12.4 volts (75% charge) before attempting to start engine. If engine does not start within 15 seconds, stop cranking engine and allow starter to cool (15 min.), before cranking again. DISCONNECT CABLE CLAMPS AS FOLLOWS: • Disconnect BLACK cable clamp from engine ground on disabled vehicle. • When using a Booster vehicle, disconnect BLACK cable clamp from battery negative terminal. Disconnect RED cable clamp from battery positive terminal. • Disconnect RED cable clamp from battery positive terminal on disabled vehicle.

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

Fig. 1 Jumper Cable Clamp Connections

LUBRICATION AND MAINTENANCE

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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.

TO HOIST OR JACK VEHICLE SEE FIG. 2

Fig. 3 Recommended Towing Devices GROUND CLEARANCE CAUTION: If vehicle is towed with wheels removed, install lug nuts to retain brake drums or rotors. A towed vehicle should be raised until lifted wheels are a minimum 100 mm (4 in) from the ground. Be sure there is adequate ground clearance at the opposite end of the vehicle, especially when towing over rough terrain or steep rises in the road. If necessary, remove the wheels from the lifted end of the vehicle and lower the vehicle closer to the ground, to increase the ground clearance at the opposite end of the vehicle. Install lug nuts on wheel attaching studs to retain brake drums or rotors.

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.

Fig. 2 Hoisting and Jacking Points

TOWING RECOMMENDATIONS RECOMMENDED TOWING EQUIPMENT To avoid damage to bumper fascia and air dams use of a wheel lift or flat bed towing device (Fig. 3) is recommended. All Wheel Drive (AWD) vehicles cannot be towed using a wheel lift device. All four wheels must be able to rotate if the front or rear wheels of AWD vehicle are on the ground. 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.

FLAT TOWING WITH TOW BAR • 4-speed automatic transaxle vehicles can be flat towed at speeds not to exceed 72 km/h (44 mph) for not more than 160 km (100 miles). The steering column must be unlocked and gear selector in neutral. • 3-speed automatic transaxle vehicles can be flat towed at speeds not to exceed 40 km/h (25 mph) for not more than 25 km (15 miles). The steering column must be unlocked and gear selector in neutral.

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LUBRICATION AND MAINTENANCE

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 tow All Wheel Drive (AWD) vehicles using a wheel lift towing device, damage to drivetrain components may result. All wheels must be free to rotate when towing an AWD vehicle without a flatbed towing device. If wheel lift device must be used, place towing dollies under unlifted end of vehicle. Do not damage brake lines, exhaust system, shock absorbers, sway bars, or any other under vehicle components when attaching towing device to vehicle. Remove or secure loose or protruding objects from a damaged vehicle before towing. Refer to state and local rules and regulations before towing a vehicle.

. Do not allow weight of towed vehicle to bear on lower fascia, air dams, or spoilers.

TOWING—FRONT WHEEL LIFT Chrysler Corporation recommends that a vehicle be towed with the front end lifted, whenever possible. TOWING—REAR WHEEL LIFT If a 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. • All four wheels on AWD vehicles must be free to rotate. • Unlock steering column and secure steering wheel in straight ahead position with a clamp device designed for towing. • Verify that front drive line and steering components are in good condition. • 4-speed automatic transaxle vehicles can be towed at speeds not to exceed 72 km/h (44 mph) for not more than 160 km (100 miles). The gear selector must be in neutral position. • 3-speed automatic transaxle vehicles can be towed at speeds not to exceed 40 km/h (25 mph) for not more than 25 km (15 miles). The gear selector must be in neutral position.

LUBRICATION AND MAINTENANCE

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ENGINE INDEX page Engine Oil Filter . . . . . . . . . Battery . . . . . . . . . . . . . . . . Crankcase Ventilation System Drive Belts . . . . . . . . . . . . . Emission Control System . . . Engine Air Cleaner . . . . . . . Engine Cooling System . . . .

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11 15 12 15 15 12 11

FREQUENCY OF ENGINE OIL AND FILTER CHANGES ENGINE OIL Road conditions as well as your kind of driving affect the interval at which your oil should be changed. Check the following to determine if any apply to you: • Frequent short trip driving less than 8 kilometers (5 miles) • Frequent driving in dusty conditions • Frequent trailer towing • Extensive idling (such as vehicle operation in stop and go traffic) • More than 50% of your driving is at sustained high speeds during hot weather, above 32°C (90°F) If any of these apply to you then change your engine oil every 4 800 kilometers (3,000 miles) or 3 months, whichever comes first. If none of these apply to you then change your oil every 12 000 kilometers (7,500 miles) or 6 months, whichever comes first. If none of these apply and the vehicle is in commercial type service such as, Police, Taxi or Limousine used for highway driving of 40 kilometers (25 miles) or more between stations, the engine oil should be changed every 8 000 kilometers (5,000 miles) or 6 months. OIL FILTER The engine oil filter should be replaced with a new filter at every second oil change.

ENGINE OIL WARNING: NEW OR USED ENGINE OIL CAN BE IRRITATING TO THE SKIN. AVOID PROLONGED OR REPEATED SKIN CONTACT WITH ENGINE OIL. CONTAMINANTS IN USED ENGINE OIL, CAUSED BY INTERNAL COMBUSTION, CAN BE HAZARDOUS TO YOUR HEALTH. THOROUGHLY WASH EXPOSED SKIN WITH SOAP AND WATER. DO NOT WASH SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR SOLVENTS, HEALTH PROBLEMS CAN RESULT.

page Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Frequency of Engine Oil and Filter Changes . . . . . 9 Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Fuel Recommendations . . . . . . . . . . . . . . . . . . . . 14 Ignition Cables, Distributor Cap, and Rotor . . . . . 15 Rubber and Plastic Component Inspection . . . . . . 15 Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 DO NOT POLLUTE, DISPOSE OF USED ENGINE OIL PROPERLY. CONTACT YOUR DEALER OR GOVERNMENT AGENCY FOR LOCATION OF COLLECTION CENTER IN YOUR AREA..

BREAK-IN PERIOD CAUTION: Wide open throttle operation in low gears, before engine break-in period is complete, can damage engine. On a Chrysler Corporation vehicle an extended break-in period is not required. Driving speeds of not over 80-90 km/h (50-55 mph) for the first 100 km (60 miles) is recommended. Hard acceleration and high engine rpm in lower gears should be avoided.

SELECTING ENGINE OIL CAUTION: Do not use non-detergent or straight mineral oil when adding or changing crankcase lubricant. Engine or Turbocharger failure can result. The factory fill engine oil is a high quality, energy conserving, crankcase lubricant. The Recommended SAE Viscosity Grades chart defines the viscosity grades that must be used based on temperature in the region where vehicle is operated (Fig. 1) and optional equipment. Chrysler Corporation recommends that Mopar motor oil, or equivalent, be used when adding or changing crankcase lubricant. The API symbol (Fig. 2) on the container indicates the viscosity grade, quality and fuel economy ratings of the lubricant it contains. Use ENERGY CONSERVING II motor oil with API SERVICE SG or SG/CD classification. • SG service engine oil is a high quality crankcase lubricant designed for use in all naturally aspirated engines. • SG/CD service engine oil is a high quality crankcase lubricant designed for use in most naturally aspirated gasoline or diesel engines. • SAE 5W-30 engine oil is recommended for use in 3.0L and 3.3L engines in temperatures below 38°C

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(100°F) to reduce low temperature cranking effort. SAE 5W-30 engine oil is not recommended for use in 2.5L engine in temperatures above 0°C (32°F). • SAE 10W-30 engine oil is recommended for use in 2.5L engine in temperatures above -18°C (0°F).

RECOMMENDED VISCOSITY GRADES

Fig. 2 API Symbol Inspect engine oil level approximately every 800 kilometers (500 miles). Position vehicle on level surface. With engine OFF, allow enough time for oil to settle to bottom of crankcase, remove engine oil level indicator (dipstick) and wipe clean. Install dipstick and verify it is seated in the tube. Remove dipstick, with handle above tip, take oil level reading (Fig. 3). Add oil only if level is below MIN or ADD mark on dipstick.

Fig. 3 Oil Level Indicator Dipstick—Typical ENGINE OIL CHANGE Change engine oil at mileage and time intervals described in Lubrication and Maintenance Schedules.

Fig. 1 Shaded Areas Cover Regions Where Minimum Temperatures Can Be Consistently Below -12°C (10°F) During Winter Seasons. ENGINE OIL ADDITIVES Chrysler Corporation recommends that Mopar Engine Oil Supplement or equivalent be used when friction and corrosion reducing materials added to the crankcase lubricant is desired. CRANKCASE OIL LEVEL INSPECTION CAUTION: Do not overfill crankcase with engine oil, oil foaming and oil pressure loss can result.

TO CHANGE ENGINE OIL: (1) Position the vehicle on a level surface. (2) Hoist and support vehicle on safety stands. Refer to Hoisting and Jacking Recommendations in this group. (3) Place a suitable 3.8 liter (4 qt.) drain pan under crankcase drain. (4) Remove drain plug from crankcase and allow oil to drain into pan. Inspect drain plug threads for stretching or other damage. Replace drain plug and gasket if damaged. (5) Install drain plug in crankcase. (6) Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section. (7) Start engine and inspect for leaks. (8) Stop engine and inspect oil level.

LUBRICATION AND MAINTENANCE

ENGINE OIL FILTER

ENGINE COOLING SYSTEM

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

WARNINGS AND PRECAUTIONS

OIL FILTER REMOVAL: (1) Position a drain pan under the oil filter. (2) Using a suitable oil filter wrench (Fig. 4) loosen filter. (3) When filter separates from adapter nipple, tip gasket end upward to minimize oil spill. Remove filter from vehicle. (4) With a wiping cloth, clean the gasket sealing surface (Fig. 5) of oil and grime. Wipe off oil residue from below oil filter adapter. OIL FILTER INSTALLATION: (1) Lightly lubricate oil filter gasket with engine oil or chassis grease. (2) Thread filter onto adapter nipple. When gasket makes contact with sealing surface, tighten filter one full turn. If necessary use a filter wrench, do not over tighten. (3) Add oil, verify crankcase oil level and start engine. Inspect for oil leaks.

Fig. 4 Remove Oil Filter

Fig. 5 Install Oil Filter

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WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL BASE COOLANT AND IS HARMFUL IF SWALLOWED OR INHALED. IF SWALLOWED, DRINK TWO GLASSES OF WATER AND INDUCE VOMITING. IF INHALED, MOVE TO FRESH AIR AREA. SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT STORE IN OPEN OR UNMARKED CONTAINERS. WASH SKIN AND CLOTHING THOROUGHLY AFTER COMING IN CONTACT WITH ETHYLENE GLYCOL. KEEP OUT OF REACH OF CHILDREN. DISPOSE OF GLYCOL BASE COOLANT PROPERLY, CONTACT YOUR DEALER OR GOVERNMENT AGENCY FOR LOCATION OF COLLECTION CENTER IN YOUR AREA. DO NOT OPEN A COOLING SYSTEM WHEN THE ENGINE IS AT RUNNING TEMPERATURE, PERSONAL INJURY CAN RESULT. AVOID RADIATOR COOLING FAN WHEN ENGINE COMPARTMENT RELATED SERVICE IS PERFORMED, PERSONAL INJURY CAN RESULT. CAUTION: Do not use straight antifreeze as engine coolant, inadequate engine running temperatures can result. Do not operate vehicle without proper concentration of recommended ethylene glycol coolant, high running temperatures and cooling system corrosion can result. The engine cooling system will develop internal pressure of 97 to 123 kPa (14 to 18 psi) at normal operating temperature. Allow the vehicle approximately one half hour to cool off before opening the cooling system. As an indicator of pressure, squeeze the upper radiator hose between index finger and thumb. If it collapses with little effort the system would have low internal pressure and should be safe to open to the first safety notch of the radiator cap. Refer to Group 7, Cooling System.

COOLING SYSTEM INSPECTION Coolant level (Fig. 6) should be inspected when other engine compartment service is performed or when coolant leak is suspected. Coolant recovery tank level should read between the MIN and MAX marks, located on the side of recovery tank, when the engine is at normal operating temperature. Normal coolant level maintenance does not require the removal of radiator cap. Cooling system freeze protection should be tested at the onset of the winter season or every 12 months. Service is required if coolant is low, contaminated, rusty or freeze protec-

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LUBRICATION AND MAINTENANCE

tion is inadequate. To properly test cooling system, see Group 7, Cooling System.

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

AIR CLEANER SERVICE CAUTION: The air cleaner cover must be installed properly for the emissions system and engine controller to function correctly. Do not immerse paper air filter element or temperature sensor in cleaning solvents, damage can result.

Fig. 6 Coolant Recovery Tank—Typical The cooling system factory fill is a mixture of 50% Glycol based antifreeze and 50% water. Using a suitable hydrometer, measure antifreeze concentration in the radiator when the engine is cool. If the cooling system has recently been serviced, allow coolant to circulate for at least 20 minutes before taking hydrometer reading. Properly mixed coolant will protect the cooling system to -37°C (-35°F). If the freeze protection is above -28°C (-20°F), drain enough coolant from the cooling system to allow room to add antifreeze to achieve adequate protection. A mix table on the coolant container indicates the amount of antifreeze required to winterize the cooling system based on the capacity, see Capacity Chart in General Information section of this group.

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

TO SERVICE AIR CLEANER ASSEMBLY: (1) Raise hood of vehicle and inspect all air cleaner components for damage or improper attachment. (2) Remove air cleaner cover (Fig. 7, 8 or 9). (3) Remove paper air filter element from air cleaner body. Hold a shop light on throttle body side of element. Inspect air intake side of element. If light is visible through element, blow dust from element (Fig. 10) and reuse. If element is saturated with oil or light is not visible, replace filter. If element is saturated with oil, perform crankcase ventilation system tests. (4) Remove fiber crankcase filter (Fig. 7, 8 or 9) and clean with solvent, squeeze filter dry and apply small amount of engine oil. If a metallic mesh is used to retain fiber filter, clean mesh with solvent and reuse. (5) Clean inside of air cleaner cover and body with vacuum or compressed air. If oily, wash with solvent. To Install, reverse the preceding operation.

RADIATOR CAP The radiator cap must be secure to provide proper pressure release and coolant recovery. Inspect and test radiator cap when cooling system service is performed or when problem is suspected. COOLING SYSTEM SERVICE The cooling system should be drained, flushed and filled with the proper coolant mixture at the intervals described in the Lubrication and Maintenance Schedules. Refer to General Information section of this group. For proper service instructions see Group 7, Cooling System.

ENGINE AIR CLEANER The engine air cleaner should be serviced at the intervals described in the Lubrication and Mainte-

Fig. 7 Air Cleaner Assembly—3.0L Engine

CRANKCASE VENTILATION SYSTEM Engine crankcase pressure and emissions are vented into combustion chambers through the positive crankcase ventilation (PCV) system. The PCV system consists of a crankcase filter (Fig. 7, 8 or 9), PCV valve (Fig. 11, 12 or 13) and hoses to complete a

LUBRICATION AND MAINTENANCE

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Fig. 10 Cleaning Air Filter Element

Fig. 8 Air Cleaner Assemblyâ&#x20AC;&#x201D;2.5L EFI Engine vacuum circuit. The PCV system should have enough volume to overcome crankcase pressure created by piston backwash. If a PCV system becomes plugged, the crankcase pressure will increase and force engine oil past the piston rings creating oil consumption.

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

Fig. 9 Air Cleaner Assemblyâ&#x20AC;&#x201D;3.3L Engine

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LUBRICATION AND MAINTENANCE

hose. The card should be drawn to the end of the inlet hose within 15 seconds. If not, a leak or restriction exists in the PCV vacuum circuit. (3) If card does not hold to end of inlet hose, disconnect PCV valve from cylinder head cover or adapter. Vacuum hissing sound should be heard and engine should run steady. Place a finger over end of PCV valve (Fig. 14). The check valve in the PCV valve should click and rattle when PCV valve is shaken. (4) Remove PCV valve from vacuum source hose. The engine should run very erratically or stall. If not, a vacuum restriction or blockage exists at the vacuum source.

Fig. 11 PCV System—3.0L Engine

Fig. 14 PCV Valve Test Fig. 12 PCV System—3.3L Engine

Fig. 13 PCV System—2.5L EFI Engine PCV SYSTEM TEST (1) Verify that fiber crankcase filter is clean and properly installed in the air cleaner assembly. (2) With the engine running at idle, remove crankcase inlet hose from the inlet filter nipple. Position a 50 mm (2 in.) square paper card over end of inlet

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

. SELECTING GASOLINE CAUTION: Do not use fuel containing METHANOL (methyl or wood alcohol), damage to fuel system will result. Do not use leaded gasoline, damage to catalytic converter will result and vehicle will not conform to emission control standards. NON-BLENDED GASOLINE Use regular unleaded gasoline having a minimum octane rating of 87 (R+M)/2. Higher octane premium unleaded gasoline can be used if desired. ETHANOL, MTBE OR ETBE BLENDS All Chrysler Corporation vehicles are designed to use unleaded gasoline ONLY. Gasohol blends, containing 10% Ethanol (ethyl or grain alcohol) 90% unleaded gasoline can be used provided it has adequate octane rating. Fuel blends containing up to 15% MTBE (Methyl Tertiary Butyl Ether) and 85% unleaded gasoline can be used. Fuel blends containing up to 17% ETBE (Ethyl Tertiary Butyl Ether) and 83% unleaded gasoline can also be used. Fuel blended with ethanol, MTBE or ETBE are also referred to as reformulated or clean air gasoline. These fuels contribute less emissions to the atmosphere. Chrysler Corporation recommends that blended fuels be used when available METHANOL BLENDS Using gasoline blended with methanol can result in starting and driveability problems. Deterioration of fuel system components will result. Methanol induced problems are not the responsibility of Chrysler Corporation and may not be covered by the vehicle warranty.

