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8

INTRODUCTION
MEASUREMENT AND TORQUE SPECIFICATIONS
INDEX
page

page

Metric and English/Sae Conversion . . . . . . . . . . . . . 8


Specification Notations . . . . . . . . . . . . . . . . . . . . . . 8

Torque Specifications

SPECIFICATION NOTATIONS

It is important to be aware that the torque values


listed in the chart are based on clean and dry bolt
threads. Reduce the torque value by 10 percent when
the bolt threads are lubricated and by 20 percent if
new.

WARNING: THE USE OF INCORRECT ATTACHING


HARDWARE CAN RESULT IN COMPONENT DAMAGE AND/OR PERSONAL INJURY.
It is important to retain the original attaching
hardware for assembly of the components. If the attaching hardware is not reusable, hardware with
equivalent specifications must be used.

METRIC AND ENGLISH/SAE CONVERSION


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

TORQUE SPECIFICATIONS
TORQUE CHARTS
A torque chart for fasteners is provided at the end
of each group (of service information). Refer to the
Standard Torque Specifications chart to determine
torque values not listed in the group (Figs. 1 and 2).

....................... 8

BOLT THREAD AND GRADE/CLASS


IDENTIFICATION
THREAD IDENTIFICATION
SAE and metric bolt/nut threads are not the same.
The difference is described in the Thread Notation
chart.
GRADE/CLASS IDENTIFICATION
The SAE bolt strength grades range from grade 2
to grade 8. The higher the grade number, the greater
the bolt strength. Identification is determined by the
line marks on the top of each bolt head (Fig. 1). The
actual bolt strength grade corresponds to the number
of line marks plus 2.
A grade 2 bolt has no line marks on top of the bolt
head

CONVERSION FORMULAS AND EQUIVALENT VALUES

INTRODUCTION

STANDARD TORQUE SPECIFICATIONS

THREAD NOTATIONSAE AND METRIC

A grade 5 bolt has 3 line marks on top of the bolt


head
A grade 7 bolt has 5 line marks on top of the bolt
head
A grade 8 bolt has 6 line marks on top of the bolt
head
The most commonly used metric bolt strength
classes are 9.8 and 12.9. The metric strength class
identification number is imprinted on the head of the
bolt (Fig. 2). The higher the class number, the

Fig. 1 SAE Bolt Grade Identification


greater the bolt strength. Some metric nuts are imprinted with a single-digit strength class on the nut
face.

Fig. 2 Metric Bolt Class Identification


METRIC CONVERSION
Refer to the Metric Conversion chart to convert
torque values listed in metric Newton-meters (Nzm).
Also, use the chart to convert between millimeters
(mm) and inches (in.)

10

INTRODUCTION
METRIC CONVERSION

LUBRICATION AND MAINTENANCE

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LUBRICATION AND MAINTENANCE


CONTENTS
page

page

CHASSIS AND BODY COMPONENTS . . . . . . . . 25


DRIVETRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
ENGINE MAINTENANCE . . . . . . . . . . . . . . . . . . . 14

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
JUMP STARTING, HOISTING AND TOWING . . . . 9
MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . 4

GENERAL INFORMATION
INDEX
page
Classification of Lubricants . . . . . . . .
Components Requiring No Lubrication
Fluid Capacities . . . . . . . . . . . . . . . .
Fuel Requirements . . . . . . . . . . . . . .

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1
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1

page
International Symbols . . . . . . . . . . . . . . . . . . . . . . . 1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lubrication and Replacement Parts
Recommendation . . . . . . . . . . . . . . . . . . . . . . . . . 2

INTRODUCTION
Lubrication and maintenance is divided into required and recommended service tasks. The required
service tasks must be completed to verify the emission controls function correctly. The recommended
service tasks should be completed to maintain safety
and durability.
This information will assist the service personnel
in providing maximum protection for each owners
vehicle.
Conditions can vary with individual driving habits.
It is necessary to schedule maintenance as a time interval as well as a distance interval.
It is the owners responsibility to determine the applicable driving condition. Also to have the vehicle
serviced according to the maintenance schedule, and
to pay for the necessary parts and labor.
Additional maintenance and lubrication information is listed in the Owners Manual.

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

FUEL REQUIREMENTS
All gasoline engines require the use of unleaded
fuel to reduce the potentially harmful effects of lead
to the environment. Also unleaded fuel is necessary
to prevent damage to the catalytic converter/O2 sensor. The fuel must have a minimum octane rating of
87 based on the (R + M)/2 calculation method.

Fig. 1 International Symbols


CAUTION: UNLEADED FUEL ONLY must be used in
vehicles equipped with a catalyst emission control
system. All vehicles have reminders printed on the
instrument panel below the fuel gauge and on the
fuel filler door. The vehicles also have fuel filler
tubes that are specially designed to accept only the
small-diameter dispensing nozzles. It is illegal to
bypass the design of an unleaded fuel filler tube
and contaminate the fuel system.

CLASSIFICATION OF LUBRICANTS
Lubricating fluids and chassis lubricants are classified according to standards recommended by the:
Society of Automotive Engineers (SAE).
American Petroleum Institute (API).

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LUBRICATION AND MAINTENANCE

National Lubricating Grease Institute (NLGI).

ENGINE OIL
API CERTIFICATION MARK
For maximum engine protection during all driving
conditions, install an engine oil that contains the API
Certification Mark (Fig. 2). The API Certification
Mark indicates that the oil is certified to meet the
most critical requirements established by the manufacturer.
Conformance to API specifications is determined by
tests that measure the ability of an oil to control:
Engine wear.
Bearing corrosion.
Sludge.
Varnish.
Oil thickening.
Rust.
Piston deposits.

Fig. 3 Temperature/Engine Oil Viscosity


The API grade designation identifies gear lubricants in terms of recommended usage.

CHASSIS COMPONENT AND WHEEL BEARING


LUBRICANTS
The chassis and wheel bearing lubricants that are
recommended are identified by the NLGI Certification Symbol. The symbol contains a coded designation. This identifies the usage and quality of the
lubricant.
The letter G within the symbol designates wheel
bearing lubricant. The letter L designates chassis lubricant. When the letters are combined, the lubricant
can be used for dual applications. Use only lubricants
that display the NLGI Certification Symbol (Fig. 4).

Fig. 2 The API Engine Oil Certification Mark


SAE VISCOSITY GRADE
An SAE viscosity grade is used to specify viscosity
of engine oil. SAE 30 specifies a single viscosity engine oil. Engine oils also have multiple viscosities.
The viscosity grade of an oil is an indicator of its
thickness or flow capability. The lower the number,
the better the flow. The second viscosity grade number (without a W suffix) is the warm/hot-temperature
viscosity. The viscosity increases with engine temperature. With a single viscosity grade, the oil viscosity
is valid only for one narrow temperature range.
Above that temperature range the viscosity will decrease, and below that range the viscosity will increase.
An engine oil with an SAE 5W-30 viscosity grade
provides good flow capability for fast cold-weather
engine start-ups. The viscosity will then increase
with engine temperature to provide good high-temperature engine lubrication (Fig. 3).

GEAR LUBRICANTS
A dual grade is also used to specify the viscosity of
multi-purpose gear lubricants.

Fig. 4 NLGI Lubricant Container Certification/


Identification Symbol

LUBRICATION AND REPLACEMENT PARTS


RECOMMENDATION
Dakota trucks are engineered to provide many
years of dependable operation. However, lubrication
service and maintenance are required for each vehicle. When necessary, MOPARtbrand lubricants and
genuine replacement parts are highly recommended.
Each MOPAR brand lubricant and replacement part
is designed and to provide dependability and long
service life.

COMPONENTS REQUIRING NO LUBRICATION


There are many components that should not be lubricated. The components that should not be lubricated are:
Air pumps.
Generator bearings.
Brake booster cylinder.

LUBRICATION AND MAINTENANCE

Clutch release bearings.


Distributors.
Drive belts.
Drive belt idler pulleys.
Drive shaft center bearings.
Idler arms.
Rubber bushings.
Starter motor bearings.
Suspension strut bearings.
Rear spring shackle bolts.
Throttle control cables.
Throttle linkage ball joints.
Water pump bearings.

FLUID CAPACITIES
Fuel Tank
Standard ................................................57 L (15
Optional .................................................83 L (22
Engine Oil W/Filter change
2.5L ......................................................4.2 L (4.5
3.9L ......................................................3.8 L (4.0
5.2L ......................................................4.8 L (5.0
Engine Oil W/O Filter change
2.5L ......................................................3.8 L (4.0
3.9L ......................................................3.3 L (3.5
5.2L ......................................................4.2 L (4.5

gal.)
gal.)
qts.)
qts.)
qts.)
qts.)
qts.)
qts.)

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Cooling System
2.5L ....................................................9.27 L (9.8 qts.)
3.9L ................................................13.25 L (14.0 qts.)
5.2L ................................................13.53 L (14.3 qts.)
Automatic Transmission
Dry fill capacity.*
42RH & 46RH ........................9.0-10.4 L (19-22 pts.)
*Depending on type and size of internal cooler,
length and inside diameter of cooler lines, or use of
an auxiliary cooler, these figures may vary. Refer to
Group-21, Transmission for proper fluid fill procedure.
Manual Transmission
NV3500 ................................................2.0 L (2.1 qts.)
AX15.....................................................3.1 L (3.3 qts.)
Transfer Case
NP231 ..................................................1.2 L (2.5 pts.)
Fill to bottom of fill hole.
Front Axle
N5 W/7-1/4 in......................................1.4 L (3.0 pts.)
Rear Axle
7-1/4 in.................................................1.4 L (3.0 pts.)
8-1/4 in.................................................2.1 L (4.4 pts.)
Power Steering
N1(2WD) ............................................0.81 L (1.7 pts.)
N5(4WD) ............................................1.18 L (2.5 pts.)

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LUBRICATION AND MAINTENANCE


MAINTENANCE SCHEDULES

There are two maintenance schedules that show


proper service intervals for Dakota. Use the schedule
that best describes the conditions the vehicle is operated under. When mileage and time is listed, follow
the interval that occurs first.
Schedule-A lists all the scheduled maintenance to
be performed under normal operating conditions.
Schedule-B is a schedule for vehicles that are
usually operated under one or more of the following
conditions.
Frequent short trip driving less than 5 miles (8
km).
Frequent driving in dusty conditions.
Trailer towing or heavy load hauling.
Frequent long periods of engine idling.
Sustained high speed operation.
Desert operation.
Frequent starting and stopping.
Cold climate operation.
Off road driving.
Commercial service.
Snow plow operation.
More than half of vehicle operation occurs in
heavy city traffic during hot weather (above 90 F).

SCHEDULE-A

AT EACH STOP FOR GASOLINE


Check engine oil level and add as required.
Check windshield washer solvent and add as required.

37,500 MILES (60 000KM) OR AT 30 MONTHS


Change engine oil.
Drain and refill four wheel drive transfer case
fluid.
Drain and refill manual transmission fluid (Model
AX-15 only).
Drain and refill automatic transmission fluid. Replace filter and adjust bands.

ONCE A MONTH
Check tire pressure and look for unusual tire wear
or damage.
Check fluid levels of coolant reservoir, brake master cylinder, power steering and transmission. Add
fluid as required.
Check all lights and other electrical items for correct operation.
Inspect battery and clean and tighten terminals as
required.
AT EACH OIL CHANGE
Inspect exhaust system.
Inspect brake hoses.
Rotate the tires at each oil change interval shown
on Schedule- A: (7,500 Miles) or every other interval
shown on Schedule-B (6,000 Miles).
Check engine coolant level, hoses, and clamps.
If your mileage is less than 7,500 miles (12 000
km) yearly, replace the engine oil filter at each oil
change.
Lubricate 4x4 steering linkage.

7,500 MILES (12 000KM) OR AT 6 MONTHS


Change engine oil.
15,000 MILES (24 000KM) OR AT 12 MONTHS
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage (4x2).
22,500 MILES (36 000KM) OR AT 18 MONTHS
Change engine oil.
Inspect brake linings.
Lubricate front suspension ball joints.
Inspect front wheel bearings, clean and repack if
required (4x2).
30,000 MILES (48 000KM) OR AT 24 MONTHS
Change engine oil.
Replace engine oil filter.
Replace air cleaner element.
Replace spark plugs.
Inspect drive belt tension, adjust as required (2.5
L).
Lubricate steering linkage (4x2).

45,000 MILES (72 000KM) OR AT 36 MONTHS


Change engine oil.
Replace engine oil filter.
Inspect brake linings.
Lubricate front suspension ball joints.
Lubricate steering linkage (4x2).
Inspect front wheel bearings, clean and repack if
required (4x2).
Flush and replace engine coolant at 36 months, regardless of mileage.
52,500 MILES (84 000KM) OR AT 42 MONTHS
Change engine oil.
Flush and replace engine coolant (if not done at 36
months).
60,000 MILES (96 000KM) OR AT 48 MONTHS
Change engine oil.
Replace engine oil filter.
Replace air cleaner element.
Replace distributor cap and rotor.

LUBRICATION AND MAINTENANCE

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Replace ignition cables.


Inspect PCV valve, replace if necessary.*
Replace spark plugs.
Replace drive belt (2.5 L).
Replace fuel filter, Federal only (2.5 L).
Lubricate steering linkage (4x2).
Clean and relubricate crankcase inlet air cleaner
(if equipped).

105,000 MILES (168 000KM) OR AT 84


MONTHS
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage (4x2).
Flush and replace engine coolant if it has been
30,000 miles (48 000 km) or 24 months since last
change.

67,500 MILES (108 000KM) OR AT 54


MONTHS
Change engine oil.
Inspect brake linings.
Lubricate front suspension ball joints.
Inspect front wheel bearings, clean and repack if
required (4x2).

112,500 MILES (180 000KM) OR AT 90


MONTHS
Change engine oil.
Drain and refill transfer case fluid.
Inspect brake linings.
Drain and refill manual transmission fluid (Model
AX-15 only).
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Lubricate front suspension ball joints.
Inspect front wheel bearings, clean and repack if
required (4x2).
Flush and replace engine coolant if it has been
30,000 miles (48 000 km) or 24 months since last
change.

75,000 MILES (120 000KM) OR AT 60


MONTHS
Change engine oil.
Replace engine oil filter.
Drain and refill transfer case fluid.
Drain and refill manual transmission fluid (Model
AX-15 only).
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Lubricate steering linkage (4x2).
Flush and replace engine coolant if it has been
30,000 mile (48 000 km) or 24 month since last
change.
82,500 MILES (132 000KM) OR AT 66
MONTHS
Change engine oil.
Flush and replace engine coolant if it has been
30,000 mile (48 000 km) or 24 month since last
change.
90,000 MILES (144 000KM) OR AT 72
MONTHS
Change engine oil.
Replace engine oil filter.
Replace air cleaner element.
Replace spark plugs.
Inspect belt tension, adjust if required (2.5 L).
Inspect brake linings.
Lubricate front suspension ball joints.
Lubricate steering linkage (4x2).
Inspect front wheel bearings, clean and repack if
required (4x2).
97,500 MILES (156 000KM) OR AT 78
MONTHS
Change engine oil.

120,000 MILES (192 000KM) OR AT 96


MONTHS
Change engine oil.
Replace engine oil filter.
Replace air cleaner element.
Replace distributor cap and rotor.
Replace ignition cables.
Inspect PCV valve, replace if necessary.*
Replace spark plugs.
Replace drive belt (2.5 L).
Replace fuel filter. Federal only (2.5 L).
Lubricate steering linkage (4x2).
Clean and relubricate crankcase inlet air cleaner.
* This maintenance is recommended by Chrysler to
the customer but it is not required to maintain warranty on the PCV valve.

SCHEDULE-B
3,000 MILES (4 800KM)
Change engine oil.
Lubricate steering linkage.
6,000 MILES (9 600KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
9,000 MILES (14 400KM)
Change engine oil.
Lubricate steering linkage.

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LUBRICATION AND MAINTENANCE

12,000 MILES (19 200KM)


Change engine oil.
Replace engine oil filter.
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Change rear axle fluid.
Change front axle fluid (4x4).
Lubricate steering linkage.
Lubricate front suspension ball joints.
Inspect brake linings.
15,000 MILES (24 000KM)
Change engine oil.
Lubricate steering linkage.
Inspect air cleaner element, replace as necessary.
18,000 MILES (29 000KM)
Change engine oil.
Replace engine oil filter.
Drain and refill manual transmission fluid (Model
AX-15 only).
Lubricate steering linkage.
21,000 MILES (34 000KM)
Change engine oil.
Lubricate steering linkage.
Lubricate front suspension ball joints.
Inspect front wheel bearings, Clean and repack if
required (4x2).
24,000 MILES (38 000KM)
Change engine oil.
Replace engine oil filter.
Lubricate front suspension ball joints.
Lubricate steering linkage.
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Change rear axle fluid.
Change front axle fluid (4x4).
Inspect brake linings.
27,000 MILES (43 000KM)
Change engine oil.
Lubricate steering linkage.
30,000 MILES (48 000KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Replace spark plugs.
Replace air cleaner element.
Inspect PCV valve, replace as necessary.*
Inspect drive belt tension, adjust as required (2.5
L).
33,000 MILES (53 000KM)
Change engine oil.
Lubricate steering linkage.

36,000 MILES (58 000KM)


Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Lubricate front suspension ball joints.
Drain and refill manual transmission fluid (Model
AX-15 only).
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Change rear axle fluid.
Change front axle fluid (4x4).
Drain and refill transfer case fluid.
Inspect brake linings.
39,000 MILES (62 000KM)
Change engine oil.
Lubricate steering linkage.
42,000 MILES (67 000KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Inspect front wheel bearings, Clean and repack if
required (4x2).
45,000 MILES (72 000KM)
Change engine oil.
Lubricate steering linkage.
Inspect air cleaner element, replace as necessary.
48,000 MILES (77 000KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Lubricate front suspension ball joints.
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Change rear axle fluid.
Change front axle fluid (4x4).
Inspect brake linings.
51,000 MILES (82 000KM)
Change engine oil.
Lubricate steering linkage.
Flush and replace engine coolant.
54,000 MILES (86 400KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Drain and refill manual transmission fluid (Model
AX-15 only).
57,000 MILES (91 000KM)
Change engine oil.
Lubricate steering linkage.

LUBRICATION AND MAINTENANCE


60,000 MILES (96 000KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Clean and relubricate crankcase inlet air cleaner
(if equipped).
Replace spark plugs.
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Change rear axle fluid.
Change front axle fluid (4x4).
Replace air cleaner element.
Replace distributor cap and rotor.
Replace ignition cables.
Inspect PCV valve, replace as necessary.*
Adjust belt tension on non-automatic tensioning
drive belts.
Replace drive belt (2.5 L).
Replace fuel filter. (2.5 L).
Inspect brake linings.
Lubricate front suspension ball joints.
Inspect front wheel bearings, Clean and repack if
required (4x2).
63,000 MILES (102 000KM)
Change engine oil.
Lubricate steering linkage.
66,000 MILES (105 600KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
69,000 MILES (110 000KM)
Change engine oil.
Lubricate steering linkage.
72,000 MILES (115 200KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Drain and refill manual transmission fluid (Model
AX-15 only).
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Change rear axle fluid.
Change front axle fluid (4x4).
Drain and refill transfer case fluid.
Inspect brake linings.
Lubricate front suspension ball joints.
75,000 MILES (120 000KM)
Change engine oil.
Lubricate steering linkage.
Inspect air cleaner element, replace as necessary.

0 - 7

78,000 MILES (125 000KM)


Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
81,000 MILES (130 000KM)
Change engine oil.
Lubricate steering linkage.
Flush and replace engine coolant.
84,000 MILES (134 400KM)
Change engine oil.
Replace engine oil filter.
Lubricate front suspension ball joints.
Lubricate steering linkage.
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Change rear axle fluid.
Change front axle fluid (4x4).
Inspect brake linings.
Inspect front wheel bearings, Clean and repack if
required (4x2).
87,000 MILES (140 000KM)
Change engine oil.
Lubricate steering linkage.
90,000 MILES (144 000KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Replace spark plugs.
Drain and refill manual transmission fluid (Model
AX-15 only).
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Replace air cleaner element.
Inspect drive belt tension, adjust as required (2.5
L).
Inspect PCV valve, replace as necessary.*
93,000 MILES (149 000KM)
Change engine oil.
Lubricate steering linkage.
96,000 MILES (154 000KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Lubricate front suspension ball joints.
Change rear axle fluid.
Change front axle fluid (4x4).
Inspect brake linings.
Inspect front wheel bearings, clean and repack if
required (4x2).
99,000 MILES (158 400KM)
Change engine oil.
Lubricate steering linkage.

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LUBRICATION AND MAINTENANCE

102,000 MILES (163 000KM)


Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
105,000 MILES (168 000KM)
Change engine oil.
Lubricate steering linkage.
Inspect air cleaner element, replace as necessary.
Inspect front wheel bearings, clean and repack if
required (4x2).
108,000 MILES (172 800KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Lubricate front suspension ball joints.
Drain and refill manual transmission fluid (Model
AX-15 only).
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Change rear axle fluid.
Change front axle fluid (4x4).
Drain and refill transfer case fluid.
Inspect brake linings.
111,000 MILES (177 600KM)
Change engine oil.
Lubricate steering linkage.
Flush and replace engine coolant.
114,000 MILES (182 400KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.

117,000 MILES (187 200KM)


Change engine oil.
Lubricate steering linkage.
120,000 MILES (192 000KM)
Change engine oil.
Replace engine oil filter.
Lubricate steering linkage.
Lubricate front suspension ball joints.
Replace spark plugs.
Drain and refill automatic transmission fluid. Replace filter and adjust bands.
Change rear axle fluid.
Change front axle fluid (4x4).
Inspect brake linings.
Replace air cleaner element.
Replace distributor cap and rotor.
Replace ignition cables.
Inspect PCV valve, replace as necessary.*
Adjust belt tension of non-automatic tensioning
drive belts.
Replace drive belt (2.5 L).
Replace fuel filter. Federal only (2.5 L).
Clean and relubricate crankcase inlet air cleaner
(if equipped).
* This maintenance is recommended by Chrysler to
the customer but it is not required to maintain warranty on the PCV valve.
Inspection and service should also be performed any time a malfunction is observed or
suspected.

LUBRICATION AND MAINTENANCE

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JUMP STARTING, HOISTING AND TOWING


INDEX
page

page

Four-Wheel-Drive Vehicle Towing . . . . . . . . . . . . . 12


Ground Clearance and Ramp Angle . . . . . . . . . . . . 11
Hoisting Recommendations . . . . . . . . . . . . . . . . . . 10
Jump Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Towing Recommendations . . . . . . . . . . . . . . . . . . . 10
Towing When Keys Are Not Available . . . . . . . . . . 13
Two-Wheel-Drive Vehicle Towing . . . . . . . . . . . . . . 11

JUMP STARTING

Fuel fumes or leakage, correct if necessary.

WARNING: DO NOT ATTEMPT TO PUSH OR TOW A


VEHICLE TO START THE ENGINE. UNBURNED
FUEL COULD ENTER THE EXHAUST CATALYTIC
CONVERTER AND IGNITE AFTER THE ENGINE IS
STARTED. THIS COULD CAUSE THE CONVERTER
TO OVERHEAT AND RUPTURE.

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

WARNING: REVIEW ALL SAFETY PRECAUTIONS


AND WARNINGS IN GROUP 8A, BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS.
DO NOT JUMP START A FROZEN BATTERY, PERSONAL INJURY CAN RESULT.
DO NOT JUMP START WHEN MAINTENANCE
FREE BATTERY INDICATOR DOT IS YELLOW OR
BRIGHT COLOR.
DO NOT JUMP START A VEHICLE WHEN THE
BATTERY FLUID IS BELOW THE TOP OF LEAD
PLATES.
DO NOT ALLOW JUMPER CABLE CLAMPS TO
TOUCH EACH OTHER WHEN CONNECTED TO A
BOOSTER SOURCE.
DO NOT USE OPEN FLAME NEAR BATTERY.
REMOVE METALLIC JEWELRY WORN ON HANDS
OR WRISTS TO AVOID INJURY BY ACCIDENTAL
ARCING OF BATTERY CURRENT.
WHEN USING A HIGH OUTPUT BOOSTING DEVICE, DO NOT ALLOW BATTERY VOLTAGE TO EXCEED 16 VOLTS. REFER TO INSTRUCTIONS
PROVIDED WITH DEVICE BEING USED.

(2) When using another vehicle as a booster


source, turn off all accessories, place gear selector in
park or neutral, set park brake and operate engine at
1200 rpm.
(3) On disabled vehicle, place gear selector in park
or neutral and set park brake. Turn off all accessories.
(4) Connect jumper cables to booster battery. RED
clamp to positive terminal (+). BLACK clamp to negative terminal (-) (Fig. 1). DO NOT allow clamps at
opposite end of cables to touch, electrical arc will result. Review all warnings in this procedure.
(5) On disabled vehicle, connect RED jumper cable
clamp to positive (+) terminal. Connect BLACK
jumper cable clamp to engine ground as close to the
ground cable attaching point as possible (Fig. 1).

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.

Fig. 1 Jumper Cable Clamp Connections


CAUTION: Do not crank starter motor on disabled
vehicle for more than 15 seconds, starter will overheat and could fail.
(6) Allow battery in disabled vehicle to charge to at
least 12.4 volts (75% charge) before attempting to

0 - 10

LUBRICATION AND MAINTENANCE

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.

PORTABLE STARTING UNIT


There are many types of portable starting units
available for starting engines. Follow the manufacturers instructions and observe the listed precautions when involved in any engine starting
procedure.

HOISTING RECOMMENDATIONS
Refer to the Owners Manual for emergency vehicle
lifting procedures.

FLOOR JACK
When properly positioned, a floor jack can be used
to lift a Dakota vehicle (Fig. 2). Support the vehicle
in the raised position with jack stands at the front
and rear ends of the frame rails.

A body side sill.


A steering linkage component.
A drive shaft.
The engine or transmission oil pan.
The fuel tank.
A front suspension arm.
Use the correct frame rail lifting locations
only (Fig. 2).

HOIST
A vehicle can be lifted with:
A single-post, frame-contact hoist.
A twin-post, chassis hoist.
A ramp-type, drive-on hoist.
When a frame-contact type hoist is used, verify that the lifting pads are positioned properly
(Fig. 2).
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHICLE. WHEN A CHASSIS OR DRIVETRAIN COMPONENT 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.

TOWING RECOMMENDATIONS
A vehicle equipped with SAE approved sling-type
towing equipment or a wheel-lift towing device can
be used to tow all DAKOTA vehicles. When towing a
4WD vehicle, use tow dollies under the opposite end
of the vehicle. A vehicle with a flat-bed device can
also be used to transport a disabled vehicle (Fig. 3).
A wooden crossbeam may be required for proper
connection when using the sling-type, front-end towing method.

Fig. 2 Correct Vehicle Lifting Locations


CAUTION: Do not attempt to lift a vehicle with a
floor jack positioned under:
An axle tube.

SAFETY PRECAUTIONS
The following safety precautions must be observed when towing a vehicle.
Secure loose and protruding parts.
Always use a safety chain system that is independent of the lifting and towing equipment.
Do not allow towing equipment to contact the disabled vehicles fuel tank.
Do not allow anyone under the disabled vehicle
while it is lifted by the towing device.
Do not allow passengers to ride in a vehicle being
towed.
Always observe state and local laws regarding towing regulations.
Do not tow a vehicle in a manner that could jeopardize the safety of the operator, pedestrians or other
motorists.

LUBRICATION AND MAINTENANCE

0 - 11

TOWING-REAR END LIFTED


CAUTION: Do not use steering column lock to secure steering wheel during towing operation.
2WD vehicles can be towed with the front wheels
on the surface for extended distances at speeds not
exceeding 48 km/h (30 mph).
(1) Attach the J-hooks around the axle shaft tubes
outboard of the rear springs (Fig. 4).
(2) Position and center the sling crossbar under
and forward of the rear bumper.
(3) Attach safety chains around the frame rails.
(4) Turn the ignition switch to the OFF position to
unlock the steering wheel.
(5) Secure steering wheel in straight ahead position with a clamp device designed for towing.
(6) Verify that steering components are in good
condition.
(7) Shift the transmission to NEUTRAL.

Fig. 3 Tow Vehicles With Approved Equipment.


Do not attach tow chains, T-hooks, J-hooks, or a
tow sling to a bumper, steering linkage, drive shafts
or a non-reinforced frame hole.
Do not tow a heavily loaded vehicle. Damage to
the cab, cargo box or frame may result. Use a flatbed
device to transport a loaded vehicle.

GROUND CLEARANCE AND RAMP ANGLE


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

FLAT-BED TOWING RAMP ANGLE


If a vehicle with flat-bed towing equipment is used,
the approach ramp angle should not exceed 15 degrees.

TWO-WHEEL-DRIVE VEHICLE TOWING


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

Fig. 4 Sling-Type, Rear-End TowingTypical


TOWING-FRONT END LIFTED
If a two-wheel-drive vehicle cannot be towed with
the rear wheels lifted, it can be towed with the front
wheels lifted.
CAUTION: Many vehicles are equipped with air
dams, spoilers, and/or ground effect panels. To
avoid component damage, a wheel-lift towing vehicle or a flat-bed hauling vehicle is recommended.
(1) Position a wooden crossbeam with spacer
blocks at the front of the disabled vehicle below the
bumper (Fig. 5).
(2) Center the sling crossbar with the bumper and
position it forward of the wooden crossbeam.
CAUTION: Use tow chains with J-hooks for connecting to the disabled vehicles frame crossmember. Never use T-hooks.

0 - 12

LUBRICATION AND MAINTENANCE

Fig. 5 Sling-Type, Front-End Towing2WD Vehicles


(3) Attach the J-hooks to the disabled vehicle at
the frame front crossmember.
(4) Attach the safety chains to the disabled vehicle
at the frame rails.
(5) Turn the ignition switch to the OFF position to
unlock the steering wheel.

(7) Shift the transfer case to NEUTRAL.

2WDAUTOMATIC TRANSMISSION
Provided the transmission is operable, tow only in
NEUTRAL at speeds not to exceed 30 mph (50
km/h) and distances less than 15 miles (25km/h).
If the vehicle is to be towed more than 15 miles,
the propeller shaft should be disconnected or place
tow dollies under rear wheels.
2WDMANUAL TRANSMISSION
To reduce the possible damage of transmission components, the propeller shaft must be removed or
place tow dollies under the rear wheels before towing.

FOUR-WHEEL-DRIVE VEHICLE TOWING


Chrysler Corporation recommends that a vehicle be
transported on a flat-bed device. A Wheel-lift or
Sling-type device can be used provided all the
wheels are lifted off the ground using tow dollies.

4WD TOWING-REAR END LIFTED


(1) Raise the front of the vehicle off the ground
and install tow dollies under front wheels.
(2) Attach the J-hooks around the axle shaft tubes
outboard of the rear springs (Fig. 6).
(3) Position and center the sling crossbar under
and forward of the rear bumper.
(4) Attach safety chains around the frame rails.
(5) Turn the ignition switch to the OFF position to
unlock the steering wheel.
(6) Secure steering wheel in straight ahead position with a clamp device designed for towing.

Fig. 6 Sling-Type, Rear-End TowingTypical


4WD TOWING-FRONT END LIFTED
CAUTION: Many vehicles are equipped with air
dams, spoilers, and/or ground effect panels. To
avoid component damage, a wheel-lift towing vehicle or a flat-bed hauling vehicle is recommended.
(1) Raise the rear of the vehicle off the ground and
install tow dollies under rear wheels.
(2) Position a wooden crossbeam with spacer
blocks at the front of the disabled vehicle below the
bumper (Fig. 7).
(3) Center the sling crossbar with the bumper and
position it forward of the wooden crossbeam.
CAUTION: Use tow chains with T-hooks for connecting to the disabled vehicles frame crossmember. Never use J-hooks.
(4) Attach the T-hooks to the disabled vehicle at
the frame front crossmember.

LUBRICATION AND MAINTENANCE

0 - 13

Fig. 7 Sling-Type, Front-End Towing4WD Vehicles


(5) Attach the safety chains to the disabled vehicle
at the frame rails.
(6) Turn the ignition switch to the OFF position to
unlock the steering wheel.
(7) Shift the transfer case to NEUTRAL.

TOWING WHEN KEYS ARE NOT AVAILABLE


When the vehicle is locked and keys are not available, use a flat bed hauler. A Wheel-lift or Sling-type
device can be used provided all the wheels are
lifted off the ground using tow dollies.

0 - 14

LUBRICATION AND MAINTENANCE


ENGINE MAINTENANCE
INDEX
page

Air Cleaner Element . . . . . . .


Accessory Drive Belt . . . . . . .
Air-Conditioner Compressor . .
Battery . . . . . . . . . . . . . . . . .
Crankcase Ventilation Systems
Emission Control System . . .
Engine Break-In . . . . . . . . . .
Engine Cooling System . . . . .

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Engine Oil . . . . . . . . . . . . . . . . . . . . . . .
Engine Oil Change and Filter Replacement
Exhaust System . . . . . . . . . . . . . . . . . . .
Fuel System . . . . . . . . . . . . . . . . . . . . . .
Ignition Cables, Distributor Cap and Rotor
PCV/Crankcase Air Inlet Filter . . . . . . . . .
Rubber/Plastic Components . . . . . . . . . .
Spark Plugs . . . . . . . . . . . . . . . . . . . . . .

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18

ENGINE BREAK-IN

ENGINE OIL SPECIFICATION

CAUTION: Wide open throttle operation in low


gears, before engine break-in period is complete,
can damage engine.

CAUTION: Do not use non-detergent or straight


mineral oil when adding or changing crankcase lubricant. Engine failure can result.

After first starting a new engine, allow it to idle for


15 seconds before shifting into a drive gear. Also:
Drive the vehicle at varying speeds less than 88
km/h (55 mph) for the first 480 km (300 miles).
Avoid fast acceleration and sudden stops.
Do not drive at full-throttle for extended periods of
time.
Do not drive at constant speeds.
Do not idle the engine excessively.
A special break-in engine oil is not required. The
original engine oil installed is a high quality, energy
conserving lubricant. Special break-in oils are not
recommended. These oils could interfere with the
normal piston ring seating process.
New engines tend to consume more fuel and oil until after the break-in period has ended.

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).

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

Fig. 1 Temperature/Engine Oil Viscosity


Chrysler Corporation recommends that Mopar motor oil, or equivalent, be used when adding or changing crankcase lubricant. The API Certification Mark
(Fig. 2) on the container indicates that the oil is certified to meet the most critical requirements established by the manufacturer. Use engine oil which
contain the API Certification Mark.

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.

LUBRICATION AND MAINTENANCE

0 - 15

(4) Install dipstick and verify it is seated in the tube.


(5) Remove dipstick, with handle held above the
tip, take oil level reading.
(6) Add oil only if level is below the ADD mark on
dipstick.

ENGINE OIL CHANGE AND FILTER REPLACEMENT


ENGINE OIL CHANGE
Change engine oil at mileage and time intervals
described in Maintenance Schedules.

Fig. 2 API Certification Mark


OIL LEVEL INDICATOR (DIPSTICK)
The engine oil level indicator is located at the following locations:
2.5L engine: at the left side of the cylinder head
between the distributor and the thermostat housing
3.9L and 5.2L engines: at the right front of the engine (Fig. 3).

Fig. 3 Engine Oil Dipstick, Filter & Fill-Hole


Cap3.9L & 5.2L Engines
CRANKCASE OIL LEVEL INSPECTION
CAUTION: Do not overfill crankcase with engine oil,
oil foaming and oil pressure loss can result.
Inspect engine oil level approximately every 800 kilometers (500 miles). Unless the engine has exhibited
loss of oil pressure, run the engine for about five
minutes before checking oil level. Checking engine oil
level on a cold engine is not accurate.
To maintain proper lubrication of an engine, the
engine oil must be kept at an acceptable level. The
acceptable level is located above the ADD mark and
in the SAFE range on the dipstick.
(1) Position vehicle on level surface.
(2) With engine OFF, allow approximately ten minutes for oil to settle to bottom of crankcase, remove
engine oil dipstick.
(3) Wipe dipstick clean.

TO CHANGE ENGINE OIL


Run engine until achieving normal operating temperature.
(1) Position the vehicle on a level surface and turn
engine off.
(2) Hoist and support vehicle on safety stands. Refer to
Hoisting and Jacking Recommendations in this group.
(3) Remove oil fill cap.
(4) Place a suitable drain pan under crankcase
drain.
(5) 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.
(6) Install drain plug in crankcase.
(7) Lower vehicle and fill crankcase with specified
type and amount of engine oil described in this section.
(8) Install oil fill cap.
(9) Start engine and inspect for leaks.
(10) Stop engine and inspect oil level.

FILTER SPECIFICATION
All engines are equipped with a high quality fullflow, throw-away type oil filter. The same type of filter is recommended when the filter is changed.
OIL FILTER REMOVAL
(1) Position a drain pan under the oil filter.
(2) Using a suitable oil filter wrench loosen filter
(Fig. 4).

Fig. 4 Oil Filter Removal


(3) Rotate the oil filter counterclockwise to remove
it from the cylinder block oil filter boss.

0 - 16

LUBRICATION AND MAINTENANCE

(4) When filter separates from adapter nipple, tip


gasket end upward to minimize oil spill. Remove filter from vehicle.
(5) With a wiping cloth, clean the gasket sealing
surface of oil and grime (Fig. 5).

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, hand tighten filter one full turn, do not over tighten (Fig. 5).
(3) Add oil, verify crankcase oil level and start engine. Inspect for oil leaks.

Fig. 5 Oil Filter Sealing Surface


USED ENGINE OIL DISPOSAL
Care should be exercised when disposing used engine oil after it has been drained from a vehicle engine. Refer to the WARNING listed above.

ENGINE COOLING SYSTEM


WARNINGS AND PRECAUTIONS
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL
BASE COOLANT AND IS HARMFUL IF SWALLOWED OR INHALED. IF SWALLOWED, DRINK
TWO GLASSES OF WATER AND INDUCE VOMITING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT
STORE IN OPEN OR UNMARKED CONTAINERS.
WASH SKIN AND CLOTHING THOROUGHLY AFTER
COMING IN CONTACT WITH ETHYLENE GLYCOL.
KEEP OUT OF REACH OF CHILDREN.
DISPOSE OF GLYCOL BASE COOLANT PROPERLY, CONTACT YOUR DEALER OR GOVERNMENT
AGENCY FOR LOCATION OF COLLECTION CENTER
IN YOUR AREA.
DO NOT OPEN A COOLING SYSTEM WHEN THE
ENGINE IS AT RUNNING TEMPERATURE, PERSONAL INJURY CAN RESULT.
AVOID RADIATOR COOLING FAN WHEN ENGINE
COMPARTMENT RELATED SERVICE IS PERFORMED, PERSONAL INJURY CAN RESULT.

CAUTION: Do not use straight antifreeze as engine


coolant, inadequate engine running temperatures
can result.
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 should be inspected when other engine compartment service is performed or when coolant leak is suspected. With the engine at normal
operating temperature, observe the coolant level in
the coolant recovery bottle. The coolant level must
be at least above the ADD mark and preferably at
the FULL mark. Add coolant to the coolant recovery
bottle only, if necessary.
Cooling system freeze protection should be tested
at the onset of the winter season or every 12 months.
Service is required if coolant is low, contaminated,
rusty or freeze protection is inadequate. To properly
test cooling system, see Group 7, Cooling System.
The cooling system factory fill is a mixture of 50%
Ethylene 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 -37C (-35F). If the
freeze protection is above -28C (-20F), 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.
ANTIFREEZE SPECIFICATION
Chrysler Corporation recommends Mopar Antifreeze/Coolant or a high quality, ethylene glycol base
antifreeze/coolant, with a silicate inhibitor.

LUBRICATION AND MAINTENANCE

0 - 17

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.

AIR CLEANER ELEMENT


The engine air cleaner element should be serviced
at the intervals described in the Lubrication and
Maintenance Schedules sections 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 ELEMENT SERVICE/


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

SERVICE/REPLACEMENT
(1) Remove the air cleaner cover.
(2) Remove the air cleaner element (Figs. 6 and 7).
(3) Remove paper element from air cleaner body.
Hold a shop light on throttle body side of element.
Inspect air intake side of element. If element is saturated with oil or light is not visible, replace element. If element is saturated with oil, perform
crankcase ventilation system tests.
(4) Wash the air cleaner cover and body/housing
with cleaning solvent and wipe dry.
(5) Install the air cleaner element and attach the
cover to the body/housing (Figs. 6 and 7).

Fig. 6 Engine Air Cleaner2.5L Engine

Fig. 7 Engine Air Cleaner Assembly3.9L & 5.2L


Engines

CRANKCASE VENTILATION SYSTEMS


All Dakota engines are equipped with a positive
crankcase ventilation (PCV) system. The PCV systems prevent emission of engine oil vapor from the
crankcase by routing it back to be burned in the engine. Refer to Group 25Emissions, for additional
information.

PCV/CRANKCASE AIR INLET FILTER


The air inlet filter should be serviced according to
the intervals specified in the maintenance schedule.
Refer to Group 25Emissions, for service procedures.

FUEL SYSTEM
INSPECTION
It is recommended that the fuel system filler cap,
nozzle, tubes, hoses, and connections be inspected periodically.
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.
FUEL USAGE STATEMENTGASOLINE
ENGINES
Dakota vehicles are designed to meet all emission
regulations and provide excellent fuel economy using
high quality unleaded gasoline. Only use unleaded
gasolines having a minimum posted octane of 87.
If the vehicle develops occasional light spark knock
(ping) at low engine speeds, this is not harmful. However, continued heavy knock at high speeds can
cause damage and should be checked immediately.

0 - 18

LUBRICATION AND MAINTENANCE

In addition to using unleaded gasoline with the


proper octane rating, those that contain detergents, corrosion and stability additives are recommended.Using gasolines that have these
additives will help improve fuel economy, reduce
emissions and maintain vehicle performance.
Poor quality gasoline can cause problems such
as hard starting, stalling and stumble. If these problems occur, use another brand of gasoline before considering servicing the vehicle.

GASOLINE/OXYGENATE BLENDS
Some fuel suppliers blend unleaded gasoline with
materials that contain oxygen such as alcohol, MTBE
and ETBE. The type and amount of oxygenate used
in the blend is important. The following are generally
used in gasoline blends:
ETHANOL
Ethanol (Ethyl or Grain Alcohol) properly blended,
is used as a mixture of 10 percent ethanol and 90
percent gasoline. Gasoline with ethanol may be
used in your vehicle.
METHANOL
CAUTION: Do not use gasolines containing methanol. Use of methanol/gasoline blends may result in
starting and driveability problems. In addition, damage may be done to critical fuel system components.
Methanol (Methyl or Wood Alcohol) is used in a variety of concentrations blended with unleaded gasoline. You may encounter fuels containing 3 percent or
more methanol along with other alcohols called cosolvents.
Problems that are the result of using methanol/gasoline blends are not the responsibility of Chrysler
Corporation. They may not be covered by the vehicle
warranty.
MTBE/ETBE
Gasoline and MTBE (Methyl Tertiary Butyl Ether)
blends are a mixture of unleaded gasoline and up to
15 percent MTBE. Gasoline and ETBE (Ethyl Tertiary Butyl Ether) are blends of gasoline and up to
17 percent ETBE. Gasoline blended with MTBE or
ETBE may be used.
CLEAN AIR GASOLINE
Many gasolines are now being blended that contribute to cleaner air, especially in those areas of the
country where air pollution levels are high. These
new blends provide a cleaner burning fuel and some
are referred to as Reformulated Gasoline.

In areas of the country where carbon monoxide levels are high, gasolines are being treated with oxygenated materials such as MTBE, ETBE and ethanol.
Chrysler Corporation supports these efforts toward
cleaner air and recommends the use of these gasolines as they become available.

IGNITION CABLES, DISTRIBUTOR CAP AND


ROTOR
Replace the ignition cables, distributor cap, and rotor at the time specified in the maintenance schedule. 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.

IGNITION TIMING
Test and adjust, if necessary, the timing at the time
specified in the maintenance schedule. Refer to the
specifications on the engine Emission Control label
(located in the engine compartment). Refer to Group
8D, Ignition Systems and to Group 25, Emission Control Systems for additional service information.

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

BATTERY
WARNING: WEAR SAFETY GLASSES, RUBBER
GLOVES AND PROTECTIVE CLOTHING WHEN HANDLING/SERVICING A BATTERY. THE BATTERY
ELECTROLYTE CONTAINS SULFURIC ACID AND
WILL CAUSE HARM IF IT CONTACTS SKIN, EYES
OR CLOTHING. IT WILL ALSO DAMAGE PAINTED
(AS WELL AS UN-PAINTED) SURFACES OF A VEHICLE. IF SULFURIC ACID CONTACTS ANY OF
THESE, FLUSH IMMEDIATELY WITH LARGE
AMOUNTS OF WATER. IF SULFURIC ACID CONTACTS SKIN OR EYES, GET IMMEDIATE MEDICAL
ATTENTION. DO NOT SMOKE IN THE VICINITY OF A
BATTERY. KEEP OPEN FLAMES AND SPARKS
AWAY FROM BATTERY FILLER CAPS BECAUSE
EXPLOSIVE GAS IS ALWAYS PRESENT.
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.

LUBRICATION AND MAINTENANCE


Care should be taken when disposing a battery after removal from a vehicle. Lead-acid
batteries are highly poisonous and, when indiscriminately disposed, could create a problem
for the environment. Contact the applicable local city or county government agency to determine where automobile (lead-acid) batteries
can be properly disposed in the local area.

RUBBER/PLASTIC COMPONENTS
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.

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.

ENGINE MOUNTS
Inspect the rubber in the engine mounts for excessive wear. Slight wear at the ends will not affect the
functioning of an engine mount. If excessive engine
movement is detected, the engine mount(s) should be
replaced.

0 - 19

ACCESSORY DRIVE BELT


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.

EXHAUST SYSTEM
The exhaust system should be inspected when under vehicle service is performed or as specified in the
Lubrication and Maintenance Schedules.

INSPECTION
When inspecting an exhaust system, inspect for
cracked or loose joints, stripped screw/bolt threads,
corrosion damage, and worn or broken hangers
(Slight cracking in rubber isolator or hanger is acceptable). Replace all components that are corroded
or damaged. Do not attempt repair. Also, inspect for
the following obvious conditions and correct as necessary:
Exhaust system leaks, damage, misalignment.
Contact with body panels metal or the frame.
Catalytic converter bulging or excessive heat damage.
CAUTION: A catalytic converter will become contaminated if leaded gasoline is burned in the engine. If this occurs, the complete converter must be
replaced.
For proper service procedures see Group 11, Exhaust System and Intake Manifold.

AIR-CONDITIONER COMPRESSOR
The lubricant level in the air-conditioner compressor should be checked if there are indications that oil
was lost. Loss of lubricating oil usually accompanies
a loss of refrigerant.
For additional information involving the A/C system, refer to Group 24, Heater And Air Conditioning.

0 - 20

LUBRICATION AND MAINTENANCE


DRIVETRAIN
INDEX
page

Automatic Transmission . . . . . .
Clutch and Brake Pedal Bushings
Clutch Master Cylinder . . . . . . .
Drive Shafts . . . . . . . . . . . . . . .

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Front and Rear Axles . . . . . . . .
Manual Transmission . . . . . . . .
Rubber and Plastic Hoses/Tubing
Transfer Case (4WD Vehicles) . .

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CLUTCH AND BRAKE PEDAL BUSHINGS


If the clutch and brake pedal mechanism squeaks,
the pivot bushings should be lubricated (Fig. 1). Use
MOPAR Multi-Purpose Lubricant, or an equivalent.

Fig. 2 Clutch Master Cylinder

Fig. 1 Clutch & Brake Pedal Mechanism

CLUTCH MASTER CYLINDER


LEVEL INSPECTION
WARNING: DO NOT ALLOW PETROLEUM OR WATER BASE LIQUIDS TO CONTAMINATE CLUTCH
FLUID, SEAL DAMAGE AND CLUTCH FAILURE CAN
RESULT.
The clutch reservoir level should be inspected when
other underhood service is performed. (Fig. 2)
The fluid level is determined by its height in relation to the level indicator ring (Fig. 3) located inside
the reservoir. Add fluid until the height is level with
the indicator ring.

Fig. 3 Hydraulic Clutch Fluid Level


FLUID SPECIFICATION
Use Mopar, Brake And Hydraulic Clutch Fluid or
equivalent. Use only brake fluid conforming to DOT
3, Federal, Department of Transportation specification. To avoid fluid contamination, use fluid from a
properly sealed container.

LUBRICATION AND MAINTENANCE

0 - 21

CAUTION: Never use reclaimed brake fluid or fluid


from an unsealed container. In addition, do not use
fluid from a container that has been opened and allowed to stand for an extended length of time.
Moisture in the air can be absorbed by the fluid,
which causes dilution with loss of effectiveness.
CAUTION: Do not overfill - Because reservoir fluid
level rises as normal clutch wear occurs, overfilling
can cause clutch release problems. A low fluid level
may indicate a leak, in which case, hydraulic clutch
linkage replacement may be required.
CAUTION: Do not allow any petroleum base fluids
to contaminate the clutch hydraulic system. Seal
damage will result.

MANUAL TRANSMISSION
The manual transmission should be inspected for
oil leaks and proper oil level when other under vehicle service is performed.

LUBRICANT SPECIFICATION
When it becomes necessary to add to or change the
lube oil in a Dakota manual transmission, use the
following lubricant:
AX-15SAE 75W-90, API Quality Grade GL-5
gear lubricant (MOPAR P/N 4649264).
NV3500MOPAR Manual Trans. Lubricant (P/N
4761526).
LUBRICANT LEVEL
The fill-hole plug for the AX-15 manual transmissions is located on the left side of the case (Fig. 4)
and the fill-hole plug for the NV3500 manual transmissions is located on the right side of the case (Fig.
5). Determine the lubricant level according to the following procedure.

Fig. 4 AX-15 Manual Transmission Fill Plug

Fig. 5 NV3500 Manual Transmission Fill Plug


(1) Remove the fill-hole plug (Fig. 3 or 4 ) from the
transmission. The lube oil should be within 1/4 inch
of the bottom edge of the fill hole.
If the transmission is warm, lube oil could
drip out of the fill hole. This is acceptable but
the lube oil should not gush out of the fill hole.
(2) If not acceptable, raise the lube oil level to the
bottom edge of the transmission fill hole.
Add lube oil in small amounts to raise the
level.
(3) Install the fill-hole plug in the transmission.

LUBE OIL CHANGE


When it becomes necessary to change manual
transmission lube oil, use the following procedure.
(1) Raise and support the vehicle.
(2) Remove the fill-hole plug from the transmission.
(3) Place a container to collect the lube oil under
the transmission drain-hole plug.
(4) Remove the drain-hole plug and drain the lube
oil from the transmission into the container.
Care should be exercised when disposing
used lube oil after it has been drained from a
transmission.
(5) Install the drain-hole plug in the transmission.
(6) Fill the transmission until the lube oil begins to
drip out of the fill hole.
(7) Install the fill-hole plug in the transmission.
(8) Remove the support and lower the vehicle.
SPECIAL ADDITIVES
Do not add any additives to a transmission other
than Black Light detection dye.

0 - 22

LUBRICATION AND MAINTENANCE

AUTOMATIC TRANSMISSION
The automatic transmission fluid should be
changed and bands adjusted at the intervals described in the Maintenance Schedules section of this
Group. The automatic transmission should be inspected for fluid leaks and proper fluid level when
other under hood service is performed. Refer to
Group 21, Transmission for proper service procedures.
CAUTION: To minimize fluid contamination, verify
that dipstick is seated in the fill tube after fluid level
reading is taken.

TO INSPECT THE TRANSMISSION FLUID


LEVEL
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT PUT YOUR
HANDS NEAR THE DRIVE BELT, PULLEYS OR FAN
BLADE. DO NOT STAND IN A DIRECT LINE WITH
THE FAN BLADE.
(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 transmission fluid,
the more accurate the reading.
(3) While sitting in driver seat, apply brakes and
place gear selector in each position, then move the
selector to N (neutral).
(4) Raise hood and remove transmission fluid level
indicator (dipstick) and wipe clean with a wiping
cloth.
(5) Install dipstick and verify it is seated in fill
hole or tube.
(6) Remove dipstick, with handle above tip, take
fluid level reading. If the vehicle has been driven for
at least 15 minutes before inspecting fluid level,
transmission can be considered hot and reading
should be in the OK area. If vehicle has run for less
than 15 minutes and more than 60 seconds transmission can be considered warm and reading should be
above MIN mark. Add fluid only if level is below
MIN mark on dipstick when transmission is warm
(Fig. 6).
CAUTION: Do not overfill automatic transmission,
leakage or damage can result.

AUTOMATIC TRANSMISSION FLUID


SPECIFICATION
When it becomes necessary to add fluid (ATF) or
when the ATF is replaced, use MOPAR ATF PLUS
(ATF Type 7176). Dexront III ATF can be used only
if MOPAR ATF PLUS (ATF Type 7176) is not available.

Fig. 6 Dipstick & ATF Level


FLUID AND FILTER CHANGE
The automatic transmission fluid and filter should
be changed at the intervals described in the Maintenance Schedules section of this Group. Refer to
Group 21, Transmission for proper service procedures.

TRANSFER CASE (4WD VEHICLES)


The transfer case should be inspected for fluid
leaks and proper fluid level when other under vehicle
service is performed.

FLUID LEVEL
The transfer case fill hole plug is located at the
rear of the housing (Fig. 7).

Fig. 7 Transfer CaseTypical


Determine the transfer case fluid (ATF) level according to the following procedure.
(1) Raise and support the vehicle.
(2) Remove the fill hole plug from the transfer case
(Fig. 7). The fluid (ATF) level should be at the bottom
edge of the fill hole. The level can be slightly below
the bottom edge of the fill hole if the fluid is cold.
(3) If the level is not acceptable, raise the fluid
level to the bottom edge of the fill hole.
(4) Install the fill hole plug (Fig. 7). Tighten the fill
hole plug to 27 Nzm (20 ft-lbs) torque.
(5) Remove the support and lower the vehicle.

LUBRICATION AND MAINTENANCE

0 - 23

FLUID DRAIN AND REFILL


The Transfer Case should be serviced as specified
in the Lubrication and Maintenance Schedules.
(1) Raise and support the vehicle.
(2) Remove the fill hole plug (Fig. 7) from the
transfer case.
(3) Place an appropriate container under the transfer case drain hole plug (Fig. 7).
(4) Remove the drain hole plug and drain the ATF
from the transfer case into the container.
CAUTION: Do not over-tighten the drain and fill hole
plugs. Over-tightening can strip the hole threads
and/or crack the aluminum housing.
(5) Install the drain hole plug in the transfer case.
Tighten the drain hole plug to 27 Nzm (20 ft-lbs)
torque.
(6) Fill the transfer case to the bottom edge of the
fill hole.
(7) Install the fill hole plug in the transfer case
Tighten the plug to 27 Nzm (20 ft-lbs) torque.
(8) Remove the support and lower the vehicle.

Fig. 8 Rear Axle Fill Hole Plug LocationTypical

FLUID SPECIFICATION
If it becomes necessary to add fluid (ATF) to a Dakota transfer case, use MOPAR ATF PLUS or an
equivalent Dexron III ATF.

FRONT AND REAR AXLES


The front and rear axles do not require periodic
maintenance. Inspect the axles for oil leaks or damage and proper oil level when other under vehicle
service is performed. Oil leaks should be repaired before returning vehicle to use. If the oil appears milky
or foamy it is probably water contaminated. If contamination is evident, change the axle lubricant. Refer to Group 2, Front Suspension and Axle or Group
3, Rear Suspension and Axle (depending on application) for proper service procedures.

LUBRICANT SPECIFICATION
MOPAR Hypoid Lubricant, SAE 80W-90 or equivalent should be used in all Dakota axles.
In addition, a friction additive (friction modifier)
must also be used in a limited-slip differential.
LUBRICANT LEVEL
(1) Raise and support the vehicle.
(2) The rear and front axles (4WD vehicles) differential housings have a rubber, PRESS-IN type fill
hole plug (Figs. 8 and 9). Pry the fill hole plug from
the differential housing.
(3) The lubricant level should be within 10 mm
(3/8 in.) of the bottom edge of the fill hole plug opening for rear axles. It should be between 10 mm (3/8
in.) and 13-mm (1/2-in.) below the bottom edge of the
fill hole plug opening for front axles (4WD vehicles).

Fig. 9 Front Axle (4WD) Fill Hole Plug Location


(4) If necessary, add lubricant to raise the level to
the acceptable position.
(5) Install the fill hole plug in the differential
housing.

DRIVE SHAFTS
Lubricate at the intervals described in the Maintenance Schedule section of this Group. Refer to Group
16, Propeller Shafts for proper service procedures.
CAUTION: It is very important that drive shafts be
lubricated at periodic intervals and that the specified type of lubricant be used. Failure to properly
lubricate could result in premature wear of drive
shaft components.

0 - 24

LUBRICATION AND MAINTENANCE

Fig. 10 Front Axle Vacuum Shift Tubing4WD


Vehicles
LUBRICANT SPECIFICATION
Use Mopar, Multi-purpose Grease or any lubricate
that is identified as NLGI GC-LB lubricant.

RUBBER AND PLASTIC HOSES/TUBING


The condition of underbody rubber hose and plastic
tubing should be inspected whenever underbody service is performed.
Rubber hoses and plastic tubing should be replaced immediately if there is any evidence of
failure.

HOSE/TUBING INSPECTION
Vehicle operating conditions determine the useable
life of underbody hoses and tubing (Figs. 10 and 11).
These conditions include:
The extent and quality of vehicle maintenance.
The geographic area of vehicle operation.
The length of exposure time to excess heat and
chemical contaminants.
(1) Inspect all hose and tubing fittings for looseness and corrosion. Inspect the rubber hoses for brit-

Fig. 11 Transfer Case Vent Hose4WD Vehicles


tleness and cracks. Thoroughly inspect the hose ends
(those that are slipped over nipple connectors) for
splits.
(2) Inspect the surface of hoses and tubing for heat
and mechanical damage. Hose and tubing located
close to an exhaust pipe should be given special attention.
(3) Inspect the rubber hose routing to ensure that
the hoses do not contact any heat source, moving
component, etc., that would potentially cause heat or
mechanical damage.
(4) Inspect all the hose connections to ensure that
they are secure and there is no fluid leakage. Actual
dripping of hot fluid should be noted and the clamps
tightened in an attempt to stop the leakage before replacing the hose.

LUBRICATION AND MAINTENANCE

0 - 25

CHASSIS AND BODY COMPONENTS


INDEX
page
Body Components . . . . . . . . . . . . . . . . . . . . . .
Chassis Component and Wheel Bearing Lubricants
Front Wheel Bearings . . . . . . . . . . . . . . . . . . . .
Headlamps . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Steering Gear . . . . . . . . . . . . . . . . . . . .

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Power Brake System . .
Power Steering System
Speedometer Cable . .
Steering Linkage . . . . .
Tires . . . . . . . . . . . . . .

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28

CHASSIS COMPONENT AND WHEEL BEARING


LUBRICANTS
The chassis component and wheel bearing lubricants that are recommended for Dakota vehicles are
identified by the NLGI Certification Symbol (Fig. 1).
The symbol contains a coded designation that identifies the usage and quality of the lubricant.

Fig. 2 Steering Components2WD Vehicles

Fig. 1 NLGI Lubricant Container Certification/


Identification Symbol
The letter G designates wheel bearing lubricant.
Letter L designates chassis lubricant. When the letters are combined the lubricant can be used for dual
applications. The suffix letters C and B designate the
level of the lubricant for the application. The letter C
represents level available for wheel bearing lubricant
(G) and the letter B represents level available for
chassis lubricant (L).

STEERING LINKAGE
The steering linkage (Figs. 2 and 3) should be lubricated and inspected at the intervals described in
the Maintenance Schedules section of this Group. Refer to Group 2, Front Suspension and Axles for
proper service procedures.

LUBRICANT SPECIFICATION
Use Mopar, Multi-purpose Grease or NLGI GC-LB
lubricant equivalent to lubricate the steering linkage.

Fig. 3 Steering Linkage Components4WD Vehicles


INSPECTION
(1) Inspect the steering linkage. Examine the tie
rods and the drag link for bending, and the ball
studs for looseness and excessive wear.
(2) Replace, as necessary, all torn/ruptured ballstud seals and damaged/defective steering linkage
components.
CAUTION: Use care to prevent lubricant from contacting the brake rotors.

0 - 26

LUBRICATION AND MAINTENANCE

FRONT WHEEL BEARINGS


2WD VEHICLES
It is recommended that front wheel bearings be inspected for proper lubrication whenever the brake rotors are removed or at least at the intervals
described in the Maintenance Schedules section of
this Group.

Inspect the power steering system (Figs. 4, 5 and 6)


for the sources of fluid leaks, steering gear housing
cracks and ensure that the steering gear is securely
attached to the vehicle frame rail. Inspect the steering damper for leaks and loose connections.

LUBRICANT SPECIFICATION
Wheel bearings should be lubricated with a lubricant that is identified as NLGI GC-LB lubricant.
CAUTION: Do not add lubricant to the wheel bearings. Re-pack completely. Mixing of different types
of lubricants in wheel bearings should be avoided.
This could possibly result in excessive thinning and
leakage of the lubricant.

INSPECTION/LUBRICATION
Refer to Group 2, Front Suspension and Axle for
inspection and service procedures.
4WD VEHICLES
All 4WD Dakota vehicles are equipped with permanently sealed front wheel bearings. Refer to Group 2,
Front Suspension for inspection and service procedures.
PRECAUTIONS
Whenever a CV drive shaft is removed from the
steering knuckle, be aware of the following precautions:
Foreign particles must be prevented from the lubricated areas between the bearing and external seal,
and from contacting the outer joint wear sleeve
Inspect the lubricant on the external seal for adequate quantity and quality. If the lubricant is sparse
or is contaminated, the seal should be cleaned and
packed with lubricant
Clean the face of the external seal. Replace any lubricant that was lost during seal cleaning or the disengagement of the shaft
Clean the wear sleeve surface area completely and
add approximately 3 grams of lubricant

LUBRICANT SPECIFICATION
Use high temperature, multi-purpose NLGI GC-LB
lubricant MOPAR Wheel Bearing Lubricant or an
equivalent.