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

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

SPARK PLUGS Ignition spark plugs should be replaced at the mileage interval described in the Lubrication and

LUBRICATION AND MAINTENANCE

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Maintenance Schedules. Refer to the General Information section of this group. For proper service procedures refer to Group 8D, Ignition Systems.

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

EMISSION CONTROL SYSTEM Inspect all emission control components and hoses when other under hood service is performed. Refer to emission system Vacuum Hose Label located on the inside of the hood in the engine compartment and Group 25, Emission Control Systems for proper service procedures.

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

RUBBER AND PLASTIC COMPONENT INSPECTION CAUTION: Plastic hoses or wire harness covers will melt or deform when exposed to heat from exhaust system or engine manifolds. Position plastic or rubber components away from moving parts in engine compartment or under vehicle, or damage will result. Do not allow rubber engine mounts or other components to become oil contaminated, repair cause of oil contamination and clean area. All rubber and plastic components should be inspected when engine compartment or under vehicle service is performed. When evidence of deterioration exists, replacement is required. To reduce deterioration of rubber components, Chrysler Corporation recommends Mopar Foamy Engine Degreaser or equivalent be used to clean engine compartment of oil and road grime.

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

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LUBRICATION AND MAINTENANCE DRIVETRAIN INDEX page

Automatic Transaxle . . . . . . . . . . . . . Automatic Transaxle Shift Mechanism Clutch and Gearshift Linkage ...... Drive Line Module . . . . . . . . . . . . . . . Drive Shaft CV and Tripod Joint Boots

. . . .

. . . . .

16 16 16 18 18

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

MANUAL TRANSAXLE The manual transaxle should be inspected for oil leaks and proper oil level when other under vehicle service is performed. To inspect the transaxle oil level, position the vehicle on a level surface. Remove fill plug (Fig. 1) from the transaxle side cover. The oil level should not be below 4 mm (3/16 in) from bottom of oil fill opening. The manual transaxle does not require periodic maintenance. The oil should be changed only when water contamination is suspected. If oil has a foamy or milky appearance it probably is contaminated. A circular magnet located behind the differential cover collects metallic particles circulating in the oil. For proper diagnostic and service procedures, refer to Group 21, Manual Transaxle.

page Front Wheel Bearings (Rear Wheel Bearings Wheel Drive Models) . . . . . . . . . . . . . . . Manual Transaxle . . . . . . . . . . . . . . . . . . . Overrunning Clutch . . . . . . . . . . . . . . . . . . Power Transfer Unit . . . . . . . . . . . . . . . . . Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

on All ..... ..... ..... ..... .....

19 16 17 17 19

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

AUTOMATIC TRANSAXLE SHIFT MECHANISM If the automatic transaxle shift mechanism becomes difficult to operate or starts to make objectionable noise, the mechanism should be lubricated before other service repair is performed. Apply a film of Mopar Multipurpose Grease or equivalent, to slide surfaces and pawl spring. For additional information, refer to Group 21, Transaxle.

AUTOMATIC TRANSAXLE The automatic transaxle should be inspected for fluid leaks and proper fluid level when other under hood service is performed. CAUTION: To minimize fluid contamination, verify that dipstick is seated in the fill hole or tube after fluid level reading is taken. TO INSPECT THE TRANSAXLE FLUID LEVEL: (1) Position the vehicle on a level surface. (2) Start engine and allow to idle in PARK for at least 60 seconds. The warmer the transaxle fluid, the more accurate the reading. (3) While sitting in driver seat, apply brakes and place gear selector in each position. Return gear selector to park. (4) Raise hood and remove transaxle fluid level indicator (dipstick) and wipe clean with a suitable cloth. (5) Install dipstick and verify it is seated in fill hole or tube (Fig. 2 or 3). CAUTION: Do not overfill automatic transaxle, leakage or damage can result.

Fig. 1 Manual Transaxle Fill Plug

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

LUBRICATION AND MAINTENANCE

for less than 15 minutes and more than 60 seconds transaxle can be considered warm and reading should be above ADD mark. Add fluid only if level is below ADD mark on dipstick when transaxle is warm. The automatic transaxle does not require periodic maintenance when used for general transportation. If the vehicle is subjected to severe service conditions, the automatic transaxle will require fluid/filter change and band adjustments every 24 000 km (15,000 miles). For additional information, refer to Severe Service paragraph and Lubrication and Maintenance Schedules in General Information section of this group. The fluid and filter should be changed when water contamination is suspected. If fluid has foamy or milky appearance, it is probably contaminated. If the fluid appears brown or dark and a foul odor is apparent, the fluid is burned, transaxle requires maintenance or service. A circular magnet located in the transaxle pan, collects metallic particles circulating in the oil. For proper diagnostic and service procedures, refer to Group 21, Automatic Transaxle.

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

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Fig. 3 Automatic Transaxle Fill tube

Fig. 4 Automatic Transaxle Dipstickâ&#x20AC;&#x201D;Typical ditions. The oil should be changed when water contamination is suspected. If oil has foamy or milky appearance it probably is contaminated. If the vehicle is subjected to severe driving conditions, the power transfer unit would require periodic maintenance every 29 000 km (12,000 miles). Refer to Severe Service paragraph in General Information of this group for definition of severe service. A magnet located in the unit to collect metallic particles circulating in the oil. For proper diagnostic and service procedures, refer to Group 21, Transaxle/Power Transfer Unit.

SELECTING LUBRICANT Chrysler Corporation recommends Mopar Gear Lube, SAE 85W-90, or equivalent, be used to fill the power transfer unit.

Fig. 2 Automatic Transaxle Fill Hole

POWER TRANSFER UNIT The All Wheel Drive (AWD) power transfer unit should be inspected for oil leaks and proper oil level when other under vehicle service is performed. To inspect the power transfer unit oil level, position the vehicle on a level surface and remove fill plug (Fig. 5) from the unit. The oil level should be at the bottom edge of oil fill opening. The power transfer unit does not require periodic maintenance when subjected to normal driving con-

OVERRUNNING CLUTCH The All Wheel Drive (AWD) overrunning clutch should be inspected for oil leaks and proper oil level when other under vehicle service is performed. To inspect the overrunning clutch oil level, position the vehicle on a level surface and remove fill plug (Fig. 6) from the unit. The oil level should be at the bottom edge of oil fill opening. The overrunning clutch does not require periodic maintenance when subjected to normal driving conditions. The oil should be changed when water contamination is suspected. If oil has foamy or milky

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LUBRICATION AND MAINTENANCE

The drive line module does not require periodic maintenance when subjected to normal driving conditions. The oil should be changed when water contamination is suspected. If oil has foamy or milky appearance it probably is contaminated. If the vehicle is subjected to severe driving conditions, the drive line module would require periodic maintenance every 36 000 km (22,500 miles). Refer to Severe Service paragraph in General Information of this group for definition of severe service. For proper diagnostic and service procedures, refer to Group 3, Rear Suspension and Driveline.

Fig. 5 Power Transfer Unit Fill Plug

SELECTING LUBRICANT Chrysler Corporation recommends Mopar Gear Lube, SAE 85W-90, or equivalent, be used to fill the drive line module.

appearance it probably is contaminated. If the vehicle is subjected to severe driving conditions the overrunning clutch would require periodic maintenance every 36 000 km (22,500 miles). Refer to Severe Service paragraph in General Information of this group for definition of severe service. For proper diagnostic and service procedures, refer to Group 3, Rear Suspension and Driveline.

SELECTING LUBRICANT Chrysler Corporation recommends Mopar ATF Plus (automatic transmission fluid type 7176) or equivalent, be used to add to or replace overrunning clutch fluid.

Fig. 7 Drive Line Module Fill Plug

DRIVE SHAFT CV AND TRIPOD JOINT BOOTS The front drive shaft constant velocity and tripod joint boots (Fig. 8) should be inspected when other under vehicle service is performed. Inspect boots for cracking, tears, leaks or other defects. If service repair is required, refer to Group 2, Suspension.

Fig. 6 Overrunning Clutch Fill Plug

DRIVE LINE MODULE The drive line module should be inspected for oil leaks and proper oil level when other under vehicle service is performed. To inspect the power transfer unit oil level, position the vehicle on a level surface and remove fill plug (Fig. 7) from the module. The oil level should be at the bottom edge of oil fill opening.

Fig. 8 Drive Shaft Boots

LUBRICATION AND MAINTENANCE

FRONT WHEEL BEARINGS (REAR WHEEL BEARINGS ON ALL WHEEL DRIVE MODELS) The front wheel bearings are permanently sealed, requiring no lubrication. For proper diagnostic and service procedures refer to Group 2, Suspension.

TIRES The tires should be inspected at every engine oil change for proper inflation and condition. The tires should be rotated at the distance intervals described in the Lubrication and Maintenance Schedules of the General Information section in this group. For tire inflation specifications refer to the Ownerâ&#x20AC;&#x2122;s Manual. A Tire Inflation sticker is located in the driver door opening. For proper diagnostic procedures, see Group 22, Wheels and Tires.

TIRE ROTATION The Forward Cross rotation method is recommended for use on Chrysler Corporation vehicles (Fig. 9). Other rotation methods can be used, but may not have the benefits of the recommended method. Only the four tire rotation method can be used if the vehicle is equipped with a space saver spare tire.

Fig. 9 Tire Rotation

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LUBRICATION AND MAINTENANCE CHASSIS AND BODY INDEX page

Body Lubrication . . . . . . . . . . . . . Brakes . . . . . . . . . . . . . . . . . . . . . Driver Supplemental Airbag System Headlamps . . . . . . . . . . . . . . . . .

... ... .. ...

. . . .

23 22 23 23

page Lower Ball Joints . . . . . . . . . . . . . . . . . . . . . . Power Steering . . . . . . . . . . . . . . . . . . . . . . . Rear Wheel Bearings (Front Wheel Drive Only) Steering Linkage . . . . . . . . . . . . . . . . . . . . . .

... ... .. ...

20 20 21 20

STEERING LINKAGE INSPECTION The steering linkage and steering gear should be inspected for wear, leaks or damage when other under vehicle service is performed. The rack and pinion steering gear end boots should not have excess oil or grease residue on the outside surfaces or surrounding areas (Fig.1). If boot is leaking, it should be repaired. For proper service procedures, see Group 19, Steering. The tie rod end seal should fit securely between the steering knuckle and tie rod end (Fig.2). The steering linkage should be lubricated at the time and distance intervals described in the Lubrication and Maintenance Schedules. Refer to General Information section of this group. TIE ROD END LUBRICATION Lubricate the steering linkage with Mopar, Multimileage Lube or equivalent. Using a wiping cloth, clean grease and dirt from around grease fitting and joint seal. Using a grease gun, fill tie rod end until lubricant leaks from around the tie rod end side of the seal (Fig.2). When lube operation is complete, wipe off excess grease.

Fig. 2 Tie Rod End Lubrication vehicle service is performed. The ball joint seal should fit securely between the steering knuckle and lower control arm (Fig. 3). The ball joints should be lubricated at the time and distance intervals described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group.

BALL JOINT LUBRICATION CAUTION: Do not over fill ball joint with grease, damage to seal can result. Lubricate the ball joints with Mopar, Multi-mileage Lube or equivalent. Using a wiping cloth, clean grease and dirt from around grease fitting and joint seal. Using a grease gun, fill ball joint until seal starts to swell (Fig. 3). When lube operation is complete, wipe off excess grease.

Fig. 1 Inspect Steering Linkage

LOWER BALL JOINTS INSPECTION The front suspension lower ball joints should be inspected for wear, leaks or damage when other under

POWER STEERING The power steering fluid level should be inspected when other under hood service is performed. If the fluid level is low and system is not leaking, use Mopar, Power Steering Fluid or equivalent. The power steering system should be inspected for leaks when

LUBRICATION AND MAINTENANCE

0 - 21

Fig. 4 Power Steering Reservoir Dipstick—2.5L Engine

Fig. 3 Ball Joint Lubrication other under vehicle service is performed. For proper service procedures, refer to Group 19, Steering. The power steering pump drive belt should be inspected at the time and distance interval described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group.

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

Fig. 5 Power Steering Reservoir Dipstick—3.0L Engine

CAUTION: Do not over fill power steering reservoir when adding fluid, seal damage and leakage can result. TO INSPECT FLUID LEVEL: (1) Position vehicle on a level surface with engine at normal running temperature. (2) Turn OFF engine and remove ignition key. (3) Using a wiping cloth, clean oil and dirt residue from around power steering reservoir cap. (4) Remove reservoir cap or dipstick and wipe off fluid. (5) Install cap or dipstick. (6) Remove cap or dipstick. Holding handle or cap above tip of dipstick, read fluid level (Fig. 4, 5, or 6). Add fluid if reading is below cold level mark on dipstick.

Fig. 6 Power Steering Reservoir Dipstick—3.3L Engine

REAR WHEEL BEARINGS (FRONT WHEEL DRIVE ONLY) INSPECTION The rear wheel bearings should be packed with

0 - 22

LUBRICATION AND MAINTENANCE

new lubricant at the distance interval described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group. The bearings should be inspected for contamination and wear before they are cleaned. Slight discoloration of bearing rollers and race cup is normal. If metal flakes are visible in the used lubricant or the bearing rollers and race cup is discolored, the bearing and race cup should be replaced. For proper service procedures, see Group 5, Brakes. Replace the inner seal whenever the wheel bearings are serviced.

REAR WHEEL BEARING LUBRICATION

(12) Install washer and spindle nut. While rotating hub, tighten spindle nut to 27 to 34 NIm (240 to 300 in. lbs.) torque. Loosen spindle nut one quarter turn. Hand tighten spindle nut. (13) Install spindle nut lock cover, cotter pin and grease cap. (14) Install disc brake caliper on vehicles with disc brakes. CAUTION: Pump brake pedal several times before driving vehicle to verify brake operation. (15) Install wheel and lower vehicle.

CAUTION: Combining two types of lubricant can cause bearing failure. Wash used or new bearings with a suitable solvent and blot dry with a lint free cloth before packing with new lubricant. WARNING: DO NOT ALLOW BEARING TO SPIN AT HIGH RPM WHEN USING COMPRESSED AIR TO BLOW CLEANING SOLVENT FROM BEARING. BEARING CAGE CAN EXPLODE, CAUSING PERSONAL INJURY. TO LUBRICATE REAR WHEEL BEARINGS: (1) Hoist rear wheels off the ground and support vehicle on safety stands. Refer to Hoisting Recommendations in the General Information section of this group. (2) Remove rear wheels. (3) Remove brake caliper on vehicles with rear disc brakes. For proper procedure, see Group 5, Brakes. (4) Remove rear wheel hub (drum) assembly and remove inner grease seal (Fig. 7). For proper service procedure, see Group 5, Brakes. (5) Inspect bearings, refer to Inspection paragraph of this procedure. Wash used lubricant from bearings with solvent and blot or blow dry. (6) Using a bearing packing device, lubricate the bearings with Mopar, Wheel Bearing Grease or equivalent. (7) With a wiping cloth, clean used lubricant form wheel hub assembly and axle spindle. (8) Install inner wheel bearing in the hub assembly, small end of bearing toward hub. With a finger, smooth out grease around the outside of bearing. (9) Using a seal driver, install new inner hub seal. (10) Install wheel hub (drum) assembly on axle spindle. (11) Install outer wheel bearing over the spindle end, small end of bearing toward hub. With a finger, smooth out grease around the outside of bearing.

Fig. 7 Rear Wheel Bearings

BRAKES BRAKE PAD AND LINING INSPECTION The brake pads and linings should be inspected at distance intervals described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group. If brake pads or linings appear excessively worn, the brakes would require service. For proper service procedures, refer to Group 5, Brakes. BRAKE HOSE INSPECTION WARNING: IF FRONT WHEEL, REAR AXLE, OR ANTI-LOCK UNIT BRAKE HOSE OUTER COVER IS CRACKED, CHAFED, OR BULGED, REPLACE HOSE IMMEDIATELY. BRAKE FAILURE CAN RESULT. The front wheel, rear axle and anti-lock unit (if equipped) brake hoses should be inspected at time and distance intervals described in the Lubrication and Maintenance Schedules. Refer to the General Information section of this group. A hose must be re-

LUBRICATION AND MAINTENANCE

0 - 23

placed if it has signs of cracking, chafing, fatigue or bulging. For proper service procedures, refer to Group 5, Brakes.