POWER STEERING SYSTEM


The power steering fluid level should be inspected
when other under hood service is performed. For
proper service procedures, refer to Group 19, Steering.

Fig. 4 Power Steering System2.5L Engine

Fig. 5 Power Steering System5.2L Engine (2WD)


FLUID SPECIFICATION
Use MOPAR Power Steering Fluid, or an equivalent product.
POWER STEERING FLUID INSPECTION
WARNING: ENGINE MUST NOT BE RUNNING WHEN
INSPECTING POWER STEERING FLUID LEVEL,
PERSONAL INJURY CAN RESULT.

LUBRICATION AND MAINTENANCE

0 - 27

MANUAL STEERING GEAR


The manual steering gear should be inspected for
damage at the same time as the engine oil is
changed and the oil filter is replaced. Refer to Group
19, Steering for additional information and service
procedures.

POWER BRAKE SYSTEM

Fig. 6 Power Steering System3.9L Engine (4WD)

RECOMMENDED MAINTENANCE
The brake fluid level (Fig. 8) should be inspected
when other underhood service is done. With discbrakes, the fluid level can be expected to fall as the
brake pads wear. However, a low fluid level can also
be caused by a leak, and repair will then be necessary. Refer to Group 5, Brakes for proper service procedures.

FLUID LEVEL
The fluid level indicator (dipstick) is attached to
the reservoir cap (Fig. 7). The fluid level in the reservoir can be determined with the fluid either hot or
cold.

Fig. 8 Master Cylinder Fluid Level


BRAKE FLUID SPECIFICATION
Power brake systems require Mopar Heavy-Duty
Brake Fluid, or an equivalent product identified with
FMVSS No. 116, DOT-3 and SAE J-1703 Standard
designations.
Use brake fluid properly sealed container when
adding fluid to the reservoir. Never use reclaimed
fluid or fluid that does not conform to the DOT/SAE
Standards.

Fig. 7 Power Steering Fluid Reservoir Dipstick


Typical
(1) Remove the cap from the reservoir.
(2) Depending on fluid temperature, if the level is
below the FULL HOT mark or the FULL COLD
mark on the dipstick, add power steering fluid.
(3) Install the cap on the reservoir.
CAUTION: Do not over fill power steering reservoir
when adding fluid, seal damage and leakage can result.

CAUTION: Use of a brake fluid that has a lower initial boiling point then specified by FMVSS No. 116,
DOT 3 and SAE J-1703 could result in sudden brake
failure during hard, prolonged braking.
Do not allow petroleum base fluids to contaminate
the brake fluid. Seal damage will result.

BRAKE SYSTEM INSPECTION


A brake system inspection should be included with
all brake service procedures, and also each time the
vehicle is lubricated.
(1) Inspect the brake pads and linings for excessive
wear, cracks, charred surfaces and broken rivets.
(2) Inspect brake pads and linings for contamination from brake fluid, and/or other fluids.

0 - 28

LUBRICATION AND MAINTENANCE

(3) Replace the brake pads linings if they are worn


to within 0.78 mm (1/32 in) of the rivet head.
(4) Operate the rear brake self-adjuster lever and
pivot. Test the operation of the self-adjuster screw for
ease of movement.
(5) Inspect the self-adjuster components for wear
or damage.
(6) Inspect the disc brake caliper dust boot for
damage and indications of brake fluid leakage. Inspect the bushings and pins for corrosion, tears and a
binding condition.
(7) Pull the rear wheel cylinder dust boot back to
expose the wheel cylinder housing. Inspect for fluid
leaks. Inspect the pistons and cylinder bores.
(8) Inspect the brake differential warning valve
and housing for indications of leakage.

BRAKE FLUID HOSES/TUBING


The rubber brake fluid hoses should be inspected
for:
Correct length
Severe surface cracking
Swelling
Pulling
Scuffing
Excessively worn areas
If the hose has cracks or abrasions in the rubber cover, the hose should be replaced.
(1) Inspect all the hoses for kinks, a distorted condition and fluid leakage.
(2) Inspect the hose and tubing routing under the
vehicle. Verify that no hose/tubing is rubbing against
any exhaust or other underbody components.
PARKING BRAKE
(1) Engage the parking brake pedal and then release it.
(2) Test it for smooth operation and vehicle-holding
capability.
(3) Inspect the parking brake cables.
(4) With the parking brake released, the rear
wheels should rotate without restriction. Adjust the
parking brake cable tension, if necessary.
(5) Repair any parking brake malfunctions.
BRAKE OPERATIONAL TEST
(1) Drive the vehicle and test for proper brake action.
(2) Note any indication of drum/rotor overheating.
(3) Evaluate any performance complaints received
from the owner/operator.
(4) Repair the brake system as necessary. Refer to
Group 5, Brakes for additional information and service procedures.

TIRES
The condition of the tires should be inspected. The
inflation pressures tested/corrected at the same time
as the engine oil is changed and the oil filter is replaced.
The tires/wheels should be rotated at the intervals
described in the Maintenance Schedules section of
this Group.

INSPECTION
Inspect the tires for excessive wear, damage. Test
the tires for the recommended inflation pressure and
adjust the pressure accordingly. Refer to the tire inflation pressure decal located on the left door face.
Also to Group 22, Tires And Wheels for tire pressure
charts, tire replacement, and tread wear indicators.
ROTATION
Tires/wheels should be rotated according to the recommended interval. The first tire/wheel rotation is
the most important for establishing the prevention of
uneven tread wear. After rotation, adjust the tire inflation pressure to the air pressure recommended on
the decal located on the left door face.
Refer to Group 22, Tires And Wheels for the recommended method of tire/wheel rotation.

BODY COMPONENTS
LUBRICATION REQUIREMENTS
All Dakota cab and cargo box operating mechanisms and linkages should be lubricated when necessary. The door weatherstrip seals should be
lubricated to prolong their life as well as to improve
door sealing.
LUBRICANT SPECIFICATIONS
All applicable exterior and interior vehicle operating mechanisms should be:
Inspected
Cleaned
Pivot/sliding contact areas on the mechanisms
should then be lubricated.
Multi-purpose NLGI GC-LB MOPAR Multi-Mileage
Lubricant or an equivalent, should be used to lubricate the mechanisms. The door weatherstrip seals
should be lubricated with silicone lubricant spray.
Refer to the Body Lubricant Specifications chart below for additional lubricant applications.
LUBRICATION
(1) When necessary, lubricate the cab and cargo
box operating mechanisms with the specified lubricants.
(2) Apply silicone lubricant to a cloth and wipe it
on door seals to avoid over-spray that can soil passenger clothing.

LUBRICATION AND MAINTENANCE


BODY LUBRICANT SPECIFICATIONS

0 - 29

(5) The door lock cylinders should be lubricated 2


times each year (preferably autumn and spring):
Spray a small amount of lock cylinder lubricant directly into the lock cylinder.
Apply a small amount to the key and insert it into
the lock cylinder.
Rotate it to the locked position and then back to
the unlocked position several times.
Remove the key. Wipe the lubricant from it with a
clean cloth to avoid soiling of clothing.

HEADLAMPS
MAINTENANCE SCHEDULE
Every six months check the headlamp beams to ensure that the headlamp beams are correctly positioned.
AIM ADJUSTMENT
Refer to Group 8L, Lamps for headlamp aim adjustment procedures.

SPEEDOMETER CABLE

(3) Before applying lubricant, the component


should be wiped clean. After lubrication, any excess
lubricant should be removed.
(4) The hood latch, latch release mechanism, latch
striker and safety latch should be lubricated periodically.

SERVICE INFORMATION
Speedometer cable lubrication is not necessary. For
service information involving noisy cables, refer to
Group 8E, Instrument Panel and Gauges.

FRONT SUSPENSION AND AXLE

2 - 1

FRONT SUSPENSION AND AXLE


CONTENTS
page

page

7 1/4 INCH FRONT AXLE . . . . . . . . . . . . . . . . . 31


AXLE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . 47
CV DRIVE SHAFT . . . . . . . . . . . . . . . . . . . . . . . 23
FRONT SUSPENSION2WD VEHICLES . . . . . . . 8
FRONT SUSPENSION4WD VEHICLES . . . . . . 14

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
SERVICE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . 19
TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 47
WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . 4

GENERAL INFORMATION
FRONT SUSPENSION
Dakota front suspensions are comprised of (Fig 1,
2);
Frame mounted drive axle with CV drive shafts
(4WD)
Steering knuckles
Stabilizer bar
Suspension arms
Coil springs (2WD)
Torsion-bar springs (4WD)
Dual-action shock absorbers
Jounce bumpers (used to limit the travel of the
suspension)

Fig. 2 Front Suspension 4WD

Fig. 1 Front Suspension 2WD


The front suspension is designed to allow each
wheel to adapt to different road surfaces indepen-

dently. The wheels are mounted to hubs that ride on


tapered bearings on the steering knuckle spindle. On
2WD vehicles, the bearings can be removed for service, adjustment, repacking, replacement, etc. 4WD
vehicles use a hub/bearing design that is not serviceable and is replaced as a unit. The steering knuckles
turn (pivot) on replaceable ball studs mounted on the
upper and lower suspension arms.
The upper suspension arms use a cross shaft bolted
to the frame rail brackets. The cross shaft isolates

2 - 2

FRONT SUSPENSION AND AXLE

road noise by the use of replaceable bushings in the


suspension arms. The upper suspension arm cross
shaft also allows for caster and camber adjustment.
The lower suspension arms use replaceable pressed
in bushings to isolate road noise. The suspension
arms are bolted to the frame and pivot through rubber bushings. The suspension arm travel (jounce or
rebound) is limited through the use of rubber
bumpers.
All suspension components that use rubber bushings should be tightened with the vehicle at normal
height. If springs are not at their normal ride position, vehicle ride comfort could be affected along with
premature rubber bushing wear. Rubber bushings
must never be lubricated.
Vehicles equipped with 2WD use coil springs
mounted up in a well (pocket) in a bracket that is
part of the frame rail. There is a rubber (doughnut)
isolator between the top of the spring and bracket.
The bottom of the spring seats in the lower suspension arm.
4WD vehicles use torsion bars mounted to the back
side of the lower suspension arm. The rearward end
of the bar is mounted in a cam pivot that rests in the
frame crossmember. The vehicle height is adjusted
through the cams with screw jacks that increase the
tension (twist) of the torsion bar.
Ride control is accomplished through the use of dual-action shock absorbers. The shocks dampen the
jounce and rebound as the vehicle travels over various road conditions. The top of the shock absorbers
are bolted to the frame. The bottom of the shocks are
bolted to the lower suspension arm.
The stabilizer bar is used to minimize vehicle front
sway during turns. The bar helps to maintain a flat
attitude to the road surface. The bar extends across
the front underside of the chassis and connects to the
frame rails. The links are connected to the lower suspension brackets. All mounting points of the stabilizer bar are isolated by rubber bushings.

FRONT DRIVE AXLE


The integral type housing, hypoid gear design has
the centerline of the pinion set below the centerline
of the ring gear.
The power is transferred from the axle through two
constant velocity (CV) drive shafts to the wheel hubs.
The drive shafts are identical and interchangeable.
The 7 1/4 inch axle housings consist of a cast iron
center section. The axle also has two steel axle shaft
tubes that are pressed into and welded to the differential housing.
The cover provides a means for inspection and service without removing the axle from the vehicle.
A small, stamped metal axle gear ratio identification tag is attached to the housing cover (Fig. 3).

The axle has a fitting for a vent hose used to relieve internal pressure caused by lubricant vaporization and internal expansion.

Fig. 3 Differential Cover 7 1/4 Inch Axle


STANDARD DIFFERENTIAL OPERATION
The differential gear system divides the torque between the axle shafts. It allows the axle shafts to rotate at different speeds when turning corners.
Each differential side gear is splined to an axle
shaft. The pinion gears are mounted on a pinion
mate shaft and are free to rotate on the shaft. The
pinion gear is fitted in a bore in the differential case
and is positioned at a right angle to the axle shafts.
In operation, power flow occurs as follows:
The pinion gear rotates the ring gear
The ring gear (bolted to the differential case) rotates the case
The differential pinion gears (mounted on the pinion mate shaft in the case) rotate the side gears
The side gears (splined to the axle shafts) rotate
the shafts
During straight-ahead driving, the differential pinion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 4).
When turning corners, the outside wheel must
travel a greater distance than the inside wheel in order to complete a turn. This difference must be compensated for in order to prevent the wheels from
scuffing and skidding through the turn. To accomplish this, the differential becomes effective allowing
the axle shafts to turn at unequal speeds (Fig. 5). In
this instance, the input torque applied to the pinion

FRONT SUSPENSION AND AXLE

2 - 3

attached to the outside wheel to rotate at a faster


speed.

Fig. 4 Differential OperationStraight-Ahead Driving


gears is not divided equally. The pinion gears now rotate around the pinion mate shaft in opposite directions. This allows the side gear and axle shaft

Fig. 5 Differential OperationOn Turns

2 - 4

FRONT SUSPENSION AND AXLE


WHEEL ALIGNMENT
INDEX
page

Alignment Measurements and Adjustments . . . . . . . 4


General Information . . . . . . . . . . . . . . . . . . . . . . . . 4

page
Pre-Alignment Inspection

.................... 4

GENERAL INFORMATION
Front wheel alignment involves the correct positioning of the tire contact patch in relation to the
pavement. The positioning is accomplished through
the suspension and steering linkage adjustments. An
alignment is considered essential maintenance. It
will maintain efficient steering, good directional stability and prevent abnormal tire wear. The most important factors of front end alignment are camber,
caster and toe position.
Routine inspection of the front suspension
and steering components is a good preventative
maintenance practice. Inspection also helps to
ensure safe operation of the vehicle.
CAMBER is the number of degrees the top of the
wheel is tilted either inward or outward. An excessive negative camber angle will cause tread wear at
the inside of the tire. An excessive positive camber
angle will cause tread wear at the outside of the tire
(Fig. 1).
CASTER is the number of degrees of forward or
rearward tilt of the steering knuckles. Forward tilt
provides a negative caster angle. Rearward tilt provides a positive caster angle (Fig. 1).
WHEEL TOE POSITION is the difference between
the leading inside edges and trailing inside edges of
the front tires (Fig. 1). Incorrect wheel toe position is
the most common cause of unstable steering and uneven tire wear. The wheel toe position is the final
front wheel alignment adjustment.
STEERING AXIS INCLINATION ANGLE is measured in degrees and is the angle that the steering
knuckles are tilted (Fig. 1). The inclination angle has
a fixed relationship with the camber angle. This angle will not change except when a spindle or ball
stud is damaged or bent. The angle is not adjustable
and the damaged component(s) must be replaced to
correct mis-alignment.
CAUTION: Do not attempt to modify any suspension or steering component by heating and bending.

PRE-ALIGNMENT INSPECTION
Before starting a front wheel alignment, the following inspection and necessary corrections must be
completed.

Fig. 1 Wheel Alignment Measurements


(1) Tires with the same recommended air pressure,
size, and tread wear. Refer to Group 22, Tires And
Wheels for diagnosis information.
(2) Front wheel bearings for wear or adjustment.
(3) Ball studs and linkage pivot points, steering
gear for looseness, roughness, binding or a sticking
condition. Refer to Group 19, Steering for additional
information.
(4) Front wheels for excessive radial, lateral
runout and unbalance. Refer to Group 22, Tires And
Wheels for diagnosis information.
(5) Suspension components for wear and noise.
Check components for correct torque. Refer to Groups
2 and 3, Suspension and Axle for additional information.

ALIGNMENT MEASUREMENTS AND


ADJUSTMENTS
Before each alignment reading the vehicle should
be jounced (rear first, then front). Grasp each

FRONT SUSPENSION AND AXLE


SUSPENSION AND STEERING SYSTEM DIAGNOSIS

2 - 5

2 - 6

FRONT SUSPENSION AND AXLE

bumper at the center and jounce the vehicle up and


down several times. Always release the bumper when
it is at the down position. Set the front end alignment to specifications while the vehicle is in its
NORMALLY LOADED CONDITION.

SUSPENSION HEIGHT (4WD)


The front suspension of a new vehicle will settle
slightly during the first 2,000 miles/3,200 km of operation. To compensate for this, the front suspension
height is slightly higher than the service specification
height. A vehicle with less than 2,000 miles/3,200
km, SHOULD NOT be adjusted downward. The torsion bars have not set and can be no more than 0.5
inch (12.7 mm) higher than specifications.
(1) Clean the surface areas where the suspension
arm height will be measured (Fig. 2).

Fig. 3 Suspension Arm Height Adjustment


plus or minus 1/4 inch (6.4 mm). The side-to-side
height difference should not be more than 0.25 inch
(6.4 mm).

CAMBER AND CASTER ADJUSTMENT


Camber and caster angle adjustments involve
changing the position of the upper suspension arm
pivot bar (Fig. 4).

Fig. 2 Height Measurement (4WD)


(2) Measure the suspension arm height according
to the following instructions:
Inner measurementfrom the floor surface to the
underside of the pivot bores between the webs (Fig.
2)
Outer measurementfrom the floor surface to the
underside of the rear edge inboard of the steering
stop (Fig. 2)
(3) The height of each front suspension arm is adjusted by turning the torsion bar adjustment bolt
(Fig. 3).
CLOCKWISE to raise the vehicle
COUNTERCLOCKWISE to lower the vehicle
(4) After each adjustment, jounce the vehicle before measuring to determine the effects of the adjustment.
The suspension arm heights at both sides of
the vehicle must be measured even if only one
side was adjusted.
(5) The difference in height between the inner and
outer measurement should be 1.50 inch (38.00 mm)

Fig. 4 Caster & Camber Adjustment Location


CASTER: Move only the rear position of the pivot
bar in or out. This will change the caster angle significantly and camber angle only slightly. To retain
the camber while adjusting caster, move the rear
pivot bar in or out. Move the forward pivot very
slightly in the opposite direction.
For example, to increase a positive caster angle, move the rear position of the pivot bar inward (toward the engine). Move the front of

FRONT SUSPENSION AND AXLE


pivot bar outward (away from the engine)
slightly until the original camber angle is obtained.
CAMBER: Move only the forward position of the
pivot bar in or out. This will change the camber angle significantly and caster angle only slightly. The
camber angle should be adjusted as close as possible
to the service reset specification.
After adjustment is made tighten the pivot bar
nuts to 210 Nzm (155 ft. lbs.) torque.

TOE POSITION
The wheel toe position adjustment should be the final adjustment.
(1) Start the engine and turn wheels both ways before straightening the wheels. Secure the steering
wheel with the front wheels in the straight-ahead position.
(2) Loosen the tie rod adjustment sleeve clamp
bolts/nuts.
Each front wheel should be adjusted for onehalf of the total toe position specification. This
will ensure the steering wheel will be centered
when the wheels are positioned straight-ahead.
29
(3) Adjust the wheel toe position by turning the tie
rod adjustment sleeves as necessary (Fig. 5, 6).
(3) Tighten the tie rod adjustment:
2WD: locknuts to 75 Nzm (55 ft. lbs.) torque
4WD: clamp bolts to 23 Nzm (17 ft. lbs.) torque.
Position the clamp nut/bolt so that it does not
extend above the top of the sleeve

Fig. 5 Toe Adjustment (2WD)

Fig. 6 Toe Adjustment (4WD)

FRONT WHEEL ALIGNMENT SPECIFICATIONS

2 - 7

2 - 8

FRONT SUSPENSION AND AXLE


FRONT SUSPENSION2WD VEHICLES
INDEX
page

page

Coil Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Lower Ball Stud . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Lower Suspension Arm . . . . . . . . . . . . . . . . . . . . . 10
Service Information . . . . . . . . . . . . . . . . . . . . . . . . . 8
Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Stabilizer Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Steering Knuckle . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Upper Ball Stud . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Upper Suspension Arm . . . . . . . . . . . . . . . . . . . . . 12
Wheel Hub and Bearings . . . . . . . . . . . . . . . . . . . . 8

SERVICE INFORMATION

(4) Remove disc brake caliper from steering


knuckle and rotor. Refer to Group 5, Brakes.
(5) Remove the dust cap, cotter pin, and remaining
hub components from spindle (Fig. 1).

Periodic lubrication of the front suspension (steering) system components is required. Refer to Group
0, Lubrication And Maintenance for the recommended maintenance schedule.
CAUTION: Suspension components with rubber
bushings should be tightened with the vehicle at
normal height. It is important to have the springs
supporting the weight of the vehicle when the fasteners are torqued. If springs are not at their normal
ride position, vehicle ride comfort could be affected
and premature bushing wear may occur. Rubber
bushings must never be lubricated.

WHEEL HUB AND BEARINGS


REMOVAL
(1) Block brake pedal in up position.
(2) Raise and support the vehicle.
(3) Remove the wheel and tire.

CAUTION: Use care to prevent inner wheel bearing


and seal from contacting spindle threads during removal (Fig. 1).
(6) Carefully slide the hub/rotor from spindle (Fig.
1).
(7) Remove the seal and inner wheel bearing from
the hub/rotor (Fig. 1). Remove the inner bearing
races from hub/rotor with a pin punch.

CLEANING AND INSPECTION


(1) Thoroughly clean bearings and interior of hub/
rotor (Fig. 1).
(2) To clean the bearings:
Soak them in cleaning solvent
Strike the flat of each bearing against a hardwood
block several times

Fig. 1 Brake Rotor/Hub and Wheel Bearings

FRONT SUSPENSION AND AXLE

2 - 9

Immerse each bearing in cleaning solvent between


strikes to loosen and flush lubricant from interior of
the bearing
Repeat procedure above until each bearing is clean
Dry bearings with compressed air but do not spin
them
(3) After cleaning, apply engine oil to each bearing.
(4) Rotate each bearing slowly while applying
downward force. Examine the rollers for pitting and
roughness, replace bearing if worn or defective.
(5) Remove the engine oil from each bearing. Pack
each bearing with multi-purpose NLGI, grade 2, EPtype lubricant (or an equivalent lubricant). Place
bearings in a clean, safe place.
Ensure that lubricant is forced into all the
cavities between the bearing cage and rollers.

INSTALLATION
(1) Install the new bearing cup(s) with an appropriate installation tool.
(2) Apply a coating of MOPARt Wheel Bearing
Grease (or an equivalent lubricant) to entire inner
surface area of hub/rotor. Install inner wheel bearing
in the hub/rotor. Install a new bearing seal.
(3) Inspect bearing and seal contact surfaces on
spindle for burrs and/or roughness.
(4) Remove all rough contact surfaces from spindle.
Apply a coating of lubricant.
CAUTION: Use care to prevent inner wheel bearing
and seal from contacting spindle threads during installation (Fig. 1).
(5) Carefully slide the hub/rotor onto spindle (Fig.
1). Install outer wheel bearing, washer and retaining
nut.
(6) Tighten the nut to 41-54 Nzm (30-40 ft. lbs.)
torque to preload bearing while rotating the hub/rotor. Stop hub/rotor and loosen nut to completely release bearing preload torque. Tighten the nut fingertight and install the nut lock. Install a new cotter
pin.
(7) The adjustment (above) should have 0 to 0.076
mm (0 to 0.003 in.) end play.
(8) Clean the dust cap and apply a coating lubricant to the internal surface. Do not fill the dust
cap with lubricant. Install the cap.
(9) Install disc brake caliper. Refer to Group 5,
Brakes.
(10) Install the wheel and tire.

SHOCK ABSORBER
REMOVAL
(1) Remove the hardware from the shock absorber
stud (Fig. 2).
(2) Raise the vehicle, remove the lower bolts and
remove the shock absorber (Fig. 2).

Fig. 2 Front Shock Absorber2WD


INSTALLATION
(1) Install the lower retainer and grommet on the
shock absorber stud. Insert the replacement shock
absorber through the frame hole. Install the lower
bolts (Fig. 2).
(2) Tighten the bolts to 23 Nzm (17 ft. lbs./200 in.
lbs.) torque.
(3) Install the upper grommet and retainer on the
shock absorber stud (Fig. 2). Install the bayonet nut
and tighten to 41 Nzm (30 ft. lbs.) torque.

STABILIZER BAR
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the nut and washer from the stabilizer
bar link bolt at the lower suspension arm on each
side of the vehicle (Fig. 3).
(3) Remove the link bolt, retainers, insulators and
spacer from each lower suspension arm (Fig. 3).
(4) Remove the bolts from the U-shaped retainer.
Remove the retainer, and stabilizer bar from the vehicle (Fig. 3).
(5) If necessary, remove the bushings from the stabilizer bar (Fig. 3).

2 - 10

FRONT SUSPENSION AND AXLE


(7) Place two jack stands under the lower suspension arm immediately outward from where the bushings are located. Adjust the jack stands tight against
the lower suspension arm.
(8) Remove the lower suspension arm mounting
bolts from the frame rail.
(9) Slowly lower the jack stands until the coil
spring tension is relieved. Remove the spring compressor tool, coil spring and isolator pad from the vehicle (Fig. 2).

INSTALLATION
(1) If removed, install the bushings on the stabilizer bar (Fig. 3).
Ensure the stabilizer bushings are prealigned before the bar is installed to the
bracket.
(2) Place the stabilizer bar adjacent to the frame
side rail brackets (Fig. 3). Install the U-shaped retainer and the bolts. Tighten the bolts finger-tight.
Check the alignment of the bar to ensure
there is no interference with the either frame
rail or chassis component. Spacing should be
equal on both sides.
(3) Install the link bolt, retainers, spacer and insulators at the lower suspension arm (Fig. 3) on each
side.
(4) Install the washers and the nuts on the anchor
bolts (Fig. 3). Tighten the nuts to 23 Nzm (17 ft. lbs.)
torque.
(5) Tighten the U-shaped support bracket bolts
(Fig. 3) to 54 Nzm (40 ft. lbs.) torque.

INSTALLATION
(1) Tape the isolator pad to the top of the coil
spring. Position the spring in the lower suspension
arm well. Be sure that the coil spring is seated in the
well (Fig. 2). The top of the spring is flat or
closed with groves at the end of the coil. The
ramped or open end of the coil spring is the
bottom.
(2) Install Spring Compressor DD-1278 up through
the lower suspension arm and coil spring.
(3) Tighten the tool nut to compress the coil
spring.
(4) Place two jack stands under the lower suspension arm immediately outward from where the bushings are located. Adjust the jack stands tight against
the lower suspension arm.
(5) Raise the jack stands until the isolator pad/coil
spring is correctly seated top and bottom (Fig. 2).
(6) Install the lower suspension arm bolts and
nuts. Tighten the front nut to 176 Nzm (130 ft. lbs.)
torque and the rear nut to 108 Nzm (80 ft. lbs.)
torque.
(7) Remove the spring compressor tool and the jack
stands.
(8) Install the stabilizer bar.
(9) Install the shock absorber.
(10) Install the wheel and tire.

COIL SPRING

LOWER SUSPENSION ARM

REMOVAL
(1) Raise and support the vehicle.
(2) Remove the applicable front wheel.
(3) Disconnect the stabilizer bar from the lower
suspension arm.
(4) Remove the shock absorber.
(5) Install Spring Compressor DD-1278 up through
the lower suspension arm and coil spring (Fig. 2).
Spring Compressor DD-1278 will maintain the
spring in a semi-compressed condition. This
will retain the spring in place until the lower
suspension arm is detached from and lowered
for spring removal.
(6) Tighten the tool nut to compress the coil
spring.

REMOVAL
(1) Raise and support vehicle.
(2) Remove disc brake caliper from steering
knuckle and rotor. Refer to Group 5, Brakes.
(3) Remove shock absorber.
(4) Follow the procedure outlined in Coil Spring
Removal.
(5) Position Ball Stud Remover C-3564-A as shown
(Fig. 4). Rotate threaded portion of tool to apply force
to the lower ball stud.
(6) Strike steering knuckle sharply with a hammer
to loosen ball stud from knuckle. Do not force ball
stud out from knuckle with the tool.
(7) Separate ball stud from steering knuckle arm.

Fig. 3 Stabilizer Bar

FRONT SUSPENSION AND AXLE

2 - 11

(5) Install Spring Compressor DD-1278. Use a


piece of pipe to fabricate a spacer positioned between
the tool and suspension arm.
(6) Tighten tool nut against bell-shaped adapter
tool finger-tight and loosen 1/2 of-a-turn.
(7) Remove cotter pins and nuts from ball studs.
(8) Position Ball Stud Remover C-3564-A as shown
(Fig. 4). Rotate threaded portion of tool to apply force
to the lower ball stud.
(9) Strike steering knuckle sharply with a hammer
to loosen ball stud from knuckle. Do not force ball
stud out from knuckle with the tool.
(10) Remove ball stud seal. Use Remover/Installer
C-4212 to press the ball stud from lower suspension
arm bore (Fig. 5).

Fig. 4 Loosening Lower Ball Stud


INSTALLATION
(1) Loosely attach suspension arm to frame side
rail brackets.
(2) Follow the procedure outlined in Coil Spring
Installation.
(3) Position steering knuckle on ball studs. Install
ball stud retaining nuts. Tighten lower nut to 183
Nzm (135 ft. lbs.) torque. Tighten upper nut to 142
Nzm (105 ft. lbs.) torque. Install new cotter pins.
(4) Install the rotor and disc brake caliper. Refer to
Group 5, Brakes.
(5) Lower the vehicle. Tighten suspension arm
front nut to 176 Nzm (130 ft. lbs.) torque and rear
nut to 108 Nzm (80 ft. lbs.) torque.

LOWER BALL STUD


INSPECTION
(1) Raise the front of the vehicle. Install safety
floor stands under both lower suspension arms as far
outboard as possible. The upper suspension arms
must not contact the rebound bumpers.
(2) Install a dial indicator and clamp assembly to
the lower suspension arm.
(3) Position indicator plunger against knuckle arm
and zero indicator.
(4) Raise and lower the wheel and tire with a pry
bar under the center of the tire. Measure the axial
movement of the knuckle with respect to the suspension arm.
(5) If the travel of the suspension arm is 0.020
inch (0.51 mm) or more, replace the ball joint.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the applicable front wheel.
(3) Remove disc brake caliper from steering
knuckle and rotor. Refer to Group 5, Brakes.
(4) Remove shock absorber.

Fig. 5 Lower Ball Stud Removal


INSTALLATION
(1) Press new ball stud in lower suspension arm
with Remover/Installer C-4212 (Fig. 6).
(2) Position new seal over ball stud. Use a socket
to force retaining lip of seal until securely locked inplace.
(3) Position steering knuckle on ball studs. Install
ball stud retaining nuts. Tighten lower nut to 183
Nzm (135 ft. lbs.) torque. Tighten upper nut to 142
Nzm (105 ft. lbs.) torque. Install new cotter pins.
(4) Remove spring compressor tool and install
shock absorber.
(5) Install the disc brake caliper. Refer to Group 5,
Brakes.
(6) Install the wheel and tire.

2 - 12

FRONT SUSPENSION AND AXLE

Fig. 7 Loosening Upper Ball Stud

Fig. 6 Lower Ball Stud Installation

UPPER SUSPENSION ARM


REMOVAL
(1) Raise and support the vehicle.
(2) Remove the applicable front wheel.
(3) Remove disc brake caliper. Refer to Group 5,
Brakes.
(4) Remove shock absorber.
(5) Install Spring Compressor DD-1278. Use a
piece of pipe to fabricate a spacer positioned between
the tool and suspension arm.
(6) Tighten tool nut against bell-shaped adapter
tool finger-tight and loosen 1/2 of-a-turn.
(7) Remove cotter pin and nut from upper ball
stud.
(8) Position Ball Stud Remover C-3564-A as shown
(Fig. 7). Rotate threaded portion of tool to apply force
to the lower ball stud.
(9) Strike steering knuckle sharply with a hammer
to loosen ball stud from knuckle. Do not force ball
stud out from knuckle with the tool.
(10) Separate upper ball stud from steering knuckle.
(11) Remove suspension arm pivot bar nuts and remove suspension arm (Fig. 8).
INSTALLATION
(1) Position suspension arm pivot bar on adjustment bolts. Install nuts and tighten (temporarily) to
136 Nzm (100 ft. lbs.) torque.
(2) Position steering knuckle on upper ball stud.
Tighten the upper ball stud nut to 142 Nzm (105 ft.
lbs.) torque. Install a new cotter pin.
(3) Remove spring compressor tool. Install the
shock absorber.

Fig. 8 Upper Suspension Arm


(4) Install the disc brake caliper. Refer to Group 5,
Brakes.
(5) Install the wheel and tire.
(6) Adjust alignment caster and camber. Refer to
Front Wheel Alignment in this Group.

UPPER BALL STUD


INSPECTION
(1) Position a floor jack under the lower suspension
arm. Raise the wheel and tire so it lightly contacts
the floor (vehicle weight relieved from the tire).
(2) Grasp the top of the tire and apply force in and
out. Look for any movement at the ball joints between the upper suspension arm and steering
knuckle.

FRONT SUSPENSION AND AXLE

2 - 13

(3) If any lateral movement is evident, replace the


ball joint.

REMOVAL
(1) Place a jack under outer end of lower suspension arm. Raise and support the vehicle.
(2) Remove the wheel and tire.
(3) Remove cotter pin and nut from upper ball
stud.
(4) Position Ball Stud Remover C-3564-A as shown
(Fig. 7). Rotate threaded portion of tool to apply force
to the upper ball stud.
(5) Strike steering knuckle sharply with a hammer
to loosen ball stud from knuckle. Do not force ball
stud out from knuckle with the tool.
(6) Remove ball stud seal.
(7) Use Removal/Installation Tool C-3561 to unthread ball stud from suspension arm.
INSTALLATION
(1) Thread new ball stud in with Tool C-3561.
Tighten ball stud to 170 Nzm (125 ft. lbs.) torque. The
gap between ball stud Hex and suspension arm bore
is 0.25 to 1.25mm (0.01 to 0.05 inch).
(2) Install new seal over ball stud. Make sure seal
is securely locked in-place.
(3) Position steering knuckle on upper ball stud.
Tighten the upper ball stud nut to 142 Nzm (105 ft.
lbs.) torque. Install a new cotter pin.
(4) Install the wheel and tire.

Fig. 9 Remove ABS Sensor From Knuckle

STEERING KNUCKLE
REMOVAL
(1) Raise and support the vehicle. Place a jack under outer end of lower suspension arm.
(2) Remove the wheel and tire.
(3) Remove disc brake caliper. Refer to Group 5,
Brakes.
(4) Remove tie-rod from steering knuckle arm. Refer to Group 19, Steering.
(5) Remove ABS sensor wire from lower suspension
arm. Remove the rotor dust shield and ABS pick-up
from knuckle (Fig. 9).
(6) Remove cotter pins and nuts from upper and
lower ball studs.
(7) Use Ball Stud Remover C-3564-A to free upper
and lower ball joints from steering knuckle (Fig. 4, 7).
(8) Remove tool and steering knuckle assembly.
(9) Remove steering arm from steering knuckle
(Fig. 10).
INSTALLATION
(1) Install steering arm on knuckle. Tighten the
nuts to 294 Nzm (217 ft. lbs.) torque (Fig. 10).
(2) Position steering knuckle on upper and lower
ball studs and install nuts. Tighten lower nut to 183
Nzm (135 ft. lbs.) torque. Tighten upper nut to 142
Nzm (105 ft. lbs.) torque. Install new cotter pins.

Fig. 10 Steering Knuckle


(3) Install rotor dust shield and ABS sensor on steering knuckle. Tighten bolts to 24 Nzm (18 ft. lbs.) torque.
(4) Install tie rod to steering knuckle arm. Refer to
Group 19, Steering.
(5) Install ABS sensor wire to lower suspension arm.
(6) Install the disc brake caliper. Refer to Group 5,
Brakes.
(7) Install the wheel and tire.

2 - 14

FRONT SUSPENSION AND AXLE


FRONT SUSPENSION4WD VEHICLES
INDEX
page

Lower Suspension Arm


Service Information . . .
Shock Absorber . . . . .
Stabilizer Bar . . . . . . .
Steering Knuckle . . . . .

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16
14
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15
17

SERVICE INFORMATION
Periodic lubrication of the front suspension (steering) system components is required. Refer to Group
0, Lubrication And Maintenance for the recommended maintenance schedule.

page
Torsion Bar . . . . . . . . . .
Upper Ball Stud . . . . . .
Upper Suspension Arm .
Wheel Hub and Bearings

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(4) Remove hub to steering knuckle bolts. Remove


hub and bearing unit from the steering knuckle (Fig.
2).

CAUTION: Suspension components with rubber


bushings should be tightened with the vehicle at
normal height. It is important to have the springs
supporting the weight of the vehicle when the fasteners are torqued. If springs are not at their normal
ride position, vehicle ride comfort could be affected
and premature bushing wear may occur. Rubber
bushings must never be lubricated.

WHEEL HUB AND BEARINGS


The 4WD front wheel hub and bearings are serviced as a complete unit.

REMOVAL
(1) Remove the CV drive shaft. Refer to CV Drive
Shaft Removal in this Group.
(2) Remove disc brake caliper from steering
knuckle and rotor. Refer to Group 5, Brakes.
(3) Remove brake rotor from the hub (Fig. 1).

Fig. 2 Wheel Hub Removal/Installation


INSTALLATION
(1) Install the hub on steering knuckle (Fig. 2).
Tighten the bolts to 149 Nzm (110 ft. lbs.) torque.
(2) Install the CV drive shaft. Refer to CV Drive
Shaft Installation in this Group.
(3) Install disc brake rotor on the hub (Fig. 1).
(4) Install disc brake caliper on steering knuckle
and rotor. Refer to Group 5, Brakes.
(5) Test drive the vehicle.

SHOCK ABSORBER
REMOVAL
(1) Remove the hardware from the shock absorber
stud (Fig. 3).
(2) Raise the vehicle, remove the lower bolts and
remove the shock absorber (Fig. 3).

Fig. 1 Disc Brake Rotor, Wheel Hub & Steering


Knuckle

INSTALLATION
(1) Install the lower retainer and grommet on the
shock absorber stud. Insert the replacement shock
absorber through the frame hole. Install the lower
bolt (Fig. 3).

FRONT SUSPENSION AND AXLE

Fig. 3 Front Shock Absorber4WD


(2) Tighten the bolt to 136 Nzm (100 ft. lbs.)
torque.
(3) Install the upper grommet and retainer on the
shock absorber stud (Fig. 3). Install the bayonet nut
and tighten to 41 Nzm (30 ft. lbs.) torque.

STABILIZER BAR
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the bolts attaching the stabilizer bar
rear support bracket to the frame crossmember
bracket (Fig. 4).
(3) Remove the bolts attaching the retainer to the
lower suspension arm. Remove the retainer and stabilizer bar from the vehicle (Fig. 4).
(4) If necessary, remove the rear support brackets
and the bushings from the stabilizer bar (Fig. 4).
INSTALLATION
(1) If removed, install the bushings and the rear
support brackets on the stabilizer bar (Fig. 4).
(2) Place the stabilizer bar rear support brackets
adjacent to the frame crossmember brackets (Fig. 4)
and install the bolts. Tighten the bolts finger-tight.
Check the alignment of the bar to ensure there
is no interference with the either frame rail or
chassis component. Spacing should be equal on
both sides.
(3) Attach the stabilizer bar to the lower suspension arm with the retainer and bolts (Fig. 4). Tighten
the bolts to 27 Nzm (20 ft. lbs.) torque.
(4) Tighten the rear support bracket bolts (Fig. 4)
to 27 Nzm (20 ft. lbs.) torque.

2 - 15

Fig. 4 Stabilizer Bar

TORSION BAR
SERVICE INFORMATION
The left and right side torsion bars are NOT interchangeable. The bars are identified and stamped R or
L, for right or left. The bars do not have a front or
rear end and can be installed with either end facing
forward.
REMOVAL
(1) Remove the suspension arm jounce bumpers
before raising vehicle.
(2) Raise and support the vehicle with the front
suspension hanging.
(3) Turn the adjustment bolt counterclockwise to
release spring load (Fig. 5). Remove the adjustment
bolt from swivel.

Fig. 5 Torsion Bar


(4) Remove torsion bar and anchor. Remove anchor
from torsion bar (Fig. 5).

2 - 16

FRONT SUSPENSION AND AXLE

(5) Remove all foreign material from torsion bar


mounting in anchor and suspension arm (Fig. 5).
(6) Inspect adjustment bolt and swivel for severe
corrosion or damage.

INSTALLATION
(1) Insert torsion bar ends into anchor and suspension arm (Fig. 5).
(2) Position anchor and bushing in frame crossmember. Install adjustment bolt through bushing
and anchor and into swivel (Fig. 5).
(3) Turn adjustment bolt clockwise to apply a
spring load.
(4) Lower vehicle and adjust the front suspension
height. Refer to Wheel Alignment in this group.
(5) Install suspension arm jounce bumpers.

LOWER SUSPENSION ARM


REMOVAL
(1) Remove the CV drive shaft. Refer to CV Drive
Shaft Removal in this Group.
(2) Follow the procedure outlined in Torsion Bar
Removal.
(3) Remove shock absorber lower bolt.
(4) Disconnect the stabilizer bar from suspension
arm.
(5) Remove the cotter pin and nut from lower ball
stud. Separate ball stud from steering knuckle with
Remover C-3564-A.
(6) Remove suspension arm pivot bolts and suspension arm from frame rail brackets (Fig. 6).

Fig. 6 Lower Suspension Arm Removal/Installation

INSTALLATION
(1) Position the lower suspension arm at the frame
rail brackets. Install the pivot bolts and nuts (Fig. 6).
Tighten the nuts finger-tight.
(2) Insert the ball stud into steering knuckle. Install and tighten the retaining nut to 142 Nzm (115
ft. lbs.) torque. Install a new cotter pin.
(3) Follow the procedure outlined in Torsion Bar
Installation.
(4) Install shock absorber lower bolt.
(5) Install the CV drive shaft. Refer to CV Drive
Shaft Installation in this group.
(6) Install the stabilizer bar to the lower suspension arm.
(7) Tighten the lower suspension front pivot nut to
108 Nzm (80 ft. lbs.) torque. Tighten rear pivot bolt to
176 Nzm (130 ft. lbs.) torque.
(8) Adjust the front suspension height. Refer to
Wheel Alignment in this Group.

UPPER SUSPENSION ARM


REMOVAL
(1) Remove the CV drive shaft. Refer to CV Drive
Shaft Removal in this Group.
(2) Turn torsion bar adjustment bolt counter-clockwise to completely remove tension from torsion bar.
Count the number of turns for installation reference.
(3) Remove brake hose brackets from suspension
arm. Refer to Group 5, Brakes.
(4) Remove shock absorber lower bolt.
(5) Remove the cotter pin and nut from lower ball
stud.
(6) Position Ball Stud Remover C-3564-A as shown
(Fig. 7). Rotate threaded portion of tool to apply force
to the upper ball stud.
(7) Strike steering knuckle sharply with a hammer
to loosen ball stud from knuckle. Do not force ball
stud out from knuckle with the tool.
(8) Separate upper ball stud from steering knuckle
arm.
(9) Remove suspension arm pivot bar bolts and remove suspension arm (Fig. 8).
INSTALLATION
(1) Position suspension arm pivot bar on adjustment bolts. Install nuts and tighten (temporarily) to
136 Nzm (100 ft. lbs.) torque.
(2) Insert ball stud in steering knuckle arm. Install
retaining nut. Tighten nut to 142 Nzm (105 ft. lbs.)
torque. Install a new cotter pin.
(3) Install shock absorber lower bolt.
(4) Attach brake hose brackets to suspension arm.
Refer to Group 5, Brakes.
(5) Turn torsion bar adjustment bolt clockwise (the
amount of turns recorded earlier) to apply tension to
torsion bar.

FRONT SUSPENSION AND AXLE

2 - 17

(8) Tighten upper suspension arm pivot bolts to


210 Nzm (155 ft. lbs.) torque.
(9) Adjust alignment caster and camber. Refer to
Front Wheel Alignment in this Group.

UPPER BALL STUD


INSPECTION
(1) Position a floor jack under the lower suspension
arm. Raise the wheel and tire so it lightly contact the
floor (vehicle weight relieved from the tire).
(2) Grasp the top of the tire and apply force in and
out. Look for any movement at the ball joints between the upper suspension arm and steering
knuckle.
(3) If any lateral movement is evident, replace the
ball joint.

Fig. 7 Loosening Upper Ball Stud

REMOVAL
(1) Place a jack under outer end of lower suspension arm. Raise and support the vehicle.
(2) Remove the wheel and tire.
(3) Remove cotter pin and nut from upper ball
stud.
(4) Position Ball Stud Remover C-3564-A. Rotate
threaded portion of tool to apply force to the upper
ball stud.
(5) Strike steering knuckle sharply with a hammer
to loosen ball stud from knuckle. Do not force ball
stud out from knuckle with the tool.
(6) Remove ball stud seal.
(7) Use Removal/ Installation Tool C-3561 to unthread ball stud from suspension arm.
INSTALLATION
(1) Thread new ball stud in with Tool C-3561.
Tighten ball stud to 170 Nzm (125 ft. lbs.) torque. The
gap between ball stud Hex and suspension arm bore
is 0.25 to 1.25mm (0.01 to 0.05 inch).
(2) Install new seal over ball stud. Make sure seal
securely locked in-place.
(3) Position steering knuckle on upper ball stud.
Tighten the upper ball stud nut to 142 Nzm (105 ft.
lbs.) torque. Install a new cotter pin.
(4) Install the wheel and tire.

STEERING KNUCKLE

Fig. 8 Upper Suspension Arm


(6) Install the CV drive shaft. Refer to CV Drive
Shaft Installation in this Group.
(7) Install the wheel and tire.

REMOVAL
(1) Remove the CV drive shaft. Refer to CV Drive
Shaft Removal in this Group.
(2) Turn torsion bar adjustment bolt counter-clockwise to completely remove tension from torsion bar.
Count the number of turns for installation reference.
(3) Remove shock absorber lower bolt.
(4) Disconnect the stabilizer bar from suspension
arm.

2 - 18

FRONT SUSPENSION AND AXLE

(5) Remove the wheel hub and bearings. Refer to


Wheel Hub and Bearing Removal in this Group.
(6) Remove tie-rod end stud from steering knuckle
arm. Refer to Group 19, Steering.
(7) Remove ABS sensor and wire from upper suspension arm (Fig. 9).

Fig. 10 Steering Knuckle

Fig. 9 Remove ABS Sensor and Wire From Knuckle


(8) Remove the cotter pin and nut from upper and
lower ball stud.
(9) Use Ball Stud Remover C-3564-A to free upper
and lower ball joints from steering knuckle (Fig. 7).
(10) Strike steering knuckle sharply with a hammer to loosen ball stud from knuckle. Do not force
ball stud out from knuckle with the tool.
(11) Remove steering knuckle from vehicle (Fig.
10).

INSTALLATION
(1) Position steering knuckle on upper and lower
ball studs and install nuts. Tighten lower nut to 156

Nzm (115 ft. lbs.) torque. Tighten upper nut to 142


Nzm (105 ft. lbs.) torque. Install new cotter pins.
(2) Install ABS sensor on steering knuckle and
wire on upper suspension arm. Tighten bolts to 24
Nzm (18 ft. lbs.) torque.
(3) Install tie rod to steering knuckle arm. Refer to
Group 19, Steering.
(4) Install wheel hub and bearings. Refer to Wheel
Hub and Bearing Installation in this Group.
(5) Install shock absorber lower bolt.
(6) Install the CV drive shaft. Refer to CV Drive
Shaft Installation in this Group.
(7) Install the stabilizer bar to suspension arm.
(8) Install the wheel and tire.
(9) Turn torsion bar adjustment bolt clockwise (the
amount of turns recorded earlier) to apply tension to
torsion bar.
(10) Adjust the front suspension height. Refer to
Wheel Alignment within this Group.

FRONT SUSPENSION AND AXLE

2 - 19

SERVICE DIAGNOSIS
INDEX
page

page

Driveline Snap . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Gear and Bearing Noise . . . . . . . . . . . . . . . . . . . . 19
General Information . . . . . . . . . . . . . . . . . . . . . . . 19

Low Speed Knock . . . . . . . . . . . . . . . . . . . . . . . . . 20


Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

GENERAL INFORMATION

GEAR AND BEARING NOISE

Axle bearing problem conditions are usually caused


by:
Insufficient or incorrect lubricant
Foreign matter/water contamination
Incorrect bearing preload torque adjustment
When serviced, the bearings must be cleaned thoroughly. They should be dried with lint-free shop towels. Never dry bearings with compressed air.
This will overheat them and brinell the bearing
surfaces. This will result in noisy operation after repair.
Axle gear problem conditions are usually the result
of:
Insufficient lubrication
Incorrect or contaminated lubricant
Overloading (excessive engine torque)
Incorrect clearance or backlash adjustment
Insufficient lubrication is usually the result of a
housing cover leak. It can also be from worn axle
shaft or pinion gear seals. Check for cracks or porous
areas in the housing or tubes.
Using the wrong lubricant will cause overheating
and gear failure. Gear tooth cracking and bearing
spalling are indicators of this.
Axle component breakage is most often the result
of:
Severe overloading
Insufficient lubricant
Incorrect lubricant
Improperly tightened components
Common causes of overloading is from full-throttle
acceleration. Overloading happens when towing
heavier-than-recommended loads. Component breakage can occur when the wheels are spun excessively.
Insufficient or incorrect lubricants contribute to
breakage through overheating. Loose differential
components can also cause breakage.
Incorrect bearing preload or gear backlash will not
result in component breakage. Mis-adjustment will
produce enough noise to cause service repair before a
failure occurs. If a mis-adjustment condition is not
corrected, component failure can result.

GEAR NOISE
Axle gear noise can be caused by insufficient lubricant. Incorrect backlash, tooth contact, or worn/damaged gears can cause noise.
Gear noise usually happens at a specific speed
range. The range is 30 to 40 mph, or above 50 mph.
The noise can also occur during a specific type of
driving condition. These conditions are acceleration,
deceleration, coast, or constant load.
When road testing, accelerate the vehicle to the
speed range where the noise is the greatest. Shift
out-of-gear and coast through the peak-noise range.
If the noise stops or changes greatly, check for insufficient lubricant. Incorrect ring gear backlash, or
gear damage can cause noise changes.
Differential side and pinion gears can be checked
by turning the vehicle. They usually do not cause
noise in straight-ahead driving. These gears are
loaded during vehicle turns. If noise does occur during vehicle turns, the side or pinion gears could be
worn or damaged. A worn pinion gear mate shaft can
also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion gear bearings can all produce noise when worn or damaged.
Bearing noise can be either a whining, or a growling
sound.
Pinion gear bearings have a constant-pitch noise.
This noise changes only with vehicle speed. Pinion
bearing noise will be higher because it rotates at a
faster rate. Drive the vehicle and load the differential. If bearing noise occurs the pinion rear bearing is
the source of the noise. If the bearing noise is heard
during a coast, front bearing is the source.
Worn, damaged differential bearings usually produce a low pitch noise. Differential bearing noise is
similar to pinion bearing. The pitch of differential
bearing noise is also constant and varies only with
vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise

2 - 20

FRONT SUSPENSION AND AXLE

level. Where axle bearing damage is slight, the noise


is usually not noticeable at speeds above 30 mph.

LOW SPEED KNOCK


Low speed knock is generally caused by a worn Ujoint or by worn side-gear thrust washers. A worn
pinion gear shaft bore will also cause low speed
knock.

VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
Damaged drive shaft
Missing drive shaft balance weight
Worn, out-of-balance wheels
Loose wheel lug nuts
Worn U-joint
Loose spring U-bolts
Loose/broken rear springs or shackles
Damaged axle shaft bearings
Loose pinion gear nut
Excessive pinion yoke run out
Bent axle shaft
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear-end vibration. Do not overlook engine accessories, brackets
and drive belts.

All driveline components should be examined before starting any repair.


Refer to Group 22, Tires And Wheels for additional
information.

DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
High engine idle speed
Loose engine/transmission/transfer case mounts
Worn U-joints
Loose spring shackles or U-bolts
Loose pinion gear nut and yoke
Excessive ring gear backlash
Excessive differential side gear-to-case clearance
With 2WD vehicles, a worn bushing in the
transmission extension housing can also cause
noise.
The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle on a hoist with the wheels free to rotate.
Instruct the helper to shift the transmission into
gear. Listen for the noise, a mechanics stethoscope is
helpful in isolating the source of a noise.

FRONT SUSPENSION AND AXLE


SERVICE DIAGNOSIS

2 - 21

2 - 22

FRONT SUSPENSION AND AXLE


SERVICE DIAGNOSIS (CONTD)

FRONT SUSPENSION AND AXLE

2 - 23

CV DRIVE SHAFT
INDEX
page

page

Inner CV Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Outer CV Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Rubber Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Service Information . . . . . . . . . . . . . . . . . . . . . . . . 23
Shaft Removal/Installation . . . . . . . . . . . . . . . . . . . 24

SERVICE INFORMATION

outer CV joints. Apply only the specified lubricant amount to each CV joint.

The two constant velocity (CV) drive shafts are


identical and interchangeable. They are comprised of
three major components (Fig. 1):
An inner, tripod CV joint
A short, solid interconnecting shaft
An outer, Rzeppa CV joint with stub shaft
The axle shafts are equipped with ABS tone
wheels. The sensors are attached to the knuckle assemblies and tone wheels are pressed on the axle
shaft. Use care when removing axle shafts as
NOT to damage the tone ring or sensor.
The inner tripod-joints are attached to the axle
shaft flanges (Fig. 1). The outer joint is splined and
mates with the hub bearing on the knuckle.
The lubricant amounts included with replacement rubber boots are different for inner and

CAUTION: Proper CV joint boot sealing is critical


for retaining the special lubricant. Prevent foreign
material from entering and contaminating the CV
joints. Mishandling a CV drive shaft can cause a
boot to be punctured or damage within the joints.
Always support both ends of the CV drive shaft
during removal and installation to avoid damage.
When replacing CV drive shaft components,
ensure that only exact replacements parts are
installed.

Fig. 1 CV Drive Shaft Components

2 - 24

FRONT SUSPENSION AND AXLE

SHAFT REMOVAL/INSTALLATION
REMOVAL
(1) Remove the cotter pin, nut lock, and spring
washer from the stub shaft (Fig. 2).

Fig. 4 Hub Nut & Washer


Fig. 2 Cotter Pin, Nut Lock & Spring Washer
Removal
(2) Loosen the lug nuts and hub nut while the vehicle is on the surface with the brakes applied (Fig.
3).

(3) Clean all foreign material from the stub shaft


threads. Install the hub nut and washer (Fig. 5).
(4) Apply the brakes and tighten hub nut to 258
Nzm (190 ft. lbs.) torque.
(5) Install the spring washer, nut lock and cotter
pin on the stub shaft (Fig. 6).
(6) Install the wheel and tire.

INNER CV JOINT

Fig. 3 Loosening Wheel Hub Nut


(3) Raise the vehicle. Remove the skid plate.
(4) Remove the hub nut and washer from the stub
shaft (Fig. 4). Remove the wheel and tire.
(5) Remove the bolts that attach the inner housing
flange to the axle shaft flange (Fig. 5).
(6) Support the drive shaft at the CV joint housings. Separate the stub shaft from the hub bearing.
Do not pull on the rubber boot. Remove the CV
drive shaft from the vehicle (Fig. 5).

INSTALLATION
(1) Insert the CV drive shaft stub into the hub
bearing.
(2) Attach the inner joint flange to the axle shaft
flange (Fig. 5). Tighten the bolts to 90 Nzm (65 ft.
lbs.) torque.

DISASSEMBLY
(1) Remove the CV drive shaft. Refer to CV Drive
Shaft Removal in this Group.
(2) Place the inner CV joint housing in a vise.
(3) Remove the inner rubber boot retaining clamps
and clamp protector. Pull the inner boot back onto
the interconnecting shaft. Discard the retaining
clamps.
(4) Pull the tripod and shaft straight out from the
inner CV joint housing.
(5) Move the snap retaining ring from the groove
behind the tripod (Fig. 7). Slide the tripod toward the
center of the shaft. Remove the C-clip on the outer
end of the shaft (Fig. 8).
(6) Remove the tripod from the shaft. Replace the
boot as necessary.
(7) Remove the lubricant from the interior of the
housing and from the tripod.
(8) Inspect the needle bearing raceways in the
housing and tripod components for excessive wear
and damage. Replace the tripod as a unit only if
necessary.
ASSEMBLY
(1) Slide the boot down enough for work access.
The inner boot will be marked and MUST only be
used on the tripod end.
(2) Install the snap ring past the ring grove (toward the center of the shaft). Slide the tripod onto
the end of the interconnecting shaft. Be sure the
chamfered end of the tripod is adjacent to the C-

FRONT SUSPENSION AND AXLE

2 - 25

Fig. 5 CV Drive Shaft Removal/Installation

Fig. 6 Cotter Pin Installation

Fig. 8 C-Clip Removal/Installation

Fig. 7 Snap Retaining Ring Removal


clip retaining ring groove (Fig. 8).

(3) Install the C-clip in the groove. Slide the tripod


out against the clip. Install the snap ring in the inner groove. Be sure the snap ring and C-clip are
seated.
(4) Apply the lubricant that is included with the
replacement rubber boot. Coat the interior of the
joint housing and the tripod. Insert and seat the tripod (and shaft) in the housing.
(5) Position the large-diameter end of the inner CV
joint rubber boot over the edge of the housing. Insert
the lip of the boot into the locating groove at the edge
of the housing (Fig. 9).
(6) Insert the small lip into the locating groove in
the interconnecting shaft.

2 - 26

FRONT SUSPENSION AND AXLE

Fig. 9 Inner CV Joint Boot

Fig. 11 Outer CV Joint Removal

(7) Retain the inner CV joint rubber boot in-place


on the housing and on the shaft with replacement retaining clamps. Refer to CV Joint Rubber Boots in
this Section.

(5) Remove the slinger (if damaged) from the outer


CV joint. Use a brass drift and a hammer. Tap
slinger ring off CV joint and discard.
(6) Remove the surplus lubricant. Apply installation alignment marks on the bearing hub, bearing
cage and housing with dabs of paint (Fig. 12).

OUTER CV JOINT
If the outer CV joint is excessively worn, replace the entire CV joint and rubber boot.

DISASSEMBLY
(1) Remove the CV drive shaft. Refer to CV Drive
Shaft Removal in this Group.
(2) Unsnap the clamp protectors (if installed). Remove retaining clamps from the outer CV joint and
discard. Slide the boot off the outer joint and down
the shaft.
(3) Remove the lubricant to expose the outer CV
joint components (Fig. 10).

Fig. 12 Ball Access

Fig. 10 Outer CV Joint Components


(4) Clamp the shaft in a vise (with soft jaws). Support the outer CV joint. Use snap ring pliers to release the clip from the groove. Slide the outer CV
joint from the shaft. (Fig. 11).

(7) Clamp the outer CV joint in a vertical position.


Place the stub shaft in a soft-jawed vise (to avoid
damage to the shaft splines).
(8) Press down on one side of the bearing cage/hub
to tilt the cage. This will provide access to a ball at
the opposite side of the cage. If the CV joint is tight,
use a hammer and brass drift to loosen the bearing
hub. Do not contact the bearing cage with the
drift.
(9) Remove the ball from the bearing cage (Fig.
13). If necessary, a small pry bar can be used to pry
the ball loose from the cage.
(10) Repeat the step above until all six balls are
removed from the bearing cage.

FRONT SUSPENSION AND AXLE

2 - 27

Fig. 13 Ball Removal

Fig. 15 Bearing Hub Removal

(11) Tilt the bearing cage and hub to a vertical position. Remove the cage from the housing. Pull cage
upward and away from the housing (Fig. 14).

(5) Inspect the bearing cage for wear, grooves, ripples, cracks and chipping.
(6) Inspect the bearing hub (Fig. 10) for excessive
wear and scoring on ball raceways.
Polished contact surface areas on the raceways and on the bearing cage spheres are normal. If the joints cause a noise or a vibration,
replace them.

ASSEMBLY
(1) Lightly apply lubricating oil to all the outer CV
joint components (Fig. 9) before assembling them.
(2) Align the bearing hub, cage and housing (Fig.
12) according to the alignment reference marks.
(3) Insert one of the bearing hub lands into a bearing cage window (Fig. 15). Roll the hub into the cage.
Rotate the bearing hub 90 to complete the installation (Fig. 16).

Fig. 14 Bearing Cage & Hub Removal


(12) Turn the bearing hub 90 from the bearing
cage. Align one pair of the hub lands with the cage
windows. Raise and insert one of the lands into the
adjacent cage window. Remove the bearing hub by
rolling it out of the cage (Fig. 15).

INSPECTION
Inspect the lubricant for contamination. Inspect the
outer CV joint components for defects according to
the following instructions.
(1) Clean all the components with an appropriate
solvent and dry them with compressed air.
(2) Inspect the ball raceways in the housing for excessive wear and scoring.
(3) Examine the stub shaft splines and threads for
damage.
(4) Inspect the balls for pitting, cracks, scoring and
excessive wear. A dull exterior surface is normal.

Fig. 16 Bearing Hub Installation


(4) Insert bearing cage/hub into the housing (Fig.
18). Rotate the cage/hub 90 to complete the installation (Fig. 19).
(5) Apply the lubricant included with the replacement rubber boot to the ball raceways. Spread the lu-

2 - 28

FRONT SUSPENSION AND AXLE

Fig. 17 Assembled Bearing Cage & Hub


Fig. 20 Ball Installation In Raceway
outer CV joint. Use installer tool L-4518-1 from tool
set L-4518 and hammer slinger onto joint until it
seats (Fig. 21).
CAUTION: Prevent damage to the slinger after installation or a when a replacement outer CV joint is
installed.