BRAKE LINE INSPECTION The metal brake lines should be inspected when other under vehicle service is preformed. If a line is pinched, kinked, or corroded, it should be repaired. For proper service procedures, refer to Group 5, Brakes. BRAKE RESERVOIR LEVEL INSPECTION WARNING: DO NOT ALLOW PETROLEUM OR WATER BASE LIQUIDS TO CONTAMINATE BRAKE FLUID, SEAL DAMAGE AND BRAKE FAILURE CAN RESULT. RELIEVE PRESSURE IN ANTI-LOCK BRAKE SYSTEM BEFORE ADDING BRAKE FLUID TO RESERVOIR. IF NOT, BRAKE FLUID COULD DISCHARGED FROM THE RESERVOIR POSSIBLY CAUSING PERSONAL INJURY. The brake reservoir level should be inspected when other under hood service is performed. It is normal for the reservoir level to drop as disc brake pads wear. When fluid must be added, use Mopar, Brake Fluid or equivalent. Use only brake fluid conforming to DOT 3, Federal, Department of Transportation specification. To avoid brake fluid contamination, use fluid from a properly sealed container. On vehicles with anti-lock brakes, relieve pressure from the system before inspecting fluid level. Turn OFF the ignition and remove the key. Pump the brake pedal at least 50 times to relieve the pressure in the system. On all vehicles, if fluid should become low after several thousand kilometers (miles), fill the reservoir to level marks on the side of the reservoir (Fig. 8 or 9).

Fig. 9 Master Cylinder Brake Reservoirâ&#x20AC;&#x201D;Except Anti-lock

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

DRIVER SUPPLEMENTAL AIRBAG SYSTEM WARNING: FAILURE TO HAVE THE AIRBAG SYSTEM PROMPTLY SERVICED BY AN AUTHORIZED DEALER SHOULD ONE OF THE FOLLOWING CONDITIONS EXIST CAN LEAD TO POSSIBLE INJURY IN THE EVENT OF AN ACCIDENT. If the AIRBAG indicator lamp does not light at all, stays lit or lights momentarily or continuously while driving, a malfunction may have occurred. Prompt service is required. Refer to Group 8M, Restraint Systems for proper diagnostic procedures. The airbag system and components should be inspected and tested for electronic diagnostic fault codes at the intervals described in the Lubrication and Maintenance Schedules in the Introduction section of this group.

BODY LUBRICATION

Fig. 8 Anti-lock Brake Reservoir

Body mechanisms and linkages should be inspected, cleaned and lubricated as required to maintain ease of operation and to prevent corrosion and wear. Before a component is lubricated, oil, grease and dirt should be wiped off. If necessary, use solvent to clean component to be lubricated. After lubrication is complete, wipe off excess grease or oil.

0 - 24

LUBRICATION AND MAINTENANCE

During winter season, external lock cylinders should be lubricated with Mopar, Lock Lubricant or equivalent to assure proper operation when exposed to water and ice. To assure proper hood latching component operation, use engine oil to lubricate the latch, safety catch and hood hinges when other under hood service is performed. Mopar, Multi-purpose Grease or equivalent should be applied sparingly to all pivot and slide contact areas. USE ENGINE OIL ON • Door hinges—Hinge pin and pivot points. • Hood hinges—Pivot points. • Liftgate hinges—Pivot points. • Sliding door center hinge pivot.

USE MOPAR LUBRIPLATE OR EQUIVALENT ON • Door check straps. • Liftgate latches. • Liftgate prop rod pivots. • Ash tray slides. • Fuel Fill Door latch mechanism. • Park brake mechanism. • Front seat tracks. • Sliding door rear latch striker. • sliding door closure wedges USE MOPAR MULTI-PURPOSE GREASE OR EQUIVALENT ON • Sliding door center track. • Sliding door upper track. • Sliding door open position striker spring.

FRONT SUSPENSION AND DRIVE SHAFTS

2-1

FRONT SUSPENSION AND DRIVE SHAFTS CONTENTS page

page

DRIVESHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . 25 FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . 2 FRONT SUSPENSION SERVICE PROCEDURES . 5

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . 46

GENERAL INFORMATION Throughout this group, references may be made to a particular vehicle by letter or number designation. A chart showing the breakdown of these designations is included in the Introduction section at the front of this Service Manual. An independent MacPherson Type front suspension is used on these vehicles. Vertical shock absorbing struts attach to the upper fender reinforcement and

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

Fig. 1 Front Suspension (Typical)

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FRONT SUSPENSION AND DRIVE SHAFTS FRONT SUSPENSION

FRONT SUSPENSION MAJOR COMPONENTS (Fig. 1, 2 and 3) STRUT SUPPORT The system is supported by coil springs positioned offset around the struts. The springs are contained between an upper seat, located just below the top strut mount assembly (Fig. 2) and a lower spring seat on the strut lower housing. The top of each strut assembly is bolted to the upper fender reinforcement (shock tower) through a rubber isolated mount. The bottom attaches to the top of the steering knuckle with two through bolts. On some vehicles, one bolt has an eccentric cam located below the head of the bolt for camber adjustment. On the other vehicles the camber adjustment is done by manually moving the steering knuckle within the strut assembly. Caster is a fixed setting on all vehicles and is not adjustable. STEERING KNUCKLE The steering knuckle is a single casting with legs machined for attachment to the strut damper, steering linkage, brake adaptor, and lower control arm ball joint. The knuckle also holds the front drive hub bearing. The hub is positioned through the bearing and knuckle, with the constant velocity stub shaft splined through the hub.

LOWER CONTROL ARM The lower control arm is a steel casting with 2 large spool type rubber pivot bushings. The lower control arm is bolted to the crossmember with pivot bolts through the center of the rubber pivot bushings. The ball joint is pressed into the control arm and has a non-tapered stud with a notch for clamp bolt clearance. The stud is clamped and locked into the steering knuckle leg with a clamp bolt. The lower control arms are inter-connected through a rubber isolated sway bar (Fig. 2). DRIVESHAFTS A left and right driveshaft is attached inboard to the transaxle differential side gears, and outboard to the driven wheel hub. To deliver driving force from the transaxle to the front wheels during turning maneuvers and suspension movement. Both shafts are constructed with constant velocity universal joints at both ends. Both shafts have a Tripod (sliding) joint at the transaxle end and Rzeppa joints (with splined stub shafts) on the hub ends. Due to the transaxle location the connecting shafts between the C/V joints are of different length and construction. The right shaft is longer and of tubular construction. The left shaft is solid.

Fig. 2 Front Suspension (F.W.D.) Typical

. FRONT SUSPENSION AND DRIVE SHAFTS 2-3

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FRONT SUSPENSION AND DRIVE SHAFTS SUSPENSION/STEERING/DRIVE DIAGNOSIS/FRONT WHEEL DRIVE

FRONT SUSPENSION AND DRIVE SHAFTS

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FRONT SUSPENSION SERVICE PROCEDURES INDEX page

page

Ball Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Hub and Bearing Assembly . . . . . . . . . . . . . . . . . 19 Knuckle (Front Suspension) . . . . . . . . . . . . . . . . . 15 Lower Control Arm . . . . . . . . . . . . . . . . . . . . . . . . . 9 Lower Control Arm Pivot Bushings . . . . . . . . . . . . 10

Shock Absorbers (Strut Damper) . . . . . . . . . . . . . . 9 Strut Damper Assembly . . . . . . . . . . . . . . . . . . . . . 7 Suspension Coil Springs . . . . . . . . . . . . . . . . . . . . 9 Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Wheel Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . 5

WHEEL ALIGNMENT

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

Front wheel alignment, is the proper adjustment of all interrelated suspension angles, affecting the running and steering of the vehicles front wheels. The method of checking front wheel alignment will vary depending on type of alignment equipment being used. Always refer to operational instructions furnished by manufacturer of alignment, to ensure accuracy of alignment. The exception is that wheel alignment specifications recommended by Chrysler Corporation should always be used. Chrysler Corporation recommended alignment specifications, are listed in Specifications at the end of this group. There are six basic factors which are the foundation to front wheel alignment. These are vehicle height, caster, camber, toe-in, steering axis inclination and toe-out on turns. Of the six basic factors only camber and toe are mechanically adjustable (Fig. 1). Do not attempt to modify any suspension or steering components by heating or bending. Adjustments and checks should be made in the following sequence. (a) Camber (b) Toe Camber is the number of degrees the top of the wheel and tire assembly is tilted inboard or outboard from a true vertical line. Inboard tilt is negative camber. Outboard tilt is positive camber (Fig. 1). Excessive camber is a tire wear factor: negative camber causes wear on the inside of the tire, while positive camber causes wear to the outside. Toe is measured in degrees or inches and is the distance the front edges of the tires are closer (or farther apart) than the rear edges. See Front Wheel Drive Specifications for Toe. settings.

PRE-ALIGNMENT Before any attempt is made to change or correct the wheel alignment factors. The following part in-

CAMBER ADJUSTMENT (1) Prepare vehicle as described in Pre-Alignment. (2) Loosen cam and through bolts on each side (See Fig. 1). (3) Rotate cam bolt to move top of wheel in or out to specified camber. (4) While holding cam bolt with wrench to keep it from rotating. Tighten cam bolt nuts to 100 NIm (75 ft. lbs.) torque plus 1/4 turn beyond specified torque.

FRONT SUSPENSION AND DRIVE SHAFTS

Fig. 1 Alignment Camber/Toe

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TOE ADJUSTMENT (1) Prepare vehicle as described in Pre-Alignment. (2) Center steering wheel and hold with steering wheel clamp. (3) Loosen tie rod locknuts (Fig. 2). Rotate inner tie rods to align front wheel toe to specifications. CAUTION: Do not twist inner tie rod to steering gear rubber boots during adjustment.

Fig. 1 Strut Damper Removal

Fig. 2 Front Wheel Toe Adjustment (4) Tighten tie rod locknuts to 75 NIm (55 ft.lbs.) torque. (5) Adjust steering gear to tie rod boots at tie rod. (6) Remove steering wheel clamp.

STRUT DAMPER ASSEMBLY REMOVAL (1) Loosen front wheel attaching lug nuts. (2) Raise vehicle, see Hoisting in Lubrication and Maintenance, Group O. (3) Remove front wheel and tire assembly. Where the service procedure includes reassembly of original strut (shock absorber) to original knuckle. Mark cam adjusting bolt (Fig. 1). (4) Remove cam bolt, knuckle bolt and brake hose to damper bracket retaining bolt (Fig. 1). (5) Remove strut damper upper mount assembly to shock tower mounting nut and washer assemblies (Fig. 1) SHOCK ABSORBER INSPECT Inspect for evidence of fluid leaking from around the strut assembly shaft seal at the upper end of the reservoir. (Actual leakage will be a stream of fluid running down the side and dripping off lower end of unit. (A slight amount of seepage around the strut rod is not unusual and does not affect performance).

INSTALLATION (1) Install strut assembly into shock tower. Install the 3 strut assembly to shock tower attaching nut and washer assemblies. Tighten nuts to 27 NIm (20 ft. lbs.) torque. (2) Position neck of steering knuckle into strut assembly. Install cam and knuckle bolts through strut assembly and steering knuckle. Install washer plate and nuts (Fig. 1) do not tighten nuts. (3) Attach brake hose retainer to damper, tighten screw to 13 NIm (10 ft. lbs.) torque. (4) Index cam bolt to original mark (Fig. 2).

Fig. 2 Strut Assembly Installation (5) Place a 4 inch (or larger) C clamp on the strut and knuckle (Fig. 2). Tighten the clamp just enough to eliminate any looseness between the knuckle and the strut, then check alignment of the index marks (Fig. 2). Holding the cam and knuckle bolt so they

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FRONT SUSPENSION AND DRIVE SHAFTS

cannot rotate, tighten the nuts to 100 NIm (75 ft. lbs.) torque plus 1/4 turn. Remove C clamp. (6) Install wheel and tire assembly. Tighten wheel nuts to 129 NIm (95 ft. lbs.) torque.

DISASSEMBLY (STRUT DAMPER) (1) Compress front coil spring with Spring Compressor, Special Tool C-4838 (Fig. 3).

Fig. 5 Mount Assembly Fig. 3 Compressing Coil Spring (2) Hold end of strut shaft from rotating with wrench, while loosening strut shaft nut. Remove nut from shaft (Fig. 4).

ASSEMBLE (STRUT DAMPER) (1) Mount the strut assembly in a vertical position. (2) Place the compressed spring onto the strut assembly, so the end of the coil is seated in the seat recess in lower spring mount (Fig. 6).

Fig. 4 Loosening Strut Assembly Shaft Nut (3) Remove the upper strut mount from the strut assembly. (4) Remove coil spring from the strut assembly. Mark spring for installation back on the same side of the vehicle (Fig. 8). CAUTION: see Suspension Coil Springs before releasing coil from Tool C-4838. (5) Inspect strut damper, mount assembly (Fig. 5) for: (a) Severe deterioration of rubber isolator; retainers for cracks and distortion and bond failure of retainers and rubber isolators. (b) Bearings for binding.

Fig. 6 Spring Seat Alignment Notch Position to Bracket (3) Install the dust shield, isolator (if so equipped) jounce bumper, spacer (as required), and spring seat onto the top of the strut shaft (Fig. 5). (4) Position top spring seat alignment tab correctly with respect to bottom bracket (Fig. 6). (5) Install the rebound retainer and shaft nut (Fig. 5). (6) Tighten the strut shaft nut using, Strut Rod Socket And Holder, Special Tool L-4558. Torque strut shaft nut to 75 NIm (55 ft. lbs.) plus 1/4 turn (Fig. 7).

FRONT SUSPENSION AND DRIVE SHAFTS

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

SPRING RETAINER UPPER Ensure that upper spring retainer is positioned properly, see; step (4), Assemble (Strut Damper).

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SPRING SEAT LOWER During assembly of spring to strut damper, ensure that lower coil end is seated in strut damper spring seat recess refer to (Fig. 6) in assemble (Strut Damper) section.

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

Fig. 7 Tighten Strut Rod Nut with Tool (7) Verify coil spring is aligned correctly with respect to bottom bracket (Fig. 6). (8) Release Spring Compressor Tool C-4838.

SUSPENSION COIL SPRINGS Springs are rated separately for each side of vehicle depending on optional equipment and type of service. During service procedures where both springs are removed, mark springs (Chalk, Tape, etc.) (Fig. 8) to ensure installation in original position. If the coils springs require replacement. Be sure that the springs needing replacement, are replaced with springs meeting the correct load rating for the vehicle and its specific options. During service procedures requiring the removal or installation of a coil spring with Spring Compressor, Special Tool C-4838. It is required that five coils be captured within the jaws of the tool (Fig. 8).

LOWER CONTROL ARM The lower control arm if damaged, is serviced only as a complete component. Do not attempt to repair or straighten a broken or bent lower control arm. The serviceable components of the lower control arm are, the ball joint assembly, and both pivot bushings. The service procedure to replace these components is detailed in the specific component sections of this group.

REMOVAL (ASSEMBLY) (1) Raise vehicle. See Hoisting in Lubrication, Group 0 of this service manual. (2) Remove the ball joint stud to steering knuckle clamp nut and bolt (Fig. 1).

Fig. 1 Control Arm To Steering Knuckle Attachment

Fig. 8 Identifying Coil Springs

(3) Remove the sway bar to lower control arm retainer on both sides of the vehicle (Fig. 2). Then rotate the sway bar down away from the lower control arms. (4) Separate the steering knuckle from the ball joint stud (Fig. 1). (5) Remove the front and rear control arm pivot bushing to crossmember attaching nuts and bolts (Fig. 2). Then remove the lower control arm from the crossmember.

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FRONT SUSPENSION AND DRIVE SHAFTS

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

bushings from the lower control arm, the large bushing must be removed first then the small bushing. When installing the pivot bushings into the lower control arm, the small bushing must be installed first then the large bushing. This sequence must be used when removal and replacement of bushings is done using Bushing Remover/Installer, Special Tool 6602.

LARGE BUSHING REMOVE (1) Position and clamp lower control arm in a vise. (2) Assemble the washer, thrust bearing and large bushing disk, Special tool 6602-5 onto the threaded rod from Bushing Remover/Installer, Special Tool 6602 (Fig. 3).

Fig. 2 Lower Control Arm Typical Inspect lower control arm for distortion. Check bushings for severe deterioration.

INSTALLATION (ASSEMBLY) (1) Position lower control arm assembly into crossmember and install front and rear pivot bushing to crossmember attaching bolts (Fig. 2). Loosely assemble nuts to attaching bolts but do not tighten at this time. (2) Install ball joint stud into steering knuckle and install clamp bolt (Fig. 1). Tighten clamp bolt to 145 NIm (105 ft. lbs.). (3) Position sway bar and bushings against the lower control arms. Install sway bar to control arm retainers. Install retainer bolts and tighten to 70 NIm (50 ft. lbs.). (4) Lower vehicle so the suspension is supporting vehicles weight (control arm at design height). Tighten the lower control arm to crossmember attaching bolts to 169 NIm (125 ft. lbs.) torque.