Fig. 18 Bearing Cage & Hub Installation

Fig. 21 Slinger Installation


Fig. 19 Bearing Cage & Hub Installed In Housing
bricant equally between all the raceways. One packet
of lubricant is sufficient to lubricate the complete CV
joint.
(6) Tilt the bearing hub and cage and install the
balls in the raceways (Fig. 20).
(7) Apply a small amount of lubricant to inner diameter of slinger. Place slinger squarely on the

(8) Position the small-diameter end of the replacement rubber boot on the interconnecting shaft. Retain the boot with a replacement clamp. Refer to CV
Joint Rubber Boots in this Section.
(9) Align the shaft splines to the outer CV joint
splines. Push the outer CV joint until the snap ring
seats in the groove (Fig. 22).

FRONT SUSPENSION AND AXLE

2 - 29

and outer large clamps. The clamps are installed according to the provided instructions below.

Fig. 22 Outer CV Joint Installation


(10) Ensure that the snap ring is properly seated
in the housing. Pull the outer CV joint from the interconnecting shaft to test.
(11) Place the large-diameter end of the replacement rubber boot over the edge of the CV joint housing. Ensure that the boot is not twisted.
(12) Retain the rubber boot on the housing with a
replacement retaining clamps. Refer to CV Joint
Rubber Boots in this Section.

RUBBER BOOTS
HANDLING AND CLEANING PRECAUTIONS
Extreme care must be exercised to avoid puncturing or tearing the boots.
The rubber material in shaft boots is not compatible with oil, gasoline, or petroleum-based
cleaning solvents. Do not expose the rubber
boots to any of these fluids. Use only soap and
water to clean the rubber boots. After cleaning,
the rubber boot must be thoroughly rinsed and
dried.
INSPECTION
Look for lubricant around the exterior of a boot.
When a CV drive shaft is removed from the vehicle
for service, the boot should be properly cleaned. Inspect for cracks, tears and scuffed areas on the surfaces. If any of these conditions exist, boot
replacement is recommended.
RETAINING CLAMPS
Two different sizes of ladder type clamps are used
to retain the rubber boots. The same size ladder
clamp is used to retain the small-diameter end of the
inner and outer CV Joint rubber boots. Clamp Installer/Remover C-4124 is used to compress and
tighten the clamp (Fig. 23). Service replacement
clamps use a protective plastic strap over both inner

Fig. 23 Boot Retaining Clamp Locations


RUBBER BOOT INSTALLATION
The CV drive shaft rubber boots are the same
for inner and outer CV joints.
The lubricant amounts included with replacement rubber boots are different for inner and
outer CV joints. Apply only the specified lubricant amount to each CV joint.
(1) Insert the lip located within the small-diameter
end of the rubber boot into the shaft groove (Fig. 23).
(2) Retain the small-diameter of the boot on the
shaft with a ladder-type clamp in the boot groove
(Fig. 23). Ensure that the boot and lip are properly
positioned on the interconnecting shaft. Position the
clamp tangs in the slots and manually tighten the
clamp as much as possible.
(3) Compress the clamp bridge with Remover/Installer C-4124. Squeeze the tool handles to complete
the tightening of the clamp (Fig. 24). Care must be
exercised when using the tool to avoid cutting
through the clamp bridge or damaging the rubber boot.
(4) Position the large-diameter end of the boot on
the inner or outer CV joint housing (as applicable).
After the inner joint boot small clamp is installed,
the inboard hub must be set to a service build length.
Compress the inner hub down the connector
shaft. Use a small blunt drift between the large
end and the boot seal to relieve the pressure. The
distance edge of the lip to the edge of the flange
should be 190.00 mm (7.48 in.) (Fig. 25). This will
eliminate excess air that can cause a Ballooning affect and possibly cause damage to the boot.
(5) Ensure that the rubber boot is not twisted and
that it is correctly positioned on the housing.
(6) Install the large ladder clamp on the boot and
secure as done with the small ladder clamps (Fig.
24).

2 - 30

FRONT SUSPENSION AND AXLE

Fig. 24 Compressing Clamp Bridge


(7) Install the two piece plastic clamp protector
over each of the large diameter clamps. Snap the
pieces together.
(8) Install the CV drive shaft. Refer to CV Drive
Shaft Installation in this Group.

Fig. 25 Inboard Joint Service Build Length

FRONT SUSPENSION AND AXLE

2 - 31

7 1/4 INCH FRONT AXLE


INDEX
page
Axle Shaft, Seal and Bearing . . . . .
Differential and Pinion Measurement
Set C-3715-B . . . . . . . . . . . . . . .
Differential Case Removal . . . . . . .
Drive Axle Assembly Replacement .

..........
with Gauge
..........
..........
..........

. . 35
. . 40
. . 37
. . 31

GENERAL INFORMATION
The 7 1/4 inch front axle consists of a cast iron differential housing with axle shaft tubes extending
from either side. The tubes are pressed into and
welded to the differential housing to form a one-piece
axle housing.
The integral type housing, hypoid gear design has
the centerline of the pinion set below the centerline
of the ring gear.
The axle has a fitting for a vent hose used to relieve internal pressure caused by lubricant vaporization and internal expansion.
The axle shafts are retained by C-clips in the differential side gears.
The cover provides a means for inspection and service of the differential without removing the axle.
The axles have the gear ratio listed on a tag. The
tag is attached to the housing cover.
The differential case is a one-piece design. The differential pinion mate shaft is retained with a
threaded roll pin. Differential bearing preload and
ring gear backlash is adjusted by the use of threaded
adjusters. The adjusters are located between the differential bearing cups and housing tubes. Pinion
bearing preload is set and maintained by the use of a
collapsible spacer.
PINION GEAR DEPTH MEASUREMENT WITH
GAUGE SET C-3715-B is used when;
The axle/differential housing is being replaced
The original pinion depth shim pack is lost or misplaced
Replacing the differential case
Replacing pinion and differential bearings

LUBRICANT SPECIFICATIONS
Multi-purpose, hypoid gear lubricant should be
used in the 7 1/4 inch axle. The lubricant should
have MIL-L-2105C and API GL 5 quality specifications. MOPARt Hypoid Gear Lubricant conforms to
both of these specifications.
The factory installed lubricant for the 7 1/4 inch
front axle is SAE 80W 90 gear lubricant
The factory installed lubricant quantity is 4861
fluid oz.

page
General Information . . . . . . . .
Lubricant Change . . . . . . . . . .
Lubricant Specifications . . . . . .
Pinion Gear Shaft Removal . . .
Pinion Shaft Seal Replacement

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Refer to Group 0, Lubrication and Maintenance for


additional information.
CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.

DRIVE AXLE ASSEMBLY REPLACEMENT


REMOVAL
It is not necessary to remove the complete axle
from the vehicle for routine or differential service. If
the differential housing or axle shaft tubes are damaged, the complete axle can be removed and installed.
(1) Raise and support the vehicle. Remove the skid
plate.
(2) Remove the CV drive shaft. Refer to CV Drive
Shaft Removal in this Group.
(3) Remove the front propeller shaft from the
transfer case. Refer to Group 16, Propeller Shafts.
(4) Unbolt the axle from the support brackets. Refer to (Fig. 2).
(5) Use an adjustable and movable jack to support
the differential housing while removing the bolts.
(6) Lower the jack and housing. Remove the axle
and propeller shaft from vehicle.
INSTALLATION
(1) Raise the housing and propeller shaft into position. Loosely install the bolts and nuts to the brackets (Fig. 2).
A drift pin will be helpful when aligning the
bolt holes. There are alignment holes in the
adapter and in the support brackets for this
purpose.
(2) Tighten all the bolts finger-tight, then tighten
according to the following specifications:
Insulator-to-differential
(left
side)
housing
nut102 Nzm (75 ft. lbs.) torque
Insulator-to-square block (right side) housing
nut102 Nzm (75 ft. lbs.) torque
Transmission support bracket-to- housing bolt88
Nzm (65 ft. lbs.) torque

2 - 32

FRONT SUSPENSION AND AXLE

Fig. 1 Drive Axle7 1/4 Inch Axle

FRONT SUSPENSION AND AXLE

2 - 33

Fig. 2 Axle and Engine Mounting


Support bracket-to-adapter (left side) bolt88 Nzm
(65 ft. lbs.) Torque
(3) Connect the propeller shaft to the transfer case
output shaft flange. Refer to Group 16, Propeller
Shafts.
(4) Connect the CV drive shafts to the axle shaft
flanges. Refer to CV Drive Shaft in this Group.
(5) Install the skid plate with the bolts. Tighten
the bolts to 23 Nzm (200 in. lbs.) torque.
(6) Adjust the vehicle in a level position. Check the
differential housing lubricant level.
(7) If necessary, add MOPARt Hypoid Gear Lubricant (or an equivalent).
(8) Remove the supports and lower the vehicle to
the surface.

(5) Remove the sealant from the housing and cover


surfaces. Use solvent to clean the mating surfaces.
(6) Apply a bead of MOPARt Silicone Rubber Sealant to the housing cover (Fig. 3). Allow the sealant
to cure for a few minutes.

LUBRICANT CHANGE
The gear lubricant will drain quicker if the vehicle
has been recently driven.
(1) Raise and support the vehicle.
(2) Remove the lubricant fill hole plug from the differential housing cover.
(3) Remove the differential housing cover and
drain the lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth. Do not use water,
steam, kerosene or gasoline for cleaning.

Fig. 3 Typical Housing Cover With Sealant

2 - 34

FRONT SUSPENSION AND AXLE

Install the housing cover within 5 minutes after applying the sealant. If not installed the
sealant must be removed and another bead applied.
(7) Install the cover and any identification tag.
Tighten the cover bolts in a criss-cross pattern to 47
Nzm (35 ft. lbs.) torque.
(8) Refill the differential with MOPARt Hypoid
Gear Lubricant within 13 mm (1/2 in.) below the fill
plug hole.
(9) Install the fill hole plug and lower the vehicle.

PINION SHAFT SEAL REPLACEMENT


REMOVAL
(1) Raise and support the vehicle.
(2) Mark the propeller shaft yoke and pinion yoke
for installation alignment reference.
(3) Remove the propeller shaft from the yoke.
(4) Rotate the pinion gear three or four times.
(5) Measure the amount of torque (in Newtonmeters or inch-pounds) necessary to rotate the pinion
gear with a torque wrench. Note the torque for installation reference. It must be known to properly
adjust the pinion gear bearing preload torque
after seal installation.
(6) Remove the pinion yoke nut and washer. Use
Remover C-452 and Wrench C-3281 to remove the
pinion yoke (Fig. 4).
(7) Mark the positions of the yoke and pinion gear
for installation alignment reference.

Fig. 5 Pinion Seal Removal

Fig. 6 Pinion Seal Installation


(2) Align the installation reference marks and install yoke on the pinion gear with Installer C-3718
and Wrench C-3281.
(3) Install the Belleville washer. The convex side of
the washer must face outward. Install a new nut on
the pinion gear. Tighten the nut only enough to
remove the shaft end play.

Fig. 4 Pinion Yoke Removal


(8) Remove the pinion shaft seal with Puller C-748
(Fig. 5). Clean the seal contact surface in the housing
bore.

INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal. Install seal with Installer C-4076-A
and Handle C-4735.

CAUTION: Exercise care during the bearing preload


torque adjustment. Do not over-tighten, or loosen
and then re-tighten the nut. Do not exceed the bearing preload torque. The collapsible preload spacer
on the pinion shaft will have to be replaced. The
bearing preload torque will be re-adjusted afterward.

FRONT SUSPENSION AND AXLE

2 - 35

(4) Install a socket and inch-pound torque wrench


on the pinion nut.
(5) Rotate the shaft with the torque wrench and
note the torque.
Required preload torque is the amount recorded during removal plus an additional 0.56
Nzm (5 in. lbs.).
(6) Use Flange Wrench C-3281 to retain the yoke
and shaft (Fig. 7). Tighten the shaft nut in very
small increments.

Fig. 8 Pinion Mate Shaft Lock Screw


(6) Push the axle shaft in toward the center of the
vehicle. Remove the axle shaft C-clip lock from the
axle shaft (Fig. 9).

Fig. 7 Tightening Pinion Shaft Nut


(7) Continue tightening the shaft nut in small increments until the correct bearing preload torque is
attained.
(8) Align the installation reference marks and attach the propeller shaft to the yoke.
(9) Add API grade GL 5 hypoid gear lubricant to
the differential housing, if necessary.
(10) Lower the vehicle.

AXLE SHAFT, SEAL AND BEARING


LEFT SIDE AXLE SHAFT REMOVAL
(1) Raise and support the vehicle.
(2) Disconnect CV drive shaft from axle shaft
flange. Refer to CV Drive Shaft Removal.
(3) Clean all the foreign material from housing
cover area.
(4) Loosen the housing cover bolts and drain the
lubricant from the housing. Remove the housing
cover.
(5) Rotate the differential case so the differential
pinion shaft lock screw is accessible. Remove the lock
screw and pinion shaft from the differential case
(Fig. 8).

Fig. 9 Axle Shaft C-Clip Lock


(7) Remove the axle shaft. Use care to prevent
damage to the axle shaft bearing, which will remain
in the axle shaft tube.
(8) Inspect the axle shaft bearing contact surface
area for indications of brinelling, spalling, and pitting.
(9) If any of these conditions exist, the axle shaft
and bearing must be replaced.
The normal appearance (from roller bearing
contact) will be a dull gray surface area that
could appear slightly dented.

RIGHT SIDE AXLE SHAFT REMOVAL


(1) Raise and support the vehicle.
(2) Remove CV drive shaft from axle shaft flange.
Refer to CV Drive Shaft Removal.
(3) Remove shock absorber.
(4) Turn torsion bar adjustment bolt counter-clockwise to completely remove tension from torsion bar.
Count the number of turns for installation reference.

2 - 36

FRONT SUSPENSION AND AXLE

(5) Remove cotter pin and nut from lower ball


stud. Separate ball stud from knuckle with Remover
C-3564A.
(6) Clean all the foreign material from housing
cover area.
(7) Loosen the housing cover bolts and drain the
lubricant from the housing. Remove the housing
cover.
(8) Rotate the differential case so the differential
pinion shaft lock screw is accessible. Remove the lock
screw and pinion shaft from the differential case
(Fig. 8).
(9) Push the axle shaft in toward the center of the
vehicle. Remove the axle shaft C-clip lock from the
axle shaft (Fig. 9).
(10) Lift knuckle and upper suspension arm up
and remove the axle shaft. Use care to prevent damage to the axle shaft bearing, which will remain in
the axle shaft tube.
(11) Inspect the axle shaft bearing contact surface
area for indications of brinelling, spalling, and pitting.
(12) If any of these conditions exist, the axle shaft
and bearing must be replaced.
The normal appearance (from roller bearing
contact) will be a dull gray surface area that
could appear slightly dented.

SEAL AND BEARING REMOVAL


(1) Remove the axle shaft seals (Fig. 10) with a
small pry bar.

Fig. 10 Axle Shaft, Seal & Bearing


(2) Remove the bearing if it appears damaged or
the axle shaft shows any of the conditions described
above.
(3) Remove the bearing with Remover C-4167 and
Slide Hammer C-637.
(4) Inspect the axle shaft tube bore for roughness
and burrs. Remove as necessary.

CAUTION: Inspect the housing bore for burrs. Remove them if they exist.

BEARING AND SEAL INSTALLATION


(1) Wipe the bore in the axle shaft tube clean.
(2) Install bearing into axle shaft tube with Installer C-4198 and Handle C-4171.
CAUTION: DO NOT use the new axle shaft seal to
position or seat the bearing in the axle shaft bore.
(3) Install a new axle shaft seal (Fig. 11) with Installer C-4203 and Handle C-4171. The flat side of
the installation tool must face the seal.

Fig. 11 Axle Shaft Seal Installation


AXLE SHAFT INSTALLATION
(1) Lubricate the bearing bore and seal lip. Insert
the axle shaft and engage the splines with the side
gear. Use care to prevent the shaft splines from
damaging the axle shaft seal lip.
(2) Insert the C-clip lock in the recessed groove.
Push the axle shaft outward to seat the C-clip lock.
(3) Insert the pinion gear mate shaft in the case.
Install through the thrust washers and pinion gears.
Align the hole in the shaft with the lock screw hole.
Install the lock screw with Loctite on the threads.
Tighten the screw to 11 Nzm (8 ft. lbs.) torque.
(4) Clean the cover and apply a bead of sealant.
Refer to the Drain and Refill in this section.
(5) Remove the fill hole plug. Fill the differential
housing with lubricant. Refer to the Specifications
chart for the type and the quantity. Install the fill
hole plug.
LEFT AXLE SHAFT
(1) Install the CV drive shaft. Refer to CV Drive
Shaft Installation.
(2) Lower the vehicle and test the axle for correct
operation.

FRONT SUSPENSION AND AXLE

2 - 37

RIGHT AXLE SHAFT


(1) Insert lower ball stud into steering knuckle. Install nut and tighten to 163 Nzm (120 ft. lbs.). Install
new cotter pin.
(2) Turn torsion bar adjustment bolt clockwise the
number of turns recorded during removal.
(3) Install CV drive shaft. Refer to CV Drive Shaft
Installation.
(4) Install shock absorber.
(5) Lower the vehicle and test the axle for correct
operation.

DIFFERENTIAL CASE REMOVAL


(1) Remove the axle shafts, Refer to Axle Shaft Removal.
Side play and runout checks taken during
disassembly will be very useful in reassembly.
(2) Measure for differential side play. Position a
screwdriver or pinch bar between left side of axle
housing and case flange (Fig. 12). Use a prying motion to determine if any side play exists. There
should be no side play.

Fig. 13 Ring Gear Runout Measurement


tor pointer. Mark the ring gear and the differential
case at the areas of maximum runout. The ring gear
runout should not exceed 0.005 inch (0.13 mm). If the
runout exceeds 0.005 inch (0.13 mm), a damaged differential case could be the cause.
The marking on the differential case will be
very useful later during the differential case
runout.
(5) Mark the differential housing and the differential bearing caps for installation reference (Fig. 14).

Fig. 12 Differential Case Side Play Test


Side play resulting from bearing races being
loose on case hubs requires replacement of the
differential case. Otherwise, use threaded adjuster to remove the side play before measuring
the ring gear runout.
(3) Eliminate any side play in the differential case.
Attach Dial Indicator to Pilot stud C-3288-B. Place
the indicator plunger at a right angle (90) to the
ring gear (Fig. 13). The plunger should exert a slight
force against the gear face.
(4) Measure the runout by turning the ring gear
several complete revolutions. Observe the dial indica-

Fig. 14 Housing & Caps Marked For Installation


Reference
(6) Remove the bearing threaded adjuster lock
from each bearing cap. Loosen the bolts, but do not
remove the bearing caps.
(7) Loosen the threaded adjusters with Wrench
C-4164 (Fig. 15).
(8) Hold the differential case in place. Remove the
bearing caps (Fig. 16), adjusters and the differential
case.
Each differential bearing cup and threaded
adjuster must be kept in their respective bear-

2 - 38

FRONT SUSPENSION AND AXLE

Fig. 15 Threaded Adjuster Tool

Fig. 16 Differential Bearing Cap RemovedTypical


ing. The adjusters for 7 1/4 Inch axles will remain in the differential housing.

PINION GEAR SHAFT REMOVAL


(1) Remove the pinion gear nut and washer. Use
Puller C-452 and Wrench C-3281 to remove the pinion gear yoke (Fig. 17).
(2) Remove the pinion shaft seal with Puller C-748
(Fig. 18). Clean the seal contact surface in the housing bore.
(3) Force the pinion gear out the front bearing to
remove the shaft and front bearing. This will damage the front bearing rollers and bearing cup.
The front bearing and cup must be replaced.
Discard the bearing collapsible spacer.
(4) Remove the front and rear bearing cups.

Fig. 17 Pinion Gear Yoke Removal

Fig. 18 Pinion Seal Removal


Front bearing cup use Remover C-4306 and Handle C-4171
Rear bearing cup use Remover C-4306 and Handle
C-4171
(5) Remove the rear bearing from the pinion shaft
with Puller C-293-PA and Adapter C-293-40 (Fig. 19).
Remove and record the pinion gear depth shims.

RING GEAR
Do not remove the ring gear from case unless
the runout must be measured.
(1) Clamp the case (with the ring gear bolts facing
upward). Use a vise equipped with soft jaws (brass).
(2) Remove and discard the ring gear bolts. The
bolts have left-hand threads. Use a hammer and a
brass drift to force the ring gear loose from the case
pilots. Remove the ring gear.

FRONT SUSPENSION AND AXLE

2 - 39

runout must not exceed 0.003 inch (0.08 mm). If the


runout exceeds the amount, replace the differential
case.
You can reduce excessive ring gear runout by
positioning the ring gear runout mark 180 degrees opposite the flange runout mark.
(5) Remove the differential bearing cap bolts. Remove the differential case from the differential housing.

DIFFERENTIAL CASE DISASSEMBLY


(1) Rotate the side gears until the pinion gears are
located at the differential case opening and remove
them.
(2) Remove the side gears and the thrust washers.
(3) Remove the differential bearings from the case
hubs with Puller C-293-PA and Adapter C-293-44 and
Plug SP-3289 (Fig. 21).

Fig. 19 Inner Bearing Removal


CASE FLANGE RUNOUT MEASUREMENT
(1) If the ring gear runout exceeded 0.005 inch
(0.13 mm), case flange runout should also be measured. Install the case with the bearing cups and the
threaded adjusters close to their original position.
(2) Install the bearing caps and bolts. Tighten the
bolts lightly. Use Wrench C-4164 to thread both adjusters inward. Remove all side play.
(3) Attach Dial Indicator to measure the flange
runout. The plunger should contact the ring squarely
between the outer edge and the gear bolt holes (Fig.
20).

Fig. 21 Differential Bearing Removal

Fig. 20 Case Flange Runout Measurement


(4) Rotate the differential case several times. Observe the dial indicator pointer. Mark the area of
maximum flange runout. The differential case flange

CLEANING AND INSPECTION


(1) Clean all of the differential components in
cleaning solvent. Allow the bearings to either air dry
or dry them with a lint-free cloth. Dry the other components with compressed air.
(2) Examine each component for wear or damage.
(3) Replace shims, bearings and cups as a set only.
Replace bearings and cups if either is galled, worn,
cracked, or damaged.

2 - 40

FRONT SUSPENSION AND AXLE

(4) Inspect the differential side and pinion gears.


Replace any gear that is worn, cracked or chipped.
(5) Inspect the differential case. Replace the case if
cracked or damaged.
Polish each axle shaft with No. 600 crocus
cloth. This can remove slight surface damage.
Do not reduce the diameter of the axle shaft
seal contact surface. When polishing, the crocus
cloth should be moved around the circumference of the shaft (not in-line with the shaft).
When replacing a drive pinion gear bearing,
always replace the bearing and cup as a
matched set only.
(6) Inspect the axle shaft C-clip locks for cracks
and excessive wear. Replace them if necessary.
(7) Test each threaded adjuster to determine if it
rotates freely.
(8) If an adjuster binds, repair the damaged
threads or replace the adjuster.

DIFFERENTIAL CASE ASSEMBLY


(1) Lubricate all the differential case components
with gear lubricant.
(2) Place the thrust washers on the differential
side gears. Position the gears in the differential case
counterbores.
If replacement side gears or thrust washers
are used, refer to Differential Side Gear Clearance Measurement And Adjustment.
(3) Position the thrust washers on the differential
pinion gears. Mesh the pinion gears with the side
gears. Ensure that the pinion gears are exactly
180 degrees opposite each other.
(4) Rotate the side gears to align the pinion gears
and thrust washers. Align these components with the
mate shaft bores in the case.
(5) If the ring gear was removed, clean all contact
surfaces. Use an Arkansas stone or fine file to remove any sharp areas from the chamfered inside diameter.
(6) If removed, heat ring gear with a heat lamp or
by immersing in a hot fluid. The temperature should
not exceed 149C (300F). Do not use a torch to
heat the ring.
(7) Position heated gear on case. Use two equally
spaced Pilot Studs C-3288-B to align the gear with
the flange holes (Fig. 22).
(8) Install replacement ring gear bolts (with left
hand threads). Alternately and evenly tighten each
bolt to 95 Nzm (70 ft. lbs.) torque.
CAUTION: When installing a differential bearing,
never apply force to the bearing cage because bearing damage will result.
(9) Place a differential bearing on each hub with
Installer C-3716-A and Handle C-4171 (Fig. 23).

Fig. 22 Case-To-Ring Gear Alignment

Fig. 23 Differential Bearing Installation

DIFFERENTIAL AND PINION MEASUREMENT WITH


GAUGE SET C-3715-B
(1) Use pinion gear adjustment gauge set C-3715-B
(Fig. 24) and continue the assembly:
(2) Install front (outer) bearing cup use Installer
D-130 and Handle C-4171.
(3) Install rear (inner) bearing cup, use Installer
D-146 and Handle C-4171.
Assemble C-3715-B Tool Set as described (Fig.
24);
Position Spacer (SP-3244) over Shaft (SP-5385)
Position pinion rear bearing on shaft
Position tools (with bearing) in the housing
Install Sleeve (SP-3245)
Install pinion front bearing
Install Sleeve (SP-3194-B), Washer (SP-534) and
Nut (SP-3193)

FRONT SUSPENSION AND AXLE

2 - 41

(8) Center the tool. Place a piece of 0.002 inch


shim stock at each end of the arbor. Position the
bearing caps on the arbor tool. Install the bolts.
Tighten the cap bolts to 14 Nzm (10 ft. lbs.) torque.
(9) Trial fit depth shim(s) between the crossbore
arbor and gauge block (Fig. 26). The depth shim(s)
fit must be snug but not tight (drag friction of a
feeler gauge blade).

Fig. 24 7 1/4 Inch Axle Pinion Adjustment Tools


(4) Prevent compression sleeve tool from turning
with Wrench C-3281. Tighten the nut to seat the pinion bearings in the housing (Fig. 25). Allow the
sleeve to turn several times during the tightening to
prevent brinelling the bearing cups or the bearings.

Fig. 26 Depth Shim(s) Selection

Fig. 25 Seating Pinion Bearings


Depth shim(s) are positioned between the pinion gear rear bearing and pinion gear to provide the separation distance. The required
thickness of the depth shim(s) is determined according to the following information.
(5) Loosen the compression nut tool. Lubricate the
pinion gear front and rear bearings with gear lubricant. Re-tighten the compression nut tool to 1 to 3
Nzm (15 to 25 in. lbs.) torque. Rotate the pinion gear
several complete revolutions to align the bearing rollers.
(6) Install Gauge Block;
Install Gauge Block SP-3250 at the end of SP-5385
Install Cap Screw (SP-536) and tighten with
Wrench SP-531
(7) Position Crossbore Arbor (SP-3243) in the differential housing (Fig. 24).

Depth shims are available in 0.001-inch increments from 0.020 inch to 0.038 inch.
(10) Note the etched number on the face of the
drive pinion gear. The numbers represent thousandsof-an-inch deviation from the standard. If the number is - (negative), add that value to the required
thickness of the depth shim(s). If the number is +
(positive), subtract that value from the thickness of
the depth shim(s). If the number is 0, no change is
necessary.
(11) Remove the tools from the differential housing.
(12) Position the depth shim(s) on the pinion gear.
Install the rear bearing with Installer C-3717 (Fig.
27). Be sure the contact surfaces are clean and without foreign particles.
(13) Lubricate the pinion gear front and rear bearings with gear lubricant.
(14) Install the pinion gear in the housing. Install
the new collapsible spacer at the end of the pinion
gear. Install the pinion gear front bearing.
(15) Install the pinion yoke with Remover/Installer
C-3718 and Wrench C-3281 (Fig. 28).
It is necessary to use the tools (above) to correctly seat the front bearing on the drive pinion gear shaft (Fig. 28).
CAUTION: Use care to prevent collapsing preload
collapsible spacer during installation of the yoke
and seating the front bearing.
(16) Remove yoke and tools from the pinion gear.

2 - 42

FRONT SUSPENSION AND AXLE


PINION GEAR DEPTH VARIANCE

Fig. 28 Pinion Yoke Installation


Fig. 27 Shaft Rear Bearing Installation
(17) Install the pinion seal with Seal Installer
C-4076-A and Handle C-4735-1 (Fig. 29).
The outer perimeter of the seal is pre-coated
with a special sealant. An additional application of sealant is not required.
(18) Install the pinion yoke with Remover/Installer
C-3718 and Wrench C-3281.
(19) Remove the tools. Install the Belleville
washer. The convex side of the washer must face outward. Install the pinion nut.

(20) Retain pinion yoke with Wrench C-3281. Initially tighten the drive pinion gear shaft nut enough
to remove the bearing end play. While tightening, rotate the pinion shaft to ensure the bearing rollers are
correctly seated (Fig. 28).
(21) Tighten the pinion nut to (Fig. 30) 285 Nzm
(210 ft. lbs.) torque (minimum).
(22) Remove the tools from the shaft. Rotate the
pinion several complete revolutions (both directions)
to additionally seat the bearing rollers.

FRONT SUSPENSION AND AXLE

2 - 43

load torque is 1 Nzm (10 in. lbs.) torque in addition to the torque measured and recorded
during disassembly.

Fig. 29 Pinion Gear Seal Installation

Fig. 31 Bearing Preload Torque Measurement


The bearing preload torque should be constant during a complete revolution of the drive
pinion gear shaft. If the preload torque varies
during rotation of the shaft, there is an internal
binding that must be corrected before final assembly.
(24) If the specified torque is not obtained, tighten
the nut in small increments until the preload torque
is obtained.
The differential will be unacceptable for use
if the final nut torque is less than 285 Nzm (210
ft. lbs.) torque. If the preload torque is not
within the specified range this is also unacceptable.

Fig. 30 Tightening Pinion Gear Nut


CAUTION: Never loosen pinion gear nut to decrease
pinion gear bearing preload torque and never exceed specified preload torque. If preload torque is
exceeded a new collapsible spacer must be installed. The torque sequence will have to be repeated.
(23) Measure the pinion bearing preload torque by
rotating pinion shaft with a Newton-meter or an
inch-pound torque wrench. The correct bearing preload torque is 1 to 2 Nzm (10 to 20 in. lbs.). This
torque value is with replacement bearings and pinion
nut tightened to a minimum of 285 Nzm (210 ft. lbs.)
torque (Fig. 31).
When using original pinion rear bearing and
a replacement front bearing. The correct pre-

DIFFERENTIAL CASE INSTALLATION


(1) Apply a coating of hypoid gear lubricant to the
differential bearings, bearing cups and threaded adjusters. A dab of grease can be used to keep the adjusters in position. Carefully position the assembled
differential case in the housing.
(2) Observe the reference marks and install the
differential bearing caps at their original locations
(Fig. 32).
(3) Install the bearing cap bolts (Fig. 31). Tighten
the upper bolts to 14 Nzm (10 ft. lbs.) torque.
Tighten the lower bolts finger-tight until the bolt
head is lightly seated.
DIFFERENTIAL BEARING PRELOAD AND RING
GEAR BACKLASH ADJUSTMENT
The following must be considered when adjusting
differential bearing preload torque and ring gear
backlash:
The maximum ring gear backlash variation is
0.003 inch (0.076 mm)

2 - 44

FRONT SUSPENSION AND AXLE

Fig. 33 Threaded Adjuster Tool


Fig. 32 Bearing Caps & Bolts
Mark the gears so the same teeth are meshed during all backlash measurements
Maintain the specified threaded-adjuster torque
while adjusting
Excessive adjuster torque will introduce a high
bearing load and cause premature bearing failure
Insufficient adjuster torque can result in excessive
differential case free-play and ring gear noise
Insufficient adjuster torque will not support the
ring gear correctly and can cause excessive differential case free-play and ring gear noise
The differential bearing cups will not always
immediately follow the threaded adjusters as
they are moved during adjustment. Ensure accurate bearing cup responses to the adjustments. Maintain the gear teeth engaged
(meshed) as marked. The bearings must be
seated by rapidly rotating the pinion gear a
half turn back and forth. Do this five to ten
times each time the threaded adjusters are adjusted.
(1) Use Wrench C-4164 to adjust each threaded adjuster inward (Fig. 33) until the differential bearing
free-play is eliminated. Allow some ring gear backlash (approximately 0.01 inch/0.25 mm) between the
ring and pinion gear. Seat the bearing cups with the
procedure described above.
(2) Install Dial Indicator (Fig. 34). Position the
plunger against the drive side of a ring gear tooth.
Measure the backlash at 4 positions (90 degrees
apart) around the ring gear. Locate and mark the
area of minimum backlash.
(3) Rotate the ring gear to the position of the least
backlash. Mark the gear so that all future backlash
measurements will be taken with the same gear
teeth meshed.
(4) Loosen the right-side, tighten the left-side
threaded adjuster. Obtain backlash of 0.003 to 0.004
inch (0.076 to 0.102 mm) with each adjuster tight-

Fig. 34 Ring Gear Backlash Measurement


ened to 14 Nzm (10 ft. lbs.) torque. Seat the bearing
cups with the procedure described above.
(5) Tighten the differential bearing cap bolts to 61
Nzm (45 ft. lbs.) torque.
(6) Use Wrench C-4164 to tighten the right-side
threaded adjuster to 95 Nzm (70 ft. lbs.) torque. Seat
the bearing cups with the procedure described above.
Continue to tighten the right-side adjuster and seat
bearing cups until the torque remains constant at 95
Nzm (70 ft. lbs.)
(7) Measure the ring gear backlash. The range of
backlash is 0.003 to 0.006 inch (0.076 to 0.152 mm).
Continue increasing the torque at the right-side
threaded adjuster until the specified backlash is obtained.
The left-side threaded adjuster torque should
have approximately 95 Nzm (70 ft. lbs.) torque.
If the torque is considerably less, the complete
adjustment procedure must be repeated.
(8) Tighten the left-side threaded adjuster until 95
Nzm (70 ft. lbs.) torque is indicated. Seat the bearing
rollers with the procedure described above. Do this
until the torque remains constant.

FRONT SUSPENSION AND AXLE

2 - 45

(9) Install the threaded adjuster locks . Ensure the


lock finger is engaged with the adjuster hole. Tighten
the lock screws to 10 Nzm (90 in. lbs.) torque.

SIDE GEAR CLEARANCE MEASUREMENT AND


ADJUSTMENT
When measuring side gear clearance, check each
gear independently. One side gear can have an acceptable clearance and other side gear to have an unacceptable clearance. If it necessary to replace a side
gear, replace both gears as a matched set.
(1) Install the axle shafts and C-clip locks and pinion mate shaft. If necessary, refer to the installation
located within this group.
(2) Measure each side gear clearance. Insert a
matched pair of feeler gauge blades between the gear
and differential housing on opposite sides of the hub
(Fig. 35).

Fig. 35 Side Gear Clearance Measurement


(3) If side gear clearances is no more than 0.005
inch. Determine if the shaft is contacting the pinion
gear mate shaft. Do not remove the feeler
gauges, inspect the axle shaft with the feeler
gauge inserted behind the side gear. If the end of
the axle shaft is not contacting the pinion gear mate
shaft, the side gear clearance is acceptable.
(4) If clearance is more than 0.005 inch (axle shaft
not contacting mate shaft), record the side gear clearance. Remove the thrust washer and measure its
thickness with a micrometer. Add the washer thickness to the recorded side gear clearance. The sum of
gear clearance and washer thickness will determine
required thickness of replacement thrust washer
(Fig. 36).

1.0 x 3.5 Fig. 36 Side Gear Calculations


In some cases, the end of the axle shaft will move
and contact the mate shaft when the feeler gauge is
inserted. The C-clip lock is preventing the side gear
from sliding on the axle shaft.
(5) If there is no side gear clearance, remove the
C-clip lock from the axle shaft. Use a micrometer to
measure the thrust washer thickness. Record the
thickness and re-install the thrust washer. Assemble
the differential case without the C-clip lock installed
and re-measure the side gear clearance.
(6) Compare both clearance measurements. If the
difference is less than 0.012 inch (0.305 mm), add
clearance recorded when the C-clip lock was installed
to thrust washer thickness measured. The sum will
determine the required thickness of the replacement
thrust washer.
(7) If clearance is 0.012 inch (0.305 mm) or greater,
both side gears must be replaced (matched set) and
the clearance measurements repeated.
(8) If clearance continues to be 0.012 inch (0.305
mm) or greater, the case must be replaced.

RING GEAR TEETH CONTACT PATTERN


ANALYSIS
The ring gear teeth contact patterns will show if
the pinion gear depth shim(s) have the correct thickness. It will also show if the ring gear backlash has
been adjusted correctly. The backlash must be maintained within the specified limits until the correct
teeth contact patterns are obtained.
Excessive backlash is corrected by moving the ring
gear teeth closer to the pinion gear teeth
Insufficient backlash is corrected by moving the
ring gear away from the pinion gear
(1) Apply yellow ferrous (iron) oxide compound to
both drive and coast sides of ring gear teeth.
(2) Rotate the ring gear one complete revolution in
both directions.
(3) Note patterns in compound. Refer to (Fig. 37)
for interpretation of contact patterns and adjust accordingly.
(4) Install the axle shafts. Refer to Axle Shaft Installation in this group.
(5) Install the housing cover. Refill the differential
with lubricant. Refer to Axle Shaft Installation.

2 - 46

FRONT SUSPENSION AND AXLE

Fig. 37 Gear Teeth Contact Patterns

FRONT SUSPENSION AND AXLE

2 - 47

AXLE SPECIFICATIONS
7 1/4 AXLE
Axle Type ................................Semi-floating, hypoid
Lubricant...............................................SAE 80W-90
Lube Capacity ..................................1.4 L (3.0 pts.)
Axle Ratio .........................................3.21, 3.55, 3.90
Differential
Case Clearance ...........................0.30 mm (0.012 in.)

Case Flange Runout ................0.076 mm (0.003 in.)


Ring Gear
Diameter .......................................18.41 cm (7.25 in.)
Backlash....................0.07-0.15 mm (0.003-0.006 in.)
Runout .......................................0.127 mm (0.005 in.)
Pinion Bearing
Preload....................................1-2 Nzm (10-20 in.lbs.)

TORQUE SPECIFICATIONS
FRONT SUSPENSION COMPONENTS2WD
DESCRIPTION ................................................TORQUE
Shock Absorber
Upper Nut....................................41 Nzm (30 ft. lbs.)
Lower Bolts ...............................23 Nzm (200 in. lbs.)
Lower Suspension Arm
Front Nut.................................176 Nzm (130 ft. lbs.)
Rear Nut ....................................108 Nzm (80 ft. lbs.)
Ball Stud Nut ..........................183 Nzm (135 ft. lbs.)
Upper Suspension Arm
Pivot Bar Nuts ........................210 Nzm (155 ft. lbs.)
Ball Stud Nut ..........................142 Nzm (105 ft. lbs.)
Stabilizer Bar
Clamp Bolt...................................54 Nzm (40 ft. lbs.)
Link Nut ......................................23 Nzm (17 ft. lbs.)
Support Bracket Bolts .............30 Nzm (22.5 ft. lbs.)

FRONT SUSPENSION COMPONENTS4WD


DESCRIPTION ................................................TORQUE
Shock Absorber
Upper Nut....................................41 Nzm (30 ft. lbs.)
Lower Bolt ...............................136 Nzm (100 ft. lbs.)
Lower Suspension Arm
Front Bolt ..................................108 Nzm (80 ft. lbs.)
Rear Bolt..................................176 Nzm (130 ft. lbs.)
Ball Stud Nut ..........................156 Nzm (115 ft. lbs.)
Upper Suspension Arm
Pivot Bar Bolts........................210 Nzm (155 ft. lbs.)

Ball Stud Nut ..........................142 Nzm (105


Stabilizer Bar
Clamp Bolts .................................27 Nzm (20
Retainer Bolts..............................27 Nzm (20
Support Bracket Bolts ................27 Nzm (20
Wheel Brg. Bolts...................149 Nzm (110

ft. lbs.)
ft.
ft.
ft.
ft.

lbs.)
lbs.)
lbs.)
lbs.)

CV DRIVE SHAFT
DESCRIPTION ................................................TORQUE
Axle Shaft
Flange Bolts.................................90 Nzm (65 ft. lbs.)
Axle Nut...................................258 Nzm (190 ft. lbs.)

FRONT AXLE MOUNTING


DESCRIPTION ................................................TORQUE
Insulator
Axle Housing Bolts ...................102 Nzm (75 ft. lbs.)
Diff.Housing Bolts .....................102 Nzm (75 ft. lbs.)
Lt. Support Bolts ......................102 Nzm (75 ft. lbs.)
Rt. Support Bolts ........................88 Nzm (65 ft. lbs.)

7 1/4 AXLE
DESCRIPTION ................................................TORQUE
Diff. Cover Bolt ........................47 Nzm (35 ft. lbs.)
Bearing Cap Bolt .....................61 Nzm (45 ft. lbs.)
Ring Gear Bolt .........................95 Nzm (70 ft. lbs.)

REAR SUSPENSION AND AXLES

3 - 1

REAR SUSPENSION AND AXLES


CONTENTS
page

page

7 1/4 and 8 1/4 INCH AXLE . . . . . . . . . . . . . . . 12


AXLE NOISE/VIBRATION DIAGNOSIS . . . . . . . . . 8
AXLE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . 36
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

REAR SUSPENSION2WD AND 4WD


VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 36
TRAC-LOC DIFFERENTIAL . . . . . . . . . . . . . . . . . 30

GENERAL INFORMATION
SUSPENSION
Dakota rear suspensions are comprised of;
Drive axle
Leaf springs
Dual-action shock absorbers
Jounce bumpers (used to limit the travel of the
suspension)
The rear suspension design uses semi-elliptic
multi-leaf springs and a solid drive axle. The forward
end of the springs are mounted to the frame rail
hangers through rubber bushings. The bushings isolate road noise as the springs move. The rearward
end of the springs are attached to the frame by the
use of shackles. Again the spring and shackles use
rubber bushings to isolate road noise. The shackles
allow the springs to change their length as the vehicle moves over various road conditions. The spring
and axle travel is limited through the use of rubber
bumpers mounted on the frame.
Suspension components that use rubber bushings
should be tightened with the vehicle at the normal
height. Rubber bushings must never be lubricated.
The springs are attached to the axle pads with Ubolts and plates. The springs use a center bolt that
aligns and holds the spring leafs in position. The bolt
is also used to locate the spring assembly to the axle
pad which is welded to the axle shaft tubes.
Ride control is accomplished through the use of dual-action shock absorbers. The shocks dampen the
jounce and rebound as the vehicle travels over various road conditions. The top of the shock absorbers
are bolted to the frame crossmember. The bottom of
the shocks are bolted to the axle bracket.

The cover provides a means for inspection and service without removing the axle from the vehicle.
A small, gear ratio identification tag is attached to
the housing cover.
The rear wheel anti-lock (RWAL) brake speed sensor is attached to the top of the differential housing
(Fig. 1). A seal is located between the sensor and the
wire harness connector. The seal must be in-place
when the wire connector is connected to the
sensor. The RWAL brake exciter ring is press-fitted
onto the differential case against the flange.

AXLES
The 7 1/4 or 8 1/4 Inch axle housings consist of a
cast iron center section. They also have two steel axle
shaft tubes that are pressed into and welded to the
differential housing.

Fig. 1 Rear Axle RWAL Sensor

3 - 2

REAR SUSPENSION AND AXLES

IDENTIFICATION
The diameter of the ring gear can be determined
from the size of the axle shaft tubes.
The 7 1/4 Inch axle has shaft tubes that are 2.5inch (63.5-mm) diameter at the inner end. The outer
end is 3.0-inch (76.2-mm) diameter
The 8 1/4 Inch axle has axle shaft tubes that have
a 3.0-inch (76.2-mm) diameter at both ends
The axle differential covers can be used for identification (Fig. 2, 3).

Both axle types are equipped with a remote vent


fitting.
7 1/4 Inch axle, the fitting is on the right axle
shaft tube
8 1/4 Inch axle, the fitting is on the left axle shaft
tube

STANDARD DIFFERENTIAL OPERATION


The differential gear system divides the torque between the axle shafts. It allows the axle shafts to rotate at different speeds when turning corners.
Each differential side gear is splined to an axle
shaft. The pinion gears are mounted on a pinion
mate shaft and are free to rotate on the shaft. The
pinion gear is fitted in a bore in the differential case
and is positioned at a right angle to the axle shafts.
In operation, power flow occurs as follows:
The pinion gear rotates the ring gear
The ring gear (bolted to the differential case) rotates the case
The differential pinion gears (mounted on the pinion mate shaft in the case) rotate the side gears
The side gears (splined to the axle shafts) rotate
the shafts
During straight-ahead driving, the differential pinion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 4).
When turning corners, the outside wheel must

Fig. 2 Differential Cover 7 1/4 Inch Axle

Fig. 4 Differential OperationStraight-Ahead Driving

Fig. 3 Differential Cover 8 1/4 Inch Axle

travel a greater distance than the inside wheel in order to complete a turn. This difference must be compensated for in order to prevent the wheels from
scuffing and skidding through the turn. To accomplish this, the differential becomes effective allowing
the axle shafts to turn at unequal speeds (Fig. 5). In
this instance, the input torque applied to the pinion
gears is not divided equally. The pinion gears now rotate around the pinion mate shaft in opposite direc-

REAR SUSPENSION AND AXLES


tions. This allows the side gear and axle shaft
attached to the outside wheel to rotate at a faster
speed.

Fig. 5 Differential OperationOn Turns

3 - 3

3 - 4

REAR SUSPENSION AND AXLES


REAR SUSPENSION2WD AND 4WD VEHICLES

SPRING AND SHOCK DIAGNOSIS

VEHICLE LOADING AND WEIGHT DISTRIBUTION

A noise from the shock absorber or spring bushings


can be produced if movement between the rubber
bushings and the metal occurs. This noise can usually be stopped by tightening the nuts. If the noise
persists, inspect for damaged and worn bushings. Repair as necessary.
The shock absorber bushings do not require any
type of lubrication. Do not lubricate the bushings to
reduce bushing noise. Grease or mineral oil-base lubricants will deteriorate the bushing rubber.
The shock absorbers are not refillable or adjustable. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston into and out
of the cylinder four or five times. The action throughout each stroke should be smooth and even.
The spring eye and shock absorber bushings do not
require any type of lubrication. Do not attempt to
stop spring bushing noise by lubricating them.
Grease and mineral oil-base lubricants will deteriorate the bushing rubber.
If the vehicle is used for severe, off-road operation,
the springs should be examined regularly. Check for
broken and shifted components.

A vehicle should always be loaded so the vehicle


weight center-line is located immediately forward of
the rear axle. Correct vehicle loading provides proper
front tire-to-road contact. This results in maximum
vehicle handling stability and safety. Incorrect vehicle weight distribution can cause excessive tire wear,
spring fatigue, and erratic steering. Refer to Spring
and Shock Absorber Diagnosis chart for further information.

SHOCK ABSORBER
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the shock absorber lower nut and bolt
from the axle bracket (Fig. 1, 2).
(3) Remove the shock absorber upper nuts and
bolts from the frame crossmember bracket (Fig. 1, 2).
Remove the shock absorber.
INSTALLATION
(1) Install the shock absorber and upper fasteners
on the frame bracket (Fig. 1, 2).

SPRING AND SHOCK ABSORBER DIAGNOSIS

REAR SUSPENSION AND AXLES

3 - 5

Fig. 1 Spring & Shock Absorber2WD


(2) Install the shock absorber lower eye into the
axle bracket. Install the bolt and nut and tighten to
81 Nzm (60 ft. lbs.) torque.
(3) Tighten the upper bracket nuts to 27 Nzm (20
ft. lbs.) torque.

LEAF SPRINGS
CAUTION: The rear of the vehicle must be lifted
only with a jack or hoist. The lift must be placed under the frame rail crossmember located aft of the
rear axle. Use care to avoid bending the side rail
flange.

REMOVAL
(1) Raise the vehicle at the frame.
(2) Use a hydraulic jack to relieve the axle weight.
(3) Remove the wheel and tire.
(4) Remove the nuts, the U-bolts and spring
bracket from the axle (Fig. 1, 2).
(5) Remove the nut and bolt that attaches the
spring rear eye to the shackle (Fig. 1, 2).
(6) Remove the nut and bolt from the spring front
eye (Fig. 1, 2).
(7) Remove the spring from the vehicle.

INSTALLATION
(1) If removed, install the spring shackle on the
spring finger tight (Fig. 1, 2).
(2) Position the spring on the rear axle pad. Make
sure the spring center bolt is inserted in the pad locating hole (Fig. 1, 2). If 2WD, ensure the parking
brake cable guide is properly positioned.
(3) Align the spring front eye with the bolt hole in
the rail front bracket. Install the spring eye bolt and
nut (Fig. 1, 2). Tighten the spring eye nut fingertight.
(4) Align the spring shackle eye with the bolt hole
in the rail rear bracket. Install the bolt and nut (Fig.
1, 2). Tighten the spring shackle eye nut finger-tight.
(5) Install the spring seat (2WD only), U-bolts,
spring bracket, replacement washers and nuts (Fig.
1, 2). Tighten the nuts until the washers are compressed against the spring bracket.
(6) Remove the support stands from under the
frame rails. Lower the vehicle until the springs are
supporting the weight of the vehicle. Tighten the Ubolt nuts (Fig. 1, 2):
2WD vehicles88 Nzm (65 ft. lbs.) torque
4WD vehicles149 Nzm (110 ft. lbs.) torque
(7) Tighten the spring eye pivot bolt nut and all
shackle nuts to 88 Nzm (65 ft. lbs.) torque (Fig. 1, 2).
(8) Install the wheel and tire.

3 - 6

REAR SUSPENSION AND AXLES

Fig. 2 Spring & Shock Absorber4WD

SPRING LEAF REPLACEMENT


(1) Remove the spring from the vehicle. If necessary, refer to the removal procedure.
(2) Remove the alignment clips.
(3) Clamp the spring in a vise and remove the nut
and the center bolt (Fig. 3).

(5) Remove the spring from the vise. Replace the


broken/defective leaf. Insert a long drift or punch
into the spring center bolt hole.
(6) Position the spring between vise jaws and
slowly tighten the vise jaws. Keep the spring leaves
aligned with the long drift or punch.
(7) Remove the drift from the spring center bolt
hole. Install a replacement center bolt and nut (Fig.
3).
(8) Tighten the nut to 40 Nzm (30 ft. lbs.) torque.
An alternate way is to tighten the nut until the
spring has no gaps between the leaves (maximum of
54 Nzm/40 ft. lbs. torque).
(9) Install the alignment clips.
(10) Pin the center bolt with a hammer to prevent
the nut from backing off.
(11) Install the spring in the vehicle. If necessary
refer to the installation procedure.

LEAF SPRING EYE BUSHING REPLACEMENT


Fig. 3 Leaf Spring Disassembly
(4) Insert a long drift or punch into the center bolt
hole and slowly release the vise jaws.

(1) Assemble tools shown (Fig. 4). Tighten the nut


located at the socket wrench end of the threaded rod
until the bushing is forced out.
(2) Assemble and align the bushing installation
tools.

REAR SUSPENSION AND AXLES


(3) Align the bushing with the spring eye and
tighten the nut located at the socket wrench end of
the threaded rod. Tighten until the bushing is forced
into the spring eye.
The bushing must be centered in the spring
eye. The ends of the bushing must be flush
within the end surfaces of the spring eye.

Fig. 4 Spring Eye Bushing Removal

3 - 7

3 - 8

REAR SUSPENSION AND AXLES


AXLE NOISE/VIBRATION DIAGNOSIS
INDEX
page

Driveline Snap . . . . . .
Gear and Bearing Noise
General Information . .
Limited Slip Differential

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9
8
8
9

GENERAL INFORMATION
Axle bearing problem conditions are usually caused
by:
Insufficient or incorrect lubricant
Foreign matter/water contamination
Incorrect bearing preload torque adjustment
When serviced, the bearings must be cleaned thoroughly. They should be dried with lint-free shop towels. Never dry bearings with compressed air.
This will overheat them and brinell the bearing
surfaces. This will result in noisy operation after repair.
Axle gear problem conditions are usually the result
of:
Insufficient lubrication
Incorrect or contaminated lubricant
Overloading (excessive engine torque)
Incorrect clearance or backlash adjustment
Insufficient lubrication is usually the result of a
housing cover leak. It can also be from worn axle
shaft or pinion gear seals. Check for cracks or porous
areas in the housing or tubes.
Using the wrong lubricant or over filling will cause
overheating and gear failure. Gear tooth cracking
and bearing spalling are indicators of this.
Axle component breakage is most often the result
of:
Severe overloading
Insufficient lubricant
Incorrect lubricant
Improperly tightened components
Common causes of overloading is from full-throttle
acceleration. Overloading happens when towing
heavier-than-recommended loads. Component breakage can occur when the wheels are spun excessively.
Insufficient or incorrect lubricants contribute to
breakage through overheating. Loose differential
components can also cause breakage.
Incorrect bearing preload or gear backlash will not
result in component breakage. Mis-adjustment will
produce enough noise to cause service repair before a
failure occurs. If a mis-adjustment condition is not
corrected, component failure can result.

page
Low Speed Knock . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Rear Axle Alignment . . . . . . . . . . . . . . . . . . . . . . . . 9
Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

GEAR AND BEARING NOISE


GEAR NOISE
Axle gear noise can be caused by insufficient lubricant. Incorrect backlash, tooth contact, or worn/damaged gears can cause noise.
Gear noise usually happens at a specific speed
range. The range is 30 to 40 mph, or above 50 mph.
The noise can also occur during a specific type of
driving condition. These conditions are acceleration,
deceleration, coast, or constant load.
When road testing, accelerate the vehicle to the
speed range where the noise is the greatest. Shift
out-of-gear and coast through the peak-noise range.
If the noise stops or changes greatly, check for insufficient lubricant. Incorrect ring gear backlash, or
gear damage can cause noise changes.
Differential side and pinion gears can be checked
by turning the vehicle. They usually do not cause
noise in straight-ahead driving. These gears are
loaded during vehicle turns. If noise does occur during vehicle turns, the side or pinion gears could be
worn or damaged. A worn pinion gear mate shaft can
also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion gear bearings can all produce noise when worn or damaged.
Bearing noise can be either a whining, or a growling
sound.
Pinion gear bearings have a constant-pitch noise.
This noise changes only with vehicle speed. Pinion
bearing noise will be higher because it rotates at a
faster rate. Drive the vehicle and load the differential. If bearing noise occurs the pinion rear bearing is
the source of the noise. If the bearing noise is heard
during a coast, front bearing is the source.
Worn, damaged differential bearings usually produce a low pitch noise. Differential bearing noise is
similar to pinion bearing. The pitch of differential
bearing noise is also constant and varies only with
vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.

REAR SUSPENSION AND AXLES


This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.

LOW SPEED KNOCK


Low speed knock is generally caused by a worn
U-joint or by worn side-gear thrust washers. A worn
pinion gear shaft bore will also cause low speed knock.

VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
Damaged drive shaft
Missing drive shaft balance weight
Worn, out-of-balance wheels
Loose wheel lug nuts
Worn U-joint
Loose spring clamp bolts
Loose/broken springs
Damaged axle shaft bearings
Loose pinion gear nut
Excessive pinion yoke run out
Bent axle shaft
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear-end vibration. Do not overlook engine accessories, brackets
and drive belts.
All driveline components should be examined before starting any repair.
Refer to Group 22, Wheels and Tires for additional
information.

DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
High engine idle speed
Loose engine/transmission/transfer case mounts
Worn U-joints
Loose spring mounts
Loose pinion gear nut and yoke
Excessive ring gear backlash
Excessive differential side gear-to-case clearance
The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle on a hoist with the wheels free to rotate.
Instruct the helper to shift the transmission into
gear. Listen for the noise, a mechanics stethoscope is
helpful in isolating the source of a noise.

REAR AXLE ALIGNMENT


MEASUREMENT
The following procedure can be used to determine
if abnormal rear tire tread wear is the result of a
bent or deformed rear axle shaft.
(1) Raise both rear wheels off the surface with a
frame contact hoist.

3 - 9

(2) Attach a one-inch long piece of masking tape at


the center of each tire tread for use as reference
marks.
(3) Rotate the rear wheels until both reference
marks face the front of the vehicle. Measure the distance between the outside edges of the two pieces of
tape. Record this measurement as the front of tire
(FTR) measurement.
(4) Rotate the rear wheels until both reference
marks face the rear of the vehicle. Measure the distance between the outside edges of the two pieces of
tape. Record this measurement as the rear of tire
(RTR) measurement.
(5) Subtract the (RTR) measurement from the
(FTR) measurement to obtain the amount of wheel
toe. The acceptable rear wheel toe-in position is 1/16
inch (1.6 mm) to 3/16 inch (4.8 mm) toe-out.
(6) Rotate the rear wheels until the reference marks
are facing downward. Measure the distance between the
outside edges of the two pieces of tape. Record this measurement as the bottom of tire (BTR) measurement.
(7) Average the (FTR) and the (RTR) distance measurements. Subtract the (BTR) measurement from
this average distance to obtain the camber. The acceptable amount of camber is 1/16 inch to 3/32 inch
(1.6 to 2.4 mm).
(FTR + RTR) DIVIDED BY 2 (TWO) MINUS
BTR EQUALS CAMBER
If the (BTR) distance measurement is less
than the average FTR and RTR distance measurement, the camber will be positive ( + ). If
the (BTR) distance measurement is greater
than the average FTR and RTR distance, the
camber will be negative ( - ).
If the toe position or camber is not acceptable, a bent
or deformed rear axle shaft is most likely the cause.

LIMITED SLIP DIFFERENTIAL


Under normal traction conditions, engine torque is
divided evenly. With low-traction surfaces, engine
torque is transferred to the wheel with the most tire
traction. When diagnosing a limited-slip differential
problem condition, the wheel with the least traction
can continue spinning.
The most common problem is a chatter noise when
turning corners. Check for incorrect or contaminated
lubricant. Replace the gear lubricant if necessary.
With Trac-Loc differentials add a container of
friction modifier when lubricant is changed.
This will correct the condition in most instances. If
the chatter persists, clutch damage could have occurred.
After changing the lubricant, drive the vehicle and
make 10 to 12 slow, figure-eight turns. This maneuver will pump lubricant through the clutches.

3 - 10

REAR SUSPENSION AND AXLES


SERVICE DIAGNOSIS

REAR SUSPENSION AND AXLES


SERVICE DIAGNOSIS (CONTD)

3 - 11

3 - 12

REAR SUSPENSION AND AXLES


7 1/4 and 8 1/4 INCH AXLE
INDEX
page

Axle Shaft, Seal and Bearing Service


Differential Service . . . . . . . . . . . . .
Drive Axle Assembly Replacement . .
General Information . . . . . . . . . . . .
Lubricant Change . . . . . . . . . . . . . .

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15
19
12
12
15

GENERAL INFORMATION
The 7 1/4 inch and 8 1/4 inch rear axle consists of a
cast iron housing. Tubes are pressed into and welded
to the housing to form a one-piece axle housing.
The integral housing hypoid gear design, has the
pinion set below the centerline of the ring gear.
The axle uses a vent hose to relieve internal pressure caused by lubricant vaporization and expansion.
The axles are equipped with semi-floating axle
shafts, meaning that loads are supported by the axle
shaft and bearings. The axle shafts are retained by
C-clips in the differential side gears.
The axles are equipped with RWAL brake sensors.
The sensor is attached to the differential housing and
the exciter ring is pressed on the differential carrier.
Use care when removing the differential as NOT to
damage the sensor.
The removable cover provides a means for inspection and servicing the differential.
The axles have the gear ratio listed on a tag. The
tag is attached to the housing cover.
The differential case is a one-piece design. The differential pinion mate shaft is retained with a
threaded roll pin. Differential bearing preload and
ring gear backlash is adjusted by the use of threaded
adjusters. The adjusters are located between the differential bearing cups and housing tubes. Pinion
bearing preload is set and maintained by the use of a
collapsible spacer.
PINION GEAR DEPTH MEASUREMENT WITH
GAUGE SET C-3715-B is used when;
The axle/differential housing is being replaced
The original pinion depth shim pack is lost or misplaced
Replacing the differential case
Replacing pinion and differential bearings

LUBRICANT SPECIFICATIONS
Multi-purpose, hypoid gear lubricant should be
used for the 7 1/4 inch and 8 1/4 inch rear axles. The
lubricant should have MIL-L-2105C and API GL 5
quality specifications. Mopar Hypoid Gear Lubricant
conforms to both of these specifications.

page
Lubricant Specifications . . . . . . . . . . . . . . . . . . . . . 12
Pinion Depth Measurement and Adjustment with
Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Pinion Seal Replacement . . . . . . . . . . . . . . . . . . . 17
The factory installed lubricant for the 7 1/4 inch
and 8 1/4 inch rear axles is SAE 80W 90 gear lubricant
The factory installed lubricant quantity
7 1/4 inch, 4661 fluid oz..
8 1/4 Inch, 7061 fluid oz..
Refer to Group 0, Lubrication and Maintenance for
additional information.
CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.

DRIVE AXLE ASSEMBLY REPLACEMENT


It is not necessary to remove the complete axle
from the vehicle for routine or differential service. If
the differential housing or axle shaft tubes are damaged, the complete axle can be removed and installed.

REMOVAL
(1) Raise the vehicle to a comfortable working
height that will permit support stands to be installed
at the front of the rear springs.
(2) Block the brake pedal in the up (non-depressed)
position with a wooden block.
(3) Remove the wheel and tire. Do not remove
the brake drum retaining clips or the drums.
(4) Disconnect the brake fluid tube fittings from
the wheel cylinders. Cap the fittings to prevent loss
of brake fluid.
(5) Remove the vent hose from the brake tee nipple.
(6) Remove the brake tee bolt. Carefully detach
the brake fluid tubes from the clips. Disconnect the
RWAL brake sensor.
(7) Disconnect the parking brake cables. Mark the
U-joint, pinion yoke, and pinion shaft for reference.
(8) Disconnect the drive shaft from the pinion
yoke. Secure the drive shaft in an upright position to
prevent damage to the rear U-joint.
(9) Remove the shock absorber lower nuts and
bolts. Remove the rear spring U-bolts and spring
brackets.
(10) Remove the axle assembly from the vehicle.

REAR SUSPENSION AND AXLES

Fig. 1 7 1/4 Inch Axle

3 - 13

3 - 14

REAR SUSPENSION AND AXLES

Fig. 2 8 1/4 Inch Axle

REAR SUSPENSION AND AXLES

3 - 15

(11) Wash and clean the outer surface of the housing and axle shaft tubes. Use an appropriate cleaning
solution and dry the surface with compressed air.

INSTALLATION
(1) Support the vehicle at the front of the rear
springs. Position the spring pads on the parking
brake cable guides (2WD vehicles) or against the
spring center bolts (4WD vehicles).
Ensure the spring center bolts and holes in
the spring pads are correctly aligned.
(2) Install the spring U-bolts, brackets and nuts.
Install the shock absorber lower bolts and nuts.
2WD vehicles88 Nzm (65 ft. lbs.) torque
4WD vehicles149 Nzm (110 ft. lbs.) torque
(3) Tighten the spring U-bolt nuts finger-tight.
Tighten the shock absorber nuts to 81 Nzm (60 ft.
lbs.) torque.
(4) Connect the parking brake cables.
(5) Remove the block from the brake pedal.
(6) Connect the brake tube fittings to the wheel
cylinders, bleed and adjust the brakes.
(7) Attach the brake tubes to the clips.
(8) Install the brake tee bolt. Tighten it to 14 Nzm
(10 ft. lbs./125 in. lbs.) torque.
(9) Connect the vent hose to the brake tee nipple.
(10) Install the drive shaft with the installation
reference marks aligned. Tighten the U-joint yoke
clamp screws to 19 Nzm (14 ft. lbs./170 in. lbs.)
torque.
(11) Install the wheel and tire.
(12) Adjust the hoist so the vehicle is in a level position. Check the differential housing lubricant level.
If necessary, add Mopar Hypoid Gear Lubricant to
the correct level.

LUBRICANT CHANGE
The gear lubricant will drain quicker if the vehicle
has been recently driven.
(1) Raise and support the vehicle.
(2) Remove the lubricant fill hole plug from the differential housing cover.
(3) Remove the differential housing cover and
drain the lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth. Do not use water,
steam, kerosene or gasoline for cleaning.
(5) Remove the sealant from the housing and cover
surfaces. Use solvent to clean the mating surfaces.
(6) Apply a bead of Mopar Silicone Rubber Sealant
to the housing cover (Fig. 3). Allow the sealant to
cure for a few minutes.
Install the housing cover within 5 minutes after applying the sealant. If not installed the
sealant must be removed and another bead applied.

Fig. 3 Typical Housing Cover With Sealant


(7) Install the cover and any identification tag.
Tighten the cover bolts in a criss-cross pattern to 47
Nzm (35 ft. lbs.) torque.
(8) Refill the differential with Mopar Hypoid Gear
Lubricant within 13 mm (1/2 in.) below the fill plug
hole.
Trac-Loc (limited slip) Differentials; must have
(friction modifier) added after service.
(9) Install the fill hole plug and lower the vehicle.
LIMITED SLIP DIFFERENTIAL vehicles should
be road tested by making 10 to 12 slow figure-eight
turns. This maneuver will pump the lubricant
through the cones to eliminate a possible chatter
noise complaint.

AXLE SHAFT, SEAL AND BEARING SERVICE


CAUTION: When rear axle service is necessary,
both rear wheels must be raised off the surface so
that they are free to rotate. Be cautious when the
tires are being rotated by the engine or by other
means.
CAUTION: If equipped with a Trac-Loc differential,
do not rotate either axle shaft unless both are properly in-place. Rotation of one axle shaft without the
other being installed can result in misalignment of
the side gears/splines. This will necessitate side
gear re-alignment before the axle shaft can be installed.

3 - 16

REAR SUSPENSION AND AXLES

AXLE SHAFT REMOVAL


(1) Raise and support the vehicle.
(2) Remove the wheel and tire.
(3) Remove the brake drum.
(4) Clean all the foreign material from housing
cover area.
(5) Loosen the housing cover bolts. Drain the lubricant from the housing. Remove the housing cover.
(6) Rotate the differential case so that the pinion
mate gear shaft lock screw is accessible. Remove the
lock screw and the pinion mate gear shaft from the
case (Fig. 4).

Fig. 5 Axle Shaft C-Clip Lock


(3) Remove the bearing with Remover C-4167 (Fig.
6). Attach Slide Hammer C-637 to the end of the removal tool.

Fig. 4 Pinion Mate Shaft Lock Screw


(7) Push the axle shaft in toward the center of the
vehicle. Remove the axle shaft C-clip lock from the
axle shaft (Fig. 5).
(8) Remove the axle shaft. Use care to prevent
damage to the axle shaft bearing, which will remain
in the axle shaft tube.
(9) Inspect the axle shaft bearing contact surface
area for indications of brinelling, spalling, and pitting.
(10) If any of these conditions exist, the axle shaft
and bearing must be replaced.
The normal appearance (from roller bearing
contact) will be a dull gray surface area that
could appear slightly dented.

SEAL AND BEARING REMOVAL


(1) Remove the axle shaft seal with a small pry
bar.
(2) Remove the bearing if it appears damaged or
the axle shaft shows any of the conditions described
above.

Fig. 6 Axle Shaft Bearing Removal


(4) Inspect the axle shaft tube bore for roughness
and burrs. Remove as necessary.
CAUTION: Inspect the housing bore for burrs. Remove them if they exist.

BEARING AND SEAL INSTALLATION


Do not install the original axle shaft seal. Always install a new seal.
(1) Wipe the bore in the axle shaft tube clean.
(2) If the original bearing is not reusable, install a
new bearing. Place the axle shaft bearing on the pilot
of Bearing Installer C-4198 and Handle C-4171.

REAR SUSPENSION AND AXLES


CAUTION: DO NOT use the new axle shaft seal to
position or seat the bearing in the axle shaft bore.
(3) Insert the bearing into the tube. Ensure that
the bearing is not cocked and is seated firmly against
the tube shoulder.
(4) Install the new axle shaft seal (Fig. 7) with Installer C-4203 and Handle C-4171.

Fig. 7 Axle Shaft Seal Installation

3 - 17

REMOVAL
(1) Raise and support the vehicle.
(2) Mark the U-joint, pinion yoke, and pinion shaft
for reference.
(3) Disconnect the drive shaft from the pinion
yoke. Secure the drive shaft in an upright position to
prevent damage to the rear U-joint.
(4) Remove the rear wheels and tire and brake
drums to prevent any drag. The drag can cause a
possible false bearing preload torque measurement.
(5) Use a Newton-meter or an inch-pound torque
wrench to measure the pinion bearing preload. Rotate the pinion shaft several times with the torque
wrench. Note the indicated torque as the wrench is
moved through several revolutions.
This measurement is important because bearing preload torque must be carefully re-adjusted after the seal installation.
(6) Remove the pinion gear nut and washer. Use
Puller C-452 and Wrench C-3281 to remove the pinion gear yoke (Fig. 8).

(5) When the tool contacts the end of the tube


(face), the seal will be at the correct position and
depth.

AXLE SHAFT INSTALLATION


(1) Lubricate the bearing bore and seal lip. Insert
the axle shaft and engage the splines with the side
gear. Use care to prevent the shaft splines from
damaging the axle shaft seal lip.
(2) Insert the C-clip lock in the recessed groove
(Fig. 2). Push the axle shaft outward to seat the Cclip lock.
(3) Insert the pinion gear mate shaft in the case.
Install through the thrust washers and pinion gears.
Align the hole in the shaft with the lock screw hole.
Install the lock screw with Loctite on the threads.
Tighten the screw to 11 Nzm (8 ft. lbs.) torque (Fig.
1).
(4) Clean the cover and apply a bead of sealant.
Refer to the Drain and Refill in this section.
(5) Install the brake drum. Install the wheel and
tire.
(6) Raise or lower the hoist until the vehicle is
level.
(7) Remove the fill hole plug. Fill the differential
housing with lubricant. Refer to the Specifications
chart for the type and the quantity. Install the fill
hole plug.
(8) Lower the vehicle and test the brakes and axle
for correct operation.

PINION SEAL REPLACEMENT


CAUTION: The following procedures must be used
so the correct pinion bearing preload torque is retained. If this procedure is not completely followed,
the result can be premature failure of the rear axle.

Fig. 8 Pinion Gear Yoke Removal


(7) Lower the rear of the vehicle to prevent lubricant leakage.
(8) Remove the pinion shaft seal with Puller C-748
(Fig. 9). Clean the seal contact surface in the housing
bore.

INSTALLATION
(1) Examine the splines on the pinion shaft for
burrs or wear.
(2) Remove any burrs and clean the shaft.
(3) Inspect the pinion yoke for cracks, worn splines
and a worn seal contact surface. Repair or replace
the yoke as necessary.
The outer perimeter of the seal is pre-coated
with a special sealant. An additional application of sealant is not required.
(4) Install the new pinion shaft seal (Fig. 10) with
Seal Installer C-4076-A and Handle C-4735.
The seal is correctly installed when the seal

3 - 18

REAR SUSPENSION AND AXLES

Fig. 11 Tightening Pinion Shaft Nut


Fig. 9 Pinion Seal Removal
flange contacts the face of the differential housing flange.

Fig. 10 Pinion Shaft Seal Installation


(5) Position the pinion yoke on the end of the shaft
with the reference marks aligned.
(6) Seat the yoke on the pinion shaft with Installer
C-3718 and Wrench C-3281.
(7) Remove the tools. Install the Belleville washer.
The convex side of the washer must face outward.
(8) Retain the pinion yoke with Wrench C-3281.
Tighten the shaft nut to 285 Nzm (210 ft. lbs.) torque
(Fig. 11). Rotate the pinion shaft several complete
revolutions to ensure that the bearing rollers are
seated.
Use a Newton-meter or an inch-pound torque
wrench to measure the pinion gear bearing preload torque.

CAUTION: Never loosen pinion gear nut to decrease


pinion gear bearing preload torque and never exceed specified preload torque. If preload torque is
exceeded a new collapsible spacer must be installed. The torque sequence will have to be repeated.
(9) Continue tightening and measuring the bearing
preload torque until the torque is the same as the
original. The bearing preload torque should
never be greater than 1 Nzm (10 in. lbs.) more
than the recorded value.
The bearing preload torque should be constant during a complete revolution of the pinion gear. If preload torque varies, this indicates
a binding condition. This condition must be
corrected before the installation of the drive
shaft.
(10) If the specified torque is not obtained, tighten
the nut in small increments until the preload torque
is obtained.
(11) The seal replacement is unacceptable if final
torque is less than 285 Nzm (210 ft. lbs.).
(12) Install the drive shaft with the installation
reference marks aligned. Tighten the U-joint yoke
clamp screws to 19 Nzm (14 ft. lbs./170 in. lbs.)
torque.
(13) Install the brake drums and wheels and tires.
(14) Adjust the hoist so that the vehicle is in a
level position and check the differential housing lubricant level. If necessary, add a Mopar Hypoid Gear
Lubricant to increase the lubricant to the correct
level.

REAR SUSPENSION AND AXLES


DIFFERENTIAL SERVICE
SERVICE INFORMATION
It is not necessary to remove the complete axle to
service the differential.

3 - 19

(3) Eliminate any side play in the differential case.


Attach Dial Indicator to Pilot stud C-3288-B. Place
the indicator plunger at a right angle (90) to the
ring gear (Fig. 13). The plunger should exert a slight
force against the gear face.

CAUTION: When differential service is necessary,


both rear wheels must be raised off the surface.
They must be free to rotate.
CAUTION: Do not subject the bearings, cups, bores
or journals to heat from a torch or other abuse.
Otherwise permanent damage could result. Removal and installation tools are recommended
when servicing a differential.

DIFFERENTIAL CASE REMOVAL


(1) Remove the axle shafts, refer to Axle Shaft Removal.
Side play and runout checks taken during
disassembly will be very useful in reassembly.
(2) Measure for differential side play. Position a
screwdriver or pinch bar between left side of axle
housing and case flange (Fig. 12). Use a prying motion to determine if any side play exists. There
should be no side play.

Fig. 12 Differential Case Side Play Test


Side play from loose bearing races on case
hubs requires replacement of the differential
case. Otherwise, use threaded adjuster to remove the side play before measuring the ring
gear runout.

Fig. 13 Ring Gear Runout Measurement


(4) Measure the runout by turning the ring gear
several complete revolutions. Observe the dial indicator pointer. Mark the ring gear and the differential
case at the areas of maximum runout. The ring gear
runout should not exceed 0.005 inch (0.13 mm). If the
runout exceeds 0.005 inch (0.13 mm), a damaged differential case could be the cause.
The marking on the differential case will be
very useful later during the differential case
runout. Remove the rear wheel anti-lock
(RWAL) sensor.
(5) Mark the differential housing and the differential bearing caps for installation reference (Fig. 14).
(6) Remove the bearing threaded adjuster lock
from each bearing cap. Loosen the bolts, but do not
remove the bearing caps.
(7) Loosen the threaded adjusters with Wrench
C-4164 (Fig. 15).
(8) Hold the differential case in place. Remove the
bearing caps (Fig. 16), adjusters (8 1/4 Inch axle
only) and the differential case.
Each differential bearing cup and threaded
adjuster must be kept with their respective
bearing. The adjusters for 7 1/4 Inch axles will
remain in the differential housing.

3 - 20

REAR SUSPENSION AND AXLES


PINION GEAR SHAFT REMOVAL
(1) Remove the pinion gear nut and washer. Use
Puller C-452 and Wrench C-3281 to remove the pinion gear yoke (Fig. 17).

Fig. 14 Housing & Caps Marked For Installation


Reference

Fig. 17 Pinion Gear Yoke Removal


(2) Remove the pinion shaft seal with Puller C-748
(Fig. 18). Clean the seal contact surface in the housing bore.

Fig. 15 Threaded Adjuster Tool

Fig. 18 Pinion Seal Removal

Fig. 16 Differential Bearing Cap Removed

(3) Force the pinion gear out the front bearing to


remove the shaft and front bearing. This will damage the front bearing rollers and bearing cup.
The front bearing and cup must be replaced.
Discard the bearing collapsible spacer.
(4) Remove the front and rear bearing cups with
Remover C-4306 and Handle C-4171.

REAR SUSPENSION AND AXLES

3 - 21

(5) Remove the rear bearing from the pinion shaft


with Puller C-293-PA and Adapter (Fig. 19). Remove
and record the pinion gear depth shims.
7 1/4 Inch axle use Adapter C-293-40
8 1/4 Inch axle use Adapter C-293-42

Fig. 20 Case Flange Runout Measurement


To reduce ring gear runout, positioning the
ring gear runout mark 180 degrees opposite the
flange runout mark.
(5) Remove the differential bearing cap bolts. Remove the differential case from the differential housing.

Fig. 19 Inner Bearing Removal


RING GEAR
Do not remove the ring gear from case unless
the runout must be measured.
(1) Clamp the case (with the ring gear bolts facing
upward). Use a vise equipped with soft jaws (brass).
(2) Remove and discard the ring gear bolts. The
bolts have left-hand threads. Use a hammer and a
brass drift to force the ring gear loose from the case
pilots. Remove the ring gear.
CASE FLANGE RUNOUT MEASUREMENT
(1) If the ring gear runout exceeded 0.005 inch
(0.13 mm), case flange runout should also be measured. Install the case with the bearing cups and the
threaded adjusters close to their original position.
(2) Install the bearing caps and bolts. Tighten the
bolts lightly. Use Wrench C-4164 to thread both adjusters inward. Remove all side play.
(3) Attach Dial Indicator to measure the flange
runout. The plunger should contact the ring squarely
between the outer edge and the gear bolt holes (Fig.
20).
(4) Rotate the differential case several times. Observe the dial indicator pointer. Mark the area of
maximum flange runout. The differential case flange
runout must not exceed 0.003 inch (0.08 mm). If the
runout exceeds the amount, replace the differential
case.

DIFFERENTIAL CASE DISASSEMBLY


(1) Rotate the side gears until the pinion gears are
located at the differential case opening and remove
them.
(2) Remove the side gears and the thrust washers.
(3) Remove the differential bearings from the case
hubs with Puller C-293-PA, Adapter and Plug
SP-3289 (Fig. 21).
7 1/4 Inch axle use Adapter C-293-44
8 1/4 Inch axle use Adapter C-293-48
CLEANING AND INSPECTION
(1) Clean all of the differential components in
cleaning solvent. Allow the bearings to either air dry
or dry them with a lint-free cloth. Dry the other components with compressed air.
(2) Examine each component for wear or damage.
(3) Replace shims, bearings and cups as a set only.
Replace bearings and cups if either is galled, worn,
cracked, or damaged.
(4) Inspect the differential side and pinion gears.
Replace any gear that is worn, cracked or chipped.
(5) Inspect the differential case. Replace the case if
cracked or damaged.
Polish each axle shaft with No. 600 crocus
cloth. This can remove slight surface damage.
Do not reduce the diameter of the axle shaft
seal contact surface. When polishing, the crocus
cloth should be moved around the circumference of the shaft (not in-line with the shaft).
When replacing a drive pinion gear bearing,
always replace the bearing and cup as a
matched set only.

3 - 22

REAR SUSPENSION AND AXLES


(3) Position the thrust washers on the differential
pinion gears. Mesh the pinion gears with the side
gears. Ensure that the pinion gears are exactly
180 degrees opposite each other.
(4) Rotate the side gears to align the pinion gears
and thrust washers. Align these components with the
mate shaft bores in the case.
(5) If the ring gear was removed, clean all contact
surfaces. Use an Arkansas stone or fine file to remove any sharp areas from the chamfered inside diameter.
(6) If removed, heat ring gear with a heat lamp or
by immersing in a hot fluid. The temperature should
not exceed 149C (300F). Do not use a torch to
heat the ring.
(7) Position heated gear on case. Use two equally
spaced Pilot Studs C-3288-B to align the gear with
the flange holes (Fig. 22).

Fig. 21 Differential Bearing Removal


(6) Inspect the axle shaft C-clip locks for cracks
and excessive wear. Replace them if necessary.
(7) Test each threaded adjuster to determine if it
rotates freely.
(8) If an adjuster binds, repair the damaged
threads or replace the adjuster.

EXCITER RING REPLACEMENT


The ring gear must be removed before the RWAL
brake exciter ring can be replaced.
(1) Remove exciter ring with a hammer and drift.
(2) Heat the replacement exciter ring with a heat
lamp or by immersing in a hot fluid. The temperature should not exceed 149C (300F). Do not use a
torch to heat the ring.
(3) After heating, quickly position the exciter ring
on the differential case adjacent to the flange.
DIFFERENTIAL CASE ASSEMBLY
(1) Lubricate all the differential case components
with gear lubricant.
(2) Place the thrust washers on the differential
side gears. Position the gears in the differential case
counterbores.
If replacement side gears or thrust washers
are used, refer to Differential Side Gear Clearance Measurement And Adjustment.

Fig. 22 Case-To-Ring Gear Alignment


(8) Install replacement ring gear bolts (with left
hand threads). Tighten bolts to 95 Nzm (70 ft. lbs.)
torque.
CAUTION: When installing a differential bearing,
never apply force to the bearing cage because bearing damage will result.
(9) Place a differential bearing on each hub (Fig.
23).
7 1/4 Inch axle, use Installer C-3716-A and Handle
C-4171
8 1/4 Inch axle, use Installer C-4340 and Handle
C-4171

PINION DEPTH MEASUREMENT AND ADJUSTMENT


WITH GAUGE SET
(1) Use pinion gear adjustment gauge set C-3715-B
(Fig. 24, 25) and continue the assembly:
(2) Install front (outer) bearing cup use Installer
D-130 and Handle C-4171.
(3) Install rear (inner) bearing cup.

REAR SUSPENSION AND AXLES

3 - 23

Fig. 25 8 1/4 Inch Axle Pinion Adjustment Tools

Fig. 23 Differential Bearing Installation


8 1/4 Inch axles, use Installer C-4308 and Handle
C-4171
7 1/4 Inch axles, use Installer D-146 and Handle
C-4171
7 1/4 Inch axles assemble tools as described
(Fig. 24);

Install Sleeve (SP-5382)


Install pinion front bearing
Install Spacer (SP-6022)
Install Sleeve (SP-3194-B), Washer (SP-534) and
Nut (SP-3193).
(4) Prevent compression sleeve tool from turning
with Wrench C-3281. Tighten the nut to seat the pinion bearings in the housing (Fig. 26). Allow the
sleeve to turn several times during the tightening to
prevent brinelling the bearing cups or the bearings.

Fig. 24 7 1/4 Inch Axle Pinion Adjustment Tools

Fig. 26 Seating Pinion Bearings

Position Spacer (SP-3244) over Shaft (SP-5385)


Position pinion rear bearing on shaft
Position tools (with bearing) in the housing
Install Sleeve (SP-3245)
Install pinion front bearing
Install Sleeve (SP-3194-B), Washer (SP-534) and
Nut (SP-3193).
8 1/4 Inch axles assemble tools as described
(Fig. 25);
Position Spacer (SP-6030) over Shaft (SP-5385)
Position pinion rear bearing on shaft
Position tools (with bearing) in the housing

Shim(s) positioned between the pinion gear


and rear bearing provide the corrected pinion
depth. The required thickness of the depth
shim(s) is determined with the following information.
(5) Loosen the compression nut tool. Lubricate the
pinion gear front and rear bearings with gear lubricant. Re-tighten the compression nut tool to 1 to 3
Nzm (15 to 25 in. lbs.) torque. Rotate the pinion gear
several complete revolutions to align the bearing rollers.
(6) Install Gauge Block.

3 - 24

REAR SUSPENSION AND AXLES

7 1/4 Inch axles (Fig. 24)


Install Gauge Block SP-3250 at the end of SP-5385
Install Cap Screw (SP-536) and tighten with
Wrench SP-531
8 1/4 Inch axles (Fig. 25)
Install Gauge Block SP-5383 at the end of SP-5385
Install Cap Screw (SP-536) and tighten with
Wrench SP-531
(7) Position Crossbore Arbor in the differential
housing.
7 1/4 Inch axles (Fig. 24); (SP-3243)
8 1/4 Inch axles (Fig. 25); (SP-6029)
(8) Center the tool. Place a piece of 0.002 inch
shim stock at each end of the arbor. Position the
bearing caps on the arbor tool. Install the bolts.
Tighten the cap bolts to 14 Nzm (10 ft. lbs.) torque.
(9) Trial fit depth shim(s) between the crossbore
arbor and gauge block (Fig. 27). The depth shim(s)
fit must be snug but not tight (drag friction of a
feeler gauge blade).
Depth shims are available in 0.001-inch increments from 0.020 inch to 0.038 inch.
(10) Note the etched number on the face of the
drive pinion gear. The numbers represent thousandsof-an-inch deviation from the standard. If the number is - (negative), add that value to the required
thickness of the depth shim(s). If the number is +
(positive), subtract that value from the thickness of
the depth shim(s). If the number is 0, no change is
necessary.
(11) Remove the tools from the differential housing.

Fig. 27 Depth Shim(s) Selection


(12) Position the depth shim(s) on the pinion gear.
Install the rear bearing (Fig. 28). Be sure the contact
surfaces are clean and without foreign particles.
7 1/4 Inch axles use Installer C-3717
8 1/4 Inch axles use Installer C-4040
(13) Lubricate the pinion gear front and rear bearings with gear lubricant.
(14) Install the pinion gear in the housing. Install
the new collapsible spacer at the end of the pinion
gear. Install the pinion gear front bearing.
(15) Install the pinion yoke with Remover/Installer
C-3718 and Wrench C-3281 (Fig. 27).
It is necessary to use the tools (above) to correctly seat the front bearing on the drive pinion gear shaft (Fig. 29).

PINION GEAR DEPTH VARIANCE

REAR SUSPENSION AND AXLES

3 - 25

Fig. 30 Pinion Gear Seal Installation

Fig. 28 Shaft Rear Bearing Installation

(19) Remove the tools. Install the Belleville


washer. The convex side of the washer must face outward. Install the pinion nut.
(20) Retain pinion yoke with Wrench C-3281. Initially tighten the drive pinion gear shaft nut enough
to remove the bearing end play. While tightening, rotate the pinion shaft to ensure the bearing rollers are
correctly seated.
(21) Tighten the pinion nut to (Fig. 31) 285 Nzm
(210 ft. lbs.) torque (minimum).

Fig. 29 Pinion Yoke Installation


CAUTION: Use care to prevent collapsing preload
collapsible spacer during installation of the yoke
and seating the front bearing.
(16) Remove yoke and tools from the pinion gear.
(17) Install the pinion seal with Seal Installer
C-4076-A and Handle C-4735 (Fig. 30).
The outer perimeter of the seal is pre-coated
with a special sealant. An additional application of sealant is not required.
(18) Install the pinion yoke with Remover/Installer
C-3718 and Wrench C-3281.

Fig. 31 Tightening Pinion Gear Nut


(22) Remove the tools from the shaft. Rotate the
pinion several complete revolutions (both directions)
to seat the bearing rollers.

3 - 26

REAR SUSPENSION AND AXLES

CAUTION: Never loosen the pinion gear nut to decrease the pinion gear bearing preload torque. If the
specified preload torque is exceeded, a replacement
collapsible spacer must be installed. The torque sequence will have to be repeated.
(23) Measure the pinion bearing preload torque by
rotating pinion shaft with a Newton-meter or an
inch-pound torque wrench. The correct bearing preload torque is 1 to 2 Nzm (10 to 20 in. lbs.). This
torque value is with replacement bearings and pinion
nut tightened to a minimum of 285 Nzm (210 ft. lbs.)
torque (Fig. 32).
When using original pinion rear bearing and
a replacement front bearing. The correct preload torque is 1 Nzm (10 in. lbs.) plus the torque
measured during disassembly.

Fig. 33 Bearing Caps & Bolts


(3) Install the bearing cap bolts (Fig. 33). Tighten
the upper bolts to 14 Nzm (10 ft. lbs.) torque.
Tighten the lower bolts finger-tight until the bolt
head is lightly seated.

Fig. 32 Bearing Preload Torque Measurement


Bearing preload torque should be constant
during rotation of the drive pinion gear shaft.
If preload torque varies during shaft rotation,
an internal binding must be corrected before final assembly.
(24) If the specified torque is not obtained, tighten
the nut in small increments until the preload torque
is obtained.
The differential will be unacceptable for use
if the final nut torque is less than 285 Nzm (210
ft. lbs.) torque. If the preload torque is not
within the specified range this is also unacceptable.

DIFFERENTIAL CASE INSTALLATION


(1) Apply a coating of hypoid gear lubricant to the
differential bearings, bearing cups and threaded adjusters. A dab of grease can be used to keep the adjusters in position. Carefully position the assembled
differential case in the housing.
(2) Observe the reference marks and install the
differential bearing caps at their original locations
(Fig. 33).

DIFFERENTIAL BEARING PRELOAD AND RING


GEAR BACKLASH ADJUSTMENT
The following limitations must be considered when
adjusting the preload torque and backlash:
The maximum ring gear backlash variation is
0.003 inch (0.076 mm)
Mark the gears so the same teeth are meshed during all backlash measurements
Maintain the specified threaded-adjuster torque
while adjusting the preload torque and backlash
Excessive adjuster torque will introduce a high
bearing load and cause premature bearing failure; insufficient adjuster torque can result in excessive differential case free-play and ring gear noise
Insufficient adjuster torque can cause excessive
differential case free-play and ring gear noise
The differential bearing cups will not always
immediately follow the threaded adjusters as
they are moved during adjustment. Ensure accurate bearing cup responses to the adjustments. Maintain the gear teeth engaged
(meshed) as marked. The bearings must be
seated by rapidly rotating the pinion gear a
half turn back and forth. Do this five to ten
times each time the threaded adjusters are adjusted.
(1) Use Wrench C-4164 to adjust each threaded adjuster inward (Fig. 34) until the differential bearing
free-play is eliminated. Allow some ring gear backlash (approximately 0.01 inch/0.25 mm) between the
ring and pinion gear. Seat the bearing cups with the
procedure described above.
(2) Install Dial Indicator (Fig. 35). Position the
plunger against the drive side of a ring gear tooth.
Measure the backlash at 4 positions (90 degrees

REAR SUSPENSION AND AXLES

Fig. 34 Threaded Adjuster Tool


apart) around the ring gear. Locate and mark the
area of minimum backlash.
(3) Rotate the ring gear to the position of the least
backlash. Mark the gear so that all future backlash
measurements will be taken with the same gear
teeth meshed.

3 - 27

7 1/4 Inch axles, 0.003 to 0.006 inch (0.076 to


0.152 mm)
8 1/4 Inch axles, 0.005 to 0.008 inch (0.127 to
0.203 mm)
Continue increasing the torque at the right-side
threaded adjuster until the specified backlash is obtained.
The left-side threaded adjuster should have
approximately 95 Nzm (70 ft. lbs.) torque. If the
torque is considerably less, the complete adjustment procedure must be repeated.
(8) Tighten the left-side threaded adjuster until 95
Nzm (70 ft. lbs.) torque is indicated. Seat the bearing
rollers with the procedure described above. Do this
until the torque remains constant.
(9) Install the threaded adjuster locks . Ensure the
lock finger is engaged with the adjuster hole. Tighten
the lock screws to 10 Nzm (90 in. lbs.) torque.

SIDE GEAR CLEARANCE MEASUREMENT AND


ADJUSTMENT
When measuring side gear clearance, check each
gear independently. One side gear can have an acceptable clearance and other side gear an unacceptable clearance. If it necessary to replace a side gear,
replace both gears as a matched set.
(1) Install the axle shafts and C-clip locks and pinion mate shaft. If necessary, refer to the installation
located within this group.
(2) Measure each side gear clearance. Insert a
matched pair of feeler gauge blades between the gear
and differential housing on opposite sides of the hub
(Fig. 36).

Fig. 35 Ring Gear Backlash Measurement


(4) Loosen the right-side, tighten the left-side
threaded adjuster. Obtain backlash of 0.003 to 0.004
inch (0.076 to 0.102 mm) with each adjuster tightened to 14 Nzm (10 ft. lbs.) torque. Seat the bearing
cups with the procedure described above.
(5) Tighten the differential bearing cap bolts;
7 1/4 Inch axles to 61 Nzm (45 ft. lbs.) torque
8 1/4 Inch axles to 95 Nzm (70 ft. lbs.) torque
(6) Use Wrench C-4164 to tighten the right-side
threaded adjuster to 95 Nzm (70 ft. lbs.) torque. Seat
the bearing cups with the procedure described above.
Continue to tighten the right-side adjuster and seat
bearing cups until the torque remains constant at 95
Nzm (70 ft. lbs.)
(7) Measure the ring gear backlash. The range of
backlash is;

Fig. 36 Side Gear Clearance Measurement


(3) If side gear clearances is no more than 0.005
inch. Determine if the shaft is contacting the pinion
gear mate shaft. Do not remove the feeler
gauges. Inspect the axle shaft with the feeler
gauge inserted behind the side gear. If the end of

3 - 28

REAR SUSPENSION AND AXLES

the axle shaft is not contacting the pinion gear mate


shaft, the side gear clearance is acceptable.
(4) If clearance is more than 0.005 inch (axle shaft
not contacting mate shaft), record the side gear clearance. Remove the thrust washer and measure its
thickness with a micrometer. Add the washer thickness to the recorded side gear clearance. The sum of
gear clearance and washer thickness will determine
required thickness of replacement thrust washer
(Fig. 37).

Fig. 37 Side Gear Calculations


In some cases, the end of the axle shaft will move
and contact the mate shaft when the feeler gauge is
inserted. The C-clip lock is preventing the side gear
from sliding on the axle shaft.
(5) If there is no side gear clearance, remove the
C-clip lock from the axle shaft. Use a micrometer to
measure the thrust washer thickness. Record the
thickness and re-install the thrust washer. Assemble
the differential case without the C-clip lock installed
and re-measure the side gear clearance.
(6) Compare both clearance measurements. If the
difference is less than 0.012 inch (0.305 mm), add
clearance recorded when the C-clip lock was installed
to thrust washer thickness measured. The sum will
determine the required thickness of the replacement
thrust washer.

(7) If clearance is 0.012 inch (0.305 mm) or greater,


both side gears must be replaced (matched set) and
the clearance measurements repeated.
(8) If clearance (above) continues to be 0.012 inch
(0.305 mm) or greater, the case must be replaced.

RING GEAR TEETH CONTACT PATTERN


ANALYSIS
The ring gear teeth contact patterns will show if
the pinion gear depth shim(s) have the correct thickness. It will also show if the ring gear backlash has
been adjusted correctly. The backlash must be maintained within the specified limits until the correct
teeth contact patterns are obtained.
Excessive backlash is corrected by moving the ring
gear teeth closer to the pinion gear teeth
Insufficient backlash is corrected by moving the
ring gear away from the pinion gear
(1) Apply yellow ferrous (iron) oxide compound to
both drive and coast sides of ring gear teeth.
(2) Rotate the ring gear one complete revolution in
both directions.
(3) Note patterns in compound. Refer to (Fig. 38)
for interpretation of contact patterns and adjust as
necessary.
(4) Install the axle shafts. Refer to Axle Shaft Installation within this group.
(5) Install the housing cover. Refill the differential
with lubricant. Refer to Axle Shaft Installation.
(6) Install the RWAL brake speed sensor and cover
onto the axle housing. Tighten the sensor to 24 Nzm
(18 ft. lbs.) torque.

REAR SUSPENSION AND AXLES

Fig. 38 Gear Teeth Contact Patterns

3 - 29

3 - 30

REAR SUSPENSION AND AXLES


TRAC-LOC DIFFERENTIAL

GENERAL INFORMATION
The Trac-Loc differential is an option available in
the 8 1/4 Inch rear axles (Fig. 1).
In a conventional differential, the torque applied to
the ring gear is transmitted to the axle shafts
through the differential gears. During normal operation, the torque transmitted to each wheel is equal at
all times. However, if one wheel spins, the opposite
wheel will generate only as much torque as the spinning wheel.
In the Trac-Lok differential, part of the ring gear
torque is transmitted through clutch packs. The
clutch packs contain multiple disc. The clutch will
have radial grooves on the plates, and concentric
grooves on the discs or bonded fiber material that is
smooth appearance.
In operation, the Trac-Lok clutches are engaged by
two concurrent forces. The first being preload force
exerted through Belleville spring washers. The second is from separating forces generated by the side
gears (Fig. 1).
The Trac-Lok design provides the normal differential action needed for turning corners. It also provides for the transmission of equal torque to both
wheels when driving straight ahead. When one wheel
loses traction, the clutch packs transfer torque to the
wheel having the most traction. Trac-Lok differentials resist wheel spin on bumpy roads. It also provides more pulling power when one wheel loses
traction. Pulling power is continuous until both
wheels lose traction. If both wheels slip due to unequal traction, Trac-Lok operation is normal. In extreme cases of differences of traction, the wheel with
the least traction may spin. This occurs after the
Trac-Lok has transferred as much torque as possible
to the non-spinning wheel.

NOISE DIAGNOSIS
If chatter occurs when turning corners, the most
probable cause is incorrect or contaminated lubricant. Before removing the Trac-Lok unit for repair,
drain, flush and refill the axle with the specified lubricant. Refer to Lubricant change in this Group.
A container of Trac-Lok Lubricant (friction modifier) should be added after.
Vehicles with a limited slip differential should be
road tested by making 10 to 12 slow figure-eight
turns. This maneuver will pump the lubricant
through the clutch discs.
Refer to Group 0, Lubrication and Maintenance for
additional information.

DIFFERENTIAL TEST
WARNING: WHEN SERVICING VEHICLES WITH A
LIMITED SLIP DIFFERENTIAL DO NOT USE THE EN-

Fig. 1 Limited Slip Differential OperationBoth


Wheels Driving
GINE TO TURN THE AXLE AND WHEELS. BOTH
REAR WHEELS MUST BE RAISED AND THE VEHICLE SUPPORTED. A LIMITED SLIP AXLE CAN EXERT ENOUGH FORCE (IF ONE WHEEL IS IN
CONTACT WITH THE SURFACE) TO CAUSE THE
VEHICLE TO MOVE.
The differential can be tested without removing the
differential case by measuring rotating torque. Make
sure brakes are not dragging during this measurement.
(1) Engine off, transmission in neutral, and parking brake off.
(2) Place blocks in front and rear of both front
wheels.
(3) Jack up one rear wheel until it is completely off
the ground.
(4) Remove wheel and bolt special tool to studs.
(5) Use torque wrench on Special Tool 6790 to rotate wheel and read rotating torque (Fig. 2).
(6) If rotating torque is less than 22 Nzm (30 ft.
lbs.) or more than 271 Nzm (200 ft. lbs.) on either
wheel the unit should be service.

REAR SUSPENSION AND AXLES

3 - 31

Fig. 2 Trac-Loc Test

DIFFERENTIAL OVERHAUL
The Trac-Lok differential components are illustrated in (Fig. 3). Refer to this illustration during repair service.

DISASSEMBLY
Service to the Trac-Lok differential requires the
use of Tool Set C-4487 (J-23781). Refer to Axle section in this Group for Differential Removal and Installation.
(1) Clamp one axle shaft in a vise equipped with
soft jaws (Fig. 4).
(2) Position the differential case on the axle shaft
(Fig. 5). Place shop towels under the differential to
avoid damage during removal of the ring gear (Fig.
5).
(3) Remove and discard the ring gear bolts. Tap

Fig. 4 Axle Shaft As Holding Fixture


the ring gear with a rawhide or plastic mallet and remove (Fig. 6).
(4) Remove the pinion gear mate shaft lock screw
(Fig. 7).
(5) Remove the pinion gear mate shaft with a drift
and hammer (Fig. 8).
(6) Install and lubricate Step Plate C-4487-1 (Fig.
9).
(7) Assemble Threaded Adapter C-4487-3 into top
side gear. Thread forcing Screw C-4487-2 into
adapter until it becomes centered in adapter plate.

Fig. 3 Trac-Lok Differential Components

3 - 32

REAR SUSPENSION AND AXLES

Fig. 8 Mate Shaft Removal

Fig. 5 Differential Case On Shaft

Fig. 6 Ring Gear Removal

Fig. 7 Mate Shaft Lock Screw

Fig. 9 Step Plate Tool Installation


(8) Position a small screw driver in slot of
Threaded Adapter C-4487-3 (Fig. 10 to prevent
adapter from turning.
(9) Tighten forcing screw tool enough to relieve
clutch pack tension. Remove both pinion thrust
washers (Fig. 11).
(10) Loosen the forcing screw tool until the clutch
pack tension is relieved.
(11) Insert Turning Bar C-4487-4 in case. Rotate
case with tool until pinion gears can be removed (Fig.
12).
(12) Remove top side gear and clutch pack. Keep
plates in correct order during removal (Fig. 13).
(13) Remove case from fixture. Remove remaining
clutch pack.
(14) Remove clutch pack retaining clips. Mark each
clutch pack for installation reference.

REAR SUSPENSION AND AXLES

Fig. 10 Threaded Adapter Installation

3 - 33

Fig. 12 Pinion Gear Removal

Fig. 11 Remove Pinion Thrust Washer


CLEANING AND INSPECTION
(1) Clean all components in cleaning solvent. Dry
components with compressed air.
(2) Inspect clutch pack plates for wear, scoring or
damage. Replace both clutch packs if any one component in either pack is damaged.
(3) Inspect side and pinion gears. Replace any gear
that is worn, cracked, chipped or damaged.
(4) Inspect differential case and pinion shaft. Replace if worn or damaged.

Fig. 13 Side Gear & Clutch Disc Removal


PRESOAK PLATES AND DISC
Plates and discs with fiber coating (no groves or
lines) must be presoaked in Friction Modifier before
assembly. Soak plates and discs for a minimum of 20
minutes before assembly. Add remaining Friction
Modifier to differential after assembly.
ASSEMBLY
(1) The clutch discs are replaceable as complete
sets only. If one clutch disc pack is damaged, both

3 - 34

REAR SUSPENSION AND AXLES

packs must be replaced. Lubricate each component


with gear lubricant before assembly and installation.
(2) Assemble the clutch discs into packs and secure
disc packs with retaining clips (Fig. 14).
(3) Position assembled clutch disc packs on the
side gear hubs.

Fig. 16 Upper Side Gear & Clutch Disc Pack


Installation

Fig. 14 Clutch Disc Pack


(4) Position case on axle fixture.
(5) Install clutch pack and side gear in lower bore
(Fig. 15). Be sure clutch pack retaining clips remain
in position and are seated in the case pockets.

Fig. 15 Clutch Discs & Lower Side Gear Installation


(6) Install lubricated Step Plate C-4487-1 on first
clutch pack (Fig. 16).
(7) Install the upper side gear and clutch disc pack
(Fig. 16).

(8) Hold assembly in position. Insert Threaded


Adapter C-4487-3 into top side gear, insert forcing
Screw C-4487-2.
(9) Tighten forcing screw tool to compress clutch
discs.
(10) Install pinion gears. Rotate case with Turning
Bar C-4487-4. Make sure holes of pinion mate gears
are aligned with case.
(11) Tighten forcing screw to compress the
Belleville plates. Lubricate and install pinion gear
thrust washers with a small screw driver.
(12) Install pinion gear mate shaft ( align holes in
shaft and case).
(13) Install the pinion mate shaft lock screw finger
tight.
If replacement gears and thrust washers were
installed, it is not necessary to measure the
gear backlash. Correct fit is due to close machining tolerances during manufacture.

REAR SUSPENSION AND AXLES


(14) Invert the differential case and start two ring
gear bolts. This will provide case-to-ring gear bolt
hole alignment.
(15) Install new ring gear bolts and alternately
tighten to 95-122 Nzm (70-90 ft. lbs.) torque (Fig. 17).
(16) Lubricate all differential components with hypoid gear lubricant.

Fig. 17 Ring Gear Bolt Installation

3 - 35

3 - 36

REAR SUSPENSION AND AXLES


AXLE SPECIFICATIONS
8 1/4 INCH AXLE

7 1/4 INCH AXLE


Axle Type ................................Semi-floating, hypoid
Lubricant...............................................SAE 80W-90
Lube Capacity ...................................1.4 L (3.0 pts)
Axle Ratio ............................................................3.55
Differential
Case Clearance ...........................0.30 mm (0.012 in.)
Case Flange Runout ................0.076 mm (0.003 in.)
Ring Gear
Diameter .......................................18.41 cm (7.25 in.)
Backlash....................0.07-0.15 mm (0.003-0.006 in.)
Runout .......................................0.127 mm (0.005 in.)
Pinion Bearing
Preload....................................1-2 Nzm (10-20 in.lbs.)

Axle Type ................................Semi-floating, hypoid


Lubricant...............................................SAE 80W-90
Lube Capacity ..................................2.1 L (4.4 pts.)
Trac-Loc Additive..............................118 ml (4 oz.)
Axle Ratio .........................................3.21, 3.55, 3.90
Differential
Case Clearance ...........................0.12 mm (0.005 in.)
Case Flange Runout ................0.076 mm (0.003 in.)
Ring Gear
Diameter .......................................20.95 cm (8.25 in.)
Backlash....................0.12-0.20 mm (0.005-0.008 in.)
Runout .......................................0.127 mm (0.005 in.)
Pinion Bearing
Preload....................................1-2 Nzm (10-20 in.lbs.)

TORQUE SPECIFICATIONS
SUSPENSION COMPONENTS

7 1/4 and 8 1/4 AXLES

DESCRIPTION ................................................TORQUE
Shock Absorber
Lower Bolt ...................................88 Nzm (65 ft. lbs.)
Upper Bolt ...................................27 Nzm (20 ft. lbs.)
Spring Clamp Nut
2WD ..............................................88 Nzm (65 ft. lbs.)
4WD ..........................................149 Nzm (110 ft. lbs.)
Spring
Spring Eye Nut ...........................88 Nzm (65 ft. lbs.)
Pivot Bolt Nut .............................88 Nzm (65 ft. lbs.)

DESCRIPTION ................................................TORQUE
Diff. Cover Bolt ........................47 Nzm (35 ft. lbs.)
Bearing Cap Bolt
7 1/4 Axle .....................................61 Nzm (45 ft. lbs.)
8 1/4 Axle .....................................95 Nzm (70 ft. lbs.)
Pinion Nut .............................285 Nzm (210 ft. lbs.)
Ring Gear Bolt .........................95 Nzm (70 ft. lbs.)
RWAL/ABS Sensor Bolt .........24 Nzm (18. ft. lbs.)

BRAKES

5 - 1

BRAKES
CONTENTS
page

page

ABS BRAKE OPERATION AND SERVICE . . . . . . 51


ANTILOCK BRAKE SYSTEM DIAGNOSIS . . . . . . 8
DISC BRAKE ROTOR SERVICE . . . . . . . . . . . . . 41
DISC BRAKES2-WHEEL DRIVE . . . . . . . . . . . 27
DISC BRAKES4-WHEEL DRIVE . . . . . . . . . . . 34
DRUM BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . 20
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
MASTER CYLINDERBRAKE FLUID
BRAKELINES . . . . . . . . . . . . . . . . . . . . . . . . . . 12

PARKING BRAKES . . . . . . . . . . . . . . . . . . . . . . . 63
POWER BRAKE BOOSTERBRAKE PEDAL
STOPLAMP SWITCH . . . . . . . . . . . . . . . . . . . 17
RWAL BRAKE OPERATION AND SERVICE . . . . 44
SERVICE BRAKE DIAGNOSIS . . . . . . . . . . . . . . . 3
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 68

GENERAL INFORMATION
INDEX
page

page

Antilock Brake Systems . . . . . . . . . . . . . . . . . . . . . 1


Brake Fluid/Lubricants/Cleaning Solvents . . . . . . . . . 1
Brake Safety Precautions . . . . . . . . . . . . . . . . . . . . 2

Brake Warning Lights . . . . . . . . . . . . . . . . . . . . . . . 1


Hydraulic and Vacuum Components . . . . . . . . . . . . 1
Wheel Brake Units . . . . . . . . . . . . . . . . . . . . . . . . . 1

WHEEL BRAKE UNITS

BRAKE WARNING LIGHTS

AN models are equipped with power assist front


disc and rear drum brakes. The front brake units
consist of single piston calipers and vented disc brake
rotors. The rear drum brakes are dual shoe, servo
style units with automatic adjuster mechanism and
cable operated parking brakes.

A red warning light is used to alert the driver if a


pressure differential exists between the front and
rear hydraulic systems. The light also alerts the
driver when the parking brakes are not released. The
light is located at the left side of the instrument cluster.
An amber warning light is used for the antilock
brake system. It is adjacent to the red indicator light
in the instrument cluster. The amber light alerts the
driver if an antilock system fault occurs.

HYDRAULIC AND VACUUM COMPONENTS


All models are equipped with a vacuum operated
power brake booster, a dual reservoir master cylinder
and a combination valve. The valve consists of a
front brake metering (hold-off) valve and a front/rear
brake pressure differential valve and switch.

ANTILOCK BRAKE SYSTEMS


Two antilock brake systems are available on AN
models. A rear wheel antilock brake system (RWAL)
is standard. An all-wheel antilock brake system
(ABS) is available as an option.
The RWAL and ABS systems are designed to retard
wheel lockup during periods of high wheel slip when
braking. Retarding wheel lockup is accomplished by
modulating fluid pressure to the wheel brake units.
Refer to the antilock brake sections for operation and
service information.

BRAKE FLUID/LUBRICANTS/CLEANING SOLVENTS


Recommended fluid for AN models is Mopar brake
fluid or equivalent meeting SAE J1703 and DOT 3
standards.
When servicing rear brakes, use Mopar multi mileage grease to lubricate caliper slide surfaces, drum
brake pivot pins and shoe contact points on the backing plates. Use GE 661 or Dow 111 silicone grease on
caliper bushings and mounting pins.
Use fresh brake fluid or Mopar brake cleaner to
clean or flush brake system components. These are
the only cleaning materials recommended.

5 - 2

BRAKES

CAUTION: Never use gasoline, kerosene, alcohol,


motor oil, transmission fluid, or any fluid containing
mineral oil to clean the system components. These
fluids damage rubber cups and seals. If system
contamination is suspected, check the fluid for dirt,
discoloration, or separation into distinct layers.
Drain and flush the system with new brake fluid if
contamination is suspected.

BRAKE SAFETY PRECAUTIONS


WARNING: SOME AFTERMARKET BRAKELINING
MAY CONTAIN ASBESTOS FIBERS. THIS SHOULD
BE TAKEN INTO ACCOUNT WHEN SERVICING A
VEHICLE HAVING PRIOR BRAKE SERVICE. WEAR
A RESPIRATOR WHEN CLEANING BRAKE PARTS
BECAUSE ASBESTOS FIBERS CAN BE A HEALTH

HAZARD. NEVER CLEAN BRAKE COMPONENTS


WITH COMPRESSED AIR OR BY DRY BRUSHING.
USE A VACUUM CLEANER SPECIFICALLY DESIGNED TO REMOVE ASBESTOS FIBERS. IF A
SUITABLE VACUUM CLEANER IS NOT AVAILABLE,
PERFORM CLEANING OPERATIONS WITH A WATER
DAMPENED CLOTH. DO NOT CREATE DUST BY
SANDING, OR GRINDING BRAKELINING. DISPOSE
OF ALL DUST AND DIRT SUSPECTED OF CONTAINING ASBESTOS FIBERS IN SEALED BAGS OR
CONTAINERS. FOLLOW ALL RECOMMENDED
PRACTICES PRESCRIBED BY THE OCCUPATIONAL
SAFETY AND HEALTH ADMINISTRATION (OSHA)
AND THE ENVIRONMENTAL PROTECTION AGENCY
(EPA) FOR HANDLING, PROCESSING, AND DISPOSITION OF MATERIAL THAT MAY CONTAIN ASBESTOS FIBERS.

SERVICE BRAKE DIAGNOSIS

5 - 3

SERVICE BRAKE DIAGNOSIS


INDEX
page
Combination Valve Testing . . . . . .
Component Inspection . . . . . . . . .
Diagnosing Parking Brake Problems
Diagnosing Service Brake Problems
Diagnosis Procedures . . . . . . . . . .
Master Cylinder/Power Booster Test

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DIAGNOSIS PROCEDURES
The diagnosis information in this section covers
service brake components only. Antilock brake component diagnosis is covered in the antilock brake diagnosis section.
Service brake components include front/rear brakeshoes, disc brake calipers, wheel cylinders, brake
drums, support plates, brakelines, master cylinder,
power brake booster, and parking brake components.
Brake diagnosis involves determining if the problem is related to a mechanical, hydraulic, vacuum, or
electrically operated component. A preliminary check,
road testing and component inspection can all be
used to determine a problem cause.
Road testing will either verify proper brake operation or confirm the existence of a problem. Component inspection will then identify the actual causal
part.

SERVICE BRAKE WARNING LIGHT ILLUMINATION


The first diagnosis step is observation of the warning light. Illumination of the red light indicates a hydraulic problem in either the front or rear brake
system. It may also indicate that the parking brakes
are still applied.
An amber warning light indicates a problem in the
antilock system. Refer to the antilock brake diagnosis
section.
If neither warning light is illuminated, the problem
will be related to a mechanical, hydraulic, or vacuum
component such as a brakeshoe, rotor, caliper, master
cylinder, or brake booster.

PRELIMINARY BRAKE CHECK

page
Power Booster Check Valve Test . . . . . .
Power Booster Vacuum Test . . . . . . . . .
Preliminary Brake Check . . . . . . . . . . . .
Road Testing . . . . . . . . . . . . . . . . . . . .
Service Brake Warning Light Illumination

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(2) Inspect condition of tires and wheels. Damaged


wheels and worn, damaged, or underinflated tires
can cause pull, shudder, tramp, and a condition similar to grab.
(3) If complaint was based on noise when braking,
check suspension components. Jounce front and rear
of vehicle and listen for noise that might be caused
by loose, worn or damaged suspension or steering
components.
(4) Inspect brake fluid level and condition. Note
that fluid level in disc brake reservoir section will decrease in proportion to lining wear. This is a normal
condition.
(a) If fluid level is abnormally low, look for evidence of leaks at calipers, wheel cylinders, brakelines and master cylinder.
(b) If fluid appears contaminated, drain out a
sample. If fluid is separated into layers, or obviously contains oil or a substance other than brake
fluid, the system seals and cups will have to be replaced and the hydraulic system flushed.
(5) Check parking brake operation. Verify free
movement and full release of cables and foot pedal or
hand lever. Also note if vehicle was being operated
with parking brake partially applied.
(6) Check brake pedal operation. Pedal should
have adequate free play and not bind at any point of
travel. If pedal lacks free play, check pedal and
power booster for being loose or for bind condition.
Do not road test until condition is corrected.
(7) If components checked appear OK, and brake
action is sufficient to stop vehicle, proceed to road
test. However, if brake action is impaired, do not
road test vehicle. Instead, raise vehicle on hoist and
disassemble/repair as needed.

The next step in brake diagnosis should be a preliminary check. This involves inspecting fluid level,
parking brake action, wheel and tire condition, leak
checking and testing brake pedal response.

ROAD TESTING

Preliminary Brake Check Procedure


(1) If amber antilock light is illuminated, refer to
Antilock Brake System Diagnosis. However, if red
warning light is illuminated, or if neither warning
light is illuminated, continue check procedure.

A road test will confirm or deny the existence of a


problem. The final diagnosis procedure involves road
test analysis and a visual inspection of brake components.
(1) If complaint involved low brake pedal, make
several low speed stops and note if pedal returns to

5 - 4

SERVICE BRAKE DIAGNOSIS

normal height. If pedal drops off, or brake action


is impaired, immediately return to shop and begin repair.
(2) Check brake pedal response with transmission
in Neutral and engine running. Pedal should remain
firm under steady foot pressure.
(3) During road test, make normal and firm brake
stops in 20-35 mph range. Note faulty brake operation such as pull, grab, drag, noise, low pedal, hard
pedal, fade, pedal pulsation, etc.
(4) Inspect brake components and refer to problem
diagnosis information for causes of various brake
conditions.

COMPONENT INSPECTION
Fluid leak points and dragging brake units can
usually be located without removing any components.
The area around a leak point will be wet with fluid.
The components at a dragging brake unit (wheel,
tire, rotor) will be quite warm or hot to the touch.
Other brake problem conditions will require component removal for proper inspection. Raise the vehicle
and remove the necessary wheel brake components
for better visual access.
During component inspection, pay particular attention to heavily rusted/corroded brake components
(e.g. rotors, caliper pistons, brake return/holddown
springs, support plates, etc.).
Heavy accumulations of rust may be an indicator of
rust and corrosion damage to a brake component. It
is wise to remove surface rust in order to accurately
determine the depth of rust penetration and damage.
Light surface rust is fairly normal and not a major
concern (as long as it is removed). However, heavy
rust buildup, especially on high mileage vehicles,
may actually cover structural damage to such important components as: brakelines; rotors; support
plates; and brake booster.

DIAGNOSING SERVICE BRAKE PROBLEMS


PEDAL FALLS AWAY
A brake pedal that falls away under steady foot
pressure is generally the result of a system leak. The
leak point could be at a brakeline, fitting, hose, or
caliper. Internal leakage in the master cylinder
caused by worn or damaged piston cups, may also be
the problem cause.
If leakage is severe, fluid will be evident at or
around the leaking component. However internal
leakage in the master cylinder will not be physically
evident. Refer to the cylinder test procedure in this
section.
LOW PEDAL
If a low pedal is experienced, pump the pedal several times. If the pedal comes back up, worn lining
and worn rotors or drums are the likely causes.

A decrease in fluid level in the master cylinder reservoirs may only be the result of normal lining wear.
Fluid level will decrease in proportion to wear. It is a
result of the outward movement of caliper and wheel
cylinder pistons to compensate for normal wear. Top
off the reservoir fluid level and check brake operation
to verify proper operation.

SPONGY PEDAL
A spongy pedal is most often caused by air in the
system. Thin brake drums or substandard brake
lines and hoses can also cause a spongy pedal. The
proper course of action is to bleed the system and replace thin drums and suspect quality brake lines and
hoses.
HARD PEDAL OR HIGH PEDAL EFFORT
A hard pedal or high pedal effort may be due to lining that is water soaked, contaminated, glazed, or
badly worn. The power booster or check valve could
also be faulty. Test the booster and valve as described
in this section.
BRAKE DRAG
Brake drag occurs when the lining is in constant
contact with the rotor or drum. Drag can occur at one
wheel, all wheels, fronts only, or rears only. It is a
product of incomplete brakeshoe release. Drag can be
minor or severe enough to overheat the linings, rotors and drums.
Brake drag also has a direct effect on fuel economy.
If undetected, minor brake drag can be misdiagnosed
as an engine or transmission/torque converter problem.
Minor drag will usually cause slight surface charring of the lining. It can also generate hard spots in
rotors and drums from the overheat-cool down process. In most cases, the rotors, drums, wheels and
tires are quite warm to the touch after the vehicle is
stopped.
Severe drag can char the brake lining all the way
through. It can also distort and score rotors and
drums to the point of replacement. The wheels, tires
and brake components will be extremely hot. In severe cases, the lining may generate smoke as it chars
from overheating.
Some common causes of brake drag are:
seized or improperly adjusted parking brake cables
loose or damaged wheel bearing
seized caliper or wheel cylinder piston
caliper binding on corroded bushings or rusted
slide surfaces
loose caliper mounting bracket
drum brakeshoes binding on worn-damaged support plates
misassembled components

SERVICE BRAKE DIAGNOSIS

5 - 5

If brake drag occurs at all wheels, the problem may


be related to a blocked master cylinder return port or
faulty power booster (binds-does not release).
An improperly installed or adjusted stoplamp
switch can also cause brake drag. If the switch is positioned so it prevents full pedal return, a partial apply and drag will occur.

BRAKES DO NOT HOLD AFTER DRIVING


THROUGH DEEP WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes lightly applied for a mile or
two. However, if the lining is both wet and dirty, disassembly and cleaning will be necessary.

BRAKE FADE
Brake fade is a product of overheating caused by
brake drag. Brake overheat and fade can also be
caused by riding the brake pedal, making repeated
high deceleration stops in a short time span, or constant braking on steep mountain roads. Refer to the
Brake Drag information in this section for causes.

BRAKE NOISE

PEDAL PULSATION
Pedal pulsation is caused by components that are
loose, or beyond tolerance limits.
Disc brake rotors with excessive lateral runout or
thickness variation, or out of round brake drums are
the primary causes of pulsation. Other causes are
loose wheel bearings or calipers and worn, damaged
tires.
PULL
A front pull condition could be the result of contaminated lining in one caliper, seized caliper piston,
binding caliper, loose caliper, loose or corroded slide
pins, improper brakeshoes, or a damaged rotor.
A worn, damaged wheel bearing or suspension component are further causes of pull. A damaged front
tire (bruised, ply separation) can also cause pull.
A common and frequently misdiagnosed pull condition is where direction of pull changes after a few
stops. The cause is a combination of brake drag followed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so reduced that fade occurs. Since the opposite brake unit
is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in favor of the normally functioning brake unit.
When diagnosing a change in pull condition, remember that pull will return to the original direction
if the dragging brake unit is allowed to cool down
(and is not seriously damaged).
REAR BRAKE GRAB OR PULL
Rear grab or pull is usually caused by an improperly adjusted or seized parking brake cable, contaminated lining, bent or binding shoes and support
plates, or improperly assembled components. This is
particularly true when only one rear wheel is involved. However, when both rear wheels are affected,
the master cylinder or proportioning valve could be
at fault.

Squeak/Squeal
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining can also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brakeshoes in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors can become so scored that replacement is necessary.
Thump/Clunk
Thumping or clunk noises during braking are frequently not caused by brake components. In many
cases, such noises are caused by loose or damaged
steering, suspension, or engine components. However,
calipers that bind on the slide pins can generate a
thump or clunk noise. In addition, worn out, improperly adjusted, or improperly assembled rear brakeshoes can also produce noise a thump noise.
Chatter/Shudder
Brake chatter, or shudder is usually caused by
loose or worn components, or glazed/burned lining.
Rotors with hard spots can also contribute to chatter.
Additional causes of chatter are out-of-tolerance rotors, brake lining not securely attached to the shoes,
loose wheel bearings and contaminated brake lining.

BRAKELINING CONTAMINATION
Brakelining contamination is usually a product of
leaking calipers or wheel cylinders, driving through
deep water puddles, or lining that has become covered with grease and grit during repair.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause vibration
or pull.
Severely worn tires with very little tread left can
produce a grab-like condition as the tires lose and recover traction.

5 - 6

SERVICE BRAKE DIAGNOSIS

Flat-spotted tires can cause vibration and wheel


tramp and generate shudder during brake operation.
A tire with internal damage such as a severe bruise
or ply separation can cause pull and vibration.

DIAGNOSING PARKING BRAKE PROBLEMS


Adjustment Mechanism
Parking brake adjustment is controlled by a
cable tensioner. The cable tensioner, once adjusted at the factory, will not need further adjustment under normal circumstances. There
are only two instances when adjustment is required. The first is when a new tensioner, or cables have been installed. And the second, is
when the tensioner and cables are disconnected for access to other brake components.
Parking Brake problem Causes
In most cases, the actual cause of an improperly
functioning parking brake (too loose/too tight/wont
hold), can be traced to a drum brake component.
The leading cause of improper parking brake
operation, is excessive clearance between the
brakeshoes and the drum surface. Excessive
clearance is a result of: lining and/or drum
wear, oversize drums, or inoperative shoe adjuster components.
Excessive parking brake lever travel (sometimes
described as a loose lever or too loose condition), is
the result of worn brakeshoes/drums, improper
brakeshoe adjustment, or misassembled brake parts.
A too loose condition can also be caused by inoperative brakeshoe adjusters. If the adjusters are misassembled, they will not function. In addition, since
the adjuster mechanism only works during reverse
stops, it is important that complete stops be made.
The adjuster mechanism does not operate when rolling stops are made in reverse. The vehicle must be
brought to a complete halt before the adjuster lever
will turn the adjuster screw.
A condition where the parking brakes do not hold,
will most probably be due to a wheel brake component.
Items to look for when diagnosing a parking brake
problem, are:
rear brakeshoe wear
rear brake drum wear
drums machined beyond allowable diameter (oversize)
parking brake front cable not secured to pedal
parking brake rear cable seized
parking brake strut reversed
parking brake strut not seated in both shoes
parking brake lever not seated in secondary shoe
parking brake lever or brakeshoe bind on support
plate
brakeshoes reversed

adjuster screws seized


adjuster screws reversed
holddown or return springs misassembled or lack
tension
wheel cylinder pistons seized
Brake drums that are machined oversize are difficult to identify. If oversize drums are suspected, the
diameter of the braking surface will have to be
checked with an accurate drum gauge. Oversize
drums will cause low brake pedal and lack of parking
brake holding ability.
Improper parking brake strut and lever installation
will result in unsatisfactory parking brake operation.
Intermixing the adjuster screws will cause drag, bind
and pull along with poor parking brake operation.
Parking brake adjustment and parts replacement
procedures are described in the Parking Brake section.