LOWER CONTROL ARM PIVOT BUSHINGS When performing the replacement procedure on the lower control arm pivot bushings, the following sequence must be followed. When removing the pivot

Fig. 3 Bushing Removal Tools (3) Install the tools assembled in step 2 above into the large bushing of the lower control arm (Fig. 4). Then assemble the remaining Special Tools, Cup 6602-2, thrust bearing, washer and long nut onto the threaded rod (Fig. 4) from Bushing Remover/Installer, Special Tool 6602. (4) Hold the long nut stationary. Using a deep socket turn the long threaded rod until the large pivot bushing is pushed out of the lower control arm.

SMALL BUSHING REMOVE (1) Remove the special tools from the lower control arm that were used for the removal of the large pivot bushing. (2) Remove the large Bushing Disc, Special Tool 6602-5 from the threaded rod. Leave the thrust bearing and washer on the threaded rod. Install the small Bushing Disc, Special Tool 6602-3 on the threaded rod and against thrust bearing (Fig. 5). (3) Install the tools assembled in step 2 above through small lower control arm bushing and hole in

FRONT SUSPENSION AND DRIVE SHAFTS

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Fig. 4 Tool Assembled For Bushing Removal

Fig. 6 Tool Assembled For Bushing Removal

Fig. 5 Bushing Removal Tools

Fig. 7 Bushing Installing Tools Assembled

lower control arm where large bushing was removed from (Fig. 6). Assemble the Cup, Special Tool 6602-2 thrust bearing, washer and long nut onto the threaded rod of Special Tool 6602 (Fig. 6). Cup, Special Tool 6602-2 is to be installed on threaded rod with cup facing out and undercut in large bushing hole of lower control arm (Fig. 6). (4) Hold the threaded rod stationary and turn the long nut until the small pivot bushing is pulled out of the lower control arm.

(3) Install the pieces assembled in step 2 through the small and large pivot bushing holes in the lower control arm. At the large pivot bushing hole in the lower control arm, assemble Cup, Special Tool 6602-2, thrust bearing, washer and nut (Fig. 8). Cup, Special Tool 6602-2 is to be installed on threaded rod with cup facing out and undercut in large bushing hole of lower control arm (Fig. 8). Lubricate the installer cone and new bushing using Mopart, Silicone Spray Lube or equivalent. (4) Hold the threaded rod stationary and turn the long nut until the small pivot bushing is fully installed into the lower control arm. Be sure that the flanges of the bushing are fully expanded around the control arm bushing holes.

SMALL BUSHING INSTALL (1) Remove the special tools from the lower control arm that were used for the removal of the small pivot bushing. (2) On the threaded rod from Remover/Installer, Special Tool 6602 assemble the following pieces. Washer, thrust bearing, small bushing disc Special Tool 6602-3, small lower control arm pivot bushing and small bushing sizer, Special Tool 6602 (Fig. 7).

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

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FRONT SUSPENSION AND DRIVE SHAFTS

Fig. 8 Bushing And Tool Position For Installation In Control Arm (2) On the threaded rod from Remover/Installer, Special Tool 6602 assemble the following pieces. Washer, thrust bearing, Cup Special Tool 6602-2 (Fig. 9).

Fig. 9 Bushing Installer Tools (3) Install the pieces assembled in step 2 through the hole in the small pivot bushing and the large pivot bushing hole in the lower control arm. At the large pivot bushing hole in the lower control arm assemble the following special tool pieces. Large Bushing Sizer, Special Tool 6602-4, large lower control arm pivot bushing, large bushing disc Special Tool 6602-5, thrust bearing, washer and nut (Fig. 10). Lubricate the installer cone and new bushing using Mopart Silicone Spray Lube or equivalent. (4) Hold the threaded rod stationary and turn the long nut until the bushing is fully installed into the control arm. Be sure that the flanges of the bushing are fully expanded around the control arm bushing holes. (5) If the position of the large lower control arm pivot bushing (Fig. 11) moved during bushing installation. Install a nut and bolt through the bushing

Fig. 10 Bushing And Tool Position For Installation In Control Arm sleeve and tighten it down (Fig. 11). Using a wrench rotate the bolt until the bushing is in the correct position (Fig. 10)

Fig. 11 Positioning Control Arm Bushing

BALL JOINTS The lower front suspension ball joints operate with no free play. See Inspection Ball Joint Wear to determine if the ball joint is worn and requires replacement. The ball joints are replaceable as an assembly, do not attempt any type of repair on the ball joint assembly. The replacement procedure for the ball joint assembly is detailed in this section. The ball joint housing is a pressed fit into the lower control arm with the joint stud retained in the steering knuckle by a (clamp) bolt.

INSPECTION BALL JOINT WEAR With the weight of the vehicle resting on the road wheels. Grasp the grease fitting as shown in (Fig. 1) and with no mechanical assistance or added force attempt to move the grease fitting.

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BALL JOINT INSTALLATION (1) By hand, position ball joint assembly into the ball joint bore of the lower control arm. Be sure the ball joint assembly is not cocked in the bore of the control arm, this will cause binding of the ball joint assembly. (2) Position assembly in press with Installer Tool C-4699-2 supporting control arm (Fig. 3).

Fig. 1 Checking Ball Joint Wear If the ball joint is worn the grease fitting will move easily. If movement is noted,replacement of the ball joint is recommended.

BALL JOINT REMOVAL (1) Pry off seal. (2) Position Receiving Cup Special Tool C-4699-2 to support lower control arm while receiving ball joint assembly (Fig. 2).

Fig. 3 Installing Ball Joint (3) Install the Remover/Installer, Special Tool C-4699-1 over the ball joint stud and down on the lower body of the ball joint assembly (Fig. 3). (4) Carefully align all pieces. Using an arbor press apply pressure against the ball joint assembly, until ball joint is fully seated against bottom surface of control arm. Do not apply excessive pressure against the control arm.

BALL JOINT SEAL INSTALLATION (1) Support ball joint housing with Installer, Special Tool C-4699-1 (Fig. 4). Position new seal over ball joint stud and against ball joint housing. (2) With 1-1/2 inch socket, press seal onto ball joint housing until it is squarely seated against top surface of control arm as shown in (Fig. 4).

Fig. 2 Removing Ball Joint (3) Install Remover/Installer Special Tool, C-4699-1 (Fig. 2) over ball joint stud and against the ball joint upper housing. (4) Press down against the ball joint upper housing, to remove ball joint assembly from lower control arm.

SWAY BAR The sway bar interconnects the front lower control arms of the vehicle and attaches to the crossmember (Fig. 1). Jounce and rebound movements affecting one wheel are partially transmitted to the opposite wheel to stabilize body roll. Attachment to the crossmember, and front lower control arms is through rubber-isolated bushings. All

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FRONT SUSPENSION AND DRIVE SHAFTS

tion. If threads can be restored to a usable condition, install sway bar retainer attaching bolts and torque to 68 NIm (50 ft. lbs.). CAUTION: When performing repair procedure listed below. Be sure replacement bolts and nuts meet the same requirements as the original equipment manufactures specifications. If damage to threaded holes in lower control arm, can not be restored to a usable condition using the above procedure. Drill out holes in lower control arm using an 11 mm drill bit. Then use a bolt and nut for attachment of sway bar retainer to lower control arm. Torque the nut and bolt to 68 NIm (50 ft. lbs.).

Fig. 4 Installing Ball Joint Seal parts are serviceable, and the sway bar to crossmember bushings are split for easy removal and installation. The split in the sway bar to crossmember bushing should be positioned toward the front of the vehicle.

LOWER CONTROL ARM SWAY BAR RETAINER ATTACHMENT HOLE THREAD REPAIR If threaded holes in lower control arm, for attachment of sway bar retainers (Fig. 1) become damaged. The threaded holes are repairable and does not require replacement of lower control arm. If threads are damaged or stripped on the lower control arm. An initial repair attempt should be made by using a (M10 x 1.5 - 6H) thread chasing tap on the holes to restore the threads to a usable condi-

REMOVAL (1) Raise and support the vehicle. See Hoisting in Lubrication and Maintenance, Group 0. (2) Remove the bolts and sway bar retainers at the front lower control arms (Fig. 1). (3) Remove the bolts at sway bar crossmember clamps, and remove clamps and sway bar from vehicle (Fig. 1). INSPECTION Inspect for broken or distorted clamps, retainers, and bushings. If bushing replacement is required, the inner bushing can be removed by opening the split. The outer bushing must be cut or hammered off the bar. If replaced, the outer bushings should be forced on so that approximately 1/2 inch of the bar protrudes. The sway bar to crossmember bushings, should be positioned when installed, so the void on the bushing is positioned toward the rear of the ve-

Fig. 1 Front Sway Bar

. hicle (Fig. 2). Note that the control arm retainers are symmetric and bend slightly upon installation.

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

INSTALLATION (1) If inspection of the sway bar assembly, determined that sway bar to lower control arm bushings require replacement. Install the new bushings, by forcing them onto sway bar using a rotating motion. Bushings should be installed on sway bar so that sway bar extends 1/2 inch out past the end of the bushing. (2) If required position sway bar to crossmember bushings on sway bar with external rib up and void in the bushing facing the rear of vehicle (Fig. 2). Lift the bar assembly into the crossmember, and install the lower clamps and bolts. The center offset in the sway bar should be oriented toward the front of the vehicle (Fig. 1)

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

Fig. 2 Sway Bar To Crossmember Bushing Position (3) Position sway bar bushing retainers on lower control arms, and install bolts. (4) With lower control arms raised to design height, tighten all retainer attaching bolts to 70 NIm (50 ft. lbs.) torque. (5) Lower vehicle.

KNUCKLE (FRONT SUSPENSION) The front suspension knuckle (Fig. 1) provides for steering control of the vehicle. Supports the brake caliper and absorbs the loads exerted during vehicle braking. It also supports the front (driving) hub and bearing and stub axle assembly. The front suspension knuckle also provides the ability to align the front wheels of the vehicle. This is done by allowing for front wheel camber adjustment and the ability for front tire Toe adjustments The front suspension knuckle is not a serviceable component. Do not attempt to straighten or repair the front suspension knuckle in any way.

Fig. 2 Remove Cotter Pin, Hub Nut Lock, & Spring Washer (2) Loosen hub nut while the vehicle is on the floor with the brakes applied (Fig. 3). The hub and driveshaft are splined together through the knuckle (bearing) and retained by the hub nut. (3) Raise and support the vehicle. See Hoisting in Lubrication and Maintenance, Group 0. (4) Remove the wheel lug nuts, front tire and wheel assembly and hub nut and washer. (5) Remove the brake caliper adapter to steering knuckle attaching bolts and washers (Fig. 1). Remove the brake caliper and adapter from the steering

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FRONT SUSPENSION AND DRIVE SHAFTS

Fig. 5 Remove or Install Braking Disc

Fig. 3 Loosen Hub Nut knuckle and braking disc. Support brake caliper/ adapter assembly using a wire hook and not by hydraulic hose (Fig. 4).

Fig. 6 Disconnect Tie Rod End

Fig. 4 Supporting Brake Caliper (6) Remove the braking disc from the front hub/ bearing assembly (Fig. 5). (7) Remove the cotter pin and nut from the tie rod end. Remove the tie rod end from the steering knuckle arm using Puller, Special Tool C-3894-A (Fig. 6). (8) Remove the clamp nut and bolt (Fig. 7) securing the ball joint stud into the steering knuckle.

(9) Separate ball joint stud from knuckle assembly by prying down on lower control arm. Pull knuckle assembly out and away from driveshaft (Fig. 8). Care must be taken not to separate the inner C/V joint during this operation. Do not allow driveshaft to hang by inner C/V joint, driveshaft must be supported. (10) Remove the steering knuckle to strut damper attaching bolt and cam bolt (Fig. 9). Note the location of the cam bolt, it must be installed in the same location when steering knuckle is installed back on strut damper. (11) Mount the steering knuckle in a vise and remove the 4 bolts on back of steering knuckle, attaching the hub and bearing assembly. Remove the hub and bearing assembly from the steering knuckle (Fig. 10).Remove outer C/V joint seal from the steering knuckle.

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Fig. 9 Remove Or Install Steering Knuckle

Fig. 7 Remove or Install Steering Knuckle Clamp Bolt

Fig. 10 Remove Or Install Hub and Bearing Assembly

Fig. 8 Separate Ball Joint Stud from Knuckle Assembly INSTALL CAUTION: Knuckle and bearing mounting surfaces must be smooth and completely free of foreign material or nicks.

(1) Install the hub and bearing assembly into the steering knuckle (Fig. 10). Install the 4 hub and bearing assembly to steering knuckle attaching bolts and torque in a criss-cross pattern to 65 NIm (45 ft. lbs.) (2) Position new seal in recess on back of the steering knuckle. Assemble Installer, Special Tool C-4698 and install seal into steering knuckle until it is fully seated into recess (Fig. 11). Inspect the wear sleeve on the C/V joint housing and replace if required. (3) Install the steering knuckle back on the strut damper (Fig. 9). Install the strut damper to steering knuckle attaching bolt, cam bolt, washer plate and nuts. Torque bolts to 100 NIm (75 ft. lbs.) plus 1/4 turn. Be sure the cam bolt is installed in same location it was removed from.

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FRONT SUSPENSION AND DRIVE SHAFTS

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

Fig. 11 Seal Installation In Steering Knuckle (4) Lubricate the FULL circumference of the seal (and wear sleeve) with Mopart Multi-Purpose Lubricant, or equivalent (Fig. 12).

Fig. 13 Installing Knuckle Assembly (6) Install the original (or equivalent) steering knuckle to ball joint stud, clamp bolt and nut (Fig. 14). Torque the clamp bolt to 145 NIm (105 ft. lbs.).

Fig. 12 Seal and Wear Sleeve Lubrication

Fig. 14 Tighten Steering Knuckle Clamp Bolt

FRONT SUSPENSION AND DRIVE SHAFTS

(7) Install the tie rod end into the arm ing knuckle. Install the tie rod end knuckle attaching nut, and torque to47 lbs.). Install a new cotter pin into the (Fig. 15).

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of the steerto steering NIm (35 ft. tie rod end

Fig. 17 Tighten Hub Nut (12) Install the spring washer, hub nut lock, and new cotter pin. Wrap the cotter pin prongs tightly around the hub nut lock (Fig. 18).

Fig. 15 Install Tie Rod End (8) Install the braking disk back on the hub and bearing assembly (Fig. 5). (9) Install the front brake caliper and adapter back over the braking disc and align with the adapter mounting holes on steering knuckle (Fig. 1). Install the caliper adapter to steering knuckle attaching bolts and torque to 217 NIm (160 ft. lbs.). (10) Clean all foreign matter from the threads of the stub axle (Fig. 16). Install the washer and hub nut onto the threads of the stub axle and tighten nut.

Fig. 18 Install Spring Washer, Nut Lock, & Cotter Pin (13) Install the front wheel and tire assembly. Install the front wheel lug nuts and torque to 129 NIm (95 ft.lbs.). (14) Lower vehicle. (15) Align the front wheels of the vehicle. Use the procedure listed under Wheel Alignment, in the Front Suspension Service Procedures section of this service manual.

HUB AND BEARING ASSEMBLY

Fig. 16 Install Washer and Hub Nut (11) With the vehicles brakes applied to keep front braking disc and hub from turning. Tighten the hub nut to a torque of 244 NIm (180 ft. lbs.) (Fig. 17).

The Unit III Front Hub and Bearing (Fig. 1) is used on all Caravan, Voyager and Mini Ram Vans. All hub and bearing assemblies mount to the steering knuckle the same way, but very by the wheel size on the vehicle. Vehicles equipped with 14 inch wheels have a 4 inch wheel mounting stud pattern. Vehicles equipped with 15 inch wheels have a 4 1/2 inch wheel mounting stud pattern. If a hub and bearing assembly needs to be replaced, be sure that the replacement assembly has the same size wheel mounting stud pattern as the original part.

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Fig. 3 Remove Cotter Pin, Nut Lock, & Spring Washer (2) Loosen hub nut while the vehicle is on the floor with the brakes applied (Fig. 4). The hub and driveshaft are splined together through the knuckle (bearing assembly) and retained by the hub nut.

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

Fig. 4 Loosen Hub Nut (3) Raise vehicle, see Hoisting Recommendations in Group 0 of this service manual. (4) Remove the hub nut and the washer from the stub axle (Fig. 3). (5) Remove the wheel lug nuts, and tire and wheel assembly from the vehicle. (6) Disconnect tie rod end from steering arm with Puller Special, Tool C-3894-A (Fig. 5).

Fig. 2 Front Hub And Bearing Assembly Mounting REMOVAL Replacement of the front (drive) hub and bearing assembly can be done without having to remove the steering knuckle from the vehicle. (1) Remove cotter pin, hub nut lock, and spring washer (Fig. 3).

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caliper with wire hook and not by hydraulic hose. (Fig. 7). Remove braking disc from hub and bearing assembly (Fig. 8).

Fig. 5 Disconnect Tie Rod End (7) Remove clamp bolt securing the ball joint stud into the steering knuckle (Fig. 6).

Fig. 7 Supporting Brake Caliper

Fig. 8 Remove or Install Braking Disc

Fig. 6 Remove Clamp Bolt and Caliper Guide Pins (8) Remove caliper guide pin bolts (Fig. 6) and separate caliper assembly from braking disc. Support

(9) Separate the steering knuckle assembly from the ball joint stud. Pull knuckle assembly out and away from driveshaft (Fig. 9). Care must be taken not to separate the inner C/V joint during this operation. Do not allow driveshaft to hang by inner C/V joint, driveshaft must be supported. (10) Remove the four hub and bearing assembly mounting bolts from rear of steering knuckle (Fig. 9).

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FRONT SUSPENSION AND DRIVE SHAFTS INSTALLATION

CAUTION: All steering knuckle and bearing mounting surfaces must be smooth and completely free of foreign material or nicks. (1) Install new front hub and bearing assembly into the steering knuckle. Tighten the hub and bearing assembly to steering knuckle attaching bolts (Fig. 9), in a criss-cross pattern to 65 NIm (45 ft. lbs.) torque. (2) Position new hub and bearing assembly seal in recess of the steering knuckle (Fig. 11). Assemble Installer, Special Tool C-4698. Tool is provided with a handle and dual purpose drive head for installing seal into knuckle and (head reversed) for installing wear sleeve onto C/V joint housing. (3) Using Special Tool C-4698 (Fig. 11) install the hub and bearing seal, until fully seated into the steering knuckle recess.

Fig. 9 Separate Ball Joint Stud from Steering Knuckle (11) Remove the hub and bearing assembly from the steering knuckle (Fig. 10). Replacement of the grease seal is recommended whenever this service is performed.

Fig. 11 Bearing Seal Installation CAUTION: During any service procedure requiring separation of the steering knuckle and driveshaft assembly. Thorough cleaning and lubrication of both seal and wear sleeve is required before re-assembly.

Fig. 10 Separate Hub and Bearing Assembly from Knuckle

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

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

Fig. 14 Tighten Clamp Bolt Fig. 12 Seal and Wear Sleeve Lubrication (5) Insert driveshaft through hub and bearing assembly, while installing steering knuckle assembly on lower control arm ball joint stud (Fig. 13).

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

Fig. 15 Install Tie Rod End (8) Install braking disc (Fig. 8). (9) Carefully lower brake caliper assembly over braking disc (Fig. 16). (10) Install brake caliper assembly guide pin bolts. Tighten guide pin bolts to 25-35 NIm (18-26 ft. lbs.) torque. When installing guide pins, use extreme caution not to cross the threads.

Fig. 13 Installing Knuckle Assembly

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FRONT SUSPENSION AND DRIVE SHAFTS

(12) With brakes applied, tighten front hub nut to (244 NIm) 180 ft. lbs. torque (Fig. 18).

Fig. 16 Installing Family Caliper (11) Clean all foreign matter from the threads of the stub axle (Fig. 17). Install the washer and hub nut (Fig. 17) onto the threads of the stub axle and tighten nut.

Fig. 18 Tighten Hub Nut (13) Install spring washer, nut lock, and new cotter pin. Wrap cotter pin prongs tightly around nut lock (Fig. 19).

Fig. 19 Install Spring Washer, Nut Lock, & Cotter Pin Fig. 17 Install Washer and Hub Nut

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

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DRIVESHAFTS INDEX page C/V Joint Boots . . . . . . . . . . . . . . Damper Weights . . . . . . . . . . . . . Driveshaft Identification . . . . . . . . Driveshaft Positioning Specifications Driveshaft Reconditioning . . . . . . .

.... .... .... ... ....

. . . . .

38 44 25 44 30

GENERAL INFORMATION All Chrysler front wheel drive vans and wagons use only the unequal length driveshaft system. The unequal length system has a short solid interconnecting shaft on the left side of the vehicle for all engine transmission applications. On the right side of the vehicle the interconnecting shafts very depending on the transmission used in the vehicle. The manual transmission equipped vehicles use a tubular shaft and the automatic applications use a solid shaft (Fig. 1). The driveshaft assemblies are three piece units. Each driveshaft has a tripod joint, an interconnecting shaft and a Rzeppa joint. The Tripod joint is splined into the transaxle side gear and the Rzeppa joint has a stub shaft that is splined into the wheel hub.

DRIVESHAFT IDENTIFICATION Driveshafts used in front wheel van/wagon applications are identified by the driveshaft manufacturer.

page Driveshaft Service Procedures General Information . . . . . . . Inner C/V Joint . . . . . . . . . . . Outer C/V Joint . . . . . . . . . .

... .... .... ....

. . . .

25 25 30 34

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

DRIVESHAFT SERVICE PROCEDURES Procedures for the removal and installation of the driveshafts are essentially the same for all front wheel drive vehicles. Each driveshaft has a spring within the inboard tripod C/V joint that maintains constant engagement with the transaxle. This allows transaxle to be removed without dismantling part of the transaxle. CAUTION: Boot sealing is vital to retain special lubricants and to prevent foreign contaminants from entering the C/V joint. Mishandling, such as allowing the assemblies to dangle unsupported, pulling or pushing the ends can cut boots or damage C/V joints. During removal and installation procedures always support both ends of the driveshaft to prevent damage.

Fig. 1 Front-Wheel-Drive - Driveshaft System

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FRONT SUSPENSION AND DRIVE SHAFTS

Fig. 2 Driveshaft Identification HUB NUT AND HUB ASSEMBLY REMOVAL Hub nut removal and installation is the same for all front wheel drive vehicles. For removal and installation procedures see HUB NUT ASSEMBLIES INSTALL. (1) Remove front stub axle cotter pin, nut lock and spring washer (Fig. 1).

Fig. 1 Remove Cotter Pin, Nut Lock, & Spring Washer

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

Fig. 2 Loosen Hub Retaining Nut & Wheel Nuts

FRONT SUSPENSION AND DRIVE SHAFTS

(3) Raise vehicle, see Hoisting in Lubrication and Maintenance, Group 0. (4) Remove front hub nut and washer (Fig. 3).

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(2) Remove clamp bolt securing ball joint stud into steering knuckle (Fig. 5).

Fig. 3 Remove Hub Nut & Washer (5) Remove the front wheel and tire assembly from the vehicle.

DRIVESHAFT ASSEMBLIES REMOVE Inboard C/V joints have stub shafts splined into the differential side gears. Driveshafts are retained in the side gears by a constant force provided by a spring contained within the inboard C/V joints. (1) Before performing removal of the vehicles right side driveshaft assembly. The speedometer pinion must be removed from the transaxle assembly (Fig. 4).

Fig. 5 Remove Ball Joint to Steering Knuckle Clamp Bolt (3) Separate ball joint stud from steering knuckle by prying against knuckle leg and control arm (Fig. 6).

Fig. 6 Separate Ball Joint from Knuckle CAUTION: Do not damage ball joint or C/V joint boots (Fig. 6). (4) Separate outer C/V joint splined shaft from hub by holding C/V housing while moving knuckle (hub) assembly away (Fig. 7). CAUTION: Do not pry on or otherwise damage wear sleeve on outer C/V joint.

Fig. 4 Remove Speedometer Pinion (for Right Driveshaft)

(5) Support assembly at C/V joint housings. Remove by pulling outward on the inner joint housing. DO NOT PULL ON SHAFT (Fig. 8).

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FRONT SUSPENSION AND DRIVE SHAFTS

INSTALL (1) Hold inner joint assembly at housing (Figs. 8 and 9) while aligning and guiding the inner joint spline into the transaxle or intermediate shaft assembly. CAUTION: Follow this Seal/Wear sleeve lubrication during any service procedures where knuckle and driveshaft are separated. Thoroughly clean seal and wear sleeve with suitable solvent (solvent must not touch boot) and lubricate both components prior to installing driveshaft. Lubricate wear sleeve and seal with MoparT Multi-Purpose Lubricant, or equivalent. Apply on the full circumference of the Wear Sleeve a bead of lubricant that is 6 mm (1/4 in.) wide to seal contact area (Fig. 10). Fill lip to housing cavity on Seal, complete circumference, and wet seal lip with lubricant (Fig. 10).

Fig. 7 Separate Outer C/V Joint Shaft from Hub

Fig. 8 Removing Driveshaft Assembly Unequal Length The driveshaft, when installed, acts as a bolt and secures the hub/bearing assembly. If the vehicle is to be supported or moved on its wheels. Install a bolt through the hub to ensure that the hub bearing assembly cannot loosen.

Fig. 10 Seal & Wear Sleeve Lubrication (2) Push knuckle (hub) assembly out and install splined outer C/V joint shaft in hub (Fig. 11). (3) Install steering knuckle assembly on ball joint stud (Fig. 12). CAUTION: Steering knuckle clamp bolt shown in Figs. 12 and 13 is prevailing torque type, original or equivalent bolt must be installed during assembly.

Fig. 9 Installing Inner Shaft into Transaxle

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Fig. 13 Tighten Clamp Bolt Fig. 11 Install Outer Shaft into Hub

Fig. 14 Install Speedometer Pinion

Fig. 12 Install Knuckle Assembly on Ball Joint Stud (4) Install and tighten clamp bolt to 145 NIm (105 ft. lbs.) torque (Fig. 13). (5) Install speedometer pinion (Fig. 14). (6) Fill differential with proper lubricant (see Lubrication and Maintenance Group 0). (7) Install front hub nut assembly.

(8) If after installing the driveshaft assembly, the inboard boot appears collapsed or deformed. Vent the inner boot by inserting, a round tipped small diameter rod between the boot and shaft. If necessary, massage the boot to remove all puckers being careful not to allow dirt to enter or grease to leave the boot cavity. If the boot is clamped to the shaft with a rubber garter clamp, it need not be removed to perform this venting operation. If the boot is clamped to the shaft using a metal clamp, the clamp must be removed and discarded before the rod can be inserted. After venting, install a new Service Clamp, or equivalent using special Tool C-4653 (see Boots Install section at the end of this group for details).

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FRONT SUSPENSION AND DRIVE SHAFTS

HUB NUT ASSEMBLIES INSTALL The front wheel hub nuts use a lock nut and cotter pin to maintain proper wheel bearing preload and prevent the nut from backing off. Install the assembly as follows. (1) Install washer and hub nut after cleaning any foreign matter from stub axle threads (Fig. 15).

(4) Install wheel and tire assembly. Tighten wheel nuts to 129 NIm (95 ft. lbs.) torque (Fig. 18).

Fig. 18 Install Wheel & Tire Assembly Fig. 15 Install Washer and Hub Nut (2) With brakes applied, tighten hub nut to 245 NIm (180 ft. lbs.) torque (Fig. 16).

Fig. 16 Tighten Hub Nut (3) Install nut lock, spring washer and NEW cotter pin. Wrap cotter pin prongs tightly around nut lock (Fig. 17).

Fig. 17 Install Spring Washer, Nut Lock, and New Cotter Pin

DRIVESHAFT RECONDITIONING Driveshaft reconditioning and/or boot replacement for all front wheel drive vehicles is essentially the same per C/V joint. Note that lubricant requirements and quantities are different for inner joints than for outer joints, and type being serviced. Use only the recommended lubricants. Complete driveshaft components are shown in (Fig. 1). Driveshaft requirements are different for various vehicle models, engines, and transaxles, and often change from one model year to the next. Driveshaft parts will be different to accommodate this. Therefore, when replacing parts, be sure to use only those specified in the service parts catalog for the exact model year, model, engine, transaxle, and type being serviced.

INNER C/V JOINT DISASSEMBLE After removal of driveshaft assembly from vehicle. Identify the supplier of the driveshaft assembly (See Fig. 2) under Driveshafts Identification. (1) Remove the boot clamps and pull back the boot to gain access to the tripod retention system, which prevents accidental separation from the C/V joint housing. CAUTION: When removing the housing from the tripod, hold the rollers in place on the trunnion studs to prevent the rollers and needle bearings from falling away. After the tripod is out of the housing secure the rollers in place with tape (Fig. 4).

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Fig. 1 Driveshaft Components (2) Depending on the type of C/V joint assembly, separate the C/V joint housing from the tripod as follows: S.S.G. Utilizes a wire ring tripod retainer which expands into a groove around the top of the housing. Use a flathead screwdriver to pry the wire ring out of the groove and slide the tripod from the housing (Fig. 2). Do not mangle or destroy retainer during disassembly.

G.K.N. The retention system on this assembly is a integral part of the plastic collar on the inside of the C/V joint housing. Clamp the stub shaft of the C/V joint housing in a vise, use protective caps on jaws of vise to prevent damage to stub shaft. Hold the interconnecting shaft on an angle, while gently pulling on the shaft until one of the tripod bearings is free of the retaining collar. Continue holding the interconnecting shaft on an angle and gently pull on the shaft until all rollers are free of the retaining collar. See (Fig. 3).

TRIPOD ASSEMBLY REMOVAL FROM INTERCONNECTING SHAFT S.S.G. AND G.K.N. WITH SINGLE RING TRIPOD RETENTION. Remove the tripod assembly to interconnecting shaft retaining snap ring from the interconnecting shaft end groove (Fig. 4). Remove the tripod assembly from the interconnecting shaft by hand or by tapping the body of the tripod assembly with a brass punch (Fig. 5).

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

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FRONT SUSPENSION AND DRIVE SHAFTS

Fig. 5 Tripod Assembly Removal From Interconnecting Shaft

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

Fig. 6 Removing Outer Tripod Retaining Snap Ring (G.K.N.) (3) Remove the inner tripod assembly to interconnecting shaft, retaining snap ring from the of interconnecting shaft (Fig. 7).

Fig. 4 Outer Tripod Retaining Snap Ring Removal G.K.N. WITH DOUBLE RING TRIPOD RETENTION. (1) Expand and remove the outer tripod assembly to interconnecting shaft, retaining snap ring (Fig. 6). (2) Remove the tripod assembly from the interconnecting shaft. Tripod can be removed either by hand or by tapping the tripod body with a brass drift (Fig. 5). Do not hit the outer tripod bearings in an attempt to remove tripod assembly from interconnecting shaft.

Fig. 7 Removing Inner Tripod Retaining Snap Ring (G.K.N.)

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INSPECT TRIPOD AND HOUSING Remove as much grease as possible from tripod assembly and housing. Then inspect joint housing ball raceway and tripod components for EXCESSIVE wear and replace necessary components. Inspect the spring, spring cup, and the spherical end of the connecting shaft for EXCESSIVE wear or damage and replace, if necessary. ASSEMBLE C/V JOINT TRIPOD ASSEMBLY INSTALLATION S.S.G. & G.K.N. WITH SINGLE RING RETENTION (1) Fasten the (new) boot to the interconnecting shaft. See Boots Install. (2) Install the tripod assembly onto the interconnecting shaft until it is past the snap ring groove on the shaft (Fig. 8). If required the tripod assembly can be tapped onto the interconnecting shaft using a brass drift, on the body of the tripod assembly (Fig. 4). Do not hit the outer tripod assembly bearings in an attempt to install tripod on interconnecting shaft. (3) Install a NEW outer tripod assembly to inter-

Fig. 9 Outer Tripod Retaining Snap Ring Installation

Fig. 10 Inner Snap Ring Installation

Fig. 8 Interconnecting Shaft Snap Ring Groove

sembly (Fig. 5). Do not hit the outer tripod assembly bearings in an attempt to install tripod on interconnecting shaft. (4) Install the outer tripod assembly to intermediate shaft retaining snap ring into the snap ring groove on the intermediate shaft (Fig. 11).

connecting shaft retaining snap ring, into the interconnecting shaft snap ring groove (Fig. 9). Be sure that the snap ring is fully seated into the snap ring groove around the entire interconnecting shaft. TRIPOD ASSEMBLY INSTALLATION G.K.N. WITH DOUBLE RING RETENTION (1) Fasten the (new) boot to the interconnecting shaft. See Boots Install. (2) Install the inner tripod assembly retaining snap ring into the retaining groove on the interconnecting shaft (Fig. 10). (3) Install the tripod assembly onto the interconnecting shaft until it is past the outer snap ring groove on the shaft (Fig. 10). If required the tripod assembly can be tapped onto the interconnecting shaft using a brass drift, on the body of the tripod as-

Fig. 11 Outer Snap Ring Installation

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FRONT SUSPENSION AND DRIVE SHAFTS

INNER C/V JOINT HOUSING INSTALLATION G.K.N. Assembly (1) Distribute 1/2 the amount of the grease provided into the housing and the remaining amount into the boot. (2) Position the spring in the housing spring pocket with the spring cup attached to the exposed end of the spring (Fig. 12). Place a small amount of grease on the concave surface of the spring cup. CAUTION: Care must be taken to ensure proper spring positioning. The spring must remain centered in the housing spring pocket when the tripod is installed and seated in the spring cup (Fig. 12).