COMBINATION VALVE TESTING


TESTING METERING VALVE
Metering valve operation can be checked visually
and with the aid of a helper. Observe the metering
valve stem while a helper applies and releases the
brakes. If the valve is operating correctly, the stem
will extend slightly when the brakes are applied and
retract when the brakes are released. If the valve is
faulty, replace the entire combination valve as an assembly.
TESTING PRESSURE DIFFERENTIAL SWITCH
(1) Have helper sit in drivers seat to apply brake
pedal and observe red brake warning light.
(2) Raise vehicle on hoist.
(3) Connect bleed hose to a rear wheel cylinder
and immerse hose end in container partially filled
with brake fluid.
(4) Have helper press and hold brake pedal to floor
and observe warning light.
(a) If warning light illuminates, switch is operating correctly.
(b) If light fails to illuminate, check circuit fuse,
bulb and wiring. Repair as necessary and repeat
test steps (3) and (4).
(5) If warning light still fails to illuminate, check
brakelight and parking brake switches and wiring
with test lamp. Repair or replace parts as necessary
and test differential pressure switch operation again.
(6) If warning light still does not illuminate, switch
is faulty. Replace combination valve assembly, bleed
brake system and verify proper switch and valve operation.

MASTER CYLINDER/POWER BOOSTER TEST


(1) Start engine and check booster vacuum hose
connections. Hissing noise indicates vacuum leak.
Correct any vacuum leak before proceeding.

SERVICE BRAKE DIAGNOSIS


(2) Stop engine and shift transmission into Neutral.
(3) Pump brake pedal until all vacuum reserve in
booster is depleted.
(4) Press and hold brake pedal under light foot
pressure.
(a) If pedal holds firm, proceed to step (5).
(b) If pedal does not hold firm and falls away,
master cylinder is faulty (internal leakage).
(5) Start engine and note pedal action.
(a) If pedal falls away slightly under light foot
pressure then holds firm, proceed to step (6).
(b) If no pedal action is discernible, power
booster or vacuum check valve is faulty. Install
known good check valve and repeat steps (2)
through (5).
(6) Rebuild booster vacuum reserve as follows: Release brake pedal. Increase engine speed to 1500
rpm, close the throttle and immediately turn off ignition.
(7) Wait a minimum of 90 seconds and try brake
action again. Booster should provide two or more vacuum assisted pedal applications. If vacuum assist is
not provided, perform booster and check valve vacuum tests.

POWER BOOSTER CHECK VALVE TEST


(1) Disconnect vacuum hose from check valve.
(2) Remove check valve and valve seal from
booster (Fig. 1).
(3) Hand operated vacuum pump can be used for
test (Fig. 2).
(4) Apply 50.5-67.3 kPa (15-20 inches vacuum) at
large end of check valve (Fig. 1).
(5) Vacuum should hold steady. If gauge on pump
indicates any vacuum loss, valve is faulty and must
be replaced.

5 - 7

Fig. 1 Typical Vacuum Check Valve And Seal

Fig. 2 Typical Hand Operated Vacuum Pump

POWER BOOSTER VACUUM TEST


(1) Connect a vacuum gauge to the booster check
valve with a short length of hose and a T-fitting (Fig.
3).
(2) Start and run engine at idle speed for 60 seconds.
(3) Clamp hose shut between vacuum source and
check valve (Fig. 3).
(4) Stop engine and observe vacuum gauge.
(5) If vacuum drops more than 1 inch vacuum
(3.368 kPa) in 15 seconds, the booster diaphragm or
the check valve is faulty.

Fig. 3 Typical Booster Vacuum Test Connections

5 - 8

ANTILOCK BRAKE SYSTEM DIAGNOSIS


ANTILOCK BRAKE SYSTEM DIAGNOSIS
INDEX
page

page

ABS Diagnostic Connector Location . . . . . . . . . . . . 8


ABS System Normal and Fault Conditions . . . . . . . . 9
ABS/RWAL Control Module Diagnosis . . . . . . . . . . . 9
ABS/RWAL Fault Condition Causes . . . . . . . . . . . . 10
ABS/RWAL Warning Light Display . . . . . . . . . . . . . . 9
Antilock Valve Service and Diagnosis . . . . . . . . . . . 9
Clearing RWAL Fault Codes . . . . . . . . . . . . . . . . . 10

Combination Valve Testing . . . . . . . . . . . . . . . . . . 10


Diagnosis Procedures . . . . . . . . . . . . . . . . . . . . . . . 8
Generating RWAL Flash Codes . . . . . . . . . . . . . . . 10
RWAL Diagnostic Connector Location . . . . . . . . . . . 8
RWAL Diagnostic Fault Flash Codes . . . . . . . . . . . . 9
RWAL Fault Code Capacity . . . . . . . . . . . . . . . . . . 10
RWAL Fault Code Identification . . . . . . . . . . . . . . . 10

DIAGNOSIS PROCEDURES

ABS DIAGNOSTIC CONNECTOR LOCATION

ABS System
Antilock diagnosis involves checking only those
components that form the antilock system. Diagnosis
involves three basic steps which are:
observation of the warning light display
visual examination for low fluid, leaks, or damaged wires
circuit check with DRB scan tool
Visual examination includes a check of reservoir
fluid level and condition of the system components.
This includes inspection of the sensor wires and electrical connections. Things to look for are leaks, loose
connections, or obvious component damage.
Circuit checking involves using the DRB scan tool
to identify a faulty circuit or component.
RWAL System
An RWAL system malfunction will be indicated by
illumination of the amber warning lamp.
If a problem occurs, system diagnosis should begin
with a fluid level check followed by a visual examination of the system electrical and hydraulic connections. If obvious defects (low fluid, leaks, loose
connections, etc.) are not evident, road test the vehicle. A road test should help determine if a malfunction is actually related to an antilock component.
During the road test, note if other conditions are
evident such as a low pedal, pull, grab, or similar
condition. Remember that brake malfunctions such
as low fluid, system leaks, or parking brakes partially applied will affect antilock system operation.
The idea is to determine if a malfunction is actually
related to an antilock component.
If a visual inspection and road test do not indicate
the problem cause, check the system fault flash
codes. Refer to the system fault code information in
this section.

The ABS diagnostic connector is located under the


instrument panel near the steering column. The connector is a 4 or 6-way style and is either black, or
light blue in color.
The connector is the ABS access point for the DRB
scan tool. System circuits can be tested after the scan
tool is attached.

RWAL DIAGNOSTIC CONNECTOR LOCATION


The RWAL diagnostic connector is also the service
data link connector (Fig. 1). It is a black, 2-way connector attached to the single 18 ga. black with white
tracer wire, from terminal 12 on the control module.
The data link wires are plugged into this connector.
The connector is positioned on the passenger side
cowl panel. The module is located under the passenger side of the instrument panel, or on the passenger
side kick panel.

Fig. 1 RWAL Diagnostic (Data Link) Connector


Location

ANTILOCK BRAKE SYSTEM DIAGNOSIS


ABS SYSTEM NORMAL AND FAULT CONDITIONS
Wheel/Tire Size And Input Signals
Antilock system operation depends on accurate signals from the wheel speed sensors. Ideally, the vehicle wheels and tires should all be the same size and
type to ensure accurate signals and satisfactory operation.
Operating Sound Levels
On the all wheel ABS system, the pump/motor and
antilock valve solenoids may produce some sound as
they cycle. This is a normal condition and should
not be mistaken for faulty operation. Under most
conditions, pump and solenoid valve operating
sounds will not be audible.
Vehicle Response In Antilock Mode
During antilock braking, the front/rear solenoid
valves cycle rapidly in response to antilock control
module inputs.
The driver may experience a slight pulsing sensation in the brake pedal and vehicle as the solenoid
valves modulate fluid pressure as needed. This is a
normal condition.
Steering Response
A modest amount of steering input is required during extremely high deceleration braking, or when
braking on differing traction surfaces. An example of
differing traction surfaces would be when the left
side wheels are on ice and the right side wheels are
on relatively dry pavement.
Loss Of Sensor Input
Wheel speed sensor malfunctions will most likely
be due to loose connections, damaged sensor wires, or
incorrect sensor air gap. An additional fault would be
a result of sensor and tone ring misalignment or
physical damage. A faulty sensor (open, shorted) can
be located with the flash codes or the DRB scan tool
on all wheel antilock models.

ABS/RWAL WARNING LIGHT DISPLAY


Light Illuminates At Startup
The amber antilock light illuminates at startup as
part of the system self check feature. The light illuminates for 2-3 seconds then goes off as part of the
normal self check routine.
Light Remains On After Startup
An system fault is indicated when the light remains on after startup. Diagnosis with the flash
codes or DRB scan tool will be necessary to determine the faulty component.

5 - 9

Light Illuminates During Brake Stop


A system fault such as loss of speed sensor signal
or solenoid failure, will cause the amber warning
light to illuminate. The most effective procedure here
is to check for obvious damage first. Then check the
electronic components with the DRB scan tool, or
flash codes.

ABS/RWAL CONTROL MODULE DIAGNOSIS


The electronic module controls all phases of antilock system operation. The module also differentiates between normal and antilock mode braking.
The module monitors and processes signals generated by the system sensors at all times.
The module operating program includes a self
check routine that tests each of the system components. A failure of the self check program will cause
illumination of the amber warning light. The light
will also illuminate if a solenoid or other system component fails during the dynamic phase of initialization.
If a system malfunction should occur, do not immediately replace the control module. A blown system
fuse, bad ground, or loss of feed voltage will cause
system faults similar to a module failure. Never replace the module unless flash code, or scan tool
diagnosis indicates replacement is actually necessary.

ANTILOCK VALVE SERVICE AND DIAGNOSIS


The front and rear antilock valves are serviced only
as assemblies. However, neither valve should be replaced unless a fault has been confirmed.
On the rear wheel antilock system, verify fault conditions with the diagnostic flash codes.
On models with the all wheel ABS system, use the
DRB scan tool to verify a fault condition.

RWAL DIAGNOSTIC FAULT FLASH CODES


The microprocessor in the electronic control module
has a self test feature. This feature is activated
whenever the ignition switch is in the On and Run
positions.
If a system fault is detected, the control module illuminates the antilock light and stores the fault code
in the microprocessor memory. If a fault code is generated, the module will retain the code after turning
the ignition switch to Off position.
System faults are identified by a series of flash
codes that operate through the antilock warning
light. Temporarily grounding the antilock diagnostic
connector will produce the flash code sequence. Refer
to Fault Code Identification in this section.

5 - 10

ANTILOCK BRAKE SYSTEM DIAGNOSIS

RWAL FAULT CODE CAPACITY


The microprocessor memory will store and display
only one fault code at a time. The stored code can be
displayed by grounding the antilock diagnostic connector.

GENERATING RWAL FLASH CODES


To generate flash codes, first disconnect the data
link wires from the diagnostic connector. Then momentarily ground the connector with a jumper wire
and immediately observe the flash code display.
Flash codes are displayed at the antilock warning
light.

RWAL FAULT CODE IDENTIFICATION


To determine a fault code, momentarily ground the
diagnostic connector and count the number of times
the antilock indicator lamp flashes. Fault codes and
typical malfunctions are outlined in Figure 2.
The initial flash will be a long flash followed by a
number of short flashes. The long flash indicates the
beginning of the fault number sequence and the
short flashes are a continuation of that sequence.
You must count the long flash along with the
short flashes for an accurate fault code count.

CLEARING RWAL FAULT CODES


To clear a fault code, disconnect the control module
connector or disconnect the battery for a minimum of
five seconds. During system retest, wait 30 seconds
to be sure the fault code does not reappear.

ABS/RWAL FAULT CONDITION CAUSES


Antilock system faults can be generated by a circuit, or component malfunction, or even by the
driver.
Circuit, or component malfunctions will most frequently be related to wire harness problems. Look for
loose connections, corroded terminals, damaged
wires, or loss of continuity due to connectors filled
with water or dirt. Blown circuit fuses and poor
ground connections are also common causes for system faults. A misadjusted, or faulty stop lamp switch
will also cause a system fault.
Wheel speed sensor and control module failures, although infrequent, will be indicated by testing with
flash codes, or the DRB scan tool. The faulty part
should not be replaced until diagnosis indicates this
is necessary.
The driver can induce system faults by riding the
brake pedal, pumping the brake pedal, or leaving the
parking brakes partially applied. These conditions
will cause the antilock warning light to illuminate,
despite the fact that a fault has not actually occurred.
Another driver induced RWAL fault involves holding the brake pedal in an applied position while

Fig. 2 RWAL Flash Codes


starting the engine. This practice causes the
stoplamp switch to be in a closed position when the
engine is started. With the switch closed, the RWAL
system self check feature will not be completed. The
result is illumination of both warning lights and
trouble code 11 registered in system memory.

COMBINATION VALVE TESTING


TESTING METERING VALVE
Metering valve operation can be checked visually
and with the aid of a helper. Observe the metering

ANTILOCK BRAKE SYSTEM DIAGNOSIS


valve stem while a helper applies and releases the
brakes. If the valve is operating correctly, the stem
will extend slightly when the brakes are applied and
retract when the brakes are released. If the valve is
faulty, replace the entire combination valve as an assembly.

TESTING PRESSURE DIFFERENTIAL SWITCH


(1) Have helper sit in drivers seat to apply brake
pedal and observe red brake warning light.
(2) Raise vehicle on hoist.
(3) Connect bleed hose to a rear wheel cylinder
and immerse hose end in container partially filled
with brake fluid.
(4) Have helper press and hold brake pedal to floor
and observe warning light.

5 - 11

(a) If warning light illuminates, switch is operating correctly.


(b) If light fails to illuminate, check circuit fuse,
bulb and wiring. Repair as necessary and repeat
test steps (3) and (4).
(5) If warning light still fails to illuminate, check
brakelight and parking brake switches and wiring
with test lamp. Repair or replace parts as necessary
and test differential pressure switch operation again.
(6) If warning light still does not illuminate, switch
is faulty. Replace combination valve assembly, bleed
brake system and verify proper switch and valve operation.

5 - 12

MASTER CYLINDERBRAKE FLUIDBRAKELINES


MASTER CYLINDERBRAKE FLUIDBRAKELINES
INDEX
page

Brake Fluid Contamination . . . .


Brakelines and Hoses . . . . . . . .
Correct Brake Fluid Level . . . . .
General Service Information . . .
Importance of Clean Brake Fluid

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13
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GENERAL SERVICE INFORMATION


A two piece master cylinder is used on AN models.
The cylinder body containing the primary and secondary pistons is made of aluminum. The removable
fluid reservoir is made of nylon reinforced with glass
fiber (Fig. 1). The reservoir and grommets are the
only serviceable parts.
The fluid compartments of the nylon reservoir are
interconnected to permit fluid level equalization.
However, the equalization feature does not affect circuit separation in the event of a front/rear brake
malfunction. The reservoir compartments are designed to retain the necessary quantity of fluid
needed to operate the functioning circuit.
Care must be exercised when removing/installing
the master cylinder brakelines. The threads in the
fluid ports can be damaged if care is not exercised.
Start all brake line fittings by hand to avoid cross
threading.
The aluminum body section of the master cylinder is not a repairable component. If diagnosis indicates that an internal malfunction has
occurred, the aluminum body section must be
replaced as an assembly.

page
Master Cylinder Bleeding . . . . . . . . . .
Master Cylinder Installation . . . . . . . . .
Master Cylinder Removal . . . . . . . . . .
Master Cylinder Reservoir Replacement
Recommended Brake Fluid . . . . . . . . .

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13
14
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12

Use new brake fluid only, to top off the master cylinder or refill the system. Never use reclaimed fluid, unmarked or unspecified fluid,
fluid not meeting SAE/DOT standards, fluid
marked 70R1, or fluid from a container that has
been left open for any length of time. Using non
recommended or unspecified fluid can result in
brake failure after hard prolonged braking.

CORRECT BRAKE FLUID LEVEL


Always clean the master cylinder reservoir and
caps before checking fluid level. If not cleaned, dirt
could enter the fluid.
The fluid fill level is indicated on the driver side of
the master cylinder reservoir (Fig. 2).
The correct fluid level is to the bottom of the ring
indicators in the reservoir filler openings. If necessary, add fluid to the proper level.

Fig. 2 Location Of Master Cylinder Fluid Level


Information

IMPORTANCE OF CLEAN BRAKE FLUID

Fig. 1 Two-Piece Master Cylinder Assembly

RECOMMENDED BRAKE FLUID


The only brake fluid recommended for AN models
is Mopar brake fluid, or an equivalent fluid meeting
SAE J1703 and DOT 3 standards.

The RWAL/ABS antilock system brake fluid must


be clean and free of any type of contamination. Foreign material in the fluid, or non-recommended fluid
will cause system malfunctions.
Clean the reservoir and caps thoroughly before
checking level, or adding fluid. Cap open brakelines
and hoses during service to prevent dirt entry.
Dirt or foreign material circulating within the system will lead to component malfunctions.
Clean the reservoir and caps before checking level
and use clean, fresh brake fluid only.

MASTER CYLINDERBRAKE FLUIDBRAKELINES


BRAKE FLUID CONTAMINATION
Oil in the fluid will cause brake system rubber
seals to soften and swell. The seals may also become
porous and begin to deteriorate.
If fluid contamination is suspected, drain off a sample from the master cylinder. A suction gun or similar
device can be used for this purpose.
Empty the drained fluid into a glass container.
Contaminants in the fluid will cause the fluid to separate into distinct layers. If contamination has occurred, the system rubber seals, hoses and cups must
be replaced and the system thoroughly flushed with
clean brake fluid.

5 - 13

(4) Note or mark position of reservoir before removal. Side of reservoir with fluid level information
on it goes toward driver side of engine compartment.
(5) Remove reservoir by firmly rocking it from side
to side (Fig. 4). Continue rocking until reservoir
comes out of grommets.

MASTER CYLINDER REMOVAL


(1) Disconnect brakelines at master cylinder (Fig.
2).
(2) Remove ground wire from combination valve
bracket (Fig. 2).
(3) Remove nuts attaching master cylinder to
mounting studs on power brake booster (Fig. 3).
(4) Slide combination valve bracket off cylinder
mounting studs. Loosen or disconnect brake lines at
rear antilock valve and combination valve if necessary.
(5) Remove master cylinder.

Fig. 4 Removing/Installing Master Cylinder


Reservoir
(6) Remove and discard reservoir grommets.
(7) Install new reservoir grommets in master cylinder.
(8) Lubricate grommets with clean brake fluid.
CAUTION: The reservoir can be installed backwards
if care is not exercised. Install the reservoir so the
fluid fill information is facing the driver side of the
engine compartment (Fig. 2).
(9) Start reservoir into grommets. Rock reservoir
side to side until fully seated. Reservoir bottom surface should touch grommets.
(10) Bleed master cylinder before installing it on
vehicle. Refer to procedure in this section.

MASTER CYLINDER BLEEDING


Master cylinder bleeding should be performed on
the bench before installation in the vehicle. Required
bleeding tools include bleed tubes and a wooden
dowel (Fig. 5). The bleed tubes can be fabricated, or
purchased locally.

Fig. 3 Master Cylinder Mounting

MASTER CYLINDER RESERVOIR REPLACEMENT


(1) Clean reservoir exterior and master cylinder
body.
(2) Remove reservoir caps and drain all fluid from
reservoir.
(3) Mount master cylinder in vise. Clamp vise jaws
on aluminum body.

CYLINDER BLEEDING PROCEDURE


(1) Remove protective caps from master cylinder
outlet ports and mount master cylinder assembly in
a vise.
(2) Attach bleed tubes to cylinder outlet ports and
insert bleed tubes in reservoir fluid compartments
(Fig. 4).
(3) Fill reservoir with fresh Mopar DOT 3 brake
fluid.
(4) Press cylinder pistons inward with wood dowel.
Then release pistons and allow them to return under
spring pressure.

5 - 14

MASTER CYLINDERBRAKE FLUIDBRAKELINES

(5) Continue bleeding operations until air bubbles


are no longer visible in fluid.
(6) Remove bleed tubes.
(7) If cylinder will not be installed right away, install protective caps in cylinder outlet ports. Caps
will keep dirt out of cylinder.

Fig. 5 Master Cylinder Bleeding

MASTER CYLINDER INSTALLATION


(1) Position master cylinder on brake booster
mounting studs.
(2) Slide combination valve bracket onto cylinder
mounting studs.
(3) Install and tighten cylinder mounting nuts to
28 Nzm (250 in. lbs.) torque.
(4) Connect brake lines to master cylinder. Tighten
line fittings to 19 Nzm (170 in. lbs.) torque.
(5) Connect ground wire to combination valve
bracket.
(6) Tighten any brakelines at combination valve
and rear antilock valve, if loosened or disconnected.
(7) Fill and bleed brake system.

BRAKELINES AND HOSES


BRAKELINE AND HOSE INSPECTION
Flexible rubber hose is used at both front brakes
and at the rear axle junction block. Inspect the hoses
whenever the brake system is serviced, at every engine oil change, or whenever the vehicle is in for service.
Inspect the hoses for surface cracking, scuffing, or
worn spots. Replace any brake hose immediately if
the fabric casing of the hose is exposed due to cracks
or abrasions.
Also check brake hose installation. Faulty installation can result in kinked, twisted hoses, or contact
with the wheels and tires or other chassis components. All of these conditions can lead to scuffing,
cracking and eventual failure.
The steel brake lines should be inspected periodically for evidence of corrosion, twists, kinks, leaks, or
other damage. Heavily corroded lines will eventually
rust through causing leaks. In any case, corroded or
damaged brake lines should be replaced.
Brake line routing and connections are outlined in
Figures 6, 7 and 8.
BRAKE LINE AND HOSE REPLACEMENT
Factory replacement brake lines and hoses are recommended to ensure quality, correct length and superior fatigue life. Care should be taken to make sure
that brake line and hose mating surfaces are clean
and free from nicks and burrs. Also remember that
right and left brake hoses are not interchangeable.
Use new copper seal washers at all caliper connections (Fig. 7). Be sure brake line connections are
properly made (not cross threaded) and securely
tightened.
Some front brake hoses have integral retaining
clamps (Fig. 6). Be sure these clamps are properly attached as they keep the hose away from suspension
components.

MASTER CYLINDERBRAKE FLUIDBRAKELINES

Fig. 6 Front Brakeline Routing

Fig. 7 Front Brakeline Connections

5 - 15

5 - 16

MASTER CYLINDERBRAKE FLUIDBRAKELINES

Fig. 8 Front Brakeline Connections (With ABS)


BRAKELINE EMERGENCY REPAIR
Mopar preformed replacement brakelines are recommended and preferred for all repairs. However, doublewall steel line can be used for emergency repair when
factory replacement parts are not readily available.
Special, heavy duty tube bending and flaring equipment is required to prepare double wall brake line.
Special bending tools are needed to avoid kinking or
twisting metal brake line. In addition, special flaring
tools are needed to provide the inverted-type, double
flare required on metal brake lines.
Use Flaring Tool C-4047 to provide the inverted,
double flare (Fig. 9). Heavy duty tube bending tools
are available through the dealer tool program.
Flaring Procedure
(1) Cut off damaged tube with Tubing Cutter
C-3478-A or an equivalent tool.
(2) Ream cut edges of tubing to ensure proper flare.
(3) Install replacement tube nut on section of tube
to be repaired.
(4) Insert tube in flaring tool. Center tube in area
between vertical posts.
(5) Place gauge form A over end of tube (Fig. 9).
(6) Push tubing through flaring tool jaws until tube contacts recessed notch in gauge that matches tube diameter.
(7) Squeeze flaring tool jaws to lock tubing in place.

(8) Insert plug on gauge A in tube. Then swing


compression disc over gauge and center tapered flaring screw in recess of compression disc.
(9) Tighten tool handle until plug gauge is seated on
jaws of flaring tool. This will start inverted flare (Fig. 9).
(10) Remove plug gauge and complete inverted
flare (Fig. 9).
(11) Remove flaring tools and verify that inverted
flare is correct.

Fig. 9 Inverted Flare Tools

POWER BRAKE BOOSTERBRAKE PEDALSTOPLAMP SWITCH

5 - 17

POWER BRAKE BOOSTERBRAKE PEDALSTOPLAMP SWITCH


INDEX
page

page

Brake Pedal Installation . . . . . . . . . . . . . . . . . . . . . 18


Brake Pedal Removal . . . . . . . . . . . . . . . . . . . . . . 18
General Service Information . . . . . . . . . . . . . . . . . 17

Power Brake Booster Installation . . . . . . . . . . . . . . 18


Power Brake Booster Removal . . . . . . . . . . . . . . . 17
Stoplamp Switch Adjustment . . . . . . . . . . . . . . . . . 18

GENERAL SERVICE INFORMATION

A suspended-type brake pedal is used. The pedal is


attached to the pedal support bracket with a pivot
bolt and bushings (Fig. 1). The booster push rod is
attached to the pedal with a clip. The pedal, bushings, pivot pin and support bracket are all serviceable components.

All AN models are equipped with power assist


brakes. A single diaphragm, power brake booster is
used for all applications (Fig. 1).
The booster unit consists of a single housing divided
into two chambers by a diaphragm. The outer edge of
the diaphragm is secured to the housing. The booster
push rod, which connects the booster to the brake pedal
and master cylinder, is attached to the center of the diaphragm. A check valve is used in the booster outlet
connected to the engine intake manifold. Power assist is
generated by utilizing a combination of vacuum and atmospheric pressure to boost brake assist.
The power brake booster is not a repairable component. The booster must be replaced as an assembly if diagnosis indicates a malfunction has
occurred.

POWER BRAKE BOOSTER REMOVAL


(1) Disconnect brakelines at master cylinder (Fig. 2).
(2) Remove ground wire from combination valve
bracket (Fig. 2).
(3) Remove nuts attaching master cylinder to
mounting studs on power brake booster (Fig. 2).
(4) Slide combination valve bracket off cylinder
mounting studs. Loosen or disconnect brake lines at
rear antilock valve and combination valve if necessary.
(5) Remove master cylinder.

Fig. 1 Power Booster And Brake Pedal Components

5 - 18

POWER BRAKE BOOSTERBRAKE PEDALSTOPLAMP SWITCH


(2) Remove pedal pivot pin locknut and slide pin
out of support bracket and pedal.
(3) Remove pedal and bushings.

BRAKE PEDAL INSTALLATION


(1) Inspect pedal bushings. Replace bushings if
worn or damaged.
(2) Lubricate pedal bushings and pivot pin with Mopar
multi mileage grease, Lubriplate, or a silicone grease.
(3) Install bushings in pedal and position pedal in
support.
(4) Insert pivot pin through support and pedal
bushings. Install and tighten pivot pin locknut to 41
Nzm (30 ft. lbs.) torque.
(5) Install booster push rod on brake pedal and install push rod retainer clip.

STOPLAMP SWITCH ADJUSTMENT

Fig. 2 Master Cylinder Mounting


(6) Disconnect vacuum lines at booster.
(7) Remove clip securing booster push rod to brake
pedal.
(8) Remove nuts from booster mounting studs.
(9) Remove booster and gasket from dash panel (Fig.
1).

POWER BRAKE BOOSTER INSTALLATION


(1) Position gasket on booster studs.
(2) Guide booster studs into dash panel holes and
seat booster on panel.
(3) Install and tighten booster attaching nuts to 28
Nzm (250 in. lbs.) torque.
(4) Install booster push rod on brake pedal. Secure
rod to pedal with retaining clip.
(5) Install booster check valve if removed and connect vacuum hose to check valve.
(6) Position master cylinder on brake booster
mounting studs.
(7) Slide combination valve bracket onto cylinder
mounting studs.
(8) Install and tighten cylinder mounting nuts to
28 Nzm (250 in. lbs.) torque.
(9) Connect brake lines to master cylinder. Tighten
line fittings to 19 Nzm (170 in. lbs.) torque.
(10) Connect ground wire to combination valve
bracket (Fig. 3).
(11) Tighten any brakelines at combination valve
and rear antilock valve, if loosened or disconnected.
(12) Fill and bleed brake system.

The stoplamp switch has a self adjusting feature.


An initial adjustment is only necessary when the
switch has been replaced, or removed for service access to other components.

SWITCH INITIAL ADJUSTMENT


(1) Push and hold brake pedal in applied position.
(2) Push switch forward until fully seated against
bracket (Fig. 3).
(3) Release brake pedal.
(4) Lightly pull brake pedal rearward until master
cylinder push rod bottoms against master cylinder internal stop. This action will set switch plunger at
proper stroke length.
CAUTION: Do not use excessive force to move the
pedal rearward and do not overextend the pedal
and push rod.
Stoplamp Switch Replacement
(1) Remove steering column opening cover.

BRAKE PEDAL REMOVAL


(1) Remove clip securing booster push rod to brake
pedal (Fig. 1).

Fig. 3 Stoplamp Switch Mounting

POWER BRAKE BOOSTERBRAKE PEDALSTOPLAMP SWITCH


(2) Remove screws attaching air duct (that goes
over steering column), to air conditioning/defroster
adapter duct. Then move air duct aside slightly for
access to switch and bracket.
(3) Unseat switch wire harness plastic retainer
from pedal support. Pull or pry retainer out of support with pliers, or other suitable tool.
(4) Remove small nut and washer that attaches
switch bracket brake support.
(5) Push brake pedal forward, and work switch
and bracket out of support. Then disconnect switch
wires and remove and switch and bracket as assembly.
(6) If switch is to be replaced, transfer bracket to
new switch.

5 - 19

(7) Work switch and bracket up toward pedal support and connect harness wires to switch.
(8) Position switch and bracket in support. Install
bracket retaining nut and washer. Tighten nut to 7
Nzm (60 in. lbs.) torque. Be sure bracket tang is
seated in support.
(9) Check switch operation before proceeding any
further. If brakelights fail to illuminate or remain on,
switch bracket is not seated, switch is not fully engaged in mounting bracket, switch plunger is not
aligned with striker, or wire harness is not fully connected. Reposition switch, bracket or striker as
needed.
(10) Align and install air duct and steering column
cover.

5 - 20

DRUM BRAKES
DRUM BRAKES
INDEX
page

Brake Drum Installation . . . . . .


Brake Drum Refinish Limits . . .
Brake Drum Refinishing . . . . .
Brake Drum Removal . . . . . . .
Brake Drum Runout . . . . . . . .
Brake Support Plate Installation
Brake Support Plate Removal .
Brakeshoe Installation . . . . . . .

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21

page
Brakeshoe Removal . . . . . .
Cleaning and Inspection . . .
General Information . . . . . .
Rear Drum Brake Adjustment
Wheel Cylinder Installation .
Wheel Cylinder Overhaul . . .
Wheel Cylinder Removal . . .
Wheel Nut Tightening . . . . .

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20
21
20
24
24
24
24
25

GENERAL INFORMATION
The drum brake units used for all applications are
dual shoe, internal expanding units with an automatic self adjusting mechanism (Figs. 1 and 2). Nine
inch brakes are used on standard models. Ten inch
brakes are used on models with heavy duty option
packages.
Cast wheel cylinders are used for all applications.
The cylinders are serviceable components and can be
overhauled. The cylinder bores can be lightly
polished with crocus cloth but must not be
honed.

Fig. 2 Ten-Inch Brake Assembly


(a) Remove rear plug from access hole in support
plate.
(b) Insert thin screwdriver into access hole and
push adjuster lever away from adjuster screw star
wheel.
(c) Insert Adjusting Tool C-3784 into brake adjusting hole and turn adjuster star wheel to retract
brakeshoes.
(4) Remove brake drum.
(5) Inspect brakelining for wear, misalignment, or
evidence of leakage from axle or wheel cylinder.

Fig. 1 Nine-Inch Brake Assembly

BRAKE DRUM REMOVAL


(1) Raise vehicle and remove wheel and tire.
(2) Remove clip nuts securing brake drum to wheel
studs.
(3) If drum is difficult to remove, retract brakeshoes as follows:

BRAKESHOE REMOVAL
(1) Remove rear wheel and brake drum.
(2) Remove shoe return springs with Brake Spring
Plier Tool C-3785 (Fig. 3).
(3) Remove adjuster cable. Slide cable eye off anchor pin. Then unhook and remove cable from adjuster lever.

DRUM BRAKES

5 - 21

Fig. 3 Removing/Installing Shoe Return Springs

Fig. 5 Removing/Installing Strut And Spring

(4) Remove cable guide from secondary shoe and


anchor plate from anchor pin.
(5) Remove adjuster lever. Disengage lever from
spring by sliding lever forward to clear pivot and
work lever out from under spring.
(6) Remove adjuster lever spring from pivot.
(7) Disengage and remove shoe spring from brakeshoes.
(8) Disengage and remove adjuster screw assembly
from brakeshoes.
(9) Remove brake shoe retainers, springs and pins
with Brake Spring Plier Tool C-4070, (Fig. 4).

(14) Disengage parking brake lever from parking


brake cable.

Fig. 4 Removing/Installing Shoe Retainers, Springs


and Pins
(10)
plate.
(11)
(12)
shoe.
(13)

Remove secondary brakeshoe from support


Remove strut and anti rattle spring (Fig. 5).
Remove parking brake lever from secondary
Remove primary shoe from support plate.

CLEANING AND INSPECTION


Clean the brake components, including the support
plate and wheel cylinder exterior, with a water
dampened cloth or with Mopar brake cleaner. Do not
use any other cleaning agents.
Replace the brakeshoes if riveted lining is worn to
within 0.78 mm (0.031 in.) of the rivet heads, or if
bonded lining is less than 1.59 mm (0.062 in.) thick.
Examine the lining contact pattern to determine if
the shoes are bent or the drum is tapered. The lining
should exhibit contact across the entire lining width.
Shoes exhibiting contact only on one side should be
replaced and the drum checked for runout or taper.
Clean and inspect the adjuster screw assembly. Replace the assembly if the star wheel threads are
damaged, or the components are severely rusted or
corroded.
Discard the brake springs and retainer components
if worn distorted, or collapsed. Also replace the
springs if a brake drag condition had occurred. Overheating will distort and weaken the springs.
Inspect the brakeshoe contact pads on the support
plate (Fig. 6). Remove light rust and scale from the
pads with fine sandpaper. However, replace the support plate if any of the pads are worn or rusted
through. Also replace the plate if it is bent or distorted.

BRAKESHOE INSTALLATION
(1) Lubricate anchor pin and brakeshoe contact
surfaces of support plate (Fig. 6). Use Mopar multipurpose grease, bearing grease, or Lubriplate.
(2) Lubricate adjuster screw socket, nut, button
and screw thread surfaces with Mopar spray lube or
Lubriplate.

5 - 22

DRUM BRAKES
marked L (left) and R (right) for identification (Fig.
8). The passenger side adjuster screw has left hand
threads and the driver side screw has right hand
threads.

Fig. 6 Shoe Contact Surfaces On Support Plate


(3) Attach parking brake cable to lever. Then connect lever to secondary shoe. Use new U-clip to secure lever.
(4) Install primary shoe on support plate. Secure
shoe with new holddown spring, retainers and pin
(Fig. 7).
(5) Install spring on parking brake strut and engage strut in primary shoe (Fig. 7).
(6) Install secondary shoe on support plate (Fig. 7).
Insert strut in shoe and guide shoe onto anchor pin.
Secure shoe with new holddown spring, retainers and
pin.

Fig. 8 Adjuster Screw Components


(10) Install adjuster lever spring on rear shoe pin.
Position adjuster lever on pin and slide hooked end of
spring over lever to hold it in place.
(11) Raise adjuster lever upward and attach adjuster cable spring to lever. Be sure spring is securely
attached to lever and that lever remains seated on
shoe pin.
(12) Connect the shoe spring to lower part of each
brakeshoe. Hooked end of spring goes in rear shoe.
(13) Install cable guide in secondary shoe and position cable around guide.
(14) Insert hooked end of rear shoe return spring
through cable guide and into spring hole in brakeshoe. Then seat spring on anchor pin with brake
spring pliers.
(15) Install front shoe return spring.
(16) Verify adjuster operation. Pull adjuster cable
upward. Cable should lift lever and rotate start
wheel when cable is released. Be sure adjuster lever
properly engages star wheel teeth.
(17) Adjust brakeshoes to drum with brake gauge
as described in Service Adjustments section.

BRAKE DRUM REFINISHING

Fig. 7 Brakeshoe Installation


(7) Install anchor plate on support plate anchor
pin.
(8) Install adjuster cable eyelet on anchor pin.
(9) Lubricate and assemble adjuster screw components (Fig. 8). Then install and engage adjuster
screw in brakeshoes. Be sure adjuster screw star
wheel is positioned closest to rear shoe.
CAUTION: Be sure the adjuster screws are installed
on the correct brake unit. The adjuster screws are

The brake drums can be resurfaced on a drum


lathe when necessary. Initial machining cuts should
be limited to 0.12 mm (0.005 in.) at a time as heavier
feed rates can produce taper and surface variation.
Final finish cuts of 0.025 - 0.038 mm (0.001 - 0.0015
in.) are recommended and will provide the best surface finish.
Refinishing a drum with hard spots is not recommended. This type of drum should be replaced.
Be sure the drum is securely mounted in the lathe
before machining operations. A damper strap should
always be used around the drum to reduce vibration
and avoid chatter marks.

BRAKE DRUM REFINISH LIMITS


The maximum allowable diameter of the drum
braking surface is usually stamped or cast into the

DRUM BRAKES
drum outer edge (Fig. 9). Generally, a nine inch drum
can be machined to a maximum of 230.1 mm (9.060
in.) and a ten inch drum to 255.5 mm (10.060 in.). Always replace the drum if machining would cause
drum diameter to exceed indicated size limit.

5 - 23

(2) Remove axle shaft and retainer. Refer to Group


3 for procedures.
(3) Remove primary brakeshoe for access to parking brake cable if necessary.
(4) Compress parking brake cable retainer tabs
with a hose clamp (Fig. 10). Then push retainer and
cable through and out of support plate.

Fig. 10 Removing Parking Brake Cable From


Support Plate
Fig. 9 Location Of Brake Drum Maximum Allowable
Diameter

BRAKE DRUM RUNOUT


Measure drum diameter and runout with an accurate gauge. The most accurate method of measurement involves mounting the drum in a brake lathe
and checking variation and runout with a dial indicator. Variations in drum diameter should not exceed
0.076 mm (0.003 in). Drum runout should not exceed
0.20 mm (0.008 in) out of round. Refinish the drum if
runout or variation exceed these values.

BRAKE DRUM INSTALLATION


(1) Clean drum with Mopar brake cleaning solvent
or with a soap and water solution only. Do not use
any other cleaning agents.
(2) Adjust brake shoes to drum. Turn adjuster
screw star wheel in small increments until drum is
slip fit on shoes.
(3) Install and secure drum to wheel studs with
new clip nuts.
(4) Install rubber access plugs in support plate if
removed.
(5) Install wheel and tire.

BRAKE SUPPORT PLATE REMOVAL


(1) Remove wheel and tire and brake drum.

(5) Disconnect brake line at wheel cylinder.


(6) Remove wheel cylinder and brakeshoes from
support plate.
(7) Remove bolts attaching support plate to axle
and remove support plate.

BRAKE SUPPORT PLATE INSTALLATION


(1) If new support plate is being installed, apply
bead of silicone sealer around wheel cylinder mounting surface. Then transfer wheel cylinder to new support plate.
(2) Lubricate brake shoe contact surfaces of support plate with Mopar multi mileage grease.
(3) Apply bead of silicone sealer around axle
mounting surface of support plate.
(4) Install support plate on axle flange. Tighten attaching bolts to 47-81 Nzm (35-60 ft. lbs.).
(5) Install brakeshoes.
(6) Install parking brake cable in support plate.
(7) Install axle shaft and retainer.
(8) Start brakeline in wheel cylinder and install
cylinder on support plate. Tighten brakeline fitting
after cylinder installation.
(9) Connect parking brake cable to lever on secondary shoe and install brakeshoes on support plate.
(10) Adjust brakeshoes to drum with brake gauge.
(11) Install brake drum and wheel and tire.
(12) Bleed brake system.

5 - 24

DRUM BRAKES

WHEEL CYLINDER REMOVAL


(1) Raise vehicle and remove wheel and brake
drum.
(2) Disconnect brakeline at wheel cylinder.
(3) Remove brakeshoe return springs and move
shoes out of engagement with cylinder push rods.
(4) Remove cylinder attaching bolts and remove
cylinder from support plate.

WHEEL CYLINDER OVERHAUL


WHEEL CYLINDER DISASSEMBLY (FIGS. 11
AND 12).
(1) Remove push rods and boots.
(2) Push pistons, cups and expander spring out of
cylinder bore.
(3) Remove cylinder bleed screw.

the cylinder if the bore is scored, pitted or heavily


corroded. Honing the bore to restore the surface is
not recommended.
Inspect the cylinder pistons. The piston surfaces
should be smooth and free of scratches, scoring and
corrosion. Replace the pistons if worn, scored, or corroded. Do not attempt to restore the surface by sanding or polishing.
Discard the old piston cups and the spring and expander. These parts are not reusable. The original
dust boots may be reused but only if in good condition.

ASSEMBLING WHEEL CYLINDER


(1) Lubricate wheel cylinder bore, pistons, piston
cups and expander spring with fresh brake fluid.
(2) Install first piston in cylinder bore. Then install
cup in bore and against piston. Be sure lip of piston cup is facing inward (toward spring and expander) and flat side is against piston.
(3) Install expander spring followed by remaining
piston cup and piston.
(4) Install boots on each end of cylinder and insert
push rods in boots. Press boots onto cylinder ends in
vise if necessary.
(5) Install cylinder bleed screw.

WHEEL CYLINDER INSTALLATION


Fig. 11 Wheel Cylinder Components (Nine-Inch
Brake)

(1) Apply small bead of Mopar silicone sealer


around cylinder mounting surface of support plate.
(2) Start brakeline fitting in cylinder by hand.
(3) Mount cylinder on support plate and install cylinder attaching bolts.
(4) Tighten brakeline fitting in wheel cylinder.
(5) Install wheel brake components.
(6) Install brake drum and wheel.
(7) Bleed brakes.
(8) Lower vehicle.

REAR DRUM BRAKE ADJUSTMENT


Fig. 12 Wheel Cylinder Components (Ten-Inch
Brake)
WHEEL CYLINDER CLEANING AND
INSPECTION
Clean the cylinder and pistons with clean brake
fluid or brake cleaner only. Do not use any other
cleaning agents. Dry the cylinder and pistons with
compressed air. Do not use rags or shop towels to dry
the cylinder components. Lint from cloth materials
will adhere to the cylinder bores and pistons.
Inspect the cylinder bore. Light discoloration and
dark stains in the bore are normal and will not impair cylinder operation. If desired, the bore can be
lightly polished but only with crocus cloth. Replace

The rear drum brakes are equipped with a self adjusting mechanism. Under normal circumstances, the
only time adjustment is required is when the brakeshoes are replaced, removed for access to other parts,
or when one or both drums are replaced.
Adjustment can be performed with a standard
brake gauge, or with Adjusting Tool C-3784. Both
methods are described in the following procedures.

ADJUSTMENT WITH BRAKE GAUGE


(1) Verify that the left/right automatic adjuster lever and cable are properly connected. Also verify that
the parking brakes are fully released and the cables
are slack.
(2) Insert the brake gauge in the drum. Expand
the gauge until the gauge inner legs contact the
drum braking surface. Then lock the gauge in position (Fig. 13).

DRUM BRAKES

5 - 25

ADJUSTMENT WITH TOOL C-3784


(1) Release parking brakes fully, if applied. Be sure
there is slack in the cables.
(2) Raise vehicle so rear wheels are free to turn.
(3) Remove rubber plugs from access holes in rear
brake support plates.
(4) Insert Drum Brake Adjusting Tool C-3784
through access hole and engage it in adjuster screw
star wheel. Turn star wheel counterclockwise (move
tool upward) until a slight drag is felt when road
wheel is rotated.
(5) Insert a thin screwdriver or length of welding
rod into support plate access hole and push adjuster
lever out of engagement with star wheel (Fig. 15). Do
not bend the lever or distort the lever spring.

Fig. 13 Adjusting Gauge To Brake Drum


(3) Reverse the gauge and install it on the brakeshoes (Fig. 4). Position the gauge legs at the shoe
centers as shown. If the gauge does not fit (too loose/
too tight), adjust the shoes.
(4) Pull the shoe adjuster star wheel away from
the automatic adjuster lever.
(5) Turn the adjuster star wheel (by hand) to expand or retract the brakeshoes. Continue adjustment
until the gauge outside legs are a light drag-fit on
the shoes (Fig. 14).

Fig. 15 Adjusting Rear Brakeshoes With Tool C-3784

Fig. 14 Adjusting Brakeshoes To Gauge


(6) Repeat adjustment at the opposite brakeshoe
assembly.
(7) Install the brake drums and wheels and lower
the vehicle.
(8) Make final adjustment. Drive vehicle and make
one forward stop followed by one reverse stop. Repeat
procedure 8-10 times to actuate adjuster mechanism
and equalize adjustment. Bring vehicle to complete
standstill at each stop. Incomplete, rolling stops will
not activate the automatic adjusters.

(6) Hold adjuster lever away from star wheel. Then


back off star wheel until shoe drag on drum is eliminated.
(7) Repeat above adjustment at the opposite wheel.
Be sure adjustment is equal.
(8) Install access hole plugs in support plate.
(9) Adjust the parking brake after wheel brake adjustment.
(10) Make final adjustment. Drive vehicle and
make one forward stop followed by one reverse stop.
Repeat procedure 8-10 times to actuate adjuster
mechanism and equalize adjustment. Bring vehicle to
complete standstill at each stop. Incomplete, rolling
stops will not activate the automatic adjusters.

WHEEL NUT TIGHTENING


The wheel attaching nuts must be tightened properly to ensure efficient brake operation. Overtightening, or uneven tightening can distort brake drums.
Impact wrenches are not recommended for tightening wheel nuts. A torque wrench should be used
for this purpose at all times.

5 - 26

DRUM BRAKES

The correct tightening sequence is important in


avoiding drum distortion. The correct sequence is in
a diagonal crossing pattern.
Seat the wheel and install the wheel nuts finger
tight. Tighten the nuts in sequence to 1/2 the required torque. Then repeat the tightening sequence
to final specified torque.

DISC BRAKES2-WHEEL DRIVE

5 - 27

DISC BRAKES2-WHEEL DRIVE


INDEX
page
Brakeshoe Installation . . . . . . .
Brakeshoe Removal . . . . . . . .
Caliper Assembly . . . . . . . . . .
Caliper Cleaning and Inspection

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29
28
32
31

GENERAL INFORMATION
Two-wheel drive AN models are equipped with single piston disc brake calipers. The calipers move laterally on pins that attach the caliper to the mounting
adapter. Abutment surfaces machined in the brakeshoes and mounting adapter maintain fore and aft
alignment. The calipers are fully serviceable components and can be overhauled when necessary.
Non metallic caliper pistons are used for all applications. The pistons are made of a phenolic resin material.
Two-wheel drive models are equipped with a disc
brake rotor and hub assembly. The rotor hub is supported on the steering knuckle spindle by the wheel
bearings. The rotor braking surfaces are ventilated
and can be machined to restore surface finish when
necessary.
The disc brakeshoes are held in position by retaining springs. The inboard shoe spring is an integral
part of the shoe. The outboard shoe is spring is removable. Two slide pins secure the caliper to the caliper adapter. The adapter, which is also removable, is
attached to the steering knuckle (Fig. 1).

page
Caliper Disassembly
Caliper Installation .
Caliper Removal . . .
General Information

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30
32
30
27

DISC BRAKELINING WEAR COMPENSATION


The caliper piston seal controls the amount of piston extension needed to compensate for normal lining
wear.
In operation, the seal is deflected outward under
fluid pressure (Fig. 2). When fluid pressure is released, the seal relaxes and retracts the piston. The
amount of retraction is determined by lining wear.
Generally, the amount is just enough to maintain
contact between the piston and inboard shoe and a
zero or very slight clearance at the rotor.
The fluid level in the disc brake reservoir will decrease as lining wear occurs. This is a normal condition and only requires that enough fluid be added to
restore proper level.
SHOE AND LINING WEAR LIMITS
Combined shoe and lining thickness should be
measured at the thinnest part of the assembly. Re-

Fig. 1 Disc Brake Components (2-Wheel Drive)

5 - 28

DISC BRAKES2-WHEEL DRIVE


clamp screw on outboard brakeshoe. Then tighten
clamp until piston is bottomed in caliper bore.
(7) Remove caliper slide pins (Fig. 4). Use 3/8 in.
or 10 mm socket to remove pins, as necessary.

Fig. 2 Piston Seal Wear Compensation


place the brakeshoes when overall thickness is approximately 6 mm (1/4 in.) or less.
The brakeshoes are replaceable components
but must be replaced on both front wheels at
the same time. This is necessary to maintain
braking balance. Never replace the shoes on
one side only. Replacing the shoes at only one
wheel will cause uneven braking and pull.

BRAKESHOE REMOVAL
(1) Clean master cylinder reservoir and filler caps.
(2) Remove filler caps and drain approximately 1/4
of fluid from reservoir. Use clean suction gun or similar device to remove fluid.
(3) Raise and support front of vehicle.
(4) Remove front wheel and tire assemblies.
(5) Remove outboard retaining spring from caliper
(Fig. 3). Push spring ends downward and pull spring
ends out of caliper to remove.

Fig. 4 Caliper Mounting


(8) Lift caliper and inboard brakeshoe upward out
of adapter and off rotor (Fig. 5).

Fig. 5 Caliper And Brakeshoe Removal

Fig. 3 Removing Outboard Shoe Spring


(6) Bottom each caliper piston with large C-clamp.
Position clamp frame on rear of caliper and position

(9) Support caliper on box, mechanics stool, or secure it to chassis with wire. Do not allow brake hose
to support caliper weight.
(10) Remove outboard shoe from adapter or from
caliper (Fig. 6).
(11) Remove inboard shoe from caliper (Fig. 7). Tilt
shoe outward until retainer springs clear piston and
remove shoe.

DISC BRAKES2-WHEEL DRIVE

5 - 29

Fig. 6 Outboard Brakeshoe Removal/Installation

Fig. 8 Disc Brakeshoe Inspection Points

Fig. 7 Inboard Brakeshoe Removal/Installation

Fig. 9 Caliper Inspection Points

BRAKESHOE AND CALIPER INSPECTION


Inspect condition of the outboard shoe spring (Fig.
3). Replace the spring if bent, distorted, or broken.
Inspect the brakeshoes (Fig. 8). Replace the shoes
if the lining material is worn, cracked, or burned.
Also replace the shoes if bent, warped, or if the inboard shoe retainer spring is damaged.
Inspect condition of the shoe tangs (Fig. 8). The
tang notches are important as they position the shoes
in the adapter. The tangs also allow the shoes to
slide on the adapter ledge surface for wear adjustment. Replace the shoes as a set if a tang on either
shoe is bent, worn, or damaged.
Inspect the area around the caliper boot, piston
and interior of the caliper frame (Fig. 9). If evidence
of fluid leakage in this area is noted, the caliper will
require overhaul to correct the leak.
Inspect condition of the caliper piston dust boot
(Fig. 9). If the boot is cut, cracked, or torn, an overhaul is required to replace the boot.
Inspect the caliper slide pins, slide pin bushings
and boots (Fig. 10). Replace any of these parts if
worn or damaged.

Fig. 10 Caliper Slide Pin, Bushing And Boot

BRAKESHOE INSTALLATION
(1) Clean and lubricate slide surfaces of caliper
mounting adapter (Fig. 11). Use wire brush to clean
surfaces. Then apply coating of Mopar multi mileage
grease to slide surfaces and to threads of slide pin
holes.
(2) Clean caliper slide pins with brake cleaner or
brake fluid. Then apply coating of silicone grease to
pins. Minor rust or corrosion can be polished
from pins with crocus cloth. However, replace

5 - 30

DISC BRAKES2-WHEEL DRIVE

Fig. 13 Correct Position Of Outboard Shoe Spring

CALIPER REMOVAL
Fig. 11 Caliper Adapter Slide Surfaces
the pins if severely rusted, or corroded.
(3) Install caliper slide pin bushings and boots if
removed (Fig. 10).
(4) Install inboard shoe (Fig. 7). Be sure spring is
fully seated in caliper piston.
(5) Install outboard shoe in caliper mounting
adapter.
(6) Carefully lower caliper into place over rotor
and outboard brakeshoe.
(7) Align caliper in adapter and start caliper slide
pins by hand. Do not cross thread pins.
(8) Check position of brakeshoes (Fig. 12). Verify
that shoe tabs are squarely seated on ledge surfaces
of caliper adapter.
(9) Final-tighten caliper slide pins to 25-35 Nzm
(18-26 ft. lbs.).

(1) Raise vehicle and remove front wheels.


(2) Remove outboard shoe spring (Fig. 3).
(3) Disconnect brake hose at caliper. Discard hose
fitting washers if worn, or damaged (Fig. 14).

Fig. 14 Caliper Brake Hose Connection


(4) Remove caliper slide pins.
(5) Remove caliper and brakeshoes from rotor and
adapter.

CALIPER DISASSEMBLY

Fig. 12 Checking Brakeshoe Seating


(10) Install outboard shoe spring (Fig. 13). Be sure
spring is hooked under each adapter ledge and that
spring ends are fully seated in caliper holes as
shown.
(11) Install wheel and tire assemblies.
(12) Lower vehicle.
(13) Top off master cylinder fluid level.
(14) Apply brakes several times to seat caliper pistons and brakeshoes. Be sure firm pedal is obtained
before moving vehicle.

(1) Remove brakeshoes from caliper (Figs. 6 and


7). Discard shoes if worn, or damaged.
(2) Drain old brake fluid out of caliper into drain
pan.
(3) Remove piston dust boot (Fig. 15). Use screwdriver to push boot out of groove.
(4) Pad outboard shoe side of caliper interior with
a minimum 2.54 cm (1 in.) thickness of shop towels
(Fig. 16). Towels will prevent piston damage when
piston is comes out of bore.
(5) Remove caliper piston with short bursts of compressed air. Apply air pressure through fluid inlet
port of caliper (Fig. 16).

DISC BRAKES2-WHEEL DRIVE

5 - 31

(6) Remove caliper piston seal with wood pencil or


plastic tool (Fig. 17). Do not use metal tools as they
will scratch piston bore.

Fig. 17 Removing Caliper Piston Seal


Fig. 15 Removing Piston Dust Boot
CAUTION: Do not blow the piston out of the caliper.
This procedure will usually result in severe piston
damage. Use only enough air pressure to ease the
piston out of the bore. In addition, never attempt to
catch the piston as it leaves the caliper bore. This
practice will result in personal injury.

(7) Remove caliper slide pin bushings and boots


(Fig. 18).

CALIPER CLEANING AND INSPECTION


Clean the caliper and piston with clean brake fluid
or Mopar brake cleaning solvent only. Do not use gasoline, kerosene, thinner, or any similar type of solvent. These products will leave a residue that could
damage the piston, seal, or piston bore.
Wipe the caliper and piston dry with lint free towels or use low pressure compressed air.
Inspect the piston and piston bore. Replace the caliper if the bore is corroded, rusted, or scored. Do not
hone the caliper piston bore. Replace the caliper if
the bore is damaged.
Inspect the caliper piston (Fig. 18). The piston is
made from a phenolic resin (plastic material) and
should be smooth and clean. Replace the piston if
cracked or scored. Do not attempt to restore a scored
piston surface by sanding or polishing. The piston
must be replaced if damaged.
CAUTION: If the caliper piston must be replaced, install the same type of piston in the caliper. Never
interchange phenolic resin and steel caliper pistons. The pistons, seals, seal grooves, caliper bores
and piston tolerances are different for resin and
steel pistons and calipers. Do not intermix these
components at any time.

Fig. 16 Caliper Piston Removal

Inspect the caliper bushings and boots. Replace the


boots if cut or torn. Clean and lubricate the bushings
with GE 661, Dow 111, or similar silicone grease if
necessary.

5 - 32

DISC BRAKES2-WHEEL DRIVE

Fig. 18 Disc Brake Caliper Components (2-Wheel Drive Models)

CALIPER ASSEMBLY
(1) Lubricate slide pin boots and bushings with
GE, or Dow silicone grease. Then install boots and
bushings in caliper.
(2) Coat caliper piston bore, piston and new piston
seal with fresh brake fluid.
(3) Install new piston seal in caliper bore. Press
seal into groove with finger (Fig. 19). Lubricate seal
and caliper bore with additional, fresh brake fluid after seal installation.

(a) Slide boot over piston until boot lip seats in


piston groove (Fig. 20).
(b) Push retainer part of boot forward until folds
in boot snap into place (Fig. 21).

Fig. 20 Sliding Boot Onto Piston

Fig. 19 Installing Caliper Piston Seal


(4) Apply light coat of GE 661, Dow 111 or similar
silicone grease to edge and groove of caliper piston
and edge of dust boot.
(5) Install new dust boot on caliper piston as follow:

(6) Start caliper piston into bore with a twisting


motion. When piston is started in seal, push piston
only part way into bore (Fig. 22). Maintain uniform
pressure on piston to avoid cocking it.
(7) Press caliper piston to bottom of bore.
(8) Seat piston dust boot with Installer Tool 7868,
or C-4842 and Tool Handle C-4171 (Fig. 23).
(9) Install caliper bleed screw and bleed screw cap
if removed (Fig. 24).

CALIPER INSTALLATION
(1) Install brake shoes in caliper.

DISC BRAKES2-WHEEL DRIVE

5 - 33

Fig. 21 Snapping Boot Folds Into Place

Fig. 23 Seating Piston Dust Boot

Fig. 22 Installing Caliper Piston And Boot


(2) Install caliper and shoes over rotor and into
adapter. Be sure ends of brakeshoes are properly
seated on adapter slide surfaces.
(3) Align caliper in adapter and start caliper slide
pins into adapter by hand.
(4) Tighten caliper slide pins to 30 Nzm (22 ft. lbs.)
torque.
(5) Connect brake hose to caliper (Fig. 14). Use
new washers to attach hose fitting if original washers are scored, worn, or damaged.

Fig. 24 Installing Caliper Bleed Screw And Cap


(6) Fill and bleed brake system.
(7) Install wheel and tire assemblies.
(8) Remove supports and lower vehicle.
(9) Pump brake pedal to seat caliper pistons and
brakeshoes. Then verify firm pedal before moving vehicle.
(10) Check master cylinder fluid level again and
top off if necessary.

5 - 34

DISC BRAKES4-WHEEL DRIVE


DISC BRAKES4-WHEEL DRIVE
INDEX
page

Brakeshoe and Caliper Inspection


Brakeshoe Installation . . . . . . . . .
Brakeshoe Removal . . . . . . . . . .
Caliper Assembly . . . . . . . . . . . .
Caliper Cleaning and Inspection .

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35
36
35
38
37

GENERAL INFORMATION
Four-wheel drive AN models are equipped with single piston, slider type disc brake calipers. The calipers slide laterally on pins that attach the caliper to
the steering knuckle (Fig. 1).
The brakeshoes ride on ledges machined in the
steering knuckle. The shoe mounting ears are
notched to seat on these ledges. The notched ears
also maintain fore and aft position of the shoes. A retainer spring on each brakeshoe maintains shoe position in the caliper.
The single piston used in each caliper is non-metallic. The pistons are made of a phenolic resin material.
Ventilated, disc brake rotors are used for all applications. The rotors are serviceable and can be machined to restore the surface finish when necessary.
The calipers are fully serviceable components and
can be overhauled when necessary. The brakeshoes

page
Caliper Disassembly
Caliper Installation .
Caliper Removal . . .
General Information

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37
40
37
34

are replaceable components but must be replaced on both front wheels at the same time to
maintain braking balance. Never replace the
shoes on only one side.

BRAKELINING WEAR COMPENSATION


The caliper piston seal controls the amount of piston extension needed to compensate for normal lining
wear.
In operation, the seal is deflected outward under
fluid pressure (Fig. 2). When fluid pressure is released, the seal relaxes and retracts the piston. The
amount of retraction is determined by lining wear.
Generally, the amount is just enough to maintain
contact between the piston and inboard shoe and a
zero or very slight clearance at the rotor.
The fluid level in the front brake reservoir will decrease as lining wear occurs. This is a normal condition and only requires adding enough fluid to restore
proper level.

Fig. 1 Disc Brake Components (4-Wheel Drive)

DISC BRAKES4-WHEEL DRIVE

5 - 35

Fig. 2 Piston Seal Wear Compensation


SHOE AND LINING WEAR LIMITS
Combined shoe and lining thickness should be
measured at the thinnest part of the assembly. Replace the brakeshoes when overall thickness is approximately 6 mm (1/4 in.) or less.
Replace the brakeshoes at both front wheels when
necessary. Replacing the shoes at only one wheel will
cause uneven braking and pull.

Fig. 4 Removing/Installing Outboard Brakeshoe

BRAKESHOE REMOVAL
(1) Clean master cylinder reservoir and filler caps.
(2) Remove reservoir filler caps and drain approximately 1/4 of fluid from reservoir. Use clean suction
gun or similar device to drain fluid.
(3) Raise and support vehicle.
(4) Remove front wheel and tire assemblies.
(5) Bottom caliper pistons in bores with large
C-clamp. Position clamp frame on rear of caliper and
clamp screw on outboard brakeshoe.
(6) Remove caliper slide pins.
(7) Remove caliper and brakeshoes (Fig. 3).

Fig. 5 Removing/Installing Inboard Brakeshoe


(10) Support caliper on stool or suspend it from
suspension component with wire. Do not allow brake
hose to support caliper weight.