Fig. 12 Spring and Cup Installation (3) Clamp the stub shaft of the housing in a vise. Use protective caps on jaws of vise so stub shaft does not get damaged by the vise. Position the interconnecting shaft and tripod assembly on top of the plastic retaining collar. Carefully insert each of the tripod rollers into the retaining collar, one at a time. Hold the interconnecting shaft on an angle and carefully push down on the shaft until the rollers are locked into the retaining collar on the housing. (4) Position the boot over the boot retaining groove in the housing and clamp in place. See Boots Install.

(3) Slip tripod into housing and install the tripod wire retaining ring into position. Check for the ability of the retaining ring to hold the tripod in the housing. (4) Position the boot over the boot retaining groove in the housing and clamp in place. See Boots Install.

OUTER C/V JOINT DISASSEMBLE (1) Remove boot clamps on boot and discard (Fig. 1).

Fig. 1 Outer C/V Joint Components (2) Wipe away grease to expose joint. (3) G.K.N. Remove outer C/V Joint from shaft by supporting the interconnecting shaft in a vise. Use protective caps on the jaws of the vise to prevent damage to the interconnecting shaft. Give a sharp tap to the top of housing to dislodge joint from internal circlip installed in a groove at the outer end of the shaft (Fig. 2).

S.S.G. Assembly (1) Distribute 1/2 the amount of the grease provided into the housing and the remaining amount into the boot. (2) Position the spring in the housing spring pocket with the spring cup attached to the exposed end of the spring (Fig. 12). Place a small amount of grease on the concave surface of the spring cup. CAUTION: Care must be taken to ensure proper spring positioning. The spring must remain centered in the housing spring pocket when the tripod is installed and seated in the spring cup (Fig. 12).

Fig. 2 Remove Joint from Shaft .

FRONT SUSPENSION AND DRIVE SHAFTS

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

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â&#x20AC;˘ If outer joint is noisy or badly worn. Bypass the following disassembly and replace entire unit. It is also recommended that the boot be replaced. The Boot Package includes the boot, clamps, retaining ring (circlip), and lubricant. See boots install. (8) Hold joint vertically in vise by clamping on splined shaft, using soft jaws to prevent damage. (9) Wipe off surplus grease and mark relative position of inner cross, cage and housing with a dab of paint (Fig. 5).

Fig. 3 Circlip Retainer in Cross S.S.G. WEAR SLEEVE A wear sleeve installed on the outer C/V joint housing (Fig. 1) provides a wipe surface for the hub bearing seal (installed in the steering knuckle). (4) If bent or damaged, carefully pry wear sleeve from C/V joint machined ledge. (5) Remove circlip from shaft groove and discard (Fig. 4). A replacement boot package will include this circlip. (6) Unless the shaft is damaged and needs replacing, do not remove the heavy spacer ring from the shaft, G.K.N. only (Fig. 4).

Fig. 5 Rotate Cage & Cross to Remove Balls (10) Press down on one side of inner race to tilt cage and remove ball from opposite side (Figs.5 and 6). If joint is tight, use a hammer and brass drift to tap inner race. Do not hit the cage. Repeat this step until all 6 balls are removed. A screwdriver may be used to pry balls loose.

Fig. 4 Remove Circlip (7) With joint separated from the interconnecting shaft proceed as follows: â&#x20AC;˘ If outer C/V joint was operating satisfactorily and grease does not appear to be contaminated, just replace boot. Bypass the following disassembly procedure for the C/V joint assembly, See Boots Install.

Fig. 6 Ball Released

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FRONT SUSPENSION AND DRIVE SHAFTS

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

Fig. 7 Removing Cage & Cross Assembly from Housing (12) Turn inner cross (driver) 90Â° to cage and align one of the race spherical lands with cage window. Raise land into cage window and remove inner race by swinging out (Fig. 8).

(2) Inspect housing ball races for excessive wear and scouring. (3) Check splined shaft and nut threads for damage. (4) Inspect all 6 balls for pitting, cracks, scouring and wear. Dulling of surface is normal. (5) Inspect cage for excessive wear on inside and outside spherical surfaces, surface ripples on cage window, cracks, and chipping. (6) Inspect inner race (cross) for excessive wear or scouring of ball races. Any of the above defects will warrant replacing the C/V assembly as a unit. Polished areas on races (cross and housing) and on cage spheres is considered normal wear, and does not indicate need for joint replacement. However, if the wear is suspected of causing noise and vibration the joint should be replaced.

ASSEMBLE If outer joint was not disassembled nor the wear sleeve damaged go to step 11. (1) Position new wear sleeve on joint housing machined ledge (Fig. 1). Assemble Installer, Special Tool C-4698 (Tool is provided with handle and dual purpose drive head for installing wear sleeve onto C/V joint housing and (head reversed) seal into knuckle). See KNUCKLE BEARING SEAL. (2) See (Fig. 1). Assemble tool and install wear sleeve.

Fig. 8 Removing Cross from Cage INSPECT Check grease for contamination and all parts for defects as follows: (1) Wash all parts in suitable solvent and dry, preferably with compressed air.

Fig. 1 Tool Set-Up for Wear Sleeve Installation

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(3) Lightly oil all components before assembling outer joint. (4) Align parts according to paint markings. (5) Insert one of the inner race (cross) lands into cage window (Fig. 2) and feed race into cage. Pivot cross 90Â° to complete cage assembly (Fig. 3).

Fig. 4 Installing Cage & Cross into Housing When properly assembled the large counterbore in the cross should be facing outward from the joint on G.K.N. units (Figs.3 and 6). On the S.S.G. joint the internal circlip in the cross will be facing outward from the housing (Fig. 5).

Fig. 2 Installing Cross into Cage

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

Fig. 3 Cage & Cross Assembled G.K.N. (6) Align opposing cage windows with housing land and feed cage assembly into housing (Fig. 4). Pivot cage 90Â° to complete installation.

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FRONT SUSPENSION AND DRIVE SHAFTS

Fig. 8 Installing New Circlip (11) Position outer joint on splined end with hub nut on stub shaft. Engage splines, and tap sharply with mallet (Fig. 9).

Fig. 6 Cage & Cross Installed in Housing G.K.N. (7) Apply lubricant to ball races from packet provided in boot kit and distribute equally between all sides of ball grooves. One packet is sufficient to lubricate the joint. (8) Insert balls into raceway by tilting cage and inner race assembly (Fig. 7).

Fig. 9 Position Joint onto Shaft Splines (12) Check that circlip is properly seated by attempting to pull joint from the shaft. (13) Locate large end of boot over joint housing checking that boot is not twisted. (14) Fasten boot to housing. See Boots Install.

C/V JOINT BOOTS

Fig. 7 Inserting Balls into Raceway (9) Fasten boot to shaft. See Boots Install. (10) On G.K.N. units insert the new circlip, provided with kit in shaft groove. Do not over expand or twist circlip during assembly (Fig. 8). The S.S.G. unit has a reusable circlip retainer that is an integral part of driver assembly.

HANDLING AND CLEANING It is vitally important during any service procedures requiring boot handling. That care be taken not to puncture or tear the boot by over tightening clamps, misuse of tool(s) or pinching the boot. Pinching can occur by rotating the C/V joints (especially the tripod) beyond normal working angles. The driveshaft boots are not compatible with oil, gasoline, or cleaning solvents. Care must be taken that boots never come in contact with any of these liquids. The only acceptable cleaning agent for

FRONT SUSPENSION AND DRIVE SHAFTS

driveshaft boots is soap and water. After washing, boot must be thoroughly rinsed and dried before reusing.

BOOTS INSPECT Noticeable amounts of grease on areas adjacent to and on the exterior of the C/V joint boot. Is the first indication that a boot is punctured, torn or that a clamp has loosened. When a C/V joint is removed for service. The boot should be properly cleaned and inspected for cracks, tears and scuffed areas on interior surfaces. If any of these conditions exist, boot replacement is recommended. BOOTS INSTALL The hard plastic seal boots require approximately 100 times the clamping force of the rubber seal boots. The clamps used on the rubber boots do not have the type of load capacity required, to seal the hard plastic boots. Therefore these clamps must not be used for clamping the hard plastic sealing boots. Rubber boots appear only on the inner joints of certain driveshafts. Rubber boots must be serviced with the strap and buckle clamp. Use the Clamp Installer, Special Tool C-4653. Proceed with the boot installation as follows: (1) Slide the small end of the boot over the shaft. Position the boot to the edge of the locating mark or groove, whichever is appropriate (Fig. 1).

(2) Install the C/V joint. See Inner or Outer C/V Joint Assemble. (3) Slide the large diameter of the boot into the locating groove (Fig. 6). (4) Wrap binding strap around boot twice, PLUS 63 mm (2-1/2 inches) (Fig. 2).

Fig. 2 Measure & Cut Binding Strap (5) Pass the strap through the buckle and fold it back about 29 mm (1-1/8 inches) on the inside of the buckle (Fig. 3).

Fig. 3 Install Buckle on Strap

Fig. 1 C/V Joint Boot Positioning G.K.N.

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

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

Fig. 4 Wrap Strap (through Buckle Eye) Twice (7) Fold the strip back slightly to prevent it from slipping backwards (Fig. 5).

Fig. 7 Push Tool Forward & Fit into Buckle Eye

Fig. 5 Fold Strap Lightly to Keep Position (8) Open the tool all the way and place strip in narrow slot approximately 13 mm (1/2 inch) from buckle (Fig. 6). (9) Hold the binding strip with the left hand and push the Tool forward and slightly upward. Then fit the hook of the Tool into the eye of the buckle (Fig. 7). (10) Tighten the strip by closing the tool handles (Fig. 8). Then rotate the tool (handles) downward while slowly releasing the pressure on the tool handles. Allow the tool (handles) to open progressively. Then open the tool entirely and remove them sideways.

Fig. 8 Tighten Strap (11) If the strap is not tight enough, engage the tool a second or even a third time, always about 13 mm (1/2 inch) from the buckle (Fig. 9). When tightening always be careful to see that the strap slides in

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a straight line and without resistance in the buckle, that is without making a fold. An effective grip will be obtained only by following the above instructions.

Fig. 11 Correct Tightening Procedure Fig. 9 Tighten Strap (if Required) (12) Fig. 10 shows WHAT NOT TO DO, NEVER fold the strap back or bring the tool down while tightening, this action will break the strap.

Fig. 12 Cut Strap 1/8 Inch from Buckle

Fig. 10 What Not to Do (13) Fig. 11 shows how to pull the tool down while releasing the pressure on the tool handle. (14) If the strip is tight enough. Remove the tool sideways and cut off the strap 3 mm (1/8 inch), so that it does not overlap the edge of the buckle. Complete job by folding the strip back neatly (Fig. 12). (15) Fig. 13 shows the finished binding strap type clamp in position, correctly fitted and unable to come loose. (16) After attaching the boot to the shaft. Install the inner or outer C/V joint following procedures under Inner C/V Joint Assemble or Outer C/V Joint Assemble. (17) Slip the large end of the boot on the housing and align it in the boot groove. (18) Repeat steps 2 - 13 for boot clamping. S.S.G. C/V joints use two different type boots, one is made of plastic and the other of rubber. The plas-

Fig. 13 Correctly Installed Clamp tic boot requires a heavy duty clamp and Installer, Special Tool C-4975. The soft boot requires a clamp with round edges that prevents the clamp from cutting the boot. Proceed with boot installation as follows. The hard plastic boots used on the G.K.N. C/V Joints, also use this procedure for installation of boot clamp to C/V Joint.

LEFT INNER, LEFT AND RIGHT OUTER C/V JOINT WITH PLASTIC BOOTS (1) Slide small clamp onto shaft.

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FRONT SUSPENSION AND DRIVE SHAFTS

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

RIGHT INNER C/V JOINT WITH RUBBER BOOT (1) Slide small end boot clamp onto interconnecting shaft. (2) Install boot onto interconnecting shaft, position boot on the flat between the locating shoulders (Fig. 16). (3) Position clamp on boot and crimp bridge of clamp with Crimper Special Tool C-4124.

Fig. 14 Boot and Clamp Positioning S.S.G. (3) Position boot clamp evenly over boot. Place clamp installer Tool C-4975 over bridge of clamp and tighten the nut until the jaws of the tool are closed completely, face to face (Fig. 15).

Fig. 16 Right Inner C/V Joint S.S.G. (4) Install the C/V Joint following the procedure outlined under Inner C/V Joint Assemble. (5) Position the large end of boot on housing and install clamp, crimp bridge of clamp with Crimper, Special Tool C-4124. CAUTION: During any service procedures where knuckle and driveshaft are separated, thoroughly clean seal and wear sleeve with suitable solvent and lubricate BOTH components at assembly. Do not allow solvent to contact boot. Lubricate wear sleeve (and seal) with Mopart Multi-Purpose Lubricant, or equivalent, as follows: Wear Sleeve: Apply a full circumference 6 mm (1/4 inch) bead of lubricant to seal contact area. See (Fig. 11), Driveshaft Assemblies Install. Seal: Fill lip to housing cavity (full circumference) and wet seal lip with lubricant.

Fig. 15 Closing Clamp Bridge (4) After attaching the boot to the shaft. Install the C/V joint following the procedure outlined under Inner C/V Joint Assemble or Outer C/V Joint Assemble. (5) Position the large end of boot on housing and install clamp, crimp bridge of clamp with Crimper, Special Tool C-4975. CAUTION: Use only the clamps provided in the boot package for this application, otherwise damage to the boot or C/V joint may occur.

S.S.G INNER C/V JOINT LARGE CLAMP (MANUAL TRANS ONLY) (1) Install small clamp and inner C/V joint housing according to the procedures outlined in this manual. (2) Position the boot over the outer C/V joint. (3) Slide the large band clamp over the boot and position it evenly in the groove on the inner C/V joint boot. (Fig. 17). (4) Use Clamp Locking Tool Snap-On YA3050 or equivalent shown in (Fig. 18) to install the clamp on the boot. (5) Place the prongs of the clamp locking tool in the holes on the clamp and squeeze together until the two ends meet (Fig. 18).

FRONT SUSPENSION AND DRIVE SHAFTS

2 - 43

(3) Evenly position clamp (Fig. 19), in outer C/V joint boot clamp groove of sealing boot.

Fig. 17 Boot Clamp Installed Fig. 19 Boot Clamp Installed On Sealing Boot (4) Open jaws of Clamp Installer, Special Tool 6679, until tabs on boot sealing clamp are positioned between jaws of tool (Fig. 20).

Fig. 18 Locking Boot Clamp OUTER C/V JOINT SEAL BOOT CLAMP (1) Slide small diameter boot clamp onto interconnecting shaft of drive shaft assembly. This must be done before boot is installed on interconnecting shaft. (2) Position small end of boot onto interconnecting shaft. Then slide boot down interconnecting shaft until it is evenly seated in boot groove on interconnecting shaft. See (Fig. 1) in this section for boot installation in shaft groove.

Fig. 20 Special Tool Installed On Sealing Clamp (5) Using ratchet handles, squeeze jaws of Special Tool 6679 together, until locking tabs on boot clamp are locked together (Fig. 21 and 22).

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FRONT SUSPENSION AND DRIVE SHAFTS

Fig. 1 Left Driveshaft with Damper Weight

Fig. 21 Installation Of Boot Clamp

Fig. 22 Boot Clamp Installed

DAMPER WEIGHTS Damper weights are used on the left driveshaft assemblies of all front wheel drive vehicles (Fig. 1). These weights are attached to the interconnecting shaft and are available as a separate service part. Weights should be removed from driveshaft assembly during driveshaft positioning procedure. When the weights are attached between the locating shoulders, tighten the fasteners to 28 NIm (21 ft. lbs.) torque.

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

upper engine mount have been loosened for any reason, or if vehicle has experienced front structural damage, driveshaft lengths must be checked and corrected, if required. A shorter than required driveshaft length can result in objectionable noise. A longer than required driveshaft length may result in potential damage. Use of the following procedure will ensure satisfactory driveshaft engagement under all normal vehicle operating conditions. (1) The vehicle must be completely assembled. Front wheels must be properly aligned and in the straight ahead position. The vehicle must be in a position so that the full weight of the body is distributed to all four tires. A platform hoist, or front end alignment rack, is recommended. (2) Using a tape measure or other suitable measuring device. Measure the direct distance from the inner edge of the outboard boot to the inner edge of the inboard boot on both driveshafts. This measurement must be taken at the bottom (six oâ&#x20AC;&#x2122;clock position) of the driveshafts (Fig. 1).

Fig. 1 Driveshaft Positioning Note that the required dimensions vary with driveshaft manufacturer. (3) If the lengths of both shafts are within the range specified, on the chart below, no further action is required. If either the left or right drive shaft length is not within the specified range. Refer to Group 09, Engine Removal and Installation to properly position engine according to specified driveshaft lengths. (4) If proper driveshaft lengths cannot be achieved within the travel limits available in the slotted engine mounts. Check for any condition that could ef-

FRONT SUSPENSION AND DRIVE SHAFTS

fect the side to side position of the measurement locations (e.g., engine support brackets, siderail alignment, etc.).

2 - 45

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

DRIVESHAFT DIMENSIONS INSTALLED

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FRONT SUSPENSION AND DRIVE SHAFTS SPECIFICATIONS ALIGNMENT SPECIFICATIONS AT CURB HEIGHT

TORQUE SPECIFICATIONS

REAR SUSPENSION AND DRIVELINE

3-1

REAR SUSPENSION AND DRIVELINE CONTENTS page

page

ALL WHEEL DRIVE REAR SUSPENSION . . . . . . 5 REAR DRIVE LINE MODULE ASSEMBLY (ALL WHEEL DRIVE) . . . . . . . . . . . . . . . . . . . . 9 REAR DRIVE LINE MODULE ASSEMBLY SERVICE PROCEDURES . . . . . . . . . . . . . . . . 11

REAR DRIVE LINE MODULE VACUUM ACTUATION DIAGNOSIS . . . . . . . . . . . . . . . . 37 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . 42 TWO WHEEL DRIVE REAR SUSPENSION . . . . . 1

TWO WHEEL DRIVE REAR SUSPENSION INDEX page

page

General Information . . . . . . . . . . . . . . . . . . . . . . . . 1 Rear Shock Absorbers . . . . . . . . . . . . . . . . . . . . . . 2 Rear Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Rear Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Rear Wheel Alignment—Front Wheel Drive Van/Wagons Only . . . . . . . . . . . . . . . . . . . . . . . . 2

GENERAL INFORMATION The rear suspension on these vehicles include leaf springs and a tube and casting axle. It is designed to handle various load requirements. The shackle angles provide increasing suspension rates as the vehicle is loaded. This provides a comfortable unloaded ride and also ample suspension travel when the vehicle is loaded. The rear shock absorbers are mounted at an angle, parallel to the springs and forward at the top. This design provides greater stability in addition to controlling ride motion.

(3) Disconnect the actuator assembly for height sensing proportioning valve (Fig. 1). Disconnect lower ends of rear shock absorbers at axle brackets. (4) Loosen and remove ‘‘U’’ bolt nuts and washers, remove ‘‘U’’ bolts. (5) Lower rear axle assembly, permitting rear springs to hang free. (6) Loosen and remove four bolts from front spring hanger. (7) Loosen and remove rear spring shackle nuts and plate, remove shackle from spring. (8) Loosen and remove front pivot bolt from front spring hanger.

CAUTION: The installation of aftermarket load leveling devices is prohibited on these models. Adjustable air shocks or helper springs will cause the rear brake height sensing proportioning valve to sense a light load condition. The loaded condition is being supported by add-on devices. See Brakes Group 5 of this manual for detailed information on the rear brake height sensing proportioning valve.

INSTALLATION (1) Assemble shackle, bushings and plate on rear of spring and rear spring hanger, start shackle bolt nuts. Do not tighten. (2) Assemble front spring hanger to front of spring eye and install pivot bolt and nut. Do not tighten. CAUTION: Pivot bolt must face inboard to prevent structural damage during installation of spring.

REAR SPRINGS REMOVAL (1) Raise vehicle on frame contact hoist to a comfortable working position. (2) Using floor stands under the axle assembly, raise axle assembly to relieve weight on rear springs.

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REAR SUSPENSION AND DRIVELINE

Fig. 1 Rear Suspension (5) Install ‘‘U’’ bolts, nuts and washers. Tighten ‘‘U’’ bolt nuts to 81 NIm (60 ft. lbs.) torque. (6) Install shock absorbers and start bolts. (7) Lower vehicle to floor and with full weight of vehicle on wheels, tighten component fasteners as follows: • Front pivot bolt — 142 NIm (105 ft. lbs.) • Shackle nuts — 47 NIm (35 ft. lbs.) • Shock absorber bolts: Upper — 115 NIm (85 ft. lbs.) Lower — 108 NIm (80 ft. lbs.) (8) Raise vehicle and connect rear brake proportioning valve spring and adjust. Refer to Adjusting Procedure in the Brake Section of this manual.

REAR SHOCK ABSORBERS REMOVAL AND INSTALLATION (1) Lift vehicle on a frame contact hoist. (2) Support axle with a jack stand. (3) Remove lower shock bolt. (4) While holding shock, remove upper shock bolt. (5) To Install, Reverse Removal Procedure.

REAR WHEEL ALIGNMENT—FRONT WHEEL DRIVE VAN/WAGONS ONLY Alignment adjustment if required, is made by adding 0.010 shims between the spindle mounting sur-

face and axle casting. Each shim equals wheel change by .3°, as shown in figures 3 through 6. These shims are to be used on two wheel drive vehicles only. If rear wheel alignment is required, place vehicle on alignment rack and check alignment specifications. When recording rear toe-in (vehicle backed onto alignment rack) REMEMBER to reverse sign convention; a total toe-in on direct reading charts is actually toe-out while driving. Maintain rear alignment within Chrysler Corporation recommendations found in Specifications.

INSTALLATION OF REAR ALIGNMENT SHIMS (1) Block front tires so vehicle will not move. (2) Release parking brake. (3) Hoist vehicle so that rear suspension is in full rebound and tires are off the ground. See Hoisting in Lubrication and Maintenance, Group 0. (4) Remove wheel and tire assembly. (5) Pry off grease cap. (6) Remove cotter pin and castle lock. (7) Remove adjusting nut. (8) Remove brake drum (Fig. 2). (9) Loosen four (4) brake assembly and spindle mounting bolts enough to allow clearance for shim installation (Fig. 3). Do not remove mounting bolts.

REAR SUSPENSION AND DRIVELINE

3 - 3

Fig. 2 Remove Brake Drum

Fig. 5 Shim Installation for Toe-In (typical)

Fig. 3 Loosen Mounting Bolts

Fig. 6 Shim Installation for Positive Camber (typical)

(10) Install shims as shown in Figs. 4, 5, 6 and 7 for desired wheel change. No more than two shims on each spindle should be used to bring alignment within acceptable range. Wheel change by .3Â° per shim.

Fig. 7 Shim Installation for Negative Camber (typical)

Fig. 4 Shim Installation for Toe-Out (typical)

(11) Tighten four (4) brake assembly and spindle mounting bolts. Tighten to 108 NIm (80 ft. lbs.) torque. (12) Install brake drum.

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REAR SUSPENSION AND DRIVELINE

(13) Install washer and nut. Tighten adjusting nut to 27-34 NIm (240-300 in. lbs.) torque while rotating wheel. Back off adjusting nut with wrench to completely release bearing preload. Finger tighten adjusting nut. (14) Position nut lock with one pair of slots in-line with cotter pin hole. Install cotter pin. The end play should be 0.025-0.076 mm (0.001-0.003 inch). Clean and install grease cap. (15) Install wheel and tire assembly. Tighten wheel nut to 129 NIm (95 ft. lbs.) torque. (16) Lower vehicle. (17) Check alignment specifications.

(2) Remove the 2 lower bolts which hold the sway bar to the link arm on each side of the vehicle (Fig. 2).

REAR SWAY BAR The sway bar interconnects both sides of the rear axle and attaches to the rear frame rails using 2 rubber isolated link arms. Jounce and rebound movements affecting one wheel are partially transmitted to the opposite wheel to reduce body roll. Attachment to the rear axle tube, and rear frame rails is through rubber-isolated bushings. All parts are serviceable, and the sway bar to axle bushings are split for easy removal and installation. The split in the bushing should be positioned up when installed on the vehicle. The 2 rubber isolated link arms are connected to the rear frame rails by brackets. These brackets are bolted to the bottom of the frame rails (Fig. 8).

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

Fig. 9 Rear Sway Bar Remove and Replace (3) Loosen but do not fully remove the four bolts that attach the sway bar bushing retainers to the rear axle tube brackets. (4) While holding the sway bar in place. Fully remove the 4 bolts loosened in step 3. (5) Remove sway bar from vehicle.

Fig. 8 Rear Sway Bar

REAR SUSPENSION AND DRIVELINE

(6) If the link arms need to be serviced, remove the upper link arm to bracket bolt. Then remove link arm from frame rail attaching bracket.

INSPECTION Inspect for broken or distorted clamps, retainers, and bushings. If bushing replacement is required, the sway bar to axle bushing can be removed by opening the split. (1) Install the link arms onto the frame rail brackets. DO NOT TIGHTEN. (2) Position the axle to sway bar bushing on the sway bar with the slit in the bushing facing up. (3) Lift the bar assembly onto the rear axle and install the retainers and four bolts. DO NOT TIGHTEN.

3 - 5

(4) Install the two lower link arm bolts to the sway bar. DO NOT TIGHTEN. (5) Lower the vehicle so the weight of the vehicle is on all four tires. With the vehicle at its curb height, tighten all attaching bolts to the proper torque listed below. • Bushing to axle bracket Bolts 61 NIm (45 ft. lbs.) • Link arm to frame rail bracket 61 NIm (45 ft. lbs.) • Sway Bar to Link Arm 61 NIm (45 ft. lbs.) • Frame Rail Bracket to Frame Rail 33 NIm (290 in. lbs.) For the fastener locations referring to the torques listed above see figures 1 and 2.

ALL WHEEL DRIVE REAR SUSPENSION INDEX page

page

General Information . . . . . . . . . . . . . . . . . . . . . . . . 5 Jounce Bumper . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Rear Shock Absorbers . . . . . . . . . . . . . . . . . . . . . 8

Rear Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Rear Wheel Bearings . . . . . . . . . . . . . . . . . . . . . . 5

GENERAL INFORMATION

front wheels. The bearings are permanently sealed and require no maintenance. The bearing and hub are serviced as an assembly. Defective or damaged rear wheel bearings produce a vibration or growl noise. The noise will continue after the transmission is shifted to NEUTRAL and the vehicle is coasting. To tell the difference between rear wheel bearing noise and differential gear noise, road test the vehicle on a smooth road. With traffic permitting, swerve the vehicle sharply right-to-left. If the noise is caused by a rear wheel bearing, it will usually increase in loudness when the vehicle is swerved.

The rear suspension on these vehicles include leaf springs and a tube and casting axle. It is designed to handle various load requirements. The shackle angles provide increasing suspension rates as the vehicle is loaded. This provides a comfortable unloaded ride and also ample suspension travel when the vehicle is loaded. The rear shock absorbers are mounted at an angle, parallel to the springs and forward at the top. This design provides greater stability in addition to controlling ride motion. CAUTION: The installation of aftermarket load leveling devices is prohibited on these models. Adjustable air shocks or helper springs will cause the rear brake height sensing proportioning valve to sense a light load condition. The loaded condition is being supported by add-on devices. See Brakes Group 5 of this manual for detailed information on the rear brake height sensing proportioning valve.

REAR WHEEL BEARINGS The rear wheel bearings used in the All Wheel Drive system are similar to the bearings used in the

REMOVAL (1) Raise vehicle on hoist. (2) Remove wheel and tire assembly. WARNING: DUST INSIDE OF BRAKE DRUM MAY CONTAIN ASBESTOS FIBERS. BREATHING ASBESTOS FIBERS CAN CAUSE SERIOUS BODILY HARM, SUCH AS ASBESTOSIS OR CANCER. EXTREME CARE SHOULD BE TAKEN WHILE SERVICING BRAKE ASSEMBLIES OR COMPONENTS.

3 - 6

REAR SUSPENSION AND DRIVELINE

(3) Remove brake drum (Fig. 1).

Fig. 3 Half Shaft Flange Retaining Bolts

Fig. 1 Remove Rear Drum (4) Remove cotter pin, nut lock, spring washer and hub nut (Fig. 2).

Fig. 4 Half Shaft Removal (8) Remove wheel bearing and hub assembly (Fig 6). (9) Replacement of the grease seal is recommended whenever this service is performed.

Fig. 2 Hub Nut Assembly (5) Remove half shaft flange retaining bolts (Fig. 3). (6) The half shaft is spring loaded. Compress inner half shaft joint slightly and pull downward to clear rear carrier output shaft. Then pull half shaft assembly inboard to remove (Fig. 4). CAUTION: The half shaft, when installed, acts as a bolt and secures the hub/bearing assembly. If the vehicle is to be supported or moved on its wheels, install and torque a bolt through the hub. This will insure that the hub/bearing assembly cannot loosen. (7) Remove wheel bearing mounting bolts (Fig 5).

INSTALLATION (1) Install new hub and bearing assembly and tighten screws in a cris-cross pattern to 130 NIm (96 ft. lbs.). CAUTION: Knuckle and bearing mounting surfaces must be smooth and completely free of foreign material or nicks. (2) Use special tool No. 6536-A To install seal if seal replacement is required. CAUTION: During any service procedures where knuckle and half shaft are separated, thoroughly clean seal and wear sleeve and lubricate BOTH components.

REAR SUSPENSION AND DRIVELINE

3 - 7

REAR SPRINGS

Fig. 5 Wheel Bearing Mounting Bolts

REMOVAL (1) Raise vehicle on frame contact hoist to a comfortable working position. (2) Using floor stands under the axle assembly, raise axle assembly to relieve weight on rear springs. (3) Disconnect the actuator assembly for height sensing proportioning valve. Disconnect lower ends of rear shock absorbers at axle brackets. (4) Loosen and remove ‘‘U’’ bolt nuts and washers, remove ‘‘U’’ bolts. (5) Lower rear axle assembly, permitting rear springs to hang free. (6) Loosen and remove four bolts from front spring hanger. (7) Loosen and remove rear spring shackle nuts and plate, remove shackle from spring. (8) Loosen and remove front pivot bolt from front spring hanger. (9) Separate the rear shackle plate, from the shackle and pin assembly. Remove the shackle and pin assembly from the spring. (10) Loosen and remove front pivot bolt from front spring hanger (Fig. 7). INSTALLATION (1) Assemble shackle and pin assembly, bushings and shackle plate on rear of spring and rear spring hanger. Start shackle bolt nuts. Do not tighten. (2) Assemble front spring hanger to front of spring eye and install pivot bolt and nut. Do not tighten. CAUTION: Pivot bolt must face inboard to prevent structural damage during installation of spring.

Fig. 6 Pull Wheel Bearing Assembly from Housing (3) Lubricate the FULL circumference of the seal (and wear sleeve) with MOPARt Multi-Purpose Lubricant, or equivalent. (4) Install washer and hub nut after cleaning foreign matter from threads. (5) With brakes applied, tighten nut to 244 NIm (180 ft. lbs.). (6) Install spring washer, nut lock and new cotter pin. Wrap cotter pin prongs tightly around nut lock. (7) Install wheel and tire assembly. Tighten wheel nuts to 115 NIm (85 ft. lbs.).

(3) Raise front of spring and install four hanger bolts, tighten to 61 NIm (45 ft. lbs.) torque. Connect actuator assembly for height sensing proportioning valve. (4) Raise axle assembly into correct position with axle centered under spring center bolt. (5) Install ‘‘U’’ bolts, nuts and washers. Tighten ‘‘U’’ bolt nuts to 88 NIm (65 ft. lbs.) torque. (6) Install shock absorbers and start bolts. (7) Lower vehicle to floor and with full weight of vehicle on wheels, tighten component fasteners as follows: CAUTION:The following sequence must be followed when tightening the rear shackle pin assembly and nut. First, the shackle and pin assembly through bolts must be torqued to the specification listed below. Second, torque the shackle and pin assembly retaining bolts to torque listed below. This sequence must be followed to properly seat the bushings into the springs and avoid bending the shackle assembly.

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REAR SUSPENSION AND DRIVELINE

Fig. 7 Rear Suspension All Wheel Drive • Front pivot bolt — 142 NIm (105 ft. lbs.) • Shackle and pin assembly through bolt nuts— 61 NIm (45 ft. lbs.) • Shock absorber bolts: Upper — 115 NIm (85 ft. lbs.) Lower — 108 NIm (80 ft. lbs.) (8) Raise vehicle and connect rear brake proportioning valve spring and adjust (see Adjusting Procedure in Brake Section of this manual).

JOUNCE BUMPER If the jounce bumper is removed from the vehicle, it must be replaced in the correct location on the frame rail. This location is important so that the

bumper will contact the axle correctly and not interfere with the rear drive shafts. The frame rail has 4 holes in the area where the jounce bumper mounts. Two of the holes are threaded and two are not. Refer to figure 7 for the tab and screw location of the jounce bumper to frame rail.

REAR SUSPENSION AND DRIVELINE

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REAR DRIVE LINE MODULE ASSEMBLY (ALL WHEEL DRIVE) INDEX page

page

Fluid Leak Diagnosis . . . . . . . . . . . . . . . . . . . . . . 10 General Information . . . . . . . . . . . . . . . . . . . . . . . . 9

Rear Drive Line Noise Diagnosis

GENERAL INFORMATION

lubricant use Mopart Type 7176 Automatic Transmission fluid or equivalent. The dog-clutch provides All Wheel Drive in reverse by bridging and locking out the overrunning clutch. The dog-clutch is operated by a double-acting servo using intake manifold vacuum as its power source. Two vacuum solenoids, controlled by the back up light switch, engage and disengage the dog-clutch. A spring in the vacuum servo disengages the dog clutch if vacuum is lost. Located in front of the torque tube is the viscous coupling. The viscous coupling controls and distributes torque/power to the rear wheels. The coupling is similar to a multi-plate clutch. It consists of a series of closely spaced discs, alternately connected to the front and rear drive units, which operate in silicone fluid. The unit is totally sealed and partially filled with silicone fluid. There is no adjustment, maintenance or fluid checks required during the life of the unit.