BRAKESHOE AND CALIPER INSPECTION

Fig. 3 Removing Caliper And Brakeshoes


(8) Remove outboard brakeshoe (Fig. 4). Pry one
end of shoe retainer spring away from caliper. Then
tilt shoe upward and rotate it out of caliper.
(9) Remove inboard shoe by tilting shoe outward
until retainer spring is clear of caliper piston (Fig. 5).

Inspect the brakeshoes (Fig. 6). Replace the shoes


if the lining material is worn, cracked, burned or
damaged in any way. Also replace the shoes if bent,
warped, or if the inboard shoe retainer spring is
damaged.
Inspect condition of the shoe tangs (Fig. 6). The
tang notches are important as they position the shoes
in the adapter. The tangs also allow the shoes to
slide on the adapter ledge surface for wear adjustment. Replace the shoes (as a set) if a tang on either
shoe is worn or damaged.
Inspect the area around the caliper boot, piston
and interior of the caliper frame (Fig. 7). If evidence
of fluid leakage in this area is noted, the caliper will
require overhaul to correct the leak.
Inspect condition of the caliper piston dust boot
(Fig. 6). If the boot is cut, cracked, or torn, an overhaul is required to replace the boot.

5 - 36

DISC BRAKES4-WHEEL DRIVE


(3) Install inboard shoe (Fig. 5). Be sure retainer
spring is firmly seated in caliper piston.
(4) Insert outboard brakeshoe in caliper (Fig. 9).

Fig. 6 4WD Disc Brakeshoe Inspection Points

Fig. 9 Inserting Outboard Shoe In Caliper


(5) Seat ends of outboard shoe retainer spring in
caliper (Fig. 10).

Fig. 7 Caliper Inspection Points


Inspect the caliper slide pins, slide pin bushings
and boots (Fig. 8). Replace any of these parts if worn
or damaged.

Fig. 10 Seating Outboard Shoe Retainer Spring

Fig. 8 Caliper Slide Pin, Bushing And Boot

BRAKESHOE INSTALLATION
(1) Clean slide surfaces of adapter ledges with a
wire brush. Then lubricate surfaces with Mopar
multi mileage grease.
(2) Install new slide pin boots and sleeves if necessary.

(6) Install caliper and brakeshoes over rotor and


into adapter. Be sure shoe tangs are properly seated
on adapter ledges.
(7) Install and tighten caliper slide pins to 25-35
Nzm (18-26 ft. lbs.) torque. Start the slide pins by
hand before tightening. Do not cross thread the
pins.
(8) Install wheel and tire assembly.
(9) Lower vehicle.
(10) Top off master cylinder fluid.

DISC BRAKES4-WHEEL DRIVE

5 - 37

(11) Apply brakes several times to seat shoes and


caliper pistons. Do not move vehicle until firm brake
pedal is obtained.

CALIPER REMOVAL
(1) Raise and support vehicle.
(2) Remove front wheel and tire assemblies.
(3) Disconnect brake hose at caliper. Discard hose
fitting washers if worn, or damaged (Fig. 11).

Fig. 12 Removing Piston Dust Boot

Fig. 11 Caliper Brake Hose Connection


(4) Remove caliper slide pins.
(5) Remove caliper and brakeshoes from rotor and
adapter.

CALIPER DISASSEMBLY
(1) Remove brakeshoes from caliper (Figs. 4 and
5). Discard shoes if worn, or damaged.
(2) Drain old brake fluid out of caliper into drain
pan.
(3) Remove piston dust boot (Fig. 12). Use screwdriver to push boot out of groove.
(4) Pad outboard shoe side of caliper interior with
a minimum 1 inch thickness of shop towels (Fig. 13).
Towels will prevent piston damage when piston is
comes out of bore.
(5) Remove caliper piston with short bursts of compressed air. Apply air pressure through fluid inlet
port of caliper (Fig. 13).
CAUTION: Do not blow the piston out of the caliper.
This procedure will usually result in severe piston
damage. Use only enough air pressure to ease the
piston out of the bore. In addition, never attempt to
catch the piston as it leaves the caliper bore. This
practice will result in personal injury.

Fig. 13 Caliper Piston Removal


(6) Remove caliper piston seal with wood pencil or
plastic tool (Fig. 14). Do not use metal tools as they
will scratch piston bore.
(7) Remove caliper slide pin bushings and boots.
(8) Remove caliper bleed screw and cap.

CALIPER CLEANING AND INSPECTION


Clean the caliper and piston with clean brake fluid
or Mopar brake cleaning solvent only. Do not use gasoline, kerosene, thinner, or any similar type of sol-

5 - 38

DISC BRAKES4-WHEEL DRIVE


and piston tolerances are different for resin and
steel pistons and calipers. Do not intermix these
components at any time.
Inspect the caliper bushings and boots (Fig. 15).
Replace the boots if cut or torn. Clean and lubricate
the bushings with GE 661, Dow 111, or similar silicone grease if necessary.

CALIPER ASSEMBLY

Fig. 14 Removing Caliper Piston Seal


vent. These products leave a residue that can
damage the piston, seal, or piston bore.
Wipe the caliper and piston dry with lint free towels, or use low pressure compressed air.
Inspect the caliper piston bore (Fig. 15). Replace
the caliper if the bore is corroded, rusted, or scored.
Do not hone the caliper piston bore. Replace the caliper if the bore is damaged.
Inspect the caliper piston (Fig. 15). The piston is
made from a phenolic resin (plastic material) and
should be smooth and clean. Replace the piston if
cracked or scored. Do not attempt to restore a scored
piston surface by sanding or polishing. The piston
must be replaced if damaged.
CAUTION: If the caliper piston must be replaced, install the same type of piston in the caliper. Never
interchange phenolic resin and steel caliper pistons. The pistons, seals, seal grooves, caliper bores

(1) Lubricate slide pin boots and bushings with


GE, or Dow silicone grease. Then install the boots
and bushings in caliper.
(2) Coat caliper piston bore, piston and new piston
seal with clean brake fluid.
(3) Install new piston seal in caliper bore. Press
seal into groove with finger (Fig. 16). Lubricate seal
and caliper bore with additional, fresh brake fluid after seal installation.

Fig. 16 Installing Caliper Piston Seal

Fig. 15 Caliper Components (4-Wheel Drive)

DISC BRAKES4-WHEEL DRIVE

5 - 39

(4) Apply light coat of GE 661, Dow 111 or similar


silicone grease to edge and groove of piston and dust
seal. Grease acts as corrosion protection for these areas.
(5) Install new dust boot on caliper piston as follow:
(a) Slide boot over piston until boot lip seats in
piston groove (Fig. 17).
(b) Push retainer part of boot forward until folds
in boot snap into place (Fig. 18).

Fig. 19 Installing Caliper Piston And Boot

Fig. 17 Sliding Boot Onto Piston

Fig. 18 Snapping Boot Folds Into Place


(6) Start caliper piston in bore with a twisting motion. When piston is started in seal, push piston only
part way into bore (Fig. 19). Maintain uniform pressure on piston to avoid cocking it in bore.
(7) Press caliper piston to bottom of bore.
(8) Seat piston dust boot with Installer Tool 7868,
or C-4842 and Tool Handle C-4171 (Fig. 20).
(9) Install caliper bleed screw and bleed screw cap
if removed (Fig. 21).

Fig. 20 Seating Piston Dust Boot

5 - 40

DISC BRAKES4-WHEEL DRIVE

CALIPER INSTALLATION
(1) Install brake shoes in caliper.
(2) Install caliper and shoes over rotor and into
ledges in steering knuckle. Be sure ends of brakeshoes are properly seated on slide surfaces of ledges.
(3) Align caliper in adapter and start caliper slide
pins into adapter by hand.
(4) Tighten caliper slide pins to 30 Nzm (22 ft. lbs.)
torque.
(5) Connect brake hose to caliper. Use new washers to attach hose fitting if original washers are
scored, worn, or damaged.
(6) Fill and bleed brake hydraulic system.
(7) Install wheel and tire assemblies.
(8) Remove supports and lower vehicle.
(9) Pump brake pedal to seat shoes and verify firm
pedal before moving vehicle.
(10) Check master cylinder fluid level again and
top off if necessary.

Fig. 21 Installing Caliper Bleed Screw And Cap

DISC BRAKE ROTOR SERVICE

5 - 41

DISC BRAKE ROTOR SERVICE


INDEX
page
Rotor
Rotor
Rotor
Rotor

Installation . . . . . . .
Minimum Thickness
Refinishing . . . . . .
Removal . . . . . . . .

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41
42
42
41

page
Rotor Runout . . . . . . . . . . . . . . . .
Rotor Thickness Variation and Taper
Rotor Types . . . . . . . . . . . . . . . . .
Wheel Nut Tightening . . . . . . . . . .

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42
43
41
43

ROTOR TYPES
A disc brake rotor is used for 4-wheel drive applications (Fig. 1). A disc brake rotor and hub assembly
is used for 2-wheel drive applications (Fig. 1). Both
rotor types are cast metal with built in ventilating
ribs between the rotor braking surfaces.
The rotor braking surfaces on both rotor types can be
sanded, or machined to restore surface finish when necessary. However, a rotor should be replaced if machining
would cause rotor thickness to fall below usable minimum.
On 2-wheel drive models with ABS brakes, the tone
wheel for the front speed sensor is pressed onto the
rotor hub. Because the tone wheel is only serviced as
part of the complete rotor and hub assembly, extra
care will be required in handling to avoid damage.
Refer to the rotor removal and installation procedures in this section.

ROTOR REMOVAL
(1) Raise vehicle.
(2) Remove wheel cover and wheel and tire assembly.
(3) Remove caliper and brakeshoe assembly but do
not disconnect brake line. Support caliper on stool, or
box. Do not allow brake hose to support caliper
weight.
(4) On 2-wheel drive models, remove grease cap,
cotter pin, nut lock,nut, thrust washer and outer
wheel bearing. Then remove rotor and hub assembly
(Fig. 1).
CAUTION: On 2-wheel drive models with ABS
brakes, the tone wheel for the front wheel sensor is
located on the rotor hub (Fig. 2). Exercise care
when handling the rotor during service. The entire
rotor and hub assembly will have to be replaced if
the tone wheel becomes damaged during handling.
(5) On 4-wheel drive models, remove stamped rotor
retainer nuts or clips and remove rotor (Fig. 1).
(6) On 2-wheel drive models, if rotor will be refinished, remove wheel bearings from rotor hub so rotor
can be mounted on brake lathe arbor.

ROTOR INSTALLATION
(1) On 4-wheel drive models:
(a) Install rotor on wheel studs.

Fig. 1 Disc Brake Rotor Mounting


(b) Secure rotor with new clip nuts.
(c) Install brakeshoes and caliper
(d) Install wheel and tire and tighten wheel nuts
until snug.
(2) On 2-wheel drive models:
(a) On models with ABS brakes, check condition
of tone wheel on rotor hub. Entire assembly will
have to be replaced if tone wheel is damaged
(wheel is not available as separate part).
(b) Repack and install wheel bearings in hub, if
removed. Then install new grease seal. Do not reuse old seal.

5 - 42

DISC BRAKE ROTOR SERVICE

Fig. 2 Front Sensor Tone Wheel Location (2-Wheel


Drive Models With ABS)
(c) Install rotor on spindle and install bearing
thrust washer and adjusting nut.
(d) Install brakeshoes and caliper. Then install
wheel and tire on rotor hub.
(e) Adjust wheel bearings. Rotate wheel while
tightening adjusting nut to properly seat bearings.
Correct end play is from zero to maximum of 0.076
mm (0.003 in.).
(f) Install nut lock and cotter pin (note preferred
cotter pin position shown in Figure 1). Then apply
coating of wheel bearing grease to interior of
grease cap and seat cap in rotor hub.
(3) On all models:
(a) Install brakeshoes and caliper.
(b) Lower vehicle.
(c) Final tighten wheel nuts to 120 Nzm (88 ft.
lbs.) torque.

ROTOR REFINISHING
Rotor braking surfaces can be refinished by sanding and/or machining in a disc brake lathe. The lathe
must be capable of machining both rotor surfaces simultaneously with dual cutter heads (Fig. 2). Equipment capable of machining only one side at a time
will produce a tapered rotor. The lathe should also be
equipped with a grinder attachment or dual sanding
discs for final cleanup or light refinishing (Fig. 3).
If the rotor surfaces only need minor cleanup of rust,
scale, or minor scoring, use abrasive discs to clean up
the rotor surfaces. However, when a rotor is scored or
worn, machining with cutting tools will be required.
CAUTION: Do not refinish a rotor if machining
would cause the rotor to fall below minimum allowable thickness.
The final finish on the rotor should be a non-directional, cross hatch pattern (Fig. 4). Sanding discs will
produce this finish.

Fig. 3 Rotor Refinishing Equipment

ROTOR MINIMUM THICKNESS


Measure rotor thickness at the center of the brakeshoe
contact surface. Replace the rotor if it is worn below minimum thickness, or if refinishing would reduce thickness
below the allowable minimum. Rotor minimum thickness
is usually specified on the rotor hub (Fig. 5).

ROTOR RUNOUT
Check rotor lateral runout with a dial indicator (Fig.
6). Excessive lateral runout will cause brake pedal pulsation and rapid, uneven wear of the brakeshoes.
Maximum allowable rotor runout for all models is
0.102 mm (0.004 inch).

DISC BRAKE ROTOR SERVICE

5 - 43

Fig. 6 Checking Rotor Thickness Variation And Runout

Fig. 4 Correct Final Surface Finish Of Rotor

A dial indicator, or machinist calipers can be used


to check rotor taper. A tapered rotor is usually caused
by improper machining and should be replaced.

WHEEL NUT TIGHTENING


The wheel attaching nuts must be tightened properly to ensure efficient brake operation. Overtightening the nuts or tightening them in the wrong
sequence can cause distortion of the rotors.
Impact wrenches are not recommended for tightening wheel nuts. A torque wrench should be used
for this purpose at all times.
The correct tightening sequence is important in
avoiding rotor distortion. The correct sequence is in a
diagonal crossing pattern.
Seat the wheel and install the wheel nuts finger
tight. Tighten the nuts in sequence to 1/2 the required torque. Then repeat the tightening sequence
to final specified torque.

Fig. 5 Location Of Rotor Minimum Thickness Limit

ROTOR THICKNESS VARIATION AND TAPER


Variations in rotor thickness will cause pedal pulsation, noise and shudder. A tapered rotor will cause
pulsation and wear brakeshoe lining on an angle.
Measure rotor thickness at 8 to 12 points around
the rotor face (Fig. 6). Position the micrometer approximately 19 mm (3/4 in.) from the rotor outer circumference for each measurement as shown.
Thickness should not vary by more than 0.013 mm
(0.0005 in.) from point to point on the rotor. Refinish
or replace the rotor if necessary.

5 - 44

RWAL BRAKE OPERATION AND SERVICE


RWAL BRAKE OPERATION AND SERVICE
INDEX
page

Combination Valve Installation . . . . .


Combination Valve Operation . . . . .
Combination Valve Removal . . . . . .
Electronic Control Module Installation
Electronic Control Module Removal .
General Information . . . . . . . . . . . .
Rear Antilock Valve Installation . . . .

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47
46
47
48
48
44
47

page
Rear Antilock Valve Removal . . . . . . . . . . . . . . .
RWAL System Brake Bleeding . . . . . . . . . . . . . .
RWAL System Components . . . . . . . . . . . . . . .
RWAL System Manual Brake Bleeding Procedure
RWAL System Operation . . . . . . . . . . . . . . . . . .
Speed Sensor Installation . . . . . . . . . . . . . . . . .
Speed Sensor Removal . . . . . . . . . . . . . . . . . .

. . 46
. . 48
. . 44
. 49
. . 45
. . 48
. . 48

GENERAL INFORMATION
The RWAL brake system is standard on all AN
models. The system is controlled by a separate electronic control module.
The RWAL system retards rear wheel lockup during periods of high wheel slip and deceleration. Retarding lockup is accomplished by modulating fluid
pressure to the rear brake units.
Rear brake fluid pressure is modulated according
to wheel speed, degree of wheel slip and rate of deceleration. A sensor in the rear axle housing converts
differential rotating speed into electronic signals. The
signals are transmitted to the electronic control module for processing. The control module determines
rate of deceleration and wheel slip from these signals.

RWAL SYSTEM COMPONENTS


System components include (Fig. 1):
electronic control module
rear antilock valve
speed sensor and exciter ring
antilock warning lamp
A standard master cylinder and vacuum power
brake booster are used for all applications.

Electronic Control Module


The electronic module controls operation of the solenoids in the rear brake antilock valve. The module
is separate from other electrical circuits in the vehicle and operates independently.
The module is located on the passenger side cowl
panel under the dash. The antilock valve, speed sensor and indicator lamps are all in circuit with the
module. The module contains a microprocessor that
operates the system and performs system diagnostic
checks.
Speed sensor inputs are constantly monitored and
interpreted by the module. The module determines
wheel speed and rate of deceleration from these inputs and activates the appropriate solenoid in the hydraulic valve when necessary.

Fig. 1 Rear Wheel AntiLock Brake System


The module microprocessor also contains a self test
program. The program is activated when the ignition
switch is turned to the On position. In this mode, the
module checks indicator light operation, the system
electrical circuits and the antilock valve solenoids.
The brake warning and antilock indicator lamps
are illuminated for approximately two seconds during
the system self test cycle.
Rear Antilock Valve
The rear antilock valve controls rear brake fluid
pressure during antilock braking. The valve is operated by the electronic control module. The valve is
attached to the combination valve bracket (Fig. 2).
The valve contains two solenoid valves that are inactive during periods of normal braking. The solenoid
valves are activated only when braking effort and
rate of wheel slip and deceleration are high (antilock
mode).
During normal braking the valves allows free flow
of brake fluid to the rear brake units. In antilock

RWAL BRAKE OPERATION AND SERVICE

5 - 45

mode, the valve will decrease, hold, or increase fluid


apply pressure as needed.

Fig. 3 Speed Sensor Location


Fig. 2 Rear Brake Antilock And Combination Valves
Speed Sensor And Exciter Ring
A speed sensor is used to transmit speed and rate
of deceleration inputs to the electronic control module (Fig. 3). The sensor is actuated by an exciter ring
on the differential case.
The sensor is mounted at the top of the rear axle
housing directly over the gear-type exciter ring (Fig.
3). The exciter ring is pressed onto the differential
case adjacent to the ring gear.
The exciter ring is the sensor trigger mechanism.
Exciter ring rotation causes the teeth on the ring to
interrupt the magnetic field around the sensor pole.
The rate of interruption is converted into speed signals which are transmitted to the control module.
The sensor is not adjustable and must be replaced
whenever diagnosis indicates a fault has occurred.
Antilock Warning Lamp
The amber antilock warning lamp is located in the
instrument cluster adjacent to the red service brake
warning lamp. The antilock lamp illuminates only
when an RWAL fault occurs.
The antilock lamp is also used for troubleshooting
purposes. The lamp is in circuit with the control
module which has a self test program. If a system
fault occurs, the program will flash the lamp when
the diagnostic connector is grounded. The flash codes
are used to identify a problem circuit, or component.
Combination Valve
A combination valve is used with the rear wheel
antilock system. The valve is attached to a bracket

bolted to the master cylinder mounting studs. The


valve bracket is also used to secure the rear wheel
antilock valve (Fig. 2). The mounting bracket and
combination valve are serviced as an assembly. The
valve is permanently attached to the bracket.
The valve contains a front disc brake metering
valve and a pressure differential valve and switch.
The differential switch is in circuit with the red
brake warning light.

RWAL SYSTEM OPERATION


During light, to moderate brake applications, rear
wheel deceleration and/or slip is not sufficient to activate the RWAL system components. Brake fluid apply pressure to the rear wheels remains normal and
is not modulated. However, when braking effort, degree of wheel slip, and rate of deceleration approach
programmed limits, sensor inputs will cause the
module to activate the system.
Normal Braking Mode
In normal braking mode, the antilock solenoid
valves are inactive. The valves are open allowing normal fluid flow to the rear wheel cylinders.
Start Of Antilock Mode Braking
When high pedal effort braking occurs, the decrease in exciter wheel rotating speed is noted and
converted into an electronic signal by the sensor. The
signal is transmitted to and processed by the control
module. The module determines that acceptable limits of wheel slip/deceleration are about to be exceeded. At this point, the module activates the
antilock solenoid valves.

5 - 46

RWAL BRAKE OPERATION AND SERVICE

The module transmits the signal that activates the


solenoid valves. The valves then decrease, or isolate
fluid apply pressure to the rear wheel cylinders as
needed to modulate fluid pressure.
Closing the valves prevents further fluid flow to
the rear wheel cylinders. This action isolates the rear
brakes from the master cylinder. The net effect is to
decrease rear brake apply pressure to the point
where the wheels will continue to rotate but not lock.
When rear brake pressure requirements return to
normal levels, the solenoid valves are inactivated.
This action allows the resumption of normal fluid
flow to the wheel cylinders.

nent and must be replaced if diagnosis


indicates a fault.
(1) Disconnect and remove battery for easier access
to valves and lines, if desired.
(2) Disconnect rear brakeline from antilock valve
(Fig. 4).
(3) Disconnect line to front brakes at combination
valve (Fig. 2).
(4) Disconnect ground wire at combination valve
bracket (Fig. 4).
(5) Remove nuts that attach combination valve
bracket to master cylinder mounting studs (Fig. 4).

Solenoid Valve Cycle Times


Activation (opening/closing) of the solenoid valves
is not static during antilock mode braking. Valve operation is continuous as they are rapidly cycled in response to sensor inputs and control module
commands. Cycle times are measured in milliseconds.
As the demand for antilock mode brake operation
is decreased, the module deactivates the hydraulic
valve components to restore normal brake operation.

COMBINATION VALVE OPERATION


Pressure Differential Switch
The pressure differential switch is connected to the
brake warning light. The switch is triggered by
movement of the switch valve. The purpose of the
switch is to monitor fluid pressure in the separate
front/rear brake hydraulic circuits.
A decrease or loss of fluid pressure in either hydraulic circuit will cause the switch valve to shuttle
forward or rearward in response to the pressure differential. Movement of the switch valve will push the
switch plunger upward. This closes the switch internal contacts completing the electrical circuit to the
warning light. The switch valve will remain in an actuated position until repair restores system pressures
to normal levels.
Metering Valve
The metering valve is used to balance brake action
between the front disc and rear drum brakes. The
valve meters (holds-off) full apply pressure to the
front disc brakes until the rear brakeshoes are in full
contact with the drums. The valve is designed to
maintain front brake fluid pressure at 21-207 kPa
(3-30 psi) until the hold-off limit of approximately
807 kPa (117 psi) is reached. At this point, the metering valve opens completely permitting full fluid
apply pressure to the front disc brake calipers.

REAR ANTILOCK VALVE REMOVAL


The rear antilock valve is serviced as an assembly. The valve is not a repairable compo-

Fig. 4 Disconnecting Front/Rear Brake Connecting


Lines
(6) Disconnect wire harness connectors at antilock
and combination valves (Fig. 5).

Fig. 5 Harness Connector Locations


(7) Disconnect lines at master cylinder.
(8) Slide combination valve bracket off booster
studs.

RWAL BRAKE OPERATION AND SERVICE


(9) Remove rear antilock valve, combination valve
and bracket and attached brakelines as an assembly
(Fig. 6).

5 - 47

(5) Attach ground wire to combination valve


bracket (Fig. 4). Make sure ground wire is securely attached and free of corrosion. A poor
connection here will cause a system fault.
(6) Connect brakelines to master cylinder, rear antilock valve and combination valve.
(7) Tighten brakeline fittings to 16-23 Nzm
(140-200 in. lbs.) torque.
(8) Connect wire harnesses to antilock and combination valves.
(9) Install and connect battery.
(10) Bleed brakes as described at end of this section.

COMBINATION VALVE REMOVAL

Fig. 6 Antilock And Combination Valve Assembly


Removal
(10) Remove line that connects antilock valve to
combination valve (Fig. 7).
(11) Remove bolt attaching antilock valve to combination valve bracket (Fig. 7).
(12) Remove antilock valve from combination valve
bracket.

Fig. 7 Rear Antilock Valve Attachment

REAR ANTILOCK VALVE INSTALLATION


(1) Install antilock valve on combination valve
bracket (Fig. 7). Be sure antilock valve attaching bolt
is securely tightened.
(2) Install line that connects rear antilock valve to
combination valve (Fig. 7). Tighten line fittings to
16-23 Nzm (140-200 in. lbs.) torque.
(3) Install combination valve and bracket assembly
on booster mounting studs (Fig. 6).
(4) Install and tighten nuts that attach combination valve to booster studs to 23-28 Nzm (200-250 in.
lbs.) torque.

The combination valve and valve mounting


bracket are serviced as an assembly; the
bracket and valve are permanently attached.
The combination valve is not a repairable component and must be replaced whenever diagnosis indicates a fault.
(1) Disconnect and remove battery for easier access
to valves and lines.
(2) Disconnect rear brakeline at antilock valve
(Fig. 4).
(3) Disconnect front brakeline at combination valve
(Fig. 4).
(4) Disconnect ground wire at combination valve
bracket (Fig. 4).
(5) Remove nuts that attach combination valve
bracket to booster studs (Fig. 4).
(6) Disconnect wire harness connectors at antilock
and combination valves (Fig. 5).
(7) Disconnect lines at master cylinder.
(8) Slide combination valve bracket off booster
mounting studs.
(9) Remove rear antilock valve, combination valve
and bracket and attached brakelines as assembly
(Fig. 6).
(10) Remove line that connects antilock valve to
combination valve (Fig. 7).
(11) Remove bolt attaching rear antilock valve to
combination valve bracket (Fig. 7). Then remove antilock valve from bracket.
(12) If combination valve will be replaced, remove
brake lines from valve (Fig. 8). They will be transferred to new valve during installation.

COMBINATION VALVE INSTALLATION


(1) If new combination valve is being installed,
transfer brakelines to new valve.
(2) Install antilock valve on combination valve
bracket (Fig. 7).
(3) Install line that connects antilock valve to combination valve (Fig. 7). Tighten line fittings to 16-23
Nzm (140-200 in. lbs.) torque.

5 - 48

RWAL BRAKE OPERATION AND SERVICE

Fig. 8 Combination Valve And Integral Bracket

Fig. 9 Rear Speed Sensor Mounting

(4) Install valve and bracket assembly on booster


mounting studs (Fig. 7).
(5) Install and tighten nuts that attach combination valve bracket to booster studs to 23-28 Nzm (200250 in. lbs.) torque.
(6) Attach ground wire to combination valve
bracket (Fig. 4). Make sure ground wire is securely attached and free of corrosion. A poor
connection here will cause a system fault.
(7) Connect brakelines to master cylinder, antilock
valve and combination valve.
(8) Tighten brakeline fittings to 16-23 Nzm
(140-200 in. lbs.) torque.
(9) Connect wire harnesses to antilock valve and
combination valve.
(10) Install and connect battery.
(11) Bleed brakes as described at end of this section.

(1) Remove passenger side sill plate and cowl


cover.
(2) Remove screws attaching control module to
cowl side panel (Fig. 10).
(3) Disconnect wiring from control module and remove module from vehicle.

SPEED SENSOR REMOVAL

RWAL SYSTEM BRAKE BLEEDING

(1) Raise vehicle on hoist.


(2) Remove bolt securing sensor and shield to differential housing (Fig. 9).
(3) Remove sensor and shield from differential
housing (Fig. 9).
(4) Disconnect sensor wire harness and remove
sensor.

SPEED SENSOR INSTALLATION


(1) Connect harness to sensor. Be sure seal is securely in place between sensor and wiring connector.
(2) Install O-ring on sensor (if removed).
(3) Insert sensor in differential housing.
(4) Install sensor shield.

(5) Install and tighten sensor attaching bolt to


19-29 Nzm (170-230 in. lbs.).
(6) Lower vehicle.

ELECTRONIC CONTROL MODULE REMOVAL

ELECTRONIC CONTROL MODULE INSTALLATION


(1)
(2)
(3)
(4)

Connect wiring to control module.


Position module on cowl side panel.
Install screws attaching module to cowl panel.
Install cowl panel trim cover and sill plate.

Bleeding Equipment
RWAL system bleeding can be performed manually,
or with vacuum/pressure equipment. Refer to the
vacuum and pressure bleeding information in this
section.
Brake Bleeding Precautions
Observe the following precautions while brake
bleeding:
Use recommended brake fluid meeting SAE
J1703-F and DOT 3 standards only. Use fresh, clean
fluid from a sealed container at all times.
Do not pump brake pedal at any time while bleeding. Air in system will be compressed into small bub-

RWAL BRAKE OPERATION AND SERVICE

5 - 49

Fig. 10 RWAL Control Module Mounting


bles that are distributed throughout hydraulic
system. This will make a second and third bleeding
operation necessary.
Bleed only one valve, or wheel brake unit at a
time and use a bleed hose on each caliper/wheel cylinder bleed screw.
Attach one end of bleed hose to bleed screw and
insert opposite end in glass container partially filled
with brake fluid (Fig. 11). Glass container makes it
easier to see air bubbles as they exit the bleed hose.
Be sure end of bleed hose is immersed in fluid. Immersing hose end in fluid prevents air from being
drawn back fluid.
Do not allow the master cylinder to run out of
fluid during bleed operations. An empty cylinder will
allow additional air to be drawn into the system.
Check the cylinder fluid level frequently and add
fluid as needed.

RWAL SYSTEM MANUAL BRAKE BLEEDING


PROCEDURE
(1) If master cylinder has been overhauled or a
new cylinder will be installed, bleed cylinder on
bench before installation. This shortens bleed time
and ensures proper cylinder operation.
(2) Wipe master cylinder reservoir and filler caps
clean with shop towels. Use Mopar brake cleaner if
exterior of reservoir and filler caps are extremely
dirty.
(3) Remove reservoir filler caps and fill reservoir
with Mopar, or equivalent quality DOT 3 brake fluid.
(4) If calipers, or wheel cylinders were overhauled,
open all caliper and wheel cylinder bleed screws.
Then close each bleed screw as fluid starts to drip
from it. Top off master cylinder reservoir once more
before proceeding.
(5) Recommended brake bleeding sequence is:
master cylinder
combination valve
rear antilock valve

Fig. 11 Typical Fluid Container And Bleed Hose


Setup
right rear wheel
left rear wheel
right front wheel
left front wheel
(6) Bleed master cylinder first, combination valve
second, and RWAL valve third. Bleed cylinder and
valves at brakeline fittings one at a time. Procedure
is as follows:
(a) Loosen brakeline fitting (or caliper/wheel cylinder bleed fitting) 1/2 to 3/4 turn.
(b) Have helper press and hold brake pedal to
floor. Observe fluid stream from fitting, or bleed
screw.
(c) Tighten bleed fitting and have helper release
brake pedal. Be sure to tighten fitting or bleed
screw before releasing brake pedal.
(d) Repeat bleeding operation until fluid exiting
fitting (or bleed screw), is clear and free of bubbles.
(7) Bleed first wheel brake unit. Start at left rear
wheel and follow sequence recommended in step (6).
Repeat bleeding operation at each wheel until fluid
exiting bleed screw is clear and free of bubbles.
(8) Top off master cylinder and verify proper brake
operation before moving vehicle.

VACUUM BLEEDING
If vacuum bleeding equipment is being used, it is
not necessary to hold the front brake metering valve
open. Simply bleed the brakes following the bleed
equipment manufacturers instructions.
PRESSURE BLEEDING
If pressure bleeding equipment will be used, the
front brake metering valve will have to be held open
to bleed the front brakes. The valve stem is located

5 - 50

RWAL BRAKE OPERATION AND SERVICE

in the forward end of the combination valve. The


stem must either be pressed inward, or held outward
slightly. a spring clip tool or helper is needed to hold
the valve stem in position.
Follow the manufacturers instructions carefully
when using pressure equipment. Some precautions
are:
Make sure the front brake metering valve in the
combination is held open. A spring clip tool is best for
securing the valve stem in an open position.

Do pressure bleed without a proper master cylinder adapter. The wrong adapter can lead to leakage,
or drawing air back into the system.
Fill the bleeder tank with recommended fluid and
purge air from the tank lines before bleeding.
Do not exceed the tank manufacturers pressure
recommendations. In most cases, a tank pressure of
15-20 psi is more than sufficient for bleeding purposes.

ABS BRAKE OPERATION AND SERVICE

5 - 51

ABS BRAKE OPERATION AND SERVICE


INDEX
page
ABS Brake Bleeding Recommendations . . . . . .
ABS Components . . . . . . . . . . . . . . . . . . . . . .
ABS Electronic Control Module Installation . . . .
ABS Electronic Control Module Removal . . . . .
ABS Manual Brake Bleeding Procedure . . . . . .
ABS Operation . . . . . . . . . . . . . . . . . . . . . . . .
Combination Valve Installation . . . . . . . . . . . . .
Combination Valve Operation . . . . . . . . . . . . .
Combination Valve Removal . . . . . . . . . . . . . .
Front Antilock Valve Installation . . . . . . . . . . . .
Front Antilock Valve Removal . . . . . . . . . . . . .
Front Brake Speed Sensor Installation (2-Wheel
Drive Models) . . . . . . . . . . . . . . . . . . . . . . .

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60
51
59
59
60
54
57
55
57
55
55

page
Front Brake Speed Sensor Installation (4-Wheel
Drive Models) . . . . . . . . . . . . . . . . . . . . . . . . . .
Front Brake Speed Sensor Removal (2-Wheel Drive
Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Front Brake Speed Sensor Removal (4-Wheel Drive
Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Antilock Valve Installation . . . . . . . . . . . . . . .
Rear Antilock Valve Removal . . . . . . . . . . . . . . . . .
Rear Brake Speed Sensor Installation . . . . . . . . . .
Rear Brake Speed Sensor Removal (All) . . . . . . . .
Tone Wheel Service . . . . . . . . . . . . . . . . . . . . . . .

59
58
59
57
56
59
59
58

. . . 58

ABS COMPONENTS
The optionally available ABS system is an allwheel antilock brake system (Fig. 1). ABS system
components include:
rear antilock valve
rear wheel speed sensor and exciter ring
front wheel speed sensors and tone rings
front antilock valve
electronic control module

electrical harnesses
combination valve
diagnostic connector
Front Antilock Valve
The front antilock valve consists of a solenoid valve
body and pump/motor unit combined into a single assembly (Fig. 2).

Fig. 1 ABS System Major Components

5 - 52

ABS BRAKE OPERATION AND SERVICE

The valve is mounted on the driver side inner


fender panel. The valve and motor assembly are attached to a one piece mounting bracket. The valve
body contains the solenoid valves that modulate
brake fluid pressure during antilock braking. The
valves are operated by the antilock system electronic
control module.
The front antilock valve provides two channel pressure control of the front brakes. One channel controls
the left front brake and the second channel controls
the right front brake. Each front brake is controlled
independently.
The solenoid valves are cycled open and closed as
needed during antilock braking. The valves are not
static. They are cycled rapidly and continuously to
modulate pressure and control wheel slip and deceleration.
The pump and motor unit are controlled by the
electronic module. The pump supplies the additional
fluid volume needed during antilock braking.

Fig. 2 Front Antilock Valve


Rear Antilock Valve
The rear antilock valve is mounted on the combination valve bracket (Fig. 3). The bracket is secured
to the master cylinder mounting studs on the power
brake booster.
The valve modulates rear brake fluid pressure during antilock braking. The valve is controlled by the
ABS electronic control module. Two solenoid valves
within the valve body isolate, decrease, or increase
rear brake fluid apply pressure as needed during antilock braking.
The valve body solenoid valves are inactive during
periods of normal braking. The solenoids allow free
flow of brake fluid to the rear brake units during

normal braking. The solenoid valves are activated


only when braking effort and rate of wheel slip and
deceleration exceed normal braking limits.

Fig. 3 Rear Antilock Valve Location


Combination Valve
The combination valve used with the ABS system
contains a front disc brake metering valve and a
front/rear pressure differential valve and switch.
The metering valve controls fluid apply pressure to
the front disc brake calipers. Caliper apply pressure
is temporarily limited until the rear drum brakeshoes contact the drum surface. This feature provides
balanced front/rear braking.
The pressure differential valve is connected to the
front and rear brake hydraulic systems. A leak in either part of the system will actuate the valve causing
it to shuttle toward the leaking side of the system.
Movement of the valve trips the plunger type warning switch. The switch then closes the electrical circuit to the red warning light in the instrument panel.
The combination valve is permanently attached to
its mounting bracket. The valve bracket is also used
to mount the rear brake antilock valve (Fig. 4).
Combination valve operation and testing is fully
described in the antilock system diagnosis section.
Refer to this information when diagnosing system
faults.
ABS Electronic Control Module
A separate electronic control module is used to
monitor and operate the ABS system. The module is
located in the engine compartment and is attached to
the forward side of the front brake antilock valve
(Fig. 5).
The module controls antilock valve solenoid operation during all phases of antilock braking. Module
electrical include wheel signals speed from the front
and rear sensors

ABS BRAKE OPERATION AND SERVICE

Fig. 4 Combination Valve And Integral Mounting


Bracket

5 - 53

The sensors convert wheel speed into an electrical


signal. The signal is transmitted to the electronic
control module for processing.
The trigger mechanism for each front wheel sensor
is a gear type, tone wheel. On 4-wheel drive models,
the tone wheels are mounted on the axle shafts. On
2-wheel drive models, the tone wheels are mounted
on the inboard side of the disc brake rotor hub (Fig.
6).
A single sensor is used to monitor rear wheel speed
and rate of deceleration. The sensor is mounted at
the top of the rear axle housing (Fig. 7). The trigger
mechanism for the sensor is an exciter ring pressed
onto the differential case. The ring is pressed onto
the case next to the ring gear.
The teeth on the tone wheels and exciter ring interrupt the senor magnetic field as they rotate. Rate
of interruption is converted into speed signals which
are transmitted to the electronic control module.
The front and rear sensors are fixed and not adjustable. A front or rear sensor must be replaced
when diagnosis indicates a fault has occurred.

Fig. 5 ABS Electronic Control Module Location


ABS Diagnostic Connector
The ABS diagnostic connector is located under the
instrument panel near the steering column.
The connector is a six-way style and is either black,
or blue in color. The connector is the access point for
the DRB scan tool. The system circuits can be
checked once the scan tool is attached to the connector.
Wheel Speed Sensors And Tone Wheels
Three wheel-speed sensors are used in the allwheel antilock system. A single sensor is used for
both rear wheels. Separate sensors are used for the
front wheels.

Fig. 6 Front Speed Sensor Location


Master Cylinder And Power Brake Booster
A standard master cylinder and vacuum power
brake booster are used with the ABS system (Fig. 8).
The same master cylinder and booster are used with
both antilock systems.

5 - 54

ABS BRAKE OPERATION AND SERVICE


modulate brake fluid apply pressure during antilock
braking. The valves are operated by the antilock electronic module.
The front brake antilock valve provides two channel pressure control of the front brakes. Each front
wheel brake unit is controlled separately. Two solenoid valves are used in each control channel.
The rear brake antilock valve controls the rear
wheel brakes in tandem. The rear brake valve contains two solenoid valves.
During antilock braking, the solenoid valves are
opened and closed as needed. The valves are not
static. They are cycled rapidly and continuously to
modulate pressure and control wheel slip and deceleration.
The pump/motor assembly on the front antilock
valve provides the fluid volume needed during antilock braking. The pump is operated by an integral
electric motor. The DC type motor is controlled by
the ABS control module.

Fig. 7 Rear Speed Sensor Location

Fig. 8 Master Cylinder And Power Brake Booster

ABS OPERATION
The all-wheel ABS system is a three channel design. The front wheel brakes are controlled individually and the rear wheel brakes in tandem (Fig. 9).
The ABS system is designed to retard wheel lockup
during periods of high wheel slip when braking. Retarding wheel lockup is accomplished by modulating
fluid pressure to the wheel brake units.
The antilock electrical system is separate from
other electrical circuits in the vehicle. A specially programmed electronic control module is used to operate
the system components.
The front and rear antilock valves contain electrically operated solenoid valves. The solenoid valves

ABS OPERATION IN NORMAL BRAKING MODE


The ABS control module monitors wheel speed sensor inputs continuously while the vehicle is in motion. However, the module will not activate any ABS
components as long as sensor inputs indicate normal
braking.
During normal braking, the master cylinder, power
booster and wheel brake units all function as they
would in a vehicle without ABS. The solenoid valves
are not activated.
ABS OPERATION IN ANTILOCK BRAKING
MODE
The ABS module activates the system whenever
sensor signals indicate the onset of high wheel slip.
High wheel slip can be described as the point
where wheel rotation begins approaching zero (or
lockup) during braking. The antilock system retards
lockup during high slip conditions by modulating
fluid apply pressure to the wheel brake units.
Brake fluid apply pressure is modulated according
to wheel speed, degree of slip and rate of deceleration. A sensor at each wheel converts wheel speed
into electrical signals. These signals are transmitted
to the module for processing and determination of
wheel slip and deceleration rate.
The ABS system has three fluid pressure control
channels. The front brakes are controlled separately
and the rear brakes in tandem. A speed sensor input
signal indicating high slip conditions activates the
control module antilock program.
The solenoid valves are not static during antilock
braking. They are cycled continuously to modulate
pressure. Solenoid cycle time in antilock mode can be
measured in milliseconds.

ABS BRAKE OPERATION AND SERVICE

5 - 55

COMBINATION VALVE OPERATION


Pressure Differential Switch
The pressure differential switch is connected to the
brake warning light. The switch is triggered by
movement of the switch valve. The purpose of the
switch is to monitor fluid pressure in the separate
front/rear brake hydraulic circuits.
A decrease or loss of fluid pressure in either hydraulic circuit will cause the switch valve to shuttle
forward or rearward in response to the pressure differential. Movement of the switch valve will push the
switch plunger upward. This closes the switch internal contacts completing the electrical circuit to the
warning light. The switch valve will remain in an actuated position until repair restores system pressures
to normal levels.
Metering Valve
The metering valve is used to balance brake action
between the front disc and rear drum brakes. The
valve meters (holds-off) full apply pressure to the
front disc brakes until the rear brakeshoes are in full
contact with the drums. The valve is designed to
maintain front brake fluid pressure at 21-207 kPa
(3-30 psi) until the hold-off limit of 807 kPa (117 psi)
is reached. At this point, the metering valve opens
completely permitting full fluid apply pressure to the
front disc brakes.

Fig. 9 Brakeline/Harness Connections At Front


Antilock Valve

FRONT ANTILOCK VALVE REMOVAL


The front antilock valve is serviced as an assembly. Neither the valve body or pump/motor
are repairable components. The complete assembly must be replaced if diagnosis indicates
a fault.
(1) Disconnect battery negative cable.
(2) Disconnect brakelines at front antilock valve
(Fig. 9.
(3) Disconnect harness wires at front antilock
valve (Fig. 9)
(4) Remove screw and nuts attaching front antilock
valve to stud plate (Fig. 10).
(5) Lift front antilock valve upward off studs and
remove valve and bracket as assembly.

FRONT ANTILOCK VALVE INSTALLATION


(1) Align and seat front antilock valve bracket on
mounting studs (Fig. 10).
(2) Install and tighten front antilock valve attaching screw and stud nuts (Fig. 10).
Tighten nuts to 10-13 Nzm (92-112 in. lbs.) torque.
Tighten screw to 19-25 Nzm (170-220 in. lbs.)
torque.
(3) Connect harness wires to connector on front antilock valve (Fig. 9).

Fig. 10 Front Antilock Valve Mounting


(4) Connect front brakelines to front antilock valve
(Fig. 9). Tighten brakeline fittings to 16-23 Nzm (140200 in. lbs.).
(5) Connect battery.
(6) Bleed brake system as described at end of this
section.

5 - 56

ABS BRAKE OPERATION AND SERVICE

REAR ANTILOCK VALVE REMOVAL


The rear antilock valve is serviced as an assembly. The valve is not a repairable component and must be replaced if diagnosis
indicates a fault.
(1) Disconnect and remove battery for easier access
to valves and lines.
(2) Disconnect rear brakeline at rear antilock valve
(Fig. 11).
(3) Disconnect front brakeline at combination valve
(Fig. 11).

Fig. 13 Harness Connector And Mounting Nut


Locations

Fig. 11 Disconnecting Front/Rear Brake Connecting


Lines

(8) Slide combination valve bracket off booster


studs (Fig. 14).
(9) Remove rear antilock valve, combination valve
and bracket and attached brakelines as assembly
(Fig. 14).

(4) Disconnect harness wires at rear antilock and


combination valves (Fig. 12).
(5) Disconnect ground wire at combination valve
bracket. Wire may be attached at top of bracket (Fig.
12) or at lower end of bracket (Fig. 13).

Fig. 12 Ground Wire Location


(6) Remove nuts that attach combination valve
bracket to booster studs (Fig. 13).
(7) Disconnect lines connecting rear antilock valve
to master cylinder (Fig. 14).

Fig. 14 Removing Rear Antilock And Combination


Valve Assembly

ABS BRAKE OPERATION AND SERVICE


(10) Remove line that connects rear antilock valve
to combination valve (Fig. 15).
(11) Remove bolt attaching rear antilock valve to
combination valve bracket (Fig. 15).
(12) Remove rear antilock valve from combination
valve bracket.

Fig. 15 Rear Antilock Valve Attachment

REAR ANTILOCK VALVE INSTALLATION


(1) Install antilock valve on combination valve
bracket (Fig. 15).
(2) Install line that connects antilock valve to combination valve (Fig. 15).
(3) Install valve and bracket assembly on brake
booster studs (Fig. 14).
(4) Install and tighten nuts that attach combination valve bracket to booster studs to 23-28 Nzm (200250 in. lbs.) torque.
(5) Attach ground wire to combination valve
bracket (Figs. 12 and 13). Be sure wire connection is
secure and clean, otherwise a fault will occur.
(6) Connect brakelines to master cylinder, antilock
valve and combination valve.
(7) Tighten brakeline fittings to 16-23 Nzm
(140-200 in. lbs.) torque.
(8) Connect wire harnesses to rear antilock and
combination valves.
(9) Install and connect battery.
(10) Bleed brake system as described at end of this
section.

5 - 57

(2) Disconnect rear brakeline at rear antilock valve


(Fig. 11).
(3) Disconnect line that connects front antilock
valve to combination valve (Fig. 11). Disconnect line
at combination valve fitting.
(4) Disconnect harness connectors at antilock and
combination valves (Fig. 12).
(5) Disconnect ground wire at combination valve
bracket (Fig. 12).
(6) Remove nuts that attach combination valve
bracket to brake booster studs (Fig. 12).
(7) Disconnect lines from rear antilock valve to
master cylinder (Fig. 13).
(8) Slide combination valve bracket off master cylinder mounting studs (Fig. 13). Then remove rear antilock valve, combination valve and bracket and
attached brakelines as assembly (Fig. 13).
(9) Remove line that connects rear antilock valve
to combination valve.
(10) Remove bolt attaching rear antilock valve to
combination valve bracket.
(11) Remove rear brake antilock valve from combination valve bracket.
(12) If combination valve will be replaced, remove
connecting lines from valve. Retain lines as they will
be transferred to new valve.

COMBINATION VALVE INSTALLATION


(1) If new combination valve is being installed,
transfer lines that connect valve to master cylinder
to new valve (Fig. 16). Leave line fittings loose. Do
not fully tighten fittings at this time.

COMBINATION VALVE REMOVAL


The combination valve and valve mounting
bracket are serviced as an assembly. The
bracket and valve are permanently attached
and should not be separated. The combination
valve is not a repairable component and must
be replaced whenever diagnosis indicates a
fault.
(1) Disconnect and remove battery for easier access
to valves and lines.

Fig. 16 Combination Valve Connecting Line


Installation

5 - 58

ABS BRAKE OPERATION AND SERVICE

(2) Install rear antilock valve on combination valve


bracket (Fig. 14). Tighten valve attaching bolt securely.
(3) Install line that connects front antilock valve to
combination valve (Fig. 14). Do not fully tighten line
fitting at this time.
(4) Install valve and bracket assembly on booster
studs (Fig. 13).
(5) Install and tighten nuts that attach combination valve bracket to booster studs to 23-28 Nzm (200250 in. lbs.) torque.
(6) Attach ground wire to combination valve
bracket (Figs. 12 and 13). Make sure ground wire
is securely attached and that connection is
clean and free of corrosion. A poor ground connection will cause a system fault.
(7) Connect brakelines to master cylinder, antilock
valve and combination valve.
(8) Tighten brakeline fittings at antilock valve to
13-20 Nzm (115-175 in. lbs.). Tighten all remaining
line fittings to 16-23 Nzm (140-200 in. lbs.) torque.
(9) Connect wire harnesses to antilock and combination valves.
(10) Install and connect battery.
(11) Bleed brake system as described in this section.

TONE WHEEL SERVICE


The tone wheels on the disc brake rotor hub or
front axle shaft are not serviceable parts. On 4-wheel
drive models, it will be necessary to replace the axle
shaft if the tone wheel is damaged. On 2-wheel drive
models, it will be necessary to replace the hub and
rotor assembly if the tone wheel is damaged.

FRONT BRAKE SPEED SENSOR REMOVAL


(2-WHEEL DRIVE MODELS)
(1) Raise and support vehicle.
(2) Remove front wheel.
(3) Remove disc brake caliper.
(4) Remove disc brake hub and rotor assembly.
(5) Remove bolts attaching sensor to splash shield
and steering knuckle (Fig. 17). Retain sensor bolts.
They are special and must be reused if in good
condition.
(6) Remove clamps securing sensor wire to control
arm and inner fender panel.
(7) Unseat grommet securing sensor wire in fender
panel.
(8) In engine compartment, disconnect sensor wire
from harness connector.
(9) Remove clamps securing sensor wire to engine
compartment body panels.
(10) Work sensor wire out of engine compartment
and through fender panel grommet hole. Then slide
wire out of steering knuckle splash shield and it from
vehicle.

Fig. 17 Front Brake Speed Sensor Mounting

FRONT BRAKE SPEED SENSOR INSTALLATION


(2-WHEEL DRIVE MODELS)
(1) Guide sensor wire through splash shield,
around control arm and through grommet hole in
fender panel. Do not seat grommet in fender panel at
this time.
(2) Position sensor in splash shield and install sensor attaching bolts. Tighten bolts to 18-25 Nzm (160220 in. lbs.) torque.
CAUTION: Special bolts are used to attach the front
sensor. The bolts have a special shoulder, thread
length and surface treatment. If the original bolts
must be replaced, use the replacement bolts listed
in the parts catalogue only. Do not use substitute
bolts under any circumstances.
(3) Secure sensor wire retaining clamps to control
arm and fender panel with screws.
(4) Seat sensor wire grommet in inner fender
panel.
(5) In engine compartment, connect sensor wire to
harness connector. Make sure wire is routed away
from hot or rotating underhood components.
(6) Install disc brake hub and rotor assembly.
(7) Install disc brake caliper.
(8) Install wheel and tire assembly.

ABS BRAKE OPERATION AND SERVICE


(9) Check sensor wire routing one more time. Turn
steering wheel back and forth to verify that wire is
clear of steering and suspension components. Reroute
wire if necessary.
(10) Remove supports and lower vehicle.

FRONT BRAKE SPEED SENSOR REMOVAL


(4-WHEEL DRIVE MODELS)

5 - 59

REAR BRAKE SPEED SENSOR REMOVAL (ALL)


(1) Raise vehicle on hoist.
(2) Disconnect sensor wire from rear sensor on axle
housing (Fig. 18).
(3) Disconnect sensor wire from harness connector
at driver side frame rail.
(4) Unclip sensor wire from rear brake hose and
remove sensor wire from vehicle.

(1) Raise and support vehicle.


(2) Remove front wheel and tire assembly.
(3) Remove bolts attaching sensor to steering
knuckle (Fig. 16). Retain sensor attaching bolts.
They are special and must be reused if in good
condition.
(4) Remove clamps securing sensor wire to control
arm and inner fender panel (Fig. 17).
(5) Unseat grommet securing sensor wire in fender
panel.
(6) In engine compartment, disconnect sensor wire
from harness connector.
(7) Remove clamps securing sensor wire to engine
compartment body panels.
(8) Work sensor wire out of engine compartment,
through fender panel grommet hole and out of vehicle.

FRONT BRAKE SPEED SENSOR INSTALLATION


(4-WHEEL DRIVE MODELS)
(1) Guide sensor wire around upper control arm
and through grommet hole in fender panel. Do not
seat grommet in fender panel at this time.
(2) Position sensor on steering knuckle and install
sensor attaching bolts. Tighten bolts to 18-25 Nzm
(160-220 in. lbs.) torque.
CAUTION: Special bolts are used to attach the front
sensor. The bolts have a special shoulder, thread
length and surface treatment. If the original bolts
must be replaced, use the replacement bolts listed
in the parts catalog only. Do not use substitute
bolts under any circumstances.
(3) Secure sensor wire retaining clamps to control
arm and fender panel with clamp screws (Fig. 17).
(4) Seat sensor wire grommet in inner fender
panel.
(5) In engine compartment, connect sensor wire to
harness connector. Make sure wire is routed away
from hot or rotating underhood components.
(6) Install wheel and tire assembly.
(7) Check sensor wire routing one more time. Turn
steering wheel back and forth to verify that wire is
clear of steering and suspension components. Reroute
wire if necessary.
(8) Remove supports and lower vehicle.

Fig. 18 Rear Brake Speed Sensor Mounting

REAR BRAKE SPEED SENSOR INSTALLATION


(1) Connect sensor wire to rear sensor and harness
connector at frame rail.
(2) Secure sensor wire to rear brake hose with
clips provided.
(3) Lower vehicle.

ABS ELECTRONIC CONTROL MODULE REMOVAL


(1) Disconnect upper harness connector from module.
(2) Lift connector locking handle to release main
harness connector from module (Fig. 19). Rotate handle upward to clear connector.
(3) Lift connector up and out of retaining lugs on
module (Fig. 20).
(4) Remove screws attaching module to mounting
bracket and remove module.

ABS ELECTRONIC CONTROL MODULE


INSTALLATION
(1)
stall
(2)
Seat

Position module in mounting bracket and inmodule attaching screws (Fig. 21).
Connect main harness connector to module.
connector in module retaining lugs and start

5 - 60

ABS BRAKE OPERATION AND SERVICE

Fig. 19 Releasing Main Harness Connector

Fig. 21 ABS Electronic Control Module Installation

Fig. 20 Removing Main Harness Connector From


Module
connector into module. Then rotate connector locking
handle downward into locked position to seat and retain connector.
(3) Connect upper harness wires to module.

ABS BRAKE BLEEDING RECOMMENDATIONS


Bleeding Equipment
ABS brake bleeding can be performed manually, or
with vacuum/pressure equipment. Refer to the vacuum
and pressure bleeding information in this section.
Brake Bleeding Precautions
Recommended bleed sequence is:
master cylinder

combination valve
rear antilock valve
front antilock valve
left rear wheel
right rear wheel
right front wheel
left front wheel
Use Mopar brake fluid, or an equivalent meeting
SAE J1703-F and DOT 3 standards, to fill and bleed
the system.
Bleed only one brake component at a time.
Clean the master cylinder filler caps and reservoir
before adding fluid.
Use a bleed hose at each caliper/cylinder bleed
screw. Attach one end of the hose to the screw and
insert the opposite end in glass container partially
filled with brake fluid (Fig. 22). A glass container
makes it easier to see air bubbles as they exit the
bleed hose.
Be sure the end of the bleed hose remains immersed in fluid. This prevents air from being drawn
back into the system.
Be sure to tighten each brakeline fitting, or bleed
screw once bleeding is completed. Loose fittings and
bleed screws allow air to re-enter the system.
Do not allow the master cylinder to run out of
fluid when bleeding the brakes. An empty cylinder
will allow air to be drawn back into the system.
Check fluid level frequently during bleeding operations.

ABS MANUAL BRAKE BLEEDING PROCEDURE


(1) Bleed new or overhauled master cylinder on
bench before installation. This shortens overall

ABS BRAKE OPERATION AND SERVICE

Fig. 22 Typical Fluid Container And Bleed Hose


bleed time and ensures proper cylinder operation. Refer to procedure in Master Cylinder Service section.
(2) If master cylinder was not serviced, remove
caps and fill reservoir with fresh Mopar, or equivalent quality brake fluid.
(3) Bleed master cylinder first, combination valve
second, and rear antilock valve third. Bleed cylinder
and valves at brakeline fittings one at a time. Procedure is as follows:
(a) Loosen brakeline fitting about 1-1/2 turns.
(b) Have helper press and hold brake pedal to
floor. Observe condition of fluid coming out of
brakeline fitting.
(c) Tighten brakeline fitting and have helper release brake pedal. Be sure to tighten fitting before helper releases brake pedal.
(d) Repeat steps (b) and (c) until fluid coming out
of fitting, is clear and free of bubbles.
(4) There are two bleed procedures for the
front antilock valve. If a new front valve is being
installed, bleed the valve as described in step (5). If
the original front valve is still in the vehicle, bleed
the valve as described in step (6).
(5) If a new front antilock valve assembly was installed, bleed new valve as follows:
(a) Loosen bleed plug on new front valve about
1/4 to one full turn (Fig. 30). Plug must be open to
fully bleed upper and lower sections of front antilock valve.
(b) Remove cap from bleed valve stem (Fig. 23).
(c) Install Valve Depressor Tool 6670 on bleed
valve stem (Figs. 23 and 24). To install tool, slide
notched side of tool onto boss that surrounds bleed
valve stem (Fig. 24). Stem must be held inward (in
open position) to fully bleed upper section of new
valve assembly.

5 - 61

(d) Tighten thumbscrew on bleed Tool 6670 just


enough to push valve stem inward about 0.51 0.76 mm (0.020 - 0.030 in.).
(e) Apply brake pedal. Pedal will fall off significantly when bleed plug is properly open and bleed
valve stem is correctly unseated (pressed inward)
by tool.
(f) Stroke brake pedal rapidly 5-10 times. This
action will fill upper and lower sections of valve
rapidly.
(g) Bleed new valve assembly at each brakeline
fitting one at a time. Remember to close valve
bleed plug before each brake pedal stroke. Continue bleeding until fluid flowing from fittings is
clear and free of bubbles.
(h) Remove depressor tool from valve stem and
install cap on stem. Then tighten bleed plug to 7-9
Nzm (60-84 in. lbs.) torque.
(6) If original front antilock valve assembly is being used, bleed plug and bleed valve do not have to
be open during bleeding operations. Just bleed the
valve assembly at each brakeline fitting one at a
time.
(7) Bleed first wheel brake unit. Start at left rear
wheel and follow sequence recommended in step (3).
Repeat bleeding operation at each wheel until fluid
coming out of bleed screw is clear and free of bubbles.
(8) Top off master cylinder reservoir fluid level.
Then verify proper brake operation before moving vehicle.

VACUUM BLEEDING
If vacuum bleeding equipment is being used, it is
not necessary to hold the front brake metering valve
open. Simply bleed the brakes following the equipment manufacturers instructions.
PRESSURE BLEEDING
If pressure bleeding equipment will be used, the
front brake metering valve will have to be held open
to bleed the front brakes. The valve stem is located
in the forward end of the combination valve. The
stem must either be pressed inward, or held outward
slightly. a spring clip tool or helper is needed to hold
the valve stem in position.
Follow the manufacturers instructions carefully
when using pressure equipment.
Make sure the front brake metering valve in the
combination is held open. A spring clip tool is best for
securing the valve stem in an open position.
Do pressure bleed without a proper master cylinder
adapter. The wrong adapter can lead to leakage, or
drawing air back into the system.

5 - 62

ABS BRAKE OPERATION AND SERVICE

Fig. 24 Front Antilock Valve Bleed Tool Installation


Do not exceed the tank manufacturers pressure
recommendations. Generally, a tank pressure of
15-20 psi is more than sufficient for bleeding purposes.

Fig. 23 Location Of Front Antilock Valve Bleed Valve


Stem And Plug
Fill the bleeder tank with recommended fluid and
purge air from the tank lines before bleeding.

PARKING BRAKES

5 - 63

PARKING BRAKES
INDEX
page
Front Cable Installation . . . . .
Front Cable Removal . . . . . .
General Information . . . . . . .
Intermediate Cable Installation
Intermediate Cable Removal .

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63
63
63
66
66

page
Parking Brake Cable Tensioner Adjustment
Parking Brake Pedal Installation . . . . . . .
Parking Brake Pedal Removal . . . . . . . . .
Rear Cable Installation . . . . . . . . . . . . . .
Rear Cable Removal . . . . . . . . . . . . . . . .

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67
66
66
66
66

GENERAL INFORMATION
The parking brakes are operated by a system of cables and levers attached to the rear brake secondary
shoes. A foot pedal, cable tensioner, and four cables form
the control system.
The rear drum brakeshoes serve as the parking
brakes. The shoes are moved into contact with the
brake drum surface by a cable and lever mechanism
attached to the trailing brakeshoe. A strut installed
between the primary and secondary shoes maintains
shoe position when the parking brakes are applied.
The front parking brake cable is connected to the
parking brake pedal and to an intermediate cable.
The intermediate cable connects the front cable to
the rear cables.
The parking brake pedal assembly is mounted on
the driver side cowl panel (Fig. 1). The front cable is
directly attached to the assembly. The pedal assembly contains a spring loaded, ratchet-type mechanism
to hold the pedal in the applied position. A cable and
spring are used to release the ratchet mechanism
and return the pedal to normal position.
Parking brake cable adjustment is controlled by
the cable tensioner. The tensioner, once adjusted at
the factory, will not need further adjustment under
normal circumstances. There are only two instances when adjustment is required. The first is
when a new tensioner, or cables have been installed. And the second, is when the tensioner and
cables are disconnected for access to other brake
components.

FRONT CABLE REMOVAL


(1) Raise vehicle.
(2) Loosen cable adjusting nut and disengage front
cable from intermediate cable connector.
(3) Remove clip attaching front cable to frame rail with
pry tool. Then press cable out of frame rail. Remove
guide clip from frame rail on 4-wheel drive models.
(4) lower vehicle.
(5) Fold left front edge of floor covering rearward
and remove cable boot from floor pan.
(6) Engage parking brake pedal and work front cable up and out of clevis linkage in pedal assembly.

Fig. 1 Parking Brake Pedal Assembly


(7) Pry upper end of cable housing and clip downward and out of pedal assembly bracket.
(8) Work cable and housing assembly up through
floor pan.
(9) Remove front cable from vehicle.

FRONT CABLE INSTALLATION


(1) Insert front cable through floor pan.
(2) Insert cable retainer into hole at bottom of
pedal assembly bracket and connect cable end fitting
to linkage clevis.
(3) Push cable retainer inward until firmly seated
against pedal assembly bracket.
(4) Install cable boot in floorpan.
(5) Raise vehicle.
(6) Route cable through frame and seat cable retainer in frame rail (Figs. 2 and 3).
(7) Attach front cable to connector on intermediate cable.
(8) Attach guide clip to frame rail on 4-wheel drive
models (Fig. 2).
(9) Adjust parking brakes as described in Service
Adjustments section.
(10) Lower vehicle.

Fig. 2 Parking Brake Cables (2-Wheel Drive Models)

5 - 64
PARKING BRAKES

Fig. 3 Parking Brake Cables (4-Wheel Drive Models)

PARKING BRAKES
5 - 65

5 - 66

PARKING BRAKES

INTERMEDIATE CABLE REMOVAL


(1) Raise vehicle.
(2) Loosen parking brake cable adjuster nut to create slack in cables.
(3) Disengage adjuster hook from frame rail.
(4) Disconnect intermediate cable from rear cable
connectors and cable guides.
(5) Remove intermediate cable.

INTERMEDIATE CABLE INSTALLATION


(1) Locate cable guides in frame rail slots as follows:
(a) Locate correct slots in frame rails for cable
guides (Figs. 2 and 3). There are several frame
slots in this area so be sure to measure correctly.
(b) On 2-wheel drive models, locate guides in
slots that are 34.54 cm (13.60 in.) rearward of weld
seam in frame rail (Fig. 3).
(c) On 4-wheel drive models, locate guides in
slots that are 35.07 cm (13.81 in.) rearward of weld
seam in frame rail (Fig. 2).
(2) Guide both ends of cable through cable guides.
(3) Attach intermediate cable ends to rear cable
connectors.
(4) Attach intermediate and front cables to connector at driver side frame rail (Fig. 2 and 3). Be sure
connector is positioned so pocket is facing downward.
(5) Attach adjuster hook and equalizer to intermediate cable and connect retainer hook to frame rail.
(6) Adjust parking brake cables as described in
Service Adjustments section.

REAR CABLE REMOVAL


(1) Raise vehicle and remove rear wheels.
(2) Loosen adjuster nut at equalizer until rear cable has approximately 2-4 inches of slack.
(3) Disconnect rear cable from guide and cable connector (Fig. 2).
(4) Remove clips that secure rear cable to bracket
at rear of vehicle frame rail.
(5) Remove brake drum and brakeshoes.
(6) Disconnect rear cable from lever on secondary
brakeshoe.
(7) Compress tab on each cable retainer with hose
clamp or pliers (Fig. 4).
(8) Start tabs through support plate. Release hose
clamp or pliers and remove cable. If retainer tabs
are severely rusted/corroded and cannot be
compressed, simply break tabs off with needle
nose or diagonal pliers; then remove cable.
(9) Remove cable from vehicle.

REAR CABLE INSTALLATION


(1) Insert cable through brackets at rear of vehicle
frame but do not install cable clips at this time.

Fig. 4 Compressing Cable Retainer Tabs With Hose


Clamp
(2) Insert cable into support plate until cable retainer tabs lock into place.
(3) Lubricate parking brake lever pivot points, anchor pin and shoe contact pads on support plate with
Mopar multi purpose grease.
(4) Connect cable to parking brake lever on secondary shoe.
(5) Install brake shoes on support plate. Be sure
parking brake lever strut and spring are properly positioned before installing return springs.
(6) Adjust brake shoes to drums with brake gauge.
Then install brake drums and wheels.
(7) Install clips that secure rear cables in frame
brackets.
(8) Attach cables to connectors and guides (Fig. 2).
(9) Adjust parking brakes as described in Service
Adjustments section.
(10) Lower vehicle.

PARKING BRAKE PEDAL REMOVAL


(1) Disconnect front cable from pedal linkage clevis.
(2) Disconnect warning light switch wires.
(3) Remove bolts/nuts attaching pedal assembly to
cowl, dash and instrument panels.
(4) Remove pedal assembly and cowl side support
(Fig. 1).

PARKING BRAKE PEDAL INSTALLATION


(1) Position the support and pedal assembly on the
cowl panel (Fig. 1).
(2) Install and tighten pedal assembly bolts/nuts.
(3) Connect front cable to pedal assembly.
(4) Connect warning light switch wires to pedal assembly.
(5) Adjust parking brake cables if necessary. Refer
to procedure in Brake Service Adjustments section.

PARKING BRAKES
PARKING BRAKE CABLE TENSIONER ADJUSTMENT
Tensioner adjustment is only necessary when
the tensioner, or a cable has been replaced or
disconnected for service. When adjustment is
necessary, perform adjustment only as described in the following procedure. This is necessary to avoid faulty parking brake operation.
(1) Raise vehicle.
(2) Back off cable tensioner adjusting nut at equalizer to create slack in cables.
(3) Remove rear wheel/tire assemblies. Then remove brake drums.
(4) Check rear brakeshoe adjustment with standard brake gauge. Also check condition of brake parts
as follows:
(a) Replace worn parts if necessary. Excessive
shoe-to-drum clearance, or worn components
will result in faulty parking brake adjustment
and operation.
(b) Verify that parking brake cables operate
freely and are not binding, or seized. Replace faulty
cables, before proceeding.
(c) Adjust rear brakeshoes to drums.
(d) Install drums and verify that drums rotate
freely without drag.
(5) Reinstall wheel/tire assemblies after brakeshoe
adjustment is complete.
(6) Lower vehicle enough for access to parking
brake foot pedal. Then fully apply parking
brakes. Leave brakes applied until adjustment
is complete.
(7) Raise vehicle again.

5 - 67

(8) Mark tensioner rod 6.5 mm (1/4 in.) from edge


of tensioner bracket (Fig. 5).
(9) Tighten adjusting nut at equalizer until
mark on tensioner rod moves into alignment
with tensioner bracket (Fig. 5).
CAUTION: Do not loosen, or tighten the tensioner
adjusting nut for any reason after completing adjustment.
(10) Lower vehicle until rear wheels are 15-20 cm
(6-8 in.) off shop floor.
(11) Release parking brake foot pedal and verify
that rear wheels rotate freely without drag. Then
lower vehicle.

Fig. 5 Placing Adjustment Mark On Cable Tensioner


Rod

5 - 68

PARKING BRAKES
SPECIFICATIONS
TORQUE SPECIFICATIONS

CLUTCH

6 - 1

CLUTCH
CONTENTS
page

page

CLUTCH COMPONENT SERVICE . . . . . . . . . . . . 10


CLUTCH DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 15

GENERAL INFORMATION
INDEX
page

page

Clutch Components . . . . . . . . . . . . . . . . . . . . . . . . 1
Clutch Disc Application . . . . . . . . . . . . . . . . . . . . . . 1
Clutch Hydraulic Fluid . . . . . . . . . . . . . . . . . . . . . . . 1

Clutch Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Clutch Pedal Position Switch . . . . . . . . . . . . . . . . . . 2
Hydraulic Clutch Linkage . . . . . . . . . . . . . . . . . . . . . 1

CLUTCH COMPONENTS

HYDRAULIC CLUTCH LINKAGE

The clutch mechanism in AN models consists of a


single, dry-type clutch disc and a diaphragm style
clutch cover.
A sleeve-type release bearing is used to engage and
disengage the clutch cover pressure plate. The bearing is prelubricated during manufacture and is a
sealed unit.
The release bearing is operated by a pivoting release fork in the clutch housing. The fork pivots on a
ball stud within the housing. The release fork is actuated by a hydraulic slave cylinder. The slave cylinder is operated by a clutch master cylinder connected
to the clutch pedal.
The clutch disc has cushion springs in the disc hub.
The clutch disc facing is riveted to the hub. The facing is made from a non-asbestos material.
The clutch cover pressure plate is a diaphragm
type unit with a one-piece diaphragm spring and
multiple release fingers. The pressure plate release
fingers are preset during manufacture and are not
adjustable.
The transmission input shaft is supported in the
crankshaft by a pilot bearing.

A hydraulic linkage is used to operate the clutch


release fork and bearing. The linkage consists of a remote fluid reservoir, a clutch master cylinder, clutch
slave cylinder, and interconnecting fluid lines.
The master cylinder is connected to the clutch
pedal. The slave cylinder is connected to the clutch
release fork. The clutch master cylinder is mounted
on the drivers side of the dash panel next to the
brake booster.
The clutch master cylinder push rod is connected
directly to the clutch pedal.
The hydraulic linkage is serviced as an assembly only. The individual components that
form the linkage assembly cannot be overhauled or serviced separately.

CLUTCH DISC APPLICATION


A 232 mm (9.13 in.) diameter clutch disc and cover
are used for 2.5L (I4) engine applications.
A 265 mm (10.4 in.) diameter clutch disc and cover
are used for 3.9L (V6) engine applications.
A 280 mm (11.02 in.) diameter clutch disc and
cover are used for 5.2L (V8) engine applications.

CLUTCH HYDRAULIC FLUID


The clutch hydraulic linkage cylinders and lines
are prefilled with fluid at the factory.
The hydraulic system should not require additional
fluid under normal circumstances. In fact, the reservoir fluid level will actually increase as normal
clutch wear occurs. For this reason, it is important to avoid overfilling, or removing fluid from
the reservoir.
If inspection or diagnosis indicates additional fluid
may be needed, use Mopar brake fluid, or an equivalent meeting SAE J1703 and DOT 3 standards. Do
not use any other type of fluid.

6 - 2

CLUTCH

CLUTCH LUBRICATION
Proper clutch component lubrication is important
to satisfactory operation. Using the correct lubricant
and avoiding over lubrication are also equally important.
During service, apply recommended lubricant sparingly. Do not overlubricate as this could result in
clutch disc and pressure plate contamination.
Clutch and transmission components requiring lubrication are:
pilot bearing
release lever pivot ball stud
release lever pivot surfaces
release bearing bore
clutch pedal pivot bore and bushings.
transmission input shaft splines and pilot hub
release bearing slide surface of front bearing retainer

Do not apply grease to any part of the clutch


cover or disc.
Use Mopar multi mileage grease or a silicone
grease for the clutch pedal bushings and pivot shaft.
Use Mopar high temperature bearing grease or
equivalent for the pilot bearing, release bearing bore,
transmission input shaft and release fork components. Apply recommended amounts only and do not
overlubricate. Refer to the Clutch Service section for
specific information.

CLUTCH PEDAL POSITION SWITCH


A clutch pedal position switch has been added to
the starter circuit. The switch, which is in circuit
with the starter solenoid, requires that the clutch
pedal be fully depressed in order to start the engine.
Switch circuitry and operation is provided in section
8W of Group 8.

CLUTCH

6 - 3

CLUTCH DIAGNOSIS
INDEX
page
Clutch
Clutch
Clutch
Clutch

Cover and Disc Runout


Housing Misalignment
Misalignment . . . . . . .
Problem Causes . . . .

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4
4
3
3

GENERAL INFORMATION
Problem diagnosis will generally require a road
test to determine the type of fault. Component inspection will then determine the problem cause after
road testing.
Drive the vehicle at normal speeds during the road
test. Shift the transmission through all gear ranges
and observe clutch action.
If chatter, grab, slip, or improper release is experienced, remove and inspect the clutch components.
However, if the problem is noise or hard shifting, further diagnosis may be needed. The transmission or
another driveline component may actually be at
fault. Careful observation during the test will help
narrow the problem area.

CLUTCH PROBLEM CAUSES


CONTAMINATION
Fluid contamination is a frequent cause of clutch
malfunctions. Oil, grease, water, or other fluids on
the clutch contact surfaces will cause faulty operation. The usual result is chatter, slip and grab.
During inspection, note if any components are contaminated. Look for evidence of oil, grease, clutch hydraulic fluid, or water/road splash on clutch
components.
Oil contamination indicates a leak at either the
rear main seal or transmission input shaft. Oil leaks
produce a residue of oil on the housing interior and
on the clutch cover and flywheel. Heat buildup
caused by slippage between the cover, disc and flywheel, can sometimes bake the oil residue onto the
components. The glaze-like residue ranges in color
from amber to black.
Road splash contamination means dirt/water is entering the clutch housing. This may be due to loose
bolts, housing cracks, or through the slave cylinder
opening. Driving through deep water puddles can
force water/road splash into the housing through
such openings.
Clutch fluid leaks are from loose or damaged clutch
linkage fluid lines or connections. However, most
clutch fluid leaks will usually be noted and corrected
before severe contamination occurs.

page
Flywheel Misalignment . . . . . . . . . . . . .
General Information . . . . . . . . . . . . . . .
Improper Clutch Release or Engagement
Inspection and Diagnosis Charts . . . . . .

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3
3
3
4

Grease contamination is usually a product of excessive lubrication during clutch service. Apply only a
small amount of grease to the input shaft splines,
bearing retainer, pilot bearing, release fork and pivot
stud. Excess grease can be thrown off during operation and contaminate the disc.

CLUTCH MISALIGNMENT
Clutch components must be in proper alignment
with the crankshaft and transmission input shaft.
Misalignment caused by excessive runout or warpage
of any clutch component will cause grab, chatter and
improper clutch release.

IMPROPER CLUTCH RELEASE OR ENGAGEMENT


Clutch release or engagement problems are caused
by wear, or damage to one or more clutch components. A visual inspection of the release components
will usually reveal the problem part.
Release problems can result in hard shifting and
noise. Items to look for are: leaks at the clutch cylinders and interconnecting line; loose slave cylinder
bolts; worn/loose release fork and pivot stud; damaged release bearing; and a worn clutch disc, or pressure plate.
A unique release problem involves vehicles that are
stored or out of service for long periods of time. Normal condensation can generate enough corrosion to
make the disc stick to the flywheel, or pressure plate.
If this condition is experienced, correction only requires that the disc be loosened manually through
the inspection plate opening.
Engagement problems usually result in slip, chatter/shudder, and noisy operation. The primary causes
are clutch disc contamination; clutch disc wear; misalignment, or distortion; flywheel damage; or a combination of the foregoing. A visual inspection is
required to determine the part actually causing the
problem.

FLYWHEEL MISALIGNMENT
Common causes of misalignment are heat warping,
mounting the flywheel on a dirty crankshaft flange,
incorrect bolt tightening, improper seating on the
crankshaft flange shoulder, or loose crankshaft or flywheel bolts.

6 - 4

CLUTCH

Very light scoring on the flywheel face can be


cleaned up by scuff sanding with 120/180 grit emery
cloth or sandpaper. However, the flywheel should be
replaced if warped, or severely scored. Do not machine the flywheel. The flywheel face is manufactured with a unique surface contour.
Machining would negate this feature resulting
in unsatisfactory operation.
Clean the crankshaft flange before mounting the
flywheel. Dirt and grease on the flange surface may
cock the flywheel causing excessive runout. Use new
bolts when remounting a flywheel and secure the
bolts with Mopar Lock And Seal. Tighten flywheel
bolts to specified torque only. Overtightening can distort the flywheel hub causing runout.

CLUTCH COVER AND DISC RUNOUT

loose housing bolts, missing alignment dowels, or


housing damage. Only rarely is misalignment caused
by housing mounting surfaces that are not parallel.
If housing misalignment is suspected, the housing
is probably not fully seated on either the engine,
alignment dowels, or transmission front face. Since
the AX 15 and NV3500 clutch housings are either attached, or an integral part of the transmission gear
case, it will be necessary to remove the transmission
and housing as an assembly to check seating.
Be sure the housing mounting surface is clean. Also
be sure the housing alignment dowels are securely in
place in the engine block and are in good condition.
Replace the dowels if distorted, damaged, or doubt
exists about dowel condition.

Check the clutch disc before installation. Axial


(face) runout of a new disc should not exceed 0.5 mm
(0.020 in.). Measure runout about 6 mm (1/4 in.) from
the outer edge of the disc facing. Obtain another disc
if runout is excessive.
Check condition of the clutch before installation. A
warped cover or diaphragm spring will cause grab
and incomplete release or engagement. Be careful
when handling the cover and disc. Impact can distort
the cover, diaphragm spring, release fingers and the
hub of the clutch disc.
Use an alignment tool when positioning the disc on
the flywheel. The tool prevents accidental misalignment which could result in cover distortion and disc
damage.
A frequent cause of clutch cover distortion is improper bolt tightening. To avoid warping the cover,
the bolts must be tightened in a diagonal pattern and
only 2-3 threads at a time to the specified torque.

CLUTCH INSTALLATION METHODS AND


PARTS USAGE
Distortion of clutch components during installation
or using non-standard components are additional
causes of clutch malfunction.
Improper clutch cover bolt tightening can distort
the cover. The usual result is clutch grab, chatter
and rapid wear. Tighten the cover bolts as described
in Clutch Service section.
Improperly seated flywheels and clutch housings
are other causes of clutch failure. Improper seating
will produce misalignment and clutch problems.
Tighten all the clutch housing bolts to proper torque
before installing any struts. Also be sure alignment
dowels are in place and seated in the block and housing before bolt tightening.
The use of non-standard or low quality parts can
also lead to problems and wear. Use the recommended factory quality parts to avoid comebacks.

CLUTCH HOUSING MISALIGNMENT

INSPECTION AND DIAGNOSIS CHARTS

Clutch housing alignment is important to proper


clutch operation. The housing bore maintains alignment between the crankshaft and transmission input
shaft.
Misalignment can cause noise, incomplete clutch
release and chatter. It can also result in premature
wear of the pilot bearing, cover release fingers and
clutch disc. In severe cases, misalignment can also
cause premature wear of the transmission input
shaft and the shaft bearing.
The most frequent causes of housing misalignment
are incorrect seating on the engine or transmission,

The clutch inspection chart outlines items to be


checked before and during clutch installation. Use
the chart as a check list to help avoid overlooking potential problem sources during service operations.
The diagnosis charts describe common clutch problems, causes and correction. Fault conditions are
listed at the top of each chart. Conditions, causes and
corrective action are outlined in the indicated columns. The charts are provided as a convenient reference when diagnosing faulty clutch operation.

CLUTCH
CLUTCH INSPECTION CHART

6 - 5

6 - 6

CLUTCH
CLUTCH SLIPS

CLUTCH
IMPROPER CLUTCH RELEASE

6 - 7

6 - 8

CLUTCH
CLUTCH GRAB/CHATTER

CLUTCH
CLUTCH NOISE

6 - 9

6 - 10

CLUTCH
CLUTCH COMPONENT SERVICE
INDEX
page

Clutch
Clutch
Clutch
Clutch
Clutch

Cover and Disc Installation . .


Cover and Disc Removal . . .
Housing Replacement (AX 15)
Hydraulic Linkage Installation
Hydraulic Linkage Removal . .

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

10
10
11
13
12

page
Clutch Pedal Installation . . . .
Clutch Pedal Removal . . . . . .
Flywheel Service . . . . . . . . . .
Pilot Bearing Replacement . .
Release Bearing Replacement

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13
13
13
12
12

CLUTCH COVER AND DISC REMOVAL


(1) Raise vehicle.
(2) Remove transmission and clutch housing as assembly. Refer to Group 21 for procedures.
(3) If clutch cover is only being removed for access
to another component, mark position of cover on flywheel with small punch marks (Fig. 1).

Fig. 2 Clutch Components (2.5L Shown)

Fig. 1 Typical Method Of Marking Clutch Cover


Position
(4) Loosen clutch cover bolts evenly and in rotation
to relieve spring tension. Loosen bolts a few threads
at a time only to avoid warping cover. This is especially important if cover will be reused.
(5) Completely remove cover bolts, clutch cover and
clutch disc (Fig. 2).

CLUTCH COVER AND DISC INSTALLATION


(1) Clean flywheel surface with solvent. Scuff sand
surface with 120/180 grit emery cloth to remove minor scratches and glazing.
(2) Check runout and free operation of new clutch
disc. Install disc on transmission input shaft splines.
Disc should slide freely on splines. Leave disc on
shaft and check runout with a dial indicator. Position

indicator plunger about 6 mm (1/4 in.) from outer


edge of facing. Runout should not exceed 0.5 mm
(0.020 in.). Obtain another clutch disc if runout exceeds specified limit.
(3) Lubricate crankshaft pilot bearing with Mopar
high temperature bearing grease or equivalent.
(4) Insert clutch alignment tool or spare input
shaft in clutch disc.
(5) Verify that disc hub is positioned correctly. Side
of hub marked Flywheel Side should face flywheel
(Fig. 3).
(6) Insert alignment tool or spare input shaft in pilot bearing and position disc on flywheel (Fig. 4).
(7) Position clutch cover over disc and on flywheel.
(8) Install all clutch cover bolts finger tight.
(9) Tighten cover bolts evenly (and in rotation) a
few threads at a time. Cover bolts must be tightened evenly and to specified torque to avoid
distorting cover.
Tighten 2.5L bolts to 28 Nzm (250 in. lbs.)
Tighten 5/16 in. diameter bolts to 23 Nzm (17 ft.
lbs.)

CLUTCH

Fig. 3 Clutch Disc Position


Tighten 3/8 in. diameter bolts to 41 Nzm (30 ft.
lbs.)
(10) Apply light coat of Mopar high temperature
bearing grease to splines of transmission input shaft
and to release bearing slide surface of front bearing
retainer. Do not overlubricate shaft splines. This
could result in grease contamination of disc.
(11) Install transmission and clutch housing as assembly. Refer to procedures in Group 21.

6 - 11

Fig. 4 Typical Method Of Aligning Clutch Disc

CLUTCH HOUSING REPLACEMENT (AX 15)


(1) Raise vehicle and remove transmission and
clutch housing as assembly. Refer to procedure in
Group 21.
(2) Remove release bearing, release fork and fork
boot.
(3) Remove bolts attaching clutch housing to transmission (Fig. 5).
(4) Clean mounting surfaces of transmission and
replacement clutch housing. Use a wire brush if nec-

Fig. 5 Clutch Housing Attachment (AX 15)

6 - 12

CLUTCH

essary followed by a wax and grease remover, or similar solvent. Also clean engine block surface as well.
(5) Position replacement clutch housing on transmission and install housing attaching bolts. Tighten
bolts to 38 Nzm (28 ft. lbs.) torque.
(6) Transfer release fork pivot ball stud to replacement housing if necessary.
(7) Lubricate release bearing bore, release fork
contact surfaces and release fork pivot stud with Mopar high temperature bearing grease. Also lubricate
transmission input shaft splines, pilot hub and bearing retainer slide surface with light coat of same
grease.
(8) Install release fork and bearing in housing. Be
sure release fork boot is properly seated in housing.
(9) Install transmission as described in Group 21.

RELEASE BEARING REPLACEMENT

(3) Remove pilot bearing. Use blind hole puller


tools such as those included in Snap-On set CG40CB
to remove bearing.
(4) Clean bearing bore with solvent and wipe dry
with shop towel.
(5) Lubricate new pilot bearing with Mopar high
temperature grease.
(6) Position and start new bearing in bearing bore
by hand. Note that pilot bearing has seal at one
end. Install bearing so seal is facing outward
toward transmission.
(7) Seat pilot bearing with clutch alignment tool
(Fig. 7). Keep bearing straight during installation. Do not allow bearing to become cocked.
Tap bearing into place until flush with edge of
bearing bore. Do not recess bearing.
(8) Install transmission assembly.

(1) Remove transmission as described in Group 21.


(2) Disconnect release bearing from fork and remove bearing (Fig. 6).
(3) Inspect release bearing slide surface of transmission front bearing retainer. Replace retainer if
slide surface is scored, worn or cracked.
(4) Inspect release fork and fork pivot (Fig. 6). Be
sure pivot is secure and in good condition. Be sure
fork is not distorted or worn. Replace release fork retainer spring if bent or damaged in any way.
(5) Lightly lubricate pilot bearing, input shaft
splines, bearing retainer slide surface, fork pivot and
release fork pivot surface with Mopar high temperature bearing grease.
(6) Install release fork and bearing. Be sure fork
and bearing are properly secured.
(7) Install transmission and clutch housing.
Tighten transmission and clutch housing bolts to
specifications indicated in Figure 4.

Fig. 7 Typical Method Of Installing Pilot Bearing

CLUTCH HYDRAULIC LINKAGE REMOVAL

Fig. 6 Release Bearing And Release Fork Mounting

PILOT BEARING REPLACEMENT


(1) Remove transmission and clutch housing.
(2) Remove clutch cover and disc.

The clutch master cylinder, remote reservoir,


slave cylinder and connecting lines are serviced as a complete assembly. The linkage components cannot be overhauled or serviced
separately. The cylinders and connecting lines
are sealed units.
(1) Raise vehicle.
(2) Remove nuts attaching slave cylinder to clutch
housing.
(3) Remove slave cylinder and clip from housing.
(4) Remove hydraulic fluid line from body clips.
(5) Lower vehicle.
(6) Carefully remove retaining clip from clutch
master cylinder mounting bracket (Fig. 8).

CLUTCH
(7) Remove retaining ring, flat washer and wave
washer that attach clutch master cylinder push rod
to clutch pedal (Fig. 8).
(8) Slide clutch master cylinder push rod off clutch
pedal pin.
(9) Inspect condition of bushing on clutch pedal
pin. Remove and replace bushing if worn or damaged.
(10) Verify that cap on clutch master cylinder reservoir is tight. This is necessary to avoid undue spillage during removal.
(11) Remove screws attaching clutch fluid reservoir
to dash panel.
(12) Pull clutch master cylinder rubber seal from
dash panel (Fig. 8).
(13) Rotate clutch master cylinder 45 counterclockwise to unlock it. Then remove cylinder from
dash panel.
(14) Remove hydraulic linkage components from
vehicle.

CLUTCH HYDRAULIC LINKAGE INSTALLATION


(1) Tighten cap on clutch fluid reservoir to avoid
spillage during installation.
(2) Position cylinders, connecting lines and reservoir in vehicle.
(3) Insert clutch master cylinder in dash panel. Rotate cylinder 45 clockwise to lock it in place.
(4) Lubricate master cylinder rubber seal with liquid dish soap to ease installation. Then seat seal in
dash and around cylinder.
(5) Position reservoir on dash panel and install
reservoir screws. Tighten screws to 5 Nzm (40 in. lbs.)
torque.
(6) Install replacement bushing on clutch pedal pin
if necessary.
(7) Install clutch master cylinder push rod on
clutch pedal pin. Secure rod with wave washer, flat
washer and retainer ring.
(8) Install retaining clip in clutch master cylinder
mounting bracket.
(9) Raise vehicle.
(10) Insert slave cylinder push rod through clutch
housing opening and into release lever. Be sure cap
on end of rod is securely engaged in release lever.
Check this before installing cylinder attaching nuts.
(11) Install and tighten slave cylinder attaching
nuts to 23 Nzm (200 in. lbs.) torque.
(12) Insert clutch fluid line in body clips and lower
vehicle. Verify that fluid line from master cylinder to slave cylinder is properly routed and secured in retaining clips on dash panel.

CLUTCH PEDAL REMOVAL


(1) Remove retaining ring, flat washer and wave
washer securing push rod on clutch pedal (Fig. 8).
(2) Slide push rod off clutch pedal pin.

6 - 13

(3) Inspect bushing on the clutch pedal pin. Replace bushing if worn or damaged.
(4) Remove snap ring and washer attaching clutch
pedal to the pivot shaft.
(5) Slide pedal off pivot shaft and remove pedal.
(6) Remove and inspect bushings in pedal bore. Replace bushings if worn or cracked.

CLUTCH PEDAL INSTALLATION


(1) Lubricate pedal bushings and shaft with a silicone grease or with Mopar multi mileage grease.
(2) Install bushings in pedal bore and on pin.
(3) Install pedal on pivot shaft.
(4) Secure pedal on shaft with washer and snap
ring.
(5) Connect push rod to pedal and secure rod with
wave washer, flat washer and retaining ring.

FLYWHEEL SERVICE
Inspect the flywheel whenever the clutch disc and
cover are removed for service. Check condition of the
flywheel face, hub, starter ring gear teeth, and flywheel bolts.
Minor scratches, burrs, or glazing on the flywheel
face can be reduced with 120/180 grit emery cloth.
However, the flywheel should be replaced if the disc
contact surface is severely scored, heat checked,
cracked, or obviously worn.
Cleanup of minor flywheel scoring should be performed with surface grinding equipment. Remove
only enough material to reduce scoring (approximately 0.001 - 0.003 in.).
Heavy stock removal is not recommended.
The flywheel surface is manufactured with a
unique contour which can be damaged by machining. Replace the flywheel if scoring is severe and deeper than 0.076 mm (0.003 in.).
Excessive stock removal can also result in flywheel cracking or warpage after installation. It
can also weaken the flywheel and interfere
with proper clutch release.
Check flywheel runout if misalignment is suspected. Runout should not exceed 0.08 mm (0.003
in.). Measure runout at the outer edge of the flywheel face with a dial indicator. Mount the dial indicator on a stud installed in place of one of the
flywheel attaching bolts.
Clean the crankshaft flange before mounting the
flywheel. Dirt and grease on the flange surface may
cock the flywheel causing runout.
Check condition of the flywheel hub and attaching
bolts. Replace the flywheel if the hub exhibits cracks
in the area of the attaching bolt holes.
Install new attaching bolts whenever the flywheel
is replaced. Apply Mopar Lock-N-Seal, or Loctite 242
on the replacement bolt threads before installation.

6 - 14

CLUTCH

Fig. 8 Clutch Pedal And Hydraulic Linkage Components


Recommended for V6 and V8 engine flywheel bolts
is 75 Nzm (55 ft. lbs.). Recommended torque for 2.5L
flywheel bolts is 95 Nzm (70 ft. lbs.).
Inspect the teeth on the starter ring gear. If the
teeth are worn or damaged, the flywheel should
be replaced as an assembly. This is the recommended and preferred method of repair.
In cases where a new flywheel is not readily available, a replacement ring gear can be installed. However, the following precautions must be observed to
avoid damaging the flywheel and replacement gear.
(a) Mark position of the old gear for alignment
reference on the flywheel. Use a scriber for this
purpose.
(b) Wear protective goggles or approved safety
glasses. Also wear heat resistent gloves when handling a heated ring gear.
(c) Remove the old gear by cutting most of the
way through it (at one or two points) with an abrasive cut-off wheel. Then complete removal with a
cold chisel or punch.
(d) The ring gear is a shrink fit on the flywheel. This means the gear must be expanded
by heating in order to install it. The method
of heating and expanding the gear is extremely important. Every surface of the gear
must be heated at the same time to produce
uniform expansion. An oven or similar en-

closed heating device should be used. Temperature required for uniform expansion is 149177C (300-350F).
CAUTION: Never use an oxy/acetylene torch to remove the old ring gear, or to heat and expand a replacement gear. The high temperature of the torch
flame will cause localized heating and damage the
flywheel. In addition, using the torch to heat a replacement gear will cause uneven heating and expansion. The torch flame will also anneal the gear
teeth resulting in rapid wear and damage after installation.
(e) Be sure to wear eye and hand protection.
Heat resistent gloves and protective goggles are
needed for personal safety. Also use metal tongs,
vise grips, or similar tools to position the gear as
necessary for installation.
(f) Allow the flywheel and ring gear assembly to
cool down before installation. Set the assembly on a
workbench and let it cool to shop air temperature.
CAUTION: Do not use water, or compressed air to
cool the ring gear or flywheel. The rapid cooling
produced by water or compressed air will distort, or
crack the gear and flywheel.

CLUTCH
SPECIFICATIONS
TORQUE SPECIFICATIONS

6 - 15

COOLING SYSTEM

7 - 1

COOLING SYSTEM
CONTENTS
page

page

DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
ENGINE ACCESSORY DRIVE BELTS . . . . . . . . . 39
ENGINE BLOCK HEATERS . . . . . . . . . . . . . . . . . 47

SERVICE PROCEDURES . . . . . . . . . . . . . . . . . . 12
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 48

GENERAL INFORMATION

ating temperature as quickly as possible. It also


maintains normal operating temperature and prevents overheating.
The cooling system also provides a means of heating the passenger compartment and cooling the automatic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
An optional factory installed maximum duty cooling package is available on most models. This package will provide additional cooling capacity for
vehicles used under extreme conditions such as
trailer towing in high ambient temperatures.

Throughout this group, references are made to particular vehicle models by alphabetical designation or
by the particular vehicle nameplate. A chart showing
a breakdown of alphabetical designations is included
in the Introduction section at the beginning of this
manual.

COOLING SYSTEM
The cooling system regulates engine operating temperature. It allows the engine to reach normal oper-

Fig. 1 Engine Cooling System2.5L EngineTypical

7 - 2

COOLING SYSTEM

Fig. 2 Engine Cooling System3.9L/5.2L EngineTypical

COOLING SYSTEM COMPONENTS


The cooling system consists of:
A radiator
Cooling fan (electrical for 2.5L 4-cylinder engine
mechanical for 3.9L/5.2L engines)
Thermal viscous fan drive3.9L/5.2L Engines
Fan shroud
Radiator pressure cap
Thermostat

Coolant reserve/overflow system


Transmission oil cooler (if equipped with an automatic transmission)
Coolant
Water pump
Hoses and hose clamps

SYSTEM COOLANT ROUTING


For cooling system routings refer to (Figs. 1 or 2).

COOLING SYSTEM DIAGNOSIS

7 - 3

DIAGNOSIS
INDEX
page

page

DRB Scan Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4


On-Board Diagnostics (OBD) . . . . . . . . . . . . . . . . . . 3

Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . 4

ON-BOARD DIAGNOSTICS (OBD)

for eventual display to the service technician. If the


problem is repaired or ceases to exist, the PCM cancels the DTC after 51 engine starts.
Certain criteria must be met for a DTC to be entered into PCM memory. The criteria may be a specific range of engine rpm, engine temperature and/or
input voltage to the PCM.
A DTC indicates that the PCM has recognized an
abnormal signal in a circuit or the system. A DTC
may indicate the result of a failure, but never identify the failed component directly.
It is possible that a DTC for a monitored circuit
may not be entered into memory even though a malfunction has occurred. Refer to On-Board Diagnostics
(OBD) in Group 14, Fuel Systems for additional information.

FOR CERTAIN COOLING SYSTEM


COMPONENTS
The powertrain control module (PCM) has been
programmed to monitor certain cooling system components:
If the engine has remained cool for too long a period, such as with a stuck open thermostat, a Diagnostic Trouble Code (DTC) number 17 can be
observed at the malfunction indicator lamp. This
lamp is displayed on the instrument panel as the
CHECK ENGINE lamp (Fig. 3).
If an open or shorted condition has developed in
the relay circuit controlling the electric radiator fan,
a Diagnostic Trouble Code (DTC) number 35 can be
observed at the CHECK ENGINE lamp (2.5L 4-cylinder engine only).

Fig. 3 Check Engine Lamp


If the problem is sensed in a monitored circuit often enough to indicate an actual problem, a DTC is
stored. The DTC will be stored in the PCM memory

ACCESSING DIAGNOSTIC TROUBLE CODES


A stored Diagnostic Trouble Code (DTC) can be displayed by cycling the ignition key On-Off-On-Off-On
within three seconds and observing the malfunction
indicator lamp. This lamp is displayed on the instrument panel as the CHECK ENGINE lamp (Fig. 3).
They can also be displayed through the use of the
Diagnostic Readout Box (DRB) scan tool. The DRB
connects to the data link connector in the engine
compartment (Fig. 4). For operation of the DRB, refer
to the appropriate Powertrain Diagnostic Procedures
service manual.
EXAMPLES:
If the lamp (Fig. 3) flashes 1 time, pauses and
flashes 2 more times, a flashing Diagnostic Trouble
Code (DTC) number 12 is indicated. If this code is
observed, it is indicating that the battery has been
disconnected within the last 50 key-on cycles. It
could also indicate that battery voltage has been disconnected to the PCM. In either case, other DTCs
may have been erased.
If the lamp flashes 1 time, pauses and flashes 7
more times, a flashing Diagnostic Trouble Code
(DTC) number 17 is indicated.
If the lamp flashes 3 times, pauses and flashes 5
more times, a flashing Diagnostic Trouble Code
(DTC) number 35 is indicated.

7 - 4

COOLING SYSTEM DIAGNOSIS

Fig. 4 Data Link ConnectorTypical


After any stored DTC information has been observed, the display will end with a flashing DTC
number 55. This will indicate the end of all stored information.

ERASING TROUBLE CODES


After the problem has been repaired, use the DRB
scan tool to erase a DTC. Refer to the appropriate
Powertrain Diagnostic Procedures service manual for
operation of the DRB scan tool.

DRB SCAN TOOL


For operation of the DRB scan tool, refer to the appropriate Powertrain Diagnostic Procedures service
manual.

PRELIMINARY CHECKS
ENGINE COOLING SYSTEM OVERHEATING
Establish what driving conditions caused the complaint. Abnormal loads on the cooling system such as
the following may be the cause:

1. PROLONGED IDLE, VERY HIGH AMBIENT


TEMPERATURE, SLIGHT TAIL WIND AT IDLE,
SLOW TRAFFIC, TRAFFIC JAMS, HIGH
SPEED, OR STEEP GRADES.
Driving techniques that avoid overheating are:
Idle with A/C off when temperature gauge is at
end of normal range.
If vehicle is equipped with a 2.5L 4-cylinder engine, do not increase engine speed for more air flow.
Cooling systems with electric cooling fans do not respond to engine rpm. The added cooling from higher
coolant flow is more than offset by increased heat
from higher engine output.
If vehicle is equipped with a 3.9L V-6 or 5.2L V-8
engine, increasing engine speed for more air flow is
recommended.
2. TRAILER TOWING:
Consult Trailer Towing section of owners manual.
Do not exceed limits.
3. AIR CONDITIONING; ADD-ON OR AFTER
MARKET:
A maximum cooling package should have been ordered with vehicle if add-on or after market A/C is
installed. If not, maximum cooling system components should be installed for model involved per
manufacturers specifications.
4. RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been performed
on vehicle that may effect cooling system. This may
be:
Engine adjustments (incorrect timing)
Slipping engine accessory drive belt(s)
Brakes (possibly dragging)
Changed parts. Incorrect water pump, or pump rotating in wrong direction due to belt not correctly
routed
Reconditioned radiator or cooling system refilling
(possibly under filled or air trapped in system).
If investigation reveals none of the previous
items as a cause for an engine overheating complaint, refer to following Cooling System Diagnosis charts.
These charts are to be used as a quick-reference
only. Refer to the group text for information.

COOLING SYSTEM DIAGNOSIS


COOLING SYSTEM DIAGNOSIS

7 - 5

7 - 6

COOLING SYSTEM DIAGNOSIS


COOLING SYSTEM DIAGNOSIS (CONT.)

COOLING SYSTEM DIAGNOSIS


COOLING SYSTEM DIAGNOSIS (CONT.)

7 - 7

7 - 8

COOLING SYSTEM DIAGNOSIS


COOLING SYSTEM DIAGNOSIS (CONT.)

COOLING SYSTEM DIAGNOSIS


COOLING SYSTEM DIAGNOSIS (CONT.)

7 - 9

7 - 10

COOLING SYSTEM DIAGNOSIS


COOLING SYSTEM DIAGNOSIS (CONT.)

COOLING SYSTEM DIAGNOSIS


COOLING SYSTEM DIAGNOSIS (CONT.)

7 - 11

7 - 12

COOLING SYSTEM SERVICE PROCEDURES


SERVICE PROCEDURES
INDEX
page

Automatic Transmission Oil Coolers . . . . . . .


Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Coolant Reserve/Overflow System . . . . . . . .
Cooling System Cleaning/Reverse Flushing .
Cooling System Fan2.5L 4-Cylinder Engine
Cooling System Fan3.9L/5.2L Engine . . . .
Cooling System Hoses . . . . . . . . . . . . . . . .
Draining Cooling System . . . . . . . . . . . . . . .
Pressure Testing Radiator Caps . . . . . . . . .

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32
23
27
25
33
36
32
24
28

page
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . .
Radiator Pressure Cap . . . . . . . . . . . . . . . .
Refilling Cooling System . . . . . . . . . . . . . . .
Testing Cooling System for Leaks . . . . . . . .
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . .
Viscous Fan Drive3.9L/5.2L Engine . . . . .
Water Pump Bypass Hose3.9L/5.2L Engine
Water PumpsGeneral Information . . . . . . .
Water PumpsRemoval/Installation . . . . . .

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29
27
24
25
19
37
17
12
12

WATER PUMPSGENERAL INFORMATION


A centrifugal water pump circulates coolant
through the water jackets, passages, intake manifold,
radiator core, cooling system hoses and heater core.
The pump is driven from the engine crankshaft by a
drive belt.
The water pump impeller is pressed onto the rear
of a shaft that rotates in a bearing pressed into the
water pump body. The body has a small hole for ventilation. The water pump seals are lubricated by antifreeze in the coolant mixture. Additional lubrication
is not necessary.
A quick test to determine if pump is working is to
check if heater warms properly. A defective water
pump will not be able to circulate heated coolant
through the long heater hose to the heater core.

WATER PUMPSREMOVAL/INSTALLATION
The water pump on all models can be removed
without discharging the air conditioning system (if
equipped).

2.5L 4-CYLINDER ENGINE


The water pump used on 2.5L engines consists of a
die-cast aluminum body and housing, and a stamped
steel impeller. A gasket is used to seal between the
pump body and housing. The water pump assembly
bolts directly to the engine cylinder block. A rubber
o-ring provides the seal between water pump and cylinder block (Fig. 1).
REMOVAL
(1) Drain cooling system.
(2) Remove accessory drive belt.
(3) Remove generator. Refer to Group 8B, Battery/
Starter/Generator Service.
CAUTION: If vehicle is equipped with air conditioning, the solid mount accessory drive bracket must
be removed according to the following procedure:

Fig. 1 Water Pump Components2.5L Engine


(a) Remove air conditioning compressor drive
belt idler (Fig. 2).
(b) Remove air conditioning compressor from
solid mount bracket. Air conditioning system does
not have to be discharged.
WARNING: THE A/C SYSTEM IS UNDER PRESSURE
EVEN WITH ENGINE OFF. REFER TO REFRIGERANT WARNINGS IN GROUP 24, HEATING AND AIR
CONDITIONING.
(c) Secure compressor with mechanics wire.
(d) Remove solid mount accessory bracket
mounting bolts 1, 4, 5, 6 and 7 at side of bracket.
Refer to (Fig. 2).
(e) Remove mounting nut (number 2 in Fig. 2) at
front of bracket.
(f) Remove mounting bolt (number 3 in Fig. 2) at
front of bracket.
(g) Pivot solid mount accessory bracket away
from engine. Slide bracket forward off of mounting
nut/stud to remove.
(h) Install front mounting bolt (number 3 in Fig.
2) in bolt hole until bracket is reinstalled.

COOLING SYSTEM SERVICE PROCEDURES

7 - 13

Fig. 2 Solid Mount Accessory Bracket2.5L Engine


WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094) (FIG. 3). SNAP-ON CLAMP TOOL (NUMBER
HPC-20) MAY BE USED FOR LARGER CLAMPS. ALWAYS WEAR SAFETY GLASSES WHEN SERVICING
CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps (Fig. 4). If replacement is necessary, use only an original equipment clamp with matching number or letter.
(4) Disconnect radiator lower hose clamp (Fig. 3)
and hose.
(5) Disconnect heater hoses clamps (Fig. 3) and
hoses.
(6) Remove water pump mounting screws, water
pump and o-ring seal (Fig. 5).
DISASSEMBLY
(1) Remove water pump pulley mounting screws.
(2) Remove water pump body-to-housing screws.
Separate housing from body.
(3) Clean water pump housing and body gasket
surfaces.

Fig. 3 Hose Clamp ToolTypical


(4) Remove o-ring seal (housing-to-cylinder block
seal) and clean o-ring groove in housing. Also clean
sealing surface on engine block.
INSPECTION
Replace water pump body assembly if it has any of
the following conditions:
Water pump body is cracked or damaged
Water leaks from shaft seal. This is evident by
traces of coolant below vent hole
Loose or rough turning bearing

7 - 14

COOLING SYSTEM SERVICE PROCEDURES


INSTALLATION
(1) Install water pump on engine. Tighten top
mounting screws (Fig. 5) to 30 Nzm (250 in. lbs.)
torque. Tighten lower mounting screw (Fig. 5) to 68
Nzm (50 ft. lbs.) torque.
(2) Install heater hose and radiator lower hose.
CAUTION: If vehicle is equipped with air conditioning, the solid mount accessory bracket must be installed according to following procedure.
(a) The front mounting bolt (number 3 in Fig. 2)
and spacer must be installed at the same time that
bracket is installed.
(b) Remove front mounting bolt from mounting
hole.
(c) Install bracket over stud (Fig. 2) and slide
bracket towards timing belt cover into position.
(d) Loosely install bracket mounting fasteners 1
through 7 (Fig. 2).

Fig. 4 Clamp Number/Letter Location

Fig. 5 Water Pump Removal/Installation2.5L


Engine
Impeller rubs either the pump body or housing.
ASSEMBLY
The water pump body and housing are serviced as
separate parts.
(1) Install new o-ring gasket into body assembly oring groove.
(2) Assemble water pump body to housing. Tighten
assembly screws to 12 Nzm (105 in. lbs.) torque.
(3) Install new o-ring seal in o-ring groove of water
pump housing.
(4) Install water pump pulley. Tighten mounting
screws to 30 Nzm (250 in. lbs.) torque.

CAUTION: The solid mount accessory bracket fasteners must be tightened in following sequence.
(e) Tighten bolt 1 (Fig. 2) to 3 Nzm (30 in. lbs.)
torque.
(f) Tighten nut 2 and bolt 3 (Fig. 2) to 54 Nzm
(40 ft. lbs.) torque.
(g) Tighten bolts 1, 4 and 5 (Fig. 2) to 54 Nzm (40
ft. lbs.) torque.
(h) Tighten bolts 6 and 7 (Fig. 2) to 54 Nzm (40
ft. lbs.) torque.
(i) Install air conditioning compressor. Tighten
mounting bolts to 54 Nzm (40 ft. lbs.) torque.
(3) Install generator. Refer to Group 8B, Battery/
Starter/ Generator Service.
(4) Install accessory drive belts. Refer to the Engine Accessory Drive Belt section of this group for installation procedure and belt tension specifications.
(5) Fill cooling system with coolant. Refer to the
Refilling Cooling System section in this group.
(6) Start and warm the engine. Check for leaks.

3.9L/5.2L ENGINE
The water pump on 3.9L and 5.2L engines is bolted
directly to the engine timing chain case/cover.
A gasket is used as a seal between the water pump
and timing chain case/cover.
If water pump is replaced because of bearing/shaft
damage, or leaking shaft seal, the mechanical cooling
fan assembly should also be inspected. Inspect for fatigue cracks, loose blades, or loose rivets that could
have resulted from excessive vibration. Replace fan if
any of these conditions are found. Also check condition of the thermal Viscous Fan Drive. Refer to Viscous Fan Drive in this group.

COOLING SYSTEM SERVICE PROCEDURES

7 - 15

REMOVAL
The water pump can be removed and installed
without discharging the air conditioning system (if
equipped).
(1) Disconnect negative battery cable from battery.
(2) Drain cooling system. Refer to Draining Cooling
System in this group.
Do not waste reusable coolant. If solution is clean,
drain coolant into a clean container for reuse.
(3) Remove throttle cable at top of fan shroud.
(4) Unsnap coolant overflow tank (up and out)
from fan shroud and lay aside. Do not disconnect
hose or drain coolant from tank.
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094) (FIG. 3). SNAP-ON CLAMP TOOL (NUMBER
HPC-20) MAY BE USED FOR LARGER CLAMPS. ALWAYS WEAR SAFETY GLASSES WHEN SERVICING
CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps (Fig. 4). If replacement is necessary, use only an original equipment clamp with matching number or letter.
(5) Remove upper radiator hose clamp (Fig. 3) and
hose at radiator.
(6) The thermal viscous fan drive is attached
(threaded) to the water pump hub shaft (Fig. 6). Remove fan/viscous fan drive assembly from water
pump by turning mounting nut counterclockwise as
viewed from front. Threads on viscous fan drive are
RIGHT HAND. A Snap-On 36 MM Fan Wrench
(number SP346 from Snap-On Cummins Diesel Tool
Set number 2017DSP) can be used. Place a bar or
screwdriver between water pump pulley bolts (Fig. 6)
to prevent pulley from rotating. Do not attempt to remove fan/viscous fan drive assembly from vehicle at
this time.
If water pump is being replaced, do not unbolt fan
blade assembly (Fig. 6) from thermal viscous fan
drive.
(7) Remove fan shroud attaching hardware (two
bolts at bottom-two clips at top).
(8) Remove fan shroud and fan blade/viscous fan
drive assembly from vehicle as a complete unit.
After removing fan blade/viscous fan drive assembly, do not place thermal viscous fan drive in horizontal position. If stored horizontally, silicone fluid in
viscous fan drive could drain into its bearing assembly and contaminate lubricant.
Do not remove water pump pulley bolts at this
time.

Fig. 6 Fan Blade and Viscous Fan Drive3.9L/5.2L


Engine
(9) Remove accessory drive belt as follows: The
drive belt is equipped with a spring loaded automatic
tensioner (Fig. 7). Relax tension from belt by rotating
tensioner clockwise (as viewed from front) (Fig. 7).
When all belt tension has been relaxed, remove accessory drive belt.

Fig. 7 Automatic Belt Tensioner Assembly3.9L/


5.2L Engine

7 - 16

COOLING SYSTEM SERVICE PROCEDURES

(10) Remove four water pump pulley-to-water


pump hub bolts (Fig. 6) and remove pulley from vehicle.
(11) Remove lower radiator hose clamp and remove
lower hose at water pump.
(12) Remove heater hose clamp (Fig. 3) and heater
hose from heater hose coolant return tube.
(13) Loosen heater hose coolant return tube
mounting bolt (Fig. 8) and remove tube from water
pump. Discard the old tube o-ring.

Fig. 8 Coolant Return Tube3.9L/5.2L Engine


Typical
(14) Remove seven water pump mounting bolts
(Fig. 9).

Fig. 9 Water Pump Bolts3.9L/5.2L Engine

(15) Loosen clamp at water pump end of bypass


hose (Fig. 6). Slip bypass hose from water pump
while removing pump from vehicle. Discard old gasket.
CAUTION: Do not pry water pump at timing chain
case/cover. The machined surfaces may be damaged resulting in leaks.
INSPECTION
Replace water pump assembly if it has any of the
following conditions:
The body is cracked or damaged
Water leaks from shaft seal. This is evident by
traces of coolant below vent hole
Loose or rough turning bearing. Also inspect viscous fan drive
Impeller rubs either the pump body or timing
chain case/cover
INSTALLATION
(1) Clean gasket mating surfaces.
(2) Using a new gasket, install water pump to engine as follows: Guide water pump nipple into bypass
hose as pump is being installed. Install water pump
bolts (Fig. 9). Tighten water pump mounting bolts to
40 Nzm (30 ft. lbs.) torque.
(3) Position bypass hose clamp to bypass hose.
(4) Spin water pump to be sure that pump impeller
does not rub against timing chain case/cover.
(5) Install a new o-ring to the heater hose coolant
return tube (Fig. 8). Coat the new o-ring with antifreeze before installation.
(6) Install coolant return tube and its mounting
bolt to engine (Fig. 8). Be sure the slot in tube
bracket is bottomed to mounting bolt. This will properly position return tube.
(7) Connect radiator lower hose to water pump.
(8) Connect heater hose and hose clamp to coolant
return tube.
(9) Install water pump pulley. Tighten bolts to 27
Nzm (20 ft. lbs.) torque. Place a bar or screwdriver
between water pump pulley bolts (Fig. 6) to prevent
pulley from rotating.
(10) Relax tension from belt tensioner (Fig. 7). Install drive belt.
CAUTION: When installing the serpentine accessory
drive belt, belt must be routed correctly. If not, engine may overheat due to water pump rotating in
wrong direction. Refer to (Fig. 10) for correct belt
routing. The correct belt with correct length must
be used.
(11) Position fan shroud and fan blade/viscous fan
drive assembly to vehicle as a complete unit.
(12) Install fan shroud.

COOLING SYSTEM SERVICE PROCEDURES

7 - 17

Fig. 10 Belt Routing3.9L/5.2L Engine

Fig. 11 Water Pump Bypass Hose3.9L/5.2L Engine

(13) Install fan blade/viscous fan drive assembly to


water pump shaft.
(14) Fill cooling system. Refer to Refilling the Cooling System in this group.
(15) Connect negative battery cable.
(16) Start and warm the engine. Check for leaks.

placement is necessary, use only an original equipment clamp with matching number or letter.

WATER PUMP BYPASS HOSE3.9L/5.2L ENGINE


A water pump bypass hose (Fig. 11) is used between the intake manifold and water pump on all
3.9L/5.2L engines. To test for leaks, refer to Testing
Cooling System for Leaks in this group.

WITHOUT AIR CONDITIONING (A/C)


REMOVAL
(1) Partially drain cooling system. Refer to Draining Cooling System in this group.
Do not waste reusable coolant. If solution is clean,
drain coolant into a clean container for reuse.
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094) (FIG. 12). SNAP-ON CLAMP TOOL (NUMBER
HPC-20) MAY BE USED FOR LARGER CLAMPS. ALWAYS WEAR SAFETY GLASSES WHEN SERVICING
CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps (Fig. 13). If re-

Fig. 12 Hose Clamp ToolTypical


(2) Loosen both bypass hose clamps (Fig. 12) and
position to center of hose. Remove hose from vehicle.
INSTALLATION
(1) Position bypass hose clamps (Fig. 12) to center
of hose.
(2) Install bypass hose to engine.
(3) Secure both hose clamps (Fig. 12).
(4) Fill cooling system. Refer to Refilling the Cooling System in this group.
(5) Start and warm the engine. Check for leaks.

7 - 18

COOLING SYSTEM SERVICE PROCEDURES


WARNING: THE A/C SYSTEM IS UNDER PRESSURE
EVEN WITH ENGINE OFF. REFER TO REFRIGERANT WARNINGS IN GROUP 24, HEATING AND AIR
CONDITIONING.
(1) Disconnect negative battery cable from battery.
(2) Partially drain cooling system. Refer to Draining Cooling System in this group.
Do not waste reusable coolant. If solution is clean,
drain coolant into a clean container for reuse.
(3) Remove upper radiator hose clamp (Fig. 12)
and hose at radiator.
(4) Unplug wiring harness from A/C compressor.
(5) Remove air cleaner assembly.
(6) Remove accessory drive belt as follows: The
drive belt is equipped with a spring loaded automatic
tensioner (Fig. 15). Relax tension from belt by rotating tensioner clockwise (as viewed from front) (Fig.
15). When all belt tension has been relaxed, remove
accessory drive belt.

Fig. 13 Clamp Number/Letter Location


WITH AIR CONDITIONING (A/C)
REMOVAL
If equipped with A/C, the generator and A/C compressor along with their common mounting bracket
(Fig. 14) must be partially removed. Removing generator or A/C compressor from their mounting bracket
is not necessary. Also, discharging A/C system is not
necessary. Do not remove any refrigerant lines from
A/C compressor.

Fig. 15 Automatic Belt Tensioner Assembly

Fig. 14 GeneratorA/C Compressor Mounting


Bracket3.9L/5.2L Engine

(7) The drive belt idler pulley must be removed to


gain access to one of A/C compressor/generator
bracket mounting bolts. Remove idler pulley bolt and
remove idler pulley (Fig. 14).
(8) Remove oil dipstick tube mounting bolt at side
of A/C-generator mounting bracket.
(9) Disconnect throttle body control cables. Refer to
Accelerator Pedal and Throttle Cable in Group 14,
Fuel System.
(10) Remove heater hose clamp and heater hose
from heater hose coolant return tube.
(11) Remove heater hose coolant return tube
mounting bolt (Fig. 16) and remove tube from engine.
Discard the old tube o-ring.

COOLING SYSTEM SERVICE PROCEDURES

7 - 19

wrong direction. Refer to (Fig. 17) for correct belt


routing. The correct belt with correct length must
be used.

Fig. 16 Coolant Return Tube3.9L/5.2L Engine


Typical
(12) Remove bracket-to-intake manifold bolts
(number 1 and 2Fig. 14).
(13) Remove six bracket bolts (number 3Fig. 14).
(14) Lift and position generator and A/C compressor (along with their common mounting bracket) to
gain access to bypass hose. A block of wood may be
used to hold assembly in position.
(15) Loosen and position both hose clamps to center of bypass hose. Remove hose from vehicle.
INSTALLATION
(1) Position bypass hose clamps to center of hose.
(2) Install bypass hose to engine.
(3) Secure both hose clamps (Fig. 12).
(4) Install generator-A/C mounting bracket assembly to engine. Tighten bolts (number 1 and 2Fig.
14) to 54 Nzm (40 ft. lbs.) torque. Tighten bolts (number 3Fig. 14) to 40 Nzm (30 ft. lbs.) torque.
(5) Install a new o-ring to the heater hose coolant
return tube (Fig. 16). Coat the new o-ring with antifreeze before installation.
(6) Install coolant return tube and its mounting
bolt to engine (Fig. 16).
(7) Connect throttle body control cables.
(8) Install oil dipstick mounting bolt.
(9) Install idler pulley. Tighten bolt to 54 Nzm (40
ft. lbs.) torque.
(10) Relax tension from belt tensioner (Fig. 15). Install drive belt.
CAUTION: When installing serpentine accessory
drive belt, belt must be routed correctly. If not, engine may overheat due to water pump rotating in

Fig. 17 Belt Routing3.9L/5.2L Engine


(11) Install air cleaner assembly.
(12) Install upper radiator hose to radiator.
(13) Connect wiring harness to A/C compressor.
(14) Fill cooling system. Refer to Refilling the Cooling System in this group.
(15) Start and warm the engine. Check for leaks.

THERMOSTAT
GENERAL INFORMATIONALL ENGINES
On 2.5L 4-cylinder engines, the thermostat is located inside the water box at front of engine on radiator side (Fig. 18). This thermostat does not have an
air bleed notch.
On 3.9L and 5.2L engines, the thermostat is located beneath the thermostat housing at front of intake manifold (Fig. 19). This thermostat has an air
bleed notch.
All thermostats (2.5L, 3.9L and 5.2L engines) are of
the wax-pellet-driven, reverse-poppet-choke-type. The
wax pellet is located in a sealed container at spring
end of thermostat. When heated, the pellet expands,
overcoming closing spring tension and water pump
pressure to force valve to open. Coolant leakage into
pellet container will cause thermostat to fail in open
position. Do not attempt to free a sticking thermostat
with a prying device.
The thermostat controls the operating temperature
of the engine by controlling the amount of coolant
flow to radiator. On all engines (2.5L, 3.9L and 5.2L),
thermostat is closed below 88C (192F). When cool-

7 - 20

COOLING SYSTEM SERVICE PROCEDURES


The same thermostat is used for winter and summer seasons.
CAUTION: Do not operate an engine without a thermostat, except for servicing or testing.
An engine should not be operated without a thermostat, except for servicing or testing. Operating
without a thermostat causes longer engine warmup
time, unreliable warmup performance, increased exhaust emissions and crankcase condensation that can
result in sludge formation.

ON-BOARD DIAGNOSTICS (OBD)

Fig. 18 Thermostat2.5L 4-Cylinder Engine


Typical

FOR COOLING SYSTEM COMPONENTS


All models are equipped with On-Board Diagnostics
for certain cooling system components. Refer to OnBoard Diagnostics (OBD) in the Diagnosis section of
this group for additional information. If the powertrain control module (PCM) detects low engine coolant temperature, it will record a Diagnostic Trouble
Code (DTC) in the PCM memory. The DTC number
for low coolant temperature is 17. Do not change a
thermostat for lack of heat as indicated by the instrument panel gauge or heater performance unless a
DTC number 17 is present. Refer to the Diagnosis
section of this group for other probable causes. For
other DTC numbers, refer to On-Board Diagnostics
in the General Diagnosis section of Group 14, Fuel
Systems.
The DTC can also be accessed through the DRB
scan tool. Refer to the appropriate Powertrain Diagnostic Procedures manual for diagnostic information
and operation of the DRB scan tool.

REMOVAL2.5L 4-CYLINDER ENGINE

Fig. 19 Thermostat3.9L/5.2L Engine


ant reaches this temperature, thermostat begins to
open allowing coolant flow to radiator. This provides
quick engine warm-up and overall temperature control. The thermostat is designed to provide a minimum engine operating temperature range of from 88
to 93C (192 to 199F). The thermostat should be
fully open for maximum coolant flow during operation in hot ambient temperatures of approximately
104C (220F). Above 104C (220F), coolant temperature is controlled by radiator, fan and ambient temperature.
An arrow, plus the word UP is stamped on front
flange next to air bleed. The words TO RAD are
stamped on one arm of thermostat. They indicate
proper installed position.

WARNING: DO NOT LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND PRESSURIZED. SERIOUS BURNS FROM COOLANT CAN OCCUR.
Do not waste reusable coolant. If solution is clean,
drain coolant into a clean container for reuse.
If thermostat is being replaced, be sure that replacement is the specified thermostat for vehicle
model and engine type.
(1) Disconnect negative battery cable from battery.
(2) Drain cooling system until coolant level is below thermostat. Refer to Draining Cooling System in
this group.

COOLING SYSTEM SERVICE PROCEDURES


WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094) (FIG. 12). SNAP-ON CLAMP TOOL (NUMBER
HPC-20) MAY BE USED FOR LARGER CLAMPS. ALWAYS WEAR SAFETY GLASSES WHEN SERVICING
CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps (Fig. 13). If replacement is necessary, use only an original equipment clamp with matching number or letter.