The All Wheel Drive (AWD) system is available on all Caravan/Voyager models equipped with 3.3 Liter V-6 engine and Ultradrive transaxle. The primary benefit of All Wheel Drive is: â&#x20AC;˘ Superior straight line acceleration, and cornering on all surfaces â&#x20AC;˘ Better traction and handling under adverse conditions, resulting in improved hill climbing ability and safer driving. The heart of the system is an inter-axle viscous coupling. The vehicle retains predominantly frontwheel drive characteristics, but the All Wheel Drive capability takes effect when the front wheels start to slip. Under normal level road, straight line driving, 90% of the torque is allocated to the front wheels. The viscous coupling allows more torque to the rear wheels in accordance with the amount of the slippage at the front wheels. The variable torque distribution is automatic with no driver inputs required. The rear drive line module assembly consists of five main parts: the rear carrier, torque tube, overrunning clutch assembly, a vacuum operated dog clutch, and a viscous coupling. The rear carrier contains a conventional open differential with hypoid ring gear and pinion gear set. The hypoid gears are lubricated by SAE 80W-90 gear lubricant. The torque tube assembly attaches to the overrunning clutch case. The front torque shaft bearing is located in the torque tube. The front torque shaft bearing is permanently sealed and does not require maintenance. The torque shaft is located within the torque tube assembly. The vacuum reservoir and solenoid assembly are attached to the top of the torque tube. The overrunning clutch allows the rear wheels to overrun the front wheels during a rapid front wheel lock braking maneuver. The overrunning action prevents any feed-back of front wheel braking torque to the rear wheels. It also allows the braking system to control the braking behavior as a two wheel drive (2WD) vehicle. The overrunning clutch has a separate oil sump and is filled independently from the differential. The fill plug is located on the side of the overrunning clutch case. When filling the overrunning clutch with

.............. 9

REAR DRIVE LINE NOISE DIAGNOSIS Different sources can be the cause of noise that the rear drive line module assembly is suspected of making. Refer to the following causes for noise diagnosis.

REAR CARRIER ASSEMBLY NOISE The most important part of rear carrier service is correctly identifying the cause of failures and noise complaints. The cause of most rear carrier failures is relatively easy to identify. The cause of rear carrier noise is more difficult to identify. If vehicle noise becomes objectionable, an effort should be made to isolate the noise to one particular area of the vehicle. Many noises that are reported as coming from the rear carrier may actually originate at other sources. For example tires, road surfaces, wheel bearings, engine, transmission, exhaust, propeller shaft (vibration), or vehicle body (drumming). Rear carrier noises are normally divided into two categories: gear noise or bearing noise. A thorough and careful inspection should be completed to determine the actual source of the noise before replacing the rear carrier. The rear carrier assembly rubber mounting bushings help to dampen-out rear carrier noise when correctly installed. Inspect to confirm that no metal contact exists between the rear carrier case and the

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REAR SUSPENSION AND DRIVELINE

body. Metal-to-metal contact can result in a noise that would not normally be objectionable if the components were correctly installed and tightened. The complete isolation of noise to any one area requires considerable expertise and experience. Identifying certain types of vehicle noise baffles even the most experienced technicians. Often such practices as: • increase tire inflation pressure to eliminate tire noise. • listen for noise at varying speeds with different driveline load conditions (e.g., drive, float and coast) • swerving the vehicle from left to right to detect wheel bearing noise. All rear carrier assemblies produce noise to a certain extent. Slight carrier noise that is noticeable only at certain speeds or isolated situations should be considered normal. Carrier noise tends to peak at a variety of vehicle speeds and noise is NOT ALWAYS an indication of a problem within the carrier.

TIRE NOISE Tire noise is often mistaken for rear carrier noise. Tires that are unbalanced, worn unevenly or are worn in a saw-tooth manner are usually noisy. They often produce a noise that appears to originate in the rear carrier. Tire noise changes with different road surfaces, but rear carrier noise does not. Inflate all four tires with approximately 20 psi (138 kPa) more than the recommended inflation pressure (for test purposes only). This will alter noise caused by tires, but will not affect noise caused by the differential. Rear axle noise usually ceases when coasting at speeds less than 30 mph (48 km/h); however, tire noise continues, but at a lower frequency, as the speed is reduced. After test has been completed lower tire pressure back to recommended pressure. GEAR NOISE (DRIVE PINION AND RING GEAR) Abnormal gear noise is rare and is usually caused by scoring on the ring gear and drive pinion. Scoring is the result of insufficient or incorrect lubricant in the carrier housing. Abnormal gear noise can be easily recognized. It produces a cycling tone that will be very pronounced within a given speed range. The noise can occur during one or more of the following drive conditions: • Drive • Road load • Float • Coast Abnormal gear noise usually tends to peak within a narrow vehicle speed range or ranges. It is usually more pronounced between 30 to 40 mph (48 to 64 km/h) and 50 to 60 mph (80 to 96 km/h). When objectionable gear noise occurs, note the driving conditions and the speed range.

BEARING NOISE (DRIVE PINION AND DIFFERENTIAL) Defective or damaged bearings will normally produce a rough growl that is constant in pitch and varies with the speed of the vehicle. Being aware of this will enable a technician to separate bearing noise from gear noise. Drive pinion bearing noise that results from defective or damaged bearings can usually be identified by its constant, rough sound. Drive pinion front bearing is usually more pronounced during a coast condition. Drive pinion rear bearing noise is more pronounced during a drive condition. The drive pinion bearings are rotating at a higher rate of speed than either the differential side bearings or the axle shaft bearing. Differential side bearing noise will usually produce a constant, rough sound that is much lower in frequency than the noise caused by drive pinion bearings. Bearing noise can best be detected by road testing the vehicle on a smooth road (black top). However, it is easy to mistake tire noise for bearing noise. If a doubt exists, the tire treads should be examined for irregularities that often causes a noise that resembles bearing noise. ENGINE AND TRANSMISSION NOISE Occasionally noise that appears to originate in the rear carrier assembly is actually caused by the engine or the transmission. To identify the true source of the noise, note the approximate vehicle speed and/or RPM when the noise is most noticeable. Stop the vehicle next to a flat brick or cement wall (this will help reflect the sound). Place the transaxle in NEUTRAL. Accelerate the engine slowly up through the engine speed that approximately corresponds to the vehicle speed or RPM noted when the noise occurred. If a similar noise is produced by this method, it usually indicates that the noise is being caused by the engine or the transaxle.

FLUID LEAK DIAGNOSIS When diagnosing fluid leaks on the rear drive line module assembly two weep holes are provided to diagnose certain seal leaks. These holes are located on the bottom side of the assembly (Fig. 1). If fluid leak is detected from either weep hole, seal replacement is necessary. Do not attempt to repair the leak by sealing weep holes, they must be kept clear of sealants for proper seal operation. If fluid is leaking from weep hole ‘‘A’’ (Fig. 1) and it is automatic transmission fluid, the front overrunning clutch seal is leaking. For replacement of this seal, refer to Rear Drive Line Assembly Service Procedures. If fluid is leaking from weep hole ‘‘B’’ (Fig. 1) the type of fluid leaking will determine which seal is

REAR SUSPENSION AND DRIVELINE

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leaking. If the fluid leaking is red in color (transmission fluid) this indicates that the rear overrunning clutch seal should be replaced. If the fluid leaking is light brown (hypoid gear lube) this indicates that the drive pinion seal should be replaced. For replacement of these seals refer to Rear Drive Line Assembly Service Procedures.

Fig. 1 Weep Hole Locations

REAR DRIVE LINE MODULE ASSEMBLY SERVICE PROCEDURES INDEX page Case Cover Service . . . . . . . . . . . . . . . . . . . . . . Drive Pinion Bearing Shim Selection . . . . . . . . . . Drive Pinion Seal And/Or Rear Overrunning Clutch Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front Overrunning Clutch Seal . . . . . . . . . . . . . . Half Shaft Service . . . . . . . . . . . . . . . . . . . . . . . Overrunning Clutch . . . . . . . . . . . . . . . . . . . . . .

. 23 . 21 . . . .

19 15 34 29

REAR DRIVE LINE MODULE ASSEMBLY REMOVAL AND INSTALLATION (1) Raise vehicle on hoist. (2) Remove right and left inner half shaft joint mounting bolts (Fig. 1).

page Overrunning Clutch Vacuum Motor . . . . . . . . . . . . Propeller Shaft Service . . . . . . . . . . . . . . . . . . . . . Rear Carrier Output Shaft Seals . . . . . . . . . . . . . . Rear Carrier Unit . . . . . . . . . . . . . . . . . . . . . . . . . Rear Drive Line Module Assembly . . . . . . . . . . . . Rear Driveline Module Differential Side Gears . . . . Torque Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . .

28 34 13 12 11 22 26

(3) Support inner side of half shaft with mechanics wire or equivalent (Fig. 2). Do not allow half shafts to hang freely.

Fig. 2 Support Half Shafts

Fig. 1 Remove Mounting Bolts

(4) Remove mounting bolts from the rear side of propeller shaft (Fig. 3).

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REAR SUSPENSION AND DRIVELINE

Fig. 3 Remove Mounting Bolts CAUTION: Do not allow propeller shaft to hang freely

(5) Support propeller shaft with mechanics wire and/or jack stand (6) Disconnect main vacuum line for rear drive line module assembly. Also disconnect electrical connections at the front of the module. (7) Support rear drive line module assembly with transmission jack or equivalent. WARNING: BE SURE TO CHAIN REAR DRIVE LINE MODULE ASSEMBLY SECURELY TO THE JACK TO PREVENT IT FROM FALLING. (8) Remove rear drive line module assembly rear mounting bolts (Fig. 4).

Fig. 5 Rear Drive Line Module Front Mounting Bolts to TORQUE SPECIFICATION in the rear of this section for tightening specifications.

REAR CARRIER UNIT REMOVAL AND INSTALLATION (1) Remove rear drive line module assembly from vehicle.

Fig. 4 Rear Drive Line Module Assembly Rear Mounting Bolts (9) Remove rear drive line module assembly front mounting bolts (Fig. 5). (10) Partially lower rear drive line module assembly and disconnect remote solenoid vent and remote carrier vent. (11) Remove rear drive line module assembly. (12) To Install, Reverse Removal Procedure. Refer

Fig. 6 Overrunning Clutch Case to Rear Carrier Case Bolts

REAR SUSPENSION AND DRIVELINE

(2) Drain oil from overrunning clutch case. (3) Remove overrunning clutch case to rear carrier case bolts (Fig. 6). (4) Separate rear carrier case from overrunning clutch case (Fig. 7).

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(5) For Installation, Reverse Removal Procedure.

REAR CARRIER OUTPUT SHAFT SEALS The rear drive line module assembly does not have to be removed from vehicle to service the carrier output shaft seals. The output flange seals are located on the rear carrier unit (Fig. 1).

REMOVAL (1) Remove inner half shaft retaining bolts (Fig. 2). CAUTION: Do not allow half shafts to hang freely (2) Support inner side of half shaft with mechanics wire or equivalent (Fig. 3). (3) Using two pry bars and wooden support blocks, pop out output shaft (Fig. 4).

Fig. 7 Separate Rear Carrier Case from Overrunning Clutch Case

Fig. 1 Rear Drive Line Module Oil Seal Location

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REAR SUSPENSION AND DRIVELINE

(4) Using a pry bar, pry out oil seal (Fig. 5), being careful not to damage race.

Fig. 2 Inner Half Shaft Bolts Fig. 5 Seal Removal INSTALLATION (1) Clean and inspect shaft and seal area. (2) Install oil seal with special tool MD998334 (Fig. 6).

Fig. 3 Support Half Shafts

Fig. 6 Installing Oil Seal (3) Install output shaft (Fig. 7). Lightly tap shaft to seat retainer ring into differential side gear.

Fig. 4 Output Flange Removal

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(6) Separate overrunning clutch case from rear carrier case (Fig. 9).

Fig. 7 Installing Output Shaft (4) Check differential fluid level, fill as required.

FRONT OVERRUNNING CLUTCH SEAL The rear drive line module must be removed to service this seal. The front overrunning clutch seal is located in the overrunning clutch case (Fig. 1).

REMOVAL (1) Remove rear drive line module assembly from vehicle. (2) Remove viscous coupling unit. (3) Remove overrunning clutch cover assembly. (4) Drain fluid from overrunning clutch case. (5) Remove overrunning clutch case to rear carrier bolts (Fig. 8).

Fig. 9 Separate Housings (7) Remove overrunning clutch inner race snap ring (Fig. 10).

Fig. 10 Inner Race Snap Ring Removal (8) Slide overrunning clutch inner race off of shaft (Fig. 11).

Fig. 8 Overrunning Clutch Case to Rear Carrier Bolts

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REAR SUSPENSION AND DRIVELINE

CAUTION: Note the position that the snap ring was removed. The snap ring can be accidentally installed backwards. The snap ring is concave and the fingers on the snap ring must angle towards the bearing shield. (10) Remove torque shaft snap ring (Fig. 13) and torque tube bearing shield. (11) Remove torque tube retaining bolts (Fig. 14).

Fig. 11 Remove Overrunning Clutch Inner Race (9) Remove shaft snap ring and slide dog clutch off of the shaft (Fig. 12).

Fig. 14 Torque Tube Bolts (12) Remove inner torque shaft bearing snap ring. (13) Separate overrunning clutch case from torque tube.

Fig. 12 Remove Snap Ring

Fig. 13 Remove Torque Shaft Snap Ring and Torque Tube Bearing Shield Fig. 15 Torque Shaft Rear Bearing Snap Ring

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(14) Remove rear torque shaft bearing retaining outer snap ring in overrunning clutch case (Fig. 15). (15) Remove rear torque shaft bearing. (16) Drive out seal with special tool C-4967 (Fig. 16)

Fig. 16 Seal Removal INSTALLATION (1) Clean and inspect shaft sealing surface and case for nicks or grooves. Replace as required. (2) Install new seal with special tool MD998334. Seal should be flush with outside edge of case (Fig. 17). (3) Install rear torque shaft bearing and outer snap ring. (4) Install overrunning clutch case onto torque tube. Tighten bolts to 28 NIm (250 in. lbs.). (5) Install torque shaft inner snap ring. (6) Slide dog clutch onto shaft and install snap ring.

Fig. 17 Installing New Seal (7) Slide overrunning clutch inner race onto shaft and install retaining snap ring (tapered end of inner race must face outward). (8) Clean all sealing surfaces. Apply a bead of Mopar Gasket Maker or equivalent and reinstall the overrunning clutch housing to the rear carrier case. Install retaining bolts and tighten to 28 NIm (250 in. lbs.). (9) Apply Mopart Gasket Maker, Loctite Gasket Eliminator or equivalent and reinstall overrunning clutch cover. When installing cover be sure that the overrunning clutch fork engages into the overrunning clutch dog. (10) Install rear drive line module assembly into vehicle. (11) Check and fill fluid levels as required.

REAR CARRIER COMPONENT IDENTIFICATION

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REAR SUSPENSION AND DRIVELINE

DRIVE PINION SEAL AND/OR REAR OVERRUNNING CLUTCH SEAL

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(4) Remove overrunning clutch outer race snap ring (Fig. 3).

The rear drive line module must be removed to service these seals. The drive pinion seal is located in the front carrier cover, behind the overrunning clutch rear seal (Fig. 1). The overrunning clutch seal must be removed to gain access to the drive pinion seal. Do not reuse overrunning clutch seal.

REMOVAL (1) Remove rear drive line module from vehicle. (2) Remove overrunning clutch case to rear carrier bolts (Fig. 1).

Fig. 3 Overrunning Clutch Snap Ring Removal (5) Slide overrunning clutch outer race off of shaft (Fig. 4).

Fig. 1 Overrunning Clutch Case to Rear Carrier Bolts (3) Separate overrunning clutch case from differential carrier case (Fig. 2).

Fig. 4 Overrunning Clutch Outer Race Removal (6) Using Spline Socket Tool 6534 and a wrench, remove pinion nut (Fig. 5). (7) Remove front carrier cover retaining screws (Fig. 6) (8) Remove front carrier cover from carrier case (Fig. 7). (9) Place a block of wood under the end of the pinion shaft. Tap end of pinion against the wood to drive the pinion spacer off of the pinion shaft (Fig. 8). CAUTION: Shim should be installed with front carrier cover. This will eliminate the potential of cutting the O-Ring with the shim. (10) Reinstall front carrier cover into carrier case (Fig. 9). Install carrier retaining bolts and tighten to 12 NIm (105 in. lbs.).

Fig. 2 Separate Cases

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