7 - 21

If thermostat is being replaced, be sure that replacement is specified thermostat for vehicle model
and engine type.
Factory installed thermostat housings on 3.9L/5.2L
engines are installed on a gasket with an anti-stick
coating. This will aid in gasket removal and clean-up.
(1) Disconnect negative battery cable at battery.
(2) Drain cooling system until coolant level is below thermostat. Refer to Draining Cooling System in
this group.
(3) Air Conditioned vehicles: Remove support
bracket (generator mounting bracket-to-intake manifold) located near rear of generator (Fig. 20).

(3) Remove radiator hose clamp (Fig. 12) and radiator hose at thermostat housing.
(4) Remove ignition coil/coil mounting bracket assembly. Do not remove coil from mounting bracket.
(5) Remove thermostat housing stud/bolts, thermostat housing, gasket and thermostat (Fig. 18). Discard old gasket.
(6) Clean gasket mating surfaces.

INSTALLATION2.5L ENGINE
If thermostat is being replaced, be sure that replacement is specified thermostat for vehicle model
and engine type.
(1) Dip replacement gasket in water and position
on water box (Fig. 18).
(2) Assemble the thermostat and thermostat housing as shown in (Fig. 18). Be sure the thermostat is
centered into thermostat housing and that spring
side is installed towards cylinder head.
CAUTION: Tightening housing unevenly or without
thermostat centered, may result in a cracked housing.
(3) Install housing stud/bolts. Tighten housing
stud/bolts to 23 Nzm (200 in. lbs.) torque.
(4) Install ignition coil/coil mounting bracket assembly.
(5) Install upper radiator hose to thermostat housing.
(6) Connect negative battery cable to battery.
(7) Fill cooling system. Refer to Refilling Cooling
System in this group.

REMOVAL3.9L/5.2L ENGINE
WARNING: DO NOT LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND PRESSURIZED. SERIOUS BURNS FROM COOLANT CAN OCCUR.
Do not waste reusable coolant. If solution is clean,
drain coolant into a clean container for reuse.

Fig. 20 Generator Support Bracket3.9L/5.2L


Engine
(4) On air conditioning equipped vehicles, the generator must be partially removed.
(a) Remove generator drive belt as follows: Drive
belts on both 3.9L and 5.2L engines are equipped
with a spring loaded automatic belt tensioner (Fig.
21).
(b) Attach a socket/wrench to pulley mounting
bolt of automatic tensioner (Fig. 21).
(c) Rotate tensioner assembly clockwise (as
viewed from front) until tension has been relieved
from belt.
(d) Remove belt from vehicle.
(e) Remove two generator mounting bolts. Do not
remove any wiring at generator. If equipped with
4WD, unplug 4WD indicator lamp wiring harness
(located near rear of generator).
(f) Remove generator. Position generator to gain
access for thermostat gasket removal.

7 - 22

COOLING SYSTEM SERVICE PROCEDURES

Fig. 21 Automatic Belt Tensioner3.9L/5.2L Engine

Fig. 22 Thermostat3.9L/5.2L Engine

WARNING: CONSTANT TENSION HOSE CLAMPS


ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094) (FIG. 12). SNAP-ON CLAMP TOOL (NUMBER
HPC-20) MAY BE USED FOR LARGER CLAMPS. ALWAYS WEAR SAFETY GLASSES WHEN SERVICING
CONSTANT TENSION CLAMPS.

front of vehicle. The housing is slightly angled forward after installation to intake manifold.

CAUTION: A number or letter is stamped into the


tongue of constant tension clamps (Fig. 13). If replacement is necessary, use only an original equipment clamp with matching number or letter.
(5) Remove upper radiator hose clamp (Fig. 12)
and upper radiator hose at thermostat housing.
(6) Position wiring harness (behind thermostat
housing) to gain access to thermostat housing.
(7) Remove thermostat housing mounting bolts,
thermostat housing, gasket and thermostat (Fig. 22).
Discard old gasket.

INSTALLATION3.9L/5.2L ENGINE
(1) Clean mating areas of intake manifold and
thermostat housing.
(2) Install thermostat (spring side down) into recessed machined groove on intake manifold (Fig. 22).
(3) Install gasket on intake manifold and over
thermostat (Fig. 22).
(4) Position thermostat housing to intake manifold.
Note the word FRONT stamped on housing (Fig. 23).
For adequate clearance, this must be placed towards

Fig. 23 Thermostat Position3.9L/5.2L Engine


(5) Install two housing-to-intake manifold bolts.
Tighten bolts to 23 Nzm (200 in. lbs.) torque.
CAUTION: Housing must be tightened evenly and
thermostat must be centered into recessed groove
in intake manifold. If not, it may result in a cracked
housing, damaged intake manifold threads or coolant leak.

COOLING SYSTEM SERVICE PROCEDURES


(6) Install upper radiator hose to thermostat housing.
(7) Air Conditioned vehicles:
(a) Install generator. Tighten bolts to 41 Nzm (30
ft. lbs.).
(b) Install support bracket (generator mounting
bracket-to-intake manifold) (Fig. 20). Tighten bolts
to 54 Nzm (40 ft. lbs.) torque.
CAUTION: When installing the serpentine accessory
drive belt, belt must be routed correctly. If not, engine may overheat due to water pump rotating in
wrong direction. Refer to (Fig. 24) for correct 3.9L/
5.2L engine belt routing. The correct belt with correct length must be used.
(c) Position drive belt over all pulleys except
idler pulley (located between generator and A/C
compressor).

Fig. 24 Belt Routing3.9L/5.2L Engine


(d) Attach a socket/wrench to pulley mounting
bolt of automatic tensioner (Fig. 21).
(e) Rotate socket/wrench clockwise. Place belt
over idler pulley. Let tensioner rotate back into
place. Remove wrench. Be sure belt is properly
seated on all pulleys.
(8) Fill cooling system. Refer to Refilling Cooling
System in this group.
(9) Connect negative battery cable to battery.
(10) Start and warm the engine. Check for leaks.

COOLANT
The cooling system is designed around the coolant.
Coolant flows through the engine water jackets absorbing heat produced during engine operation. The

7 - 23

coolant carries heat to radiator and heater core. Here


it is transferred to ambient air passing through radiator and heater core fins. The coolant also removes
heat from automatic transmission fluid in vehicles
equipped with an automatic transmission.

COOLANT PERFORMANCE
The required ethylene-glycol (antifreeze) and water
mixture depends upon climate and vehicle operating
conditions. The coolant performance of various mixtures follows:
Pure Water-Water can absorb more heat than a
mixture of water and ethylene-glycol. This is for purpose of heat transfer only. Water also freezes at a
higher temperature and allows corrosion.
100% Ethylene-Glycol-The corrosion inhibiting
additives in ethylene-glycol need the presence of water to dissolve. Without water, additives form deposits in system. These act as insulation causing
temperature to rise to as high as 149C (300F). This
temperature is hot enough to melt plastic and soften
solder. The increased temperature can result in engine detonation. In addition, 100 percent ethyleneglycol freezes at -22C (-8F).
50/50 Ethylene-Glycol and Water-Is the recommended mixture, it provides protection against freezing to -37C (-35F). The antifreeze concentration
must always be a minimum of 44 percent, yearround in all climates. If percentage is lower, engine
parts may be eroded by cavitation. Maximum protection against freezing is provided with a 68 percent
antifreeze concentration, which prevents freezing
down to -67.7C (-90F). A higher percentage will
freeze at a warmer temperature. Also, a higher percentage of antifreeze can cause the engine to overheat because specific heat of antifreeze is lower than
that of water.
CAUTION: Richer antifreeze mixtures cannot be
measured with normal field equipment and can
cause problems associated with 100 percent ethylene-glycol.

COOLANT SELECTION-ADDITIVES
Coolant should be maintained at the specified level
with a mixture of ethylene glycol-based antifreeze
and low mineral content water. Only use an antifreeze containing ALUGARD 340-2 .
CAUTION: Do not use coolant additives that are
claimed to improve engine cooling.

COOLANT SERVICE
It is recommended that the cooling system be
drained and flushed at 84,000 kilometers (52,500

7 - 24

COOLING SYSTEM SERVICE PROCEDURES

miles), or 3 years, whichever occurs first. Then every


two years, or 48,000 kilometers (30,000 miles),
whichever occurs first.

COOLANT LEVEL CHECK-ROUTINE


Do not remove radiator cap for routine coolant level inspections. The coolant level can be
checked at coolant reserve/overflow tank.
The coolant reserve/overflow system provides a
quick visual method for determining coolant level
without removing radiator pressure cap. With engine
idling and at normal operating temperature, observe
coolant level in reserve/overflow tank. The coolant
level should be between ADD and FULL marks.
ADDING ADDITIONAL COOLANT-ROUTINE
Do not remove radiator cap to add coolant to
system. When adding coolant to maintain correct
level, do so at coolant reserve/overflow tank. Use a
50/50 mixture of ethylene-glycol antifreeze containing
Alugard 340-2 and low mineral content water. Remove radiator cap only for testing or when refilling
system after service. Removing cap unnecessarily can
cause loss of coolant and allow air to enter system,
which produces corrosion.
COOLANT LEVEL CHECK-SERVICE
The cooling system is closed and designed to maintain coolant level to top of radiator.
WARNING: DO NOT OPEN RADIATOR DRAINCOCK
WITH ENGINE RUNNING OR WHILE ENGINE IS HOT
AND COOLING SYSTEM IS UNDER PRESSURE.
When vehicle servicing requires a coolant level
check in radiator, drain several ounces of coolant
from radiator drain cock. Do this while observing
coolant reserve/overflow system tank. The coolant
level in reserve/overflow tank should drop slightly. If
not, inspect for a leak between radiator and coolant
reserve/overflow system connection. Remove radiator
cap. The coolant level should be to top of radiator. If
not, and if coolant level in reserve/overflow tank is at
ADD mark, check for:
An air leak in coolant reserve/overflow tank or its
hose
An air leak in radiator filler neck
Leak in pressure cap seal to radiator filler neck

LOW COOLANT LEVEL-AERATION


If the coolant level in radiator drops below top of
radiator core tubes, air will enter cooling system. On
2.5L engines, air can gather in the water box containing the thermostat.
Low coolant level can cause thermostat pellet to be
suspended in air instead of coolant. This will cause
thermostat to open later, which in turn causes higher
coolant temperature. Air trapped in cooling system

also reduces amount of coolant circulating in heater


core resulting in low heat output.

DEAERATION
As the engine operates, any air trapped in cooling
system gathers under the radiator cap. The next time
the engine is operated, thermal expansion of coolant
will push any trapped air past radiator cap into the
coolant reserve/overflow tank. Here it escapes to the
atmosphere into the tank. When the engine cools
down the coolant, it will be drawn from the reserve/
overflow tank into the radiator to replace any removed air.

DRAINING COOLING SYSTEM


WARNING: DO NOT REMOVE CYLINDER BLOCK
DRAIN PLUGS OR LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM COOLANT CAN OCCUR.
DO NOT WASTE reusable coolant. If solution is
clean, drain coolant into a clean container for reuse.
(1) Start engine and place heater control temperature selector in Full On position. Engine vacuum is
needed to actuate heater controls.
(2) Turn ignition off.
(3) Do not remove radiator cap when draining coolant from reserve/overflow tank. Open radiator draincock and when tank is empty, remove radiator cap. If
coolant reserve/overflow tank does not drain, refer to
Testing Cooling System for Leaks section in this
group. The coolant need not be removed from tank
unless system is being refilled with a fresh mixture.
(4) On 3.9L and 5.2L engines, remove cylinder
block drain plugs located on sides of block towards
front of engine just above oil pan.
(5) Remove radiator pressure cap.
(6) If vehicle is equipped with a 2.5L engine, remove plug at top of water box for faster draining
(Fig. 25).

REFILLING COOLING SYSTEM


Clean cooling system prior to refilling. Refer to
Cooling System Cleaning section of this group.
(1) If vehicle is equipped with a 3.9L/5.2L engine,
install cylinder block drain plugs.
(2) Close radiator drain plug.
(3) Fill cooling system with a 50/50 mixture of water and antifreeze. Be sure that antifreeze contains
Alugard 340-2 as specified in Coolant section of
this group.
If vehicle is equipped with a 2.5L 4-cylinder engine,
remove plug at top of water box to vent air trapped
in engine. The thermostat is not equipped with a air
bleed hole. When coolant level reaches plug hole, install plug and tighten to 20 Nzm 15 (ft. lbs.) torque.
Then continue filling cooling system until full.

COOLING SYSTEM SERVICE PROCEDURES

7 - 25

Allow radiator to fill with water. When radiator is


filled, apply air in short blasts. Allow radiator to refill between blasts. Continue this reverse flushing
until clean water flows out through rear of radiator
cooling tube passages. Have radiator cleaned more
extensively by a radiator repair shop.

REVERSE FLUSHING ENGINE


Drain cooling system. Remove thermostat housing
and thermostat. Install thermostat housing. Disconnect radiator upper hose from radiator and attach
flushing gun to hose. Disconnect radiator lower hose
from water pump and attach a lead-away hose to water pump inlet fitting.

Fig. 25 Thermostat Housing Drain/Fill Plug2.5L


EngineTypical
(4) Fill coolant reserve/overflow tank to FULL
mark.
(5) Start and operate engine until thermostat
opens (upper radiator hose warm to touch).
(6) If necessary, add a 50/50 water and antifreeze
mixture to the coolant reserve/overflow tank. This is
done to maintain coolant level between the FULL
and ADD marks. The level in the reserve/overflow
tank may drop below the ADD mark after three or
four warm-up and cool-down cycles.

COOLING SYSTEM CLEANING/REVERSE FLUSHING


CLEANING
Drain cooling system and refill with water. Run engine with radiator cap installed until upper radiator
hose is hot. Stop engine and drain water from system. If water is dirty, fill system with water, run engine and drain system. Repeat until water drains
clean.
REVERSE FLUSHING
Reverse flushing of cooling system is the forcing of
water through the cooling system. This is done using
air pressure in the opposite direction of normal coolant flow. It is usually only necessary with very dirty
systems with evidence of partial plugging.
REVERSE FLUSHING RADIATOR
Disconnect radiator hoses from radiator inlet and
outlet. Attach a section of radiator hose to radiator
bottom outlet fitting and insert flushing gun. Connect a water supply hose and air supply hose to
flushing gun.
CAUTION: Internal radiator pressure must not exceed 138 kPa (20 psi) as damage to radiator may result.

CAUTION: On vehicles equipped with a heater water


control valve, be sure heater control valve is closed
(heat off). This will prevent coolant flow with scale
and other deposits from entering heater core.
Connect water supply hose and air supply hose to
flushing gun. Allow engine to fill with water. When
engine is filled, apply air in short blasts, allowing
system to fill between air blasts. Continue until clean
water flows through the lead away hose.
Remove lead away hose, flushing gun, water supply
hose and air supply hose. Remove thermostat housing and install thermostat. Install thermostat housing with a replacement gasket. Refer to Thermostat
Replacement. Connect radiator hoses. Refill cooling
system with correct antifreeze/water mixture. Refer
to Refilling the Cooling System.

CHEMICAL CLEANING
In some instances, use a radiator cleaner (Mopar
Radiator Kleen or equivalent) before flushing. This
will soften scale and other deposits and aid flushing
operation.
CAUTION: Follow manufacturers instructions when
using these products.
Aluminum Hydroxide Deposition is a type of corrosion encountered in cooling system of engines that
are of an aluminum composition. This would be on a
2.5L engine with aluminum cylinder head. It appears
as dark grey when wet, but, when dry it is white.
This type of corrosion can usually be removed with a
commercially available two part cleaner (oxcilac acid
and neutralizer). Follow manufacturers directions for
use. However, it is recommended that engine be operated one extra hour if acid is in coolant.

TESTING COOLING SYSTEM FOR LEAKS


ULTRAVIOLET LIGHT METHOD
A leak detection additive is available through the
parts department that can be added to cooling system. The additive is highly visible under ultraviolet

7 - 26

COOLING SYSTEM SERVICE PROCEDURES

light (black light). Pour one ounce of additive into


cooling system. Place heater control unit in HEAT
position. Start and operate engine until radiator upper hose is warm to touch. Aim the commercially
available black light tool at components to be
checked. If leaks are present, black light will cause
additive to glow a bright green color.
The black light can be used in conjunction with a
pressure tester to determine if any external leaks exist (Fig. 26).

Fig. 27 Pressure Testing Cooling SystemTypical

Fig. 26 Leak Detection Using Black LightTypical


PRESSURE TESTER METHOD
The engine should be at normal operating temperature. Recheck the system cold if cause of coolant loss is
not located during the warm engine examination.
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING.
Carefully remove radiator pressure cap from filler
neck and check coolant level. Push down on cap to
disengage it from stop tabs. Wipe inside of filler neck
and examine lower inside sealing seat for nicks,
cracks, paint, dirt and solder residue. Inspect radiator-to-reserve/overflow tank hose for internal obstructions. Insert a wire through the hose to be sure it is
not obstructed.
Inspect cams on outside of filler neck. If cams are
bent, seating of pressure cap valve and tester seal
will be affected. Replace cap if cams are bent.
Attach pressure tester (7700 or an equivalent) to
radiator filler neck (Fig. 27).
Operate tester pump to apply 103.4 kPa (15 psi)
pressure to system. If hoses enlarge excessively or
bulges while testing, replace as necessary. Observe

gauge pointer and determine condition of cooling system according to following criteria:
Holds Steady: If pointer remains steady for two
minutes, serious coolant leaks are not present in system. However, there could be an internal leak that
does not appear with normal system test pressure. If
it is certain that coolant is being lost and leaks cannot be detected, inspect for interior leakage or perform Internal Leakage Test.
Drops Slowly: Indicates a small leak or seepage is
occurring. Examine all connections for seepage or
slight leakage with a flashlight. Inspect radiator,
hoses, gasket edges and heater. Seal small leak holes
with a Sealer Lubricant (or equivalent). Repair leak
holes and inspect system again with pressure applied.
Drops Quickly: Indicates that serious leakage is
occurring. Examine system for external leakage. If
leaks are not visible, inspect for internal leakage.
Large radiator leak holes should be repaired by a
reputable radiator repair shop.

INTERNAL LEAKAGE INSPECTION


Remove engine oil pan drain plug and drain a
small amount of engine oil. If coolant is present in
the pan, it will drain first because it is heavier than
oil. An alternative method is to operate engine for a
short period to churn the oil. After this is done, remove engine dipstick and inspect for water globules.
Also inspect transmission dipstick for water globules
and transmission fluid cooler for leakage.
WARNING: WITH RADIATOR PRESSURE TESTER
TOOL INSTALLED ON RADIATOR, DO NOT ALLOW
PRESSURE TO EXCEED 110 KPA (20 PSI). PRESSURE WILL BUILD UP QUICKLY IF A COMBUSTION
LEAK IS PRESENT. TO RELEASE PRESSURE,
ROCK TESTER FROM SIDE TO SIDE. WHEN REMOVING TESTER, DO NOT TURN TESTER MORE
THAN 1/2 TURN IF SYSTEM IS UNDER PRESSURE.

COOLING SYSTEM SERVICE PROCEDURES


Operate engine without pressure cap on radiator
until thermostat opens. Attach a Pressure Tester to
filler neck. If pressure builds up quickly it indicates a
combustion leak exists. This is usually the result of a
cylinder head gasket leak or crack in engine. Repair
as necessary.
If there is not an immediate pressure increase,
pump the Pressure Tester. Do this until indicated
pressure is within system range of 110 kPa (16 psi).
Fluctuation of gauge pointer indicates compression or
combustion leakage into cooling system.
Because the vehicle is equipped with a catalytic
converter, do not remove spark plug cables or short
out cylinders to isolate compression leak.
If the needle on dial of pressure tester does not
fluctuate, race engine a few times to check for an abnormal amount of coolant or steam. This would be
emitting from exhaust pipe. Coolant or steam from
exhaust pipe may indicate a faulty cylinder head gasket, cracked engine cylinder block or cylinder head.
A convenient check for exhaust gas leakage into
cooling system is provided by a commercially available Block Leak Check tool. Follow manufacturers instructions when using this product.

COMBUSTION LEAKAGE TESTWITHOUT


PRESSURE TESTER
DO NOT WASTE reusable coolant. If solution is
clean, drain coolant into a clean container for reuse.
WARNING: DO NOT REMOVE CYLINDER BLOCK
DRAIN PLUGS OR LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM COOLANT CAN OCCUR.
Drain sufficient coolant to allow thermostat removal. Refer to Thermostat Replacement. Disconnect
water pump drive belt.
Add coolant to radiator to bring level to within 6.3
mm (1/4 in) of top of thermostat housing.
CAUTION: Avoid overheating. Do not operate engine for an excessive period of time. Open draincock immediately after test to eliminate boil over.
Start engine and accelerate rapidly three times, to
approximately 3000 rpm while observing coolant. If
internal engine combustion gases are leaking into
cooling system, bubbles will appear in coolant. If bubbles do not appear, internal combustion gas leakage
is not present.

COOLANT RESERVE/OVERFLOW SYSTEM


The coolant reserve/overflow system (Fig. 28) works
in conjunction with the radiator pressure cap. It utilizes thermal expansion and contraction of coolant to
keep coolant free of trapped air. It provides a volume
for expansion and contraction of coolant. It also pro-

7 - 27

vides a convenient and safe method for checking coolant level and adjusting level at atmospheric
pressure. This is done without removing the radiator
pressure cap. The system also provides some reserve
coolant to the radiator to cover minor leaks and
evaporation or boiling losses.
As the engine cools, a vacuum is formed in the
cooling system of both the radiator and engine. Coolant will then be drawn from the coolant tank and returned to a proper level in the radiator.

Fig. 28 Coolant Reserve/Overflow System


Refer to Coolant Level CheckService, Deaeration
and Radiator Pressure Cap sections in this group for
coolant reserve/overflow system operation and service.
Should the reserve/overflow tank become coated
with corrosion or emulsifiable oil, it can be cleaned
with detergent and water. Rinse tank thoroughly before refilling cooling system as described in the Coolant section of this group.

TANK REMOVAL
(1) Remove overflow hose at reserve/overflow tank.
(2) Unsnap the coolant reserve/overflow tank from
fan shroud. Lift straight up. The fan shroud is
equipped with T-shaped slots to attach the tank.
TANK INSTALLATION
(1) Snap tank into fan shroud.
(2) Install overflow hose to tank.

RADIATOR PRESSURE CAP


Radiators are equipped with a pressure cap, which
releases pressure at some point within a range of 97124 kPa (14-18 psi). The pressure relief point (in
pounds) is engraved on top of cap.
The cooling system will operate at pressures
slightly above atmospheric pressure. This results in a
higher coolant boiling point allowing increased radiator cooling capacity. The cap (Fig. 29) contains a

7 - 28

COOLING SYSTEM SERVICE PROCEDURES

spring-loaded pressure relief valve that opens when


system pressure reaches release range of 97-124 kPa
(14-18 psi).

Fig. 29 Radiator Pressure Cap and Filler Neck


A vent valve in the center of cap allows a small
coolant flow through cap when coolant is below boiling temperature. The valve is completely closed when
boiling point is reached. As the coolant cools, it contracts and creates a vacuum in the cooling system.
This causes the vacuum valve to open and coolant in
the reserve/overflow tank to be drawn through its
connecting hose into radiator. If the vacuum valve is
stuck shut, the radiator hoses will collapse on cooldown. Clean the vent valve (Fig. 29).
A rubber gasket seals radiator filler neck to prevent leakage. This is done to keep system under
pressure. It also maintains vacuum during coolant
cool-down allowing coolant to return from reserve/
overflow tank.

(4) Checking for vacuum leaks.


WARNING: IF VEHICLE HAS BEEN RUN RECENTLY,
WAIT AT LEAST 15 MINUTES BEFORE REMOVING
RADIATOR CAP. WITH A RAG, SQUEEZE RADIATOR
UPPER HOSE TO CHECK IF SYSTEM IS UNDER
PRESSURE. PLACE A RAG OVER CAP AND WITHOUT PUSHING CAP DOWN, ROTATE IT COUNTERCLOCKWISE TO FIRST STOP. ALLOW FLUID TO
ESCAPE THROUGH THE COOLANT RESERVE/
OVERFLOW HOSE INTO RESERVE/OVERFLOW
TANK. SQUEEZE RADIATOR UPPER HOSE TO DETERMINE WHEN PRESSURE HAS BEEN RELEASED. WHEN COOLANT AND STEAM STOP
BEING PUSHED INTO TANK AND SYSTEM PRESSURE DROPS, REMOVE RADIATOR CAP COMPLETELY.

PRESSURE TESTING RADIATOR CAPS


Remove cap from radiator. Be sure that sealing
surfaces are clean. Moisten rubber gasket with water
and install cap on pressure tester 7700 or an equivalent (Fig. 30).

RADIATOR CAP-TO-FILLER NECK SEAL


PRESSURE RELIEF CHECK
The pressure cap upper gasket (seal) pressure relief can be tested by removing overflow hose from radiator filler neck nipple. Attach hose of pressure
tester tool 7700 (or equivalent) to nipple. It will be
necessary to disconnect hose from its adapter for
filler neck. Pump air into radiator. The pressure cap
upper gasket should relieve at 69-124 kPa (10-18 psi)
and hold pressure at a minimum of 55 kPa (8 psi).
WARNING: THE WARNING WORDS DO NOT
OPEN HOT ON RADIATOR PRESSURE CAP, ARE
A SAFETY PRECAUTION. WHEN HOT, PRESSURE
BUILDS UP IN COOLING SYSTEM. TO PREVENT
SCALDING OR INJURY, RADIATOR CAP SHOULD
NOT BE REMOVED WHILE SYSTEM IS HOT AND/OR
UNDER PRESSURE.
Do not remove radiator cap at any time except for
the following purposes:
(1) Check and adjust antifreeze freeze point.
(2) Refill system with new antifreeze.
(3) Conducting service procedures.

Fig. 30 Pressure Testing Radiator CapTypical


Operate tester pump to bring pressure to 104 kPa
(15 psi) on gauge. If pressure cap fails to hold pressure of at least 97 kPa (14 psi) replace cap. Refer to
following CAUTION.
The pressure cap may test properly while positioned on tool 7700 (or equivalent). It may not hold
pressure or vacuum when installed on radiator. If so,
inspect radiator filler neck and caps top gasket for
damage. Also inspect for dirt or distortion that may
prevent cap from sealing properly.

COOLING SYSTEM SERVICE PROCEDURES

7 - 29

CAUTION: Radiator pressure testing tools are very


sensitive to small air leaks, which will not cause
cooling system problems. A pressure cap that does
not have a history of coolant loss should not be replaced just because it leaks slowly when tested
with this tool. Add water to tool. Turn tool upside
down and recheck pressure cap to confirm that cap
needs replacement.

INSPECTION
Hold cap at eye level, right side up. The vent valve
(Fig. 29) at bottom of cap should open. If rubber gasket has swollen and prevents vent valve from opening, replace cap.
Hold cap at eye level, upside down. If any light can
be seen between vent valve and rubber gasket, replace cap. Do not use a replacement cap that has
a spring to hold vent shut. A replacement cap
must be the type designed for a coolant reserve/overflow system with a completely sealed diaphragm
spring and a rubber gasket. This gasket is used to
seal to radiator filler neck top surface. Use of proper
cap will allow coolant return to radiator.

RADIATOR
The radiators used in these models are of the
down-flow type (vertical tubes) and have plastic
tanks. The radiator supplies sufficient heat transfer
to cool engine.
CAUTION: Although plastic radiator tanks are stronger than brass, they are more susceptible to damage from impact or excessive hose clamp torque.
In the event of damage to a plastic radiator tank,
replacement tanks and o-ring seals (Fig. 31) are
available through the parts department. Tank repair
should be performed by qualified personnel using
proper equipment.

RADIATOR COOLANT FLOW CHECK


Use the following procedure to determine if coolant
is flowing through cooling system.
(1) Idle engine until operating temperature is
reached. If upper radiator hose is warm to the touch,
thermostat is opening and coolant is flowing to radiator.
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. USING A RAG TO
COVER RADIATOR PRESSURE CAP, OPEN RADIATOR CAP SLOWLY TO FIRST STOP. ALLOW ANY
BUILT-UP PRESSURE TO VENT TO THE RESERVE/
OVERFLOW TANK. AFTER PRESSURE BUILD-UP
HAS BEEN RELEASED, REMOVE CAP FROM
FILLER NECK.

Fig. 31 Radiator ComponentsTypical


(2) Drain a small amount of coolant from radiator
until ends of radiator tubes are visible through filler
neck. Idle engine at normal operating temperature. If
coolant is flowing past exposed tubes, coolant is circulating.

RADIATOR REMOVAL2.5L 4-CYLINDER


ENGINE
(1) Disconnect negative battery cable from battery.
WARNING: DO NOT REMOVE CYLINDER BLOCK
DRAIN PLUGS OR LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM COOLANT CAN OCCUR.
(2) Drain cooling system. Refer to Draining Cooling
System.
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094) (FIG. 32). SNAP-ON CLAMP TOOL (NUMBER
HPC-20) MAY BE USED FOR LARGER CLAMPS. ALWAYS WEAR SAFETY GLASSES WHEN SERVICING
CONSTANT TENSION CLAMPS.

7 - 30

COOLING SYSTEM SERVICE PROCEDURES

CAUTION: A number or letter is stamped into the


tongue of constant tension clamps (Fig. 33). If replacement is necessary, use only an original equipment clamp with matching number or letter.

Fig. 32 Hose Clamp ToolTypical

RADIATOR INSTALLATION2.5L ENGINE


The radiator has two alignment pins on bottom of
lower tank. These fit into alignment holes in radiator
lower support.
(1) Lower the radiator into engine compartment.
Position alignment pins into alignment holes in radiator lower support.
(2) Lower radiator fan and shroud assembly into
retaining pockets on radiator lower tank.
(3) Attach retaining clips at top of shroud.
(4) Connect fan motor electrical connector to harness connector.
(5) Install radiator hoses and coolant reserve/overflow tank to radiator hose.
(6) Connect negative battery cable to battery.
(7) Fill cooling system. Refer to Refilling Cooling
System section in this group.
(8) Start and warm the engine. Check for leaks.
RADIATOR REMOVAL3.9L/5.2L ENGINE
(1) Disconnect negative battery cable from battery.
WARNING: DO NOT REMOVE CYLINDER BLOCK
DRAIN PLUGS OR LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND UNDER PRESSURE.
SERIOUS BURNS FROM COOLANT CAN OCCUR.
(2) Drain cooling system. Refer to Draining Cooling
System.
(3) Remove throttle cable at fan shroud.
(4) Unsnap coolant reserve/overflow tank from fan
shroud (T-shaped slots) (Fig. 34). Lift straight up.
(5) Remove fan shroud retaining hardware (two
clips at top-two bolts at bottom) (Fig. 34).
(6) Position fan shroud towards engine. Fan
shroud does not have to be removed from vehicle.
(7) Disconnect transmission cooler lines at radiator
(if equipped).

Fig. 33 Clamp Number/Letter Location


(3) Remove hose clamps (Fig. 32) and hoses from
radiator. Remove coolant reserve/overflow tank hose
from radiator filler neck nipple.
(4) Disconnect electric cooling fan motor connector.
Remove fan and shroud upper attaching clips. Lift
fan and shroud assembly up and out. Do not allow
fan shroud to contact radiator cooling fins. Radiator
fin damage could result.
(5) Remove radiator upper mounting screws (Fig.
34). Lift radiator up and out of engine compartment.
Do not allow cooling fins of radiator to contact any other
vehicle component. Radiator fin damage could result.

WARNING: CONSTANT TENSION HOSE CLAMPS


ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094) (FIG. 32). SNAP-ON CLAMP TOOL (NUMBER
HPC-20) MAY BE USED FOR LARGER CLAMPS. ALWAYS WEAR SAFETY GLASSES WHEN SERVICING
CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps (Fig. 33). If replacement is necessary, use only an original equipment clamp with matching number or letter.
(8) Remove upper and lower radiator hose clamps
(Fig. 32) and hoses at radiator.

COOLING SYSTEM SERVICE PROCEDURES

7 - 31

Fig. 34 Radiator and Fan Shroud Removal/InstallationTypical


(9) Remove two upper radiator-to-radiator support
bolts (Fig. 34). The radiator has two alignment pins to
align lower part of radiator to lower radiator support.
(10) Lift radiator up and out of engine compartment. Do not allow cooling fins of radiator to contact
any other vehicle component. Radiator fin damage
could result.

RADIATOR INSTALLATION3.9L/5.2L ENGINE


The radiator has two alignment pins on bottom of
lower tank. These fit into alignment holes in radiator
lower support.
(1) Lower radiator into engine compartment. Position alignment pins into alignment holes in radiator
lower support.
(2) Install two upper radiator bolts.
(3) Install transmission cooler lines (if equipped).
(4) Install both radiator hoses and hose clamps
(Fig. 32).
(5) Install fan shroud to radiator (two clips at toptwo bolts at bottom).
(6) Install coolant reserve/overflow tank. Snaps
into position.
(7) Connect throttle cable to fan shroud. Snaps in.
(8) Connect negative battery cable to battery.
(9) Fill cooling system. Refer to Refilling Cooling
System section in this group.
(10) Start and warm the engine. Check for leaks.

RADIATOR DRAINCOCK SERVICE


WARNING: DO NOT LOOSEN RADIATOR DRAINCOCK WITH SYSTEM HOT AND PRESSURIZED. SERIOUS BURNS FROM COOLANT CAN OCCUR.
REMOVAL
(1) Unscrew draincock stem (counterclockwise rotation). When stem is completely unscrewed, pull it
from radiator tank and draincock body (Fig. 35).

Fig. 35 Draincock Assembly

7 - 32

COOLING SYSTEM SERVICE PROCEDURES

(2) Using a pair of needle nose pliers, compress


draincock body and pull straight out of radiator (Fig.
36).

Inspect hoses at regular intervals. Replace hoses


that are cracked, feel brittle when squeezed, or swell
excessively when system is pressurized. The use of
molded replacement hoses is recommended. When
performing a hose inspection, inspect radiator lower
hose for proper position and condition of spring.
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094) (FIG. 32). SNAP-ON CLAMP TOOL (NUMBER
HPC-20) MAY BE USED FOR LARGER CLAMPS. ALWAYS WEAR SAFETY GLASSES WHEN SERVICING
CONSTANT TENSION CLAMPS.

Fig. 36 Draincock Body Removal


INSTALLATION
(1) Install draincock stem loosely into body (Fig.
37). The draincock assembly cannot be installed if
stem is threaded into the body.

Fig. 37 Draincock Assembled for Installation


(2) Push draincock assembly into opening in radiator tank. It will snap into place when fully seated.
(3) Tighten draincock (clockwise) to 2.0 to 2.7 Nzm
(18-25 in. lbs.) torque.

RADIATOR CLEANING
The radiator and air conditioning fins should be
cleaned when an accumulation of bugs, leaves etc.
has occurred. Clean radiator fins are necessary for
good heat transfer. With the engine cold, apply cold
water and compressed air to the back (engine side) of
the radiator to flush the radiator and/or A/C condenser of debris.

COOLING SYSTEM HOSES


Radiator lower hoses are spring-reinforced to prevent collapse from water pump suction at moderate
and high engine speeds.

CAUTION: A number or letter is stamped into the


tongue of constant tension clamps (Fig. 33). If replacement is necessary, use only an original equipment clamp with matching number or letter.
2.5L 4-Cylinder Engine: Be sure that radiator
lower hose and heater hose are installed in engine
lower mounting bracket (Fig. 38).
For all vehicles: In areas where specific routing
clamps are not provided, be sure that hoses are positioned with sufficient clearance. Check clearance
from exhaust manifolds and pipe, fan blades, drive
belts and sway bars. Improperly positioned hoses can
be damaged, resulting in coolant loss and engine
overheating.
Ordinary worm gear type hose clamps (when
equipped) can be removed with a straight screwdriver or a hex socket. To prevent damage to
hoses or clamps, the hose clamps should be
tightened to 4 Nzm (34 in. lbs.) torque. Do not
over tighten hose clamps.

AUTOMATIC TRANSMISSION OIL COOLERS


MAIN COOLERIN RADIATOR LOWER TANK
The automatic transmission oil is cooled when it
passes through a cooler in radiator lower tank (Figs.
39 and 40).
CAUTION: If transmission oil cooler is leaking, engine coolant may enter cooler, or transmission oil
may enter engine cooling system. Both engine cooling system and transmission oil circuit should be
drained cleaned and inspected.
REPLACING MAIN COOLER
Vehicles equipped with plastic radiator tanks will
require special crimping tools for servicing. The servicing should be performed by a qualified repair facility.

COOLING SYSTEM SERVICE PROCEDURES

7 - 33

Fig. 38 Radiator Hoses

Fig. 39 Oil Flow to CoolerTop View


Once repaired or replacement radiator has been installed, fill cooling system and inspect for leaks. Refer to Refilling Cooling System and Testing Cooling
System For Leaks sections in this group. If transmission operates properly after repairing leak, drain
transmission and torque converter while hot. Remove
transmission oil pan and inspect for sludge and/or
rust. Inspect for a dirty or plugged inlet filter. If none
of these conditions are found, transmission may not
require reconditioning. Refer to Group 21 for automatic transmission servicing.

AUXILIARY OIL-TO-AIR COOLER


Oil-to-air transmission coolers are mounted ahead
of radiator. They operate in conjunction with main
cooler located in radiator lower tank (Fig. 41). The
transmission oil is routed through main cooler in radiator lower tank first. It is then routed through auxiliary cooler before returning to transmission.

Fig. 40 Transmission Oil Cooler Tube in Radiator


Lower TankTypical

COOLING SYSTEM FAN2.5L 4-CYLINDER


ENGINE
Models equipped with 2.5L 4-cylinder engines have
an electrical cooling fan (Fig. 42). The fan is electrically controlled by the powertrain control module
(PCM) through the fan control relay. This relay is lo-

7 - 34

COOLING SYSTEM SERVICE PROCEDURES

Fig. 41 Transmission Oil Auxiliary CoolerTypical


cated in the power distribution center (PDC) (Fig.
43). For the location of the relay within the PDC, refer to label on PDC cover.

Fig. 42 Electric Fan Motor2.5L EngineTypical

Fig. 43 Power Distribution Center (PDC)

The PCM regulates fan operation based on input


from the engine coolant temperature sensor and vehicle speed.
The fan is not energized during engine cranking regardless of the electrical input from the engine coolant temperature sensor. However, if engine operating
conditions warrant fan engagement, the fan will run
once engine starts.
The fan is energized whenever the engine is running and the air conditioning compressor clutch is
engaged.
When the air conditioning compressor clutch is disengaged, the fan operates at vehicle speeds above 40
mph. This is done if engine coolant temperature is
above 110C (230F). The same is true for vehicles
that are not equipped with air conditioning. The fan
will turn off when coolant temperature drops to
104C (220F). At speeds below 40 mph, the fan
turns on when coolant temperature reaches 99C
(210F) and turns off when coolant temperature
drops to 93C (200F).

TESTING ELECTRICAL COOLING FAN2.5L


ENGINE
The powertrain control module (PCM) will enter a
diagnostic trouble code (DTC) number 35 in memory
if it detects a problem in the electric cooling fan relay
or circuit. This will be read as a flashing signal at
the instrument panel mounted malfunction indicator
lamp (displayed on the instrument panel as the
CHECK ENGINE lampfigure 44). Refer to OnBoard Diagnostics in Group 14, Fuel Systems for
more information on accessing a DTC.
The DTC can also be accessed through the DRB
scan tool. Refer to the appropriate Powertrain Diagnostic Procedures manual for diagnostic information
and operation of the DRB scan tool.
The cooling fan motor can be tested by applying 12
volts + to the fan motor connector. Disconnect fan
motor connector from harness connector. Using 14gage wire and ensuring correct polarity (Fig. 42), connect battery voltage (12 volts) to fan motor connector.
If fan operates normally, fan motor is functioning
properly. If fan does not operate, replace fan. If motor
has signs of being overheated such as melted wire insulation or charred contacts, the system charging
voltage may be too high. Refer to Group 8A, Battery/
Starting/Charging System Diagnostics.
RADIATOR FAN MOTOR INOPERATIVE
Equipment Required:
DRB Scan Tool
Volt/Ohm meter
Wiring Diagrams section of this manual
Test Procedure

COOLING SYSTEM SERVICE PROCEDURES

7 - 35

Fig. 44 Check Engine Lamp

Fig. 45 Data Link Connector

Test fan by connecting battery voltage to motor


connector. Refer to Testing Electrical Cooling Fan
2.5L Engine in this group. If fan operates, perform
the following procedure:
(1) With ignition switch in OFF position, check for
battery voltage at terminal-1 of fan relay connector.
Refer to the wiring diagrams section of Group 8W.
If battery voltage is present, proceed to step (2)
If battery voltage is not present, check the cartridge fuse in the power distribution center (PDC)
(Fig. 43). Inspect for an open or short to ground in
circuit-C26. Refer to Group 8W, Wiring Diagrams
(2) Connect a 14-gauge jumper wire between fan
relay connector terminals-(B) and (D). Refer to Group
8W, Wiring Diagrams.
If fan operates, proceed to step (3)
If fan does not operate, check for an open in circuit-C25. Check this between terminal-(D) of fan relay connector and fan motor connector
Start engine and allow it to reach normal operating
temperature.
(3) Inspect wire connectors in circuits-C9, C25 and
C26 for proper engagement. Refer to the wiring diagrams section of Group 8W. The circuit number appears in front of wire gauge and color description.
(4) Connect the DRB Scan Tool (DRB) to the data
link connector. The data link connector is located in
the engine compartment (Fig. 45). Check on-board diagnostics of powertrain control module (PCM) for diagnostic trouble codes (DTC). Refer to the
appropriate Powertrain Diagnostic Procedures manual for DRB scan tool operating instructions.
(5) If the DTC, Radiator Fan Relay Circuit is displayed on the DRB screen, proceed to step 6.

(6) With ignition switch in RUN position, test for


battery voltage at circuit-C26 connection of fan relay.
If voltage reading is correct, proceed to step 7a
If voltage is 0-1 volt, proceed to step 7b
(7) With the ignition OFF, disconnect the 60-way
connector from PCM (Fig. 46). The PCM is located in
the engine compartment. Turn ignition switch to ON
(RUN) position. Test for battery voltage at cavity-31
of 60-way connector (Fig. 46).

Fig. 46 PCM 60-Way Connector (Terminal End)


If battery voltage is present at cavity-31 and female terminal is not damaged, replace PCM
If voltage is 0, repair open or short in circuit-C27.
Refer to Group 8W, Wiring Diagrams
(8) With ignition off, disconnect 60-way connector
from PCM (Fig. 46). The PCM is located inside engine compartment on right fender well. Turn ignition
switch to RUN position. Test for battery voltage at
circuit-C26 connection of fan relay.
If battery voltage is present, replace PCM
If voltage reading is 0-1 volt, proceed to step 8
(9) With ignition switch in ON position, test for
battery voltage at circuit-C27 connection of fan relay.
Refer to Group 8W, Wiring Diagrams.

7 - 36

COOLING SYSTEM SERVICE PROCEDURES

If battery voltage is present, replace fan relay


If voltage reading is 0, repair open or short in circuit-C27
(10) Turn ignition switch off. Connect 60-way connector to PCM. Test system operation.

FAN REMOVAL2.5L ENGINE


The fan blade is not repairable. If the fan is bent,
warped, cracked or damaged in any way, it must be
replaced only with recommended replacement fan.
This is done to be sure of adequate strength, performance and safety.
(1) Disconnect negative battery cable from battery.
(2) Disconnect fan motor wire connector.
(3) Remove the two fan shroud mounting clips connecting the upper part of fan shroud to the radiator
(Fig. 34).
(4) Remove fan, shroud and motor from radiator as
an assembly.
(5) Support fan motor and shaft on a bench. Do
not allow fan blades to contact bench. Remove
fan retaining clip (Fig. 47).

COOLING SYSTEM FAN3.9L/5.2L ENGINE


For additional information, also refer to Viscous
Fan Drive in this group.

REMOVAL
(1) Disconnect negative battery cable from battery.
(2) Remove throttle cable at top of fan shroud.
(3) Unsnap coolant reserve/overflow tank from fan
shroud and lay aside. The tank is held to shroud
with T-shaped slots. Do not disconnect hose or drain
coolant from tank.
(4) The thermal viscous fan drive/fan blade assembly is attached (threaded) to water pump hub shaft
(Fig. 48). Remove fan blade/viscous fan drive assembly from water pump by turning mounting nut counterclockwise as viewed from front. Threads on
viscous fan drive are RIGHT HAND. A Snap-On 36
MM Fan Wrench (number SP346 from Snap-On
Cummins Diesel Tool Set number 2017DSP) can be
used. Place a bar or screwdriver between water
pump pulley bolts (Fig. 48) to prevent pulley from rotating.
Do not attempt to remove fan/viscous fan drive assembly from vehicle at this time.

Fig. 47 Radiator Fan Retaining Clip2.5L Engine


Typical
FAN INSTALLATION2.5L ENGINE
(1) Position fan on motor shaft.
(2) Support motor and shaft on a bench without
allowing fan blades to contact bench. This will
prevent damage to fan from excessive force. Install
fan retaining clip.
(3) Install the lower part of fan blade/fan motor assembly into the two pockets located on the radiator
lower tank.
(4) Install two mounting clips.
(5) Connect fan motor wire connector to harness
connector.
(6) Connect negative battery cable to battery.

Fig. 48 Fan Blade/Viscous Fan Drive3.9L/5.2L


Engine
Do not unbolt fan blade assembly (Fig. 48) from
viscous fan drive at this time.
(5) Remove fan shroud attaching hardware (two
bolts at bottom-two clips at top).
(6) Remove fan shroud and fan blade/viscous fan
drive assembly as a complete unit from vehicle.
After removing fan blade/viscous fan drive assembly, do not place viscous fan drive in horizontal position. If stored horizontally, silicone fluid in the

COOLING SYSTEM SERVICE PROCEDURES


viscous fan drive could drain into its bearing assembly and contaminate lubricant.
CAUTION: Do not remove water pump pulley-to-water pump bolts (Fig. 48). This pulley is under spring
tension.
(7) Remove four bolts securing fan blade assembly
to viscous fan drive (Fig. 48).

INSPECTION
The fan blades cannot be repaired. If fan is damaged, it must be replaced. Inspect fan as follows:
(1) Remove fan blade and viscous fan drive as an
assembly from the engine. Refer to preceding Removal procedure.
(2) Remove fan blade assembly from viscous fan
drive unit (four bolts).
(3) Lay fan on a flat surface with leading edge facing down. With tip of blade touching flat surface, replace fan if clearance between opposite blade and
surface is greater than 2.0 mm (.090 inch). Rocking
motion of opposite blades should not exceed 2.0 mm
(.090 inch). Test all blades in this manner.

7 - 37

The thermal viscous fan drive (Figs. 48 or 49) is a


silicone-fluid-filled coupling used to connect the fan
blades to the water pump shaft. The coupling allows
the fan to be driven in a normal manner. This is
done at low engine speeds while limiting the top
speed of the fan to a predetermined maximum level
at higher engine speeds.
A thermostatic bimetallic spring coil is located on
the front face of the viscous fan drive unit (a typical
viscous unit is shown in figure 49). This spring coil
reacts to the temperature of the radiator discharge
air. It engages the viscous fan drive for higher fan
speed if the air temperature from the radiator rises
above a certain point. Until additional engine cooling
is necessary, the fan will remain at a reduced rpm regardless of engine speed.

WARNING: DO NOT ATTEMPT TO BEND OR


STRAIGHTEN FAN BLADES IF FAN IS NOT WITHIN
SPECIFICATIONS.
(4) Inspect fan assembly for cracks, bends, loose
rivets or broken welds. Replace fan if any damage is
found.
CAUTION: If fan blade assembly is replaced because of mechanical damage, water pump and viscous fan drive should also be inspected. These
components could have been damaged due to excessive vibration.

INSTALLATION
(1) Install fan blade assembly to viscous fan drive.
Tighten bolts (Fig. 48) to 23 Nzm (17 ft. lbs.) torque.
(2) Position fan shroud and fan blade/viscous fan
drive assembly to vehicle as a complete unit.
(3) Install fan shroud.
(4) Install fan blade/viscous fan drive assembly to
water pump shaft (Fig. 48).
(5) Install coolant reserve/overflow tank to fan
shroud. Snaps into position.
(6) Install throttle cable to fan shroud.
(7) Connect negative battery cable.

VISCOUS FAN DRIVE3.9L/5.2L ENGINE


DESCRIPTION AND OPERATION
Also refer to the previous section on Cooling System Fan3.9L/5.2L Engine.

Fig. 49 Viscous Fan Drive3.9L/5.2L Engine


Typical
Only when sufficient heat is present, will the viscous fan drive engage. This is when the air flowing
through the radiator core causes a reaction to the bimetallic coil. It then increases fan speed to provide
the necessary additional engine cooling.
Once the engine has cooled, the radiator discharge
temperature will drop. The bimetallic coil again reacts and the fan speed is reduced to the previous disengaged speed.
CAUTION: Engines equipped with serpentine drive
belts have reverse rotating fans and viscous fan
drives. They are marked with the word REVERSE to
designate their usage. Installation of the wrong fan
or viscous fan drive can result in engine overheating.

7 - 38

COOLING SYSTEM SERVICE PROCEDURES

CAUTION: If the viscous fan drive is replaced because of mechanical damage, the cooling fan
blades should also be inspected. Inspect for fatigue
cracks, loose blades, or loose rivets that could
have resulted from excessive vibration. Replace fan
blade assembly if any of these conditions are
found. Also inspect water pump bearing and shaft
assembly for any related damage due to a viscous
fan drive malfunction.
NOISE
It is normal for fan noise to be louder (roaring) when:
The underhood temperature is above the engagement point for the viscous drive coupling. This may
occur when ambient (outside air temperature) is very
high.
Engine loads and temperatures are high such as
when towing a trailer.
Cool silicone fluid within the fan drive unit is being redistributed back to its normal disengaged
(warm) position. This can occur during the first 15
seconds to one minute after engine start-up on a cold
engine.
LEAKS
Viscous fan drive operation is not affected by small
oil stains near the drive bearing. If leakage appears
excessive, replace the fan drive unit.
TESTING
If the fan assembly free-wheels without drag (the
fan blades will revolve more than five turns when
spun by hand), replace the fan drive. This spin test
must be performed when the engine is cool.
For the following test, the cooling system must be
in good condition. It also will ensure against excessively high coolant temperature.
WARNING: BE SURE THAT THERE IS ADEQUATE
FAN BLADE CLEARANCE BEFORE DRILLING.
(1) Drill a 3.18-mm (1/8-in) diameter hole in the
top center of the fan shroud.
(2) Obtain a dial thermometer with an 8 inch stem
(or equivalent). It should have a range of -18-to-

105C (0-to-220 F). Insert thermometer through the


hole in the shroud. Be sure that there is adequate
clearance from the fan blades.
(3) Connect a tachometer and an engine ignition
timing light (timing light is to be used as a strobe
light).
(4) Block the air flow through the radiator. Secure
a sheet of plastic in front of the radiator (or air conditioner condenser). Use tape at the top to secure the
plastic and be sure that the air flow is blocked.
(5) Be sure that the air conditioner (if equipped) is
turned off.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHING.
(6) Start the engine and operate at 2400 rpm.
Within ten minutes the air temperature (indicated on
the dial thermometer) should be up to 88 C (190 F).
Fan drive engagement should have started to occur
at between 74 to 82 C (165 to 180 F). Engagement is distinguishable by a definite increase in fan
flow noise (roaring). The timing light also will indicate an increase in the speed of the fan.
(7) When the air temperature reaches 88 C (190
F), remove the plastic sheet. Fan drive disengagement should have started to occur at between 57 to
79 C (135 to 175 F). A definite decrease of fan
flow noise (roaring) should be noticed. If not, replace
the defective viscous fan drive unit.

VISCOUS FAN DRIVE REMOVAL/


INSTALLATION
Refer to the previous section on Cooling System
Fan3.9L/5.2L Engine for removal and installation
procedures of the viscous drive unit.
Viscous Fan Drive Fluid Pump Out Requirement: After installing a new viscous fan drive, bring
the engine speed up to approximately 2000 rpm and
hold for approximately two minutes. This will ensure
proper fluid distribution within the drive.

ENGINE ACCESSORY DRIVE BELTS

7 - 39

ENGINE ACCESSORY DRIVE BELTS


INDEX
page

page

Automatic Belt Tensioner3.9L/5.2L Engine . . . . . 45


Belt Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Belt Removal/Installation . . . . . . . . . . . . . . . . . . . . 43

Belt Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

BELT DIAGNOSIS
V-BELT DIAGNOSIS2.5L 4-CYLINDER
ENGINE ONLY
Refer to the V-Belt diagnosis chart.
SERPENTINE DRIVE BELT DIAGNOSISALL
ENGINES
When diagnosing serpentine drive belts, small
cracks that run across ribbed surface of belt from rib
to rib (Fig. 1), are considered normal. These are not a
reason to replace belt. However, cracks running along
a rib (not across) are not normal. Any belt with
cracks running along a rib must be replaced (Fig. 1).
Also replace belt if it has excessive wear, frayed cords
or severe glazing.
Refer to the Serpentine Drive Belt Diagnosis charts
for further belt diagnosis. Also refer to Automatic
Belt Tensioner3.9L/5.2L Engine, proceeding in this
group.

Fig. 1 Serpentine Accessory Drive Belt Wear Patterns


V-BELT DIAGNOSIS2.5L 4-CYLINDER ENGINE

7 - 40

ENGINE ACCESSORY DRIVE BELTS


SERPENTINE DRIVE BELT DIAGNOSIS2.5L 4-CYLINDER ENGINE

ENGINE ACCESSORY DRIVE BELTS


SERPENTINE DRIVE BELT DIAGNOSIS2.5L 4-CYLINDER ENGINECONTINUED

7 - 41

7 - 42

ENGINE ACCESSORY DRIVE BELTS


SERPENTINE DRIVE BELT DIAGNOSIS3.9L/5.2L ENGINES

ENGINE ACCESSORY DRIVE BELTS

7 - 43

BELT SCHEMATICS
Models are available with either a 2.5L four-cylinder engine, a 3.9L six-cylinder (V-6) engine or a 5.2L
eight-cylinder (V-8) engine. Refer to Figs. 2, 3 or 4 for
accessory drive belt routing.

Fig. 4 Belt Routing3.9L/5.2L Engine


power steering assist, loss of air conditioning capacity, reduced generator output rate and greatly reduced belt life.

Fig. 2 Belt RoutingGenerator, A/C and Power


Steering2.5L Engine

Fig. 3 Belt RoutingGenerator and Power


Steering2.5L Engine

BELT TENSION
ALL ENGINES
Correct accessory drive belt tension is required to
be sure of optimum performance of belt driven engine
accessories. If specified tension is not maintained,
belt slippage may cause; engine overheating, lack of

2.5L 4-CYLINDER ENGINE ONLY


There are different gauges for checking Poly-V serpentine (multi-ribbed) belts and conventional V-belts.
Use correct gauge when checking belt tension. Place
gauge in middle of section of belt being used to check
tension. The gauge can only contact belt or a false
reading may result. The edge of belt must be against
stops on belt tension gauge. Release gauge handle
rapidly for correct reading. Refer to the Belt Tension
chart in the Specifications section at end of this
group for tension specifications. A belt is considered used after 15 minutes of use.
3.9L/5.2L ENGINE ONLY
It is not necessary to adjust belt tension on 3.9L
(V-6) or 5.2L (V-8) engine. The engine is equipped
with an automatic belt tensioner (Fig. 5). The tensioner maintains correct belt tension at all times. For
other tensioner information and removal/installation
procedures, refer to Automatic Belt Tensioner3.9L/
5.2L Engine proceeding in this group. Due to use of
this belt tensioner, do not attempt to use a belt tension gauge on 3.9L/5.2L engines.

BELT REMOVAL/INSTALLATION
GENERATOR BELT2.5L ENGINE
REMOVAL
(1) Disconnect negative battery cable from battery.
(2) Loosen generator mounting bolt (Fig. 6).

7 - 44

ENGINE ACCESSORY DRIVE BELTS


(3) Tighten adjusting screw to set belt tension. Refer to the Belt Tension chart in the Specifications section at the end of this group for tension
specifications.
(4) Connect negative battery cable to battery.
Tighten cable terminal bolt to 12 Nzm (100 in. lbs.)
torque.

AIR CONDITIONING BELT2.5L ENGINE


(1) Disconnect negative battery cable from battery.
(2) Loosen idler bracket pivot screw and locking
screws (Fig. 7) to remove or replace air conditioning
belt. The lower locking screw must be removed to remove/install belt.

Fig. 5 Automatic Belt Tensioner3.9L/5.2L Engine


(3) Loosen adjusting screw locknut.
(4) Loosen adjusting screw (Fig. 6).
(5) Remove belt.

Fig. 7 Air Conditioning Belt2.5L Engine


(3) Use the weld nut on idler bracket to adjust belt
tension. Refer to Belt Tension chart in the Specifications section at the end of this group for tension
specifications.
(4) Tighten locking screws first and then pivot
screw to 54 Nzm (40 ft. lbs.) torque.
(5) Connect negative battery cable to battery.
Tighten cable terminal bolt to 12 Nzm (100 in. lbs.)
torque.

Fig. 6 Generator Belt2.5L 4-Cylinder Engine


INSTALLATION
(1) Install belt to pulleys. Refer to (Figs. 2 or 3) for
2.5L engine belt routing.
(2) Tighten mounting bolt to 54 Nzm (40 ft. lbs.). If
pivot bolt was loosened, tighten to 54 Nzm (40 ft. lbs.)
torque.

POWER STEERING BELT2.5L ENGINE


(1) Disconnect negative battery cable from battery.
(2) Loosen locking screw (Fig. 8).
(3) Loosen pivot bolt (Fig. 8).
(4) Loosen pivot nut at rear of power steering
pump.
(5) Remove or replace power steering belt.
(6) The power steering pump adjusting bracket is
equipped with a 1/2 inch square hole. Insert a 1/2
inch drive breaker bar into opening and adjust belt

ENGINE ACCESSORY DRIVE BELTS

Fig. 8 Power Steering Belt2.5L Engine


tension. Refer to the Belt Tension chart in the Specifications section at the end of this group for belt
specifications.
(7) Tighten lock screw to 54 Nzm (40 ft. lbs.)
torque.
(8) Tighten pivot bolt and nut to 54 Nzm (40 ft.
lbs.) torque.
(9) Connect negative battery cable to battery.
Tighten cable terminal bolt to 12 Nzm (100 in. lbs.)
torque.

SERPENTINE BELT3.9L/5.2L ENGINE


REMOVAL
Drive belts on both 3.9L and 5.2L engines are
equipped with a spring loaded automatic belt tensioner (Fig. 9). This belt tensioner will be used on all
belt configurations, such as with or without power
steering or air conditioning. For more information,
refer to Automatic Belt Tensioner3.9L/5.2L Engines, proceeding in this group.
(1) Attach a socket/wrench to pulley mounting bolt
of automatic tensioner (Fig. 9).
(2) Rotate tensioner assembly clockwise (as viewed
from front) until tension has been relieved from belt.
(3) Remove belt from idler pulley first.
(4) Remove belt from vehicle.
INSTALLATION
CAUTION: When installing serpentine accessory
drive belt, belt must be routed correctly. If not, engine may overheat due to water pump rotating in
wrong direction. Refer to (Fig. 4) for correct 3.9L/

7 - 45

Fig. 9 Automatic Belt TensionerBelt Removal/


Installation
5.2L engine belt routing. The correct belt with correct length must be used.
(1) Position drive belt over all pulleys except idler
pulley. This pulley is located between generator and
A/C compressor.
(2) Attach a socket/wrench to pulley mounting bolt
of automatic tensioner (Fig. 9).
(3) Rotate socket/wrench clockwise. Place belt over
idler pulley. Let tensioner rotate back into place. Remove wrench. Be sure belt is properly seated on all
pulleys.
(4) Check belt indexing marks. Refer to the proceeding Automatic Belt Tensioner3.9L/5.2L Engine
for more belt information.

AUTOMATIC BELT TENSIONER3.9L/5.2L ENGINE


Drive belts on both 3.9L and 5.2L engines are
equipped with a spring loaded automatic belt tensioner (Figs. 9 and 10). This belt tensioner will be
used with all belt configurations. Such as with or
without power steering or air conditioning.
The tensioner is equipped with an indexing arrow
(Fig. 10) on back of tensioner and an indexing mark
on tensioner housing. If a new belt is being installed,
arrow must be within approximately 3 mm (1/8 in.)
of indexing mark (Point BFig. 10). Belt is considered new if it has been used 15 minutes or less. If
this specification cannot be met, check for:
The wrong belt being installed (incorrect length/
width)

7 - 46

ENGINE ACCESSORY DRIVE BELTS


(6) Remove ignition coil from coil mounting bracket
(two bolts). Do not remove coil mounting bracket
from cylinder head.
(7) Remove tensioner assembly from mounting
bracket (one nut) (Fig. 10).
WARNING: BECAUSE OF HIGH SPRING PRESSURE, DO NOT ATTEMPT TO DISASSEMBLE AUTOMATIC TENSIONER. UNIT IS SERVICED AS AN
ASSEMBLY (EXCEPT FOR PULLEY).
(8) Remove pulley bolt. Remove pulley from tensioner.

INSTALLATION
(1) Install pulley and pulley bolt to tensioner.
Tighten bolt to 61 Nzm (45 ft. lbs.).
(2) Install tensioner assembly to mounting bracket.
An indexing tab is located on back of tensioner. Align
this tab to slot in mounting bracket. Tighten nut to
67 Nzm (50 ft. lbs.).
(3) Connect all wiring to ignition coil.
(4) Install coil to coil bracket. If nuts and bolts are
used to secure coil to coil bracket, tighten to 11 Nzm
(100 in. lbs.) torque. If coil mounting bracket has
been tapped for coil mounting bolts, tighten bolts to 5
Nzm (50 in. lbs.) torque.

Fig. 10 Automatic Belt Tensioner/Pulley Assembly


3.9L/5.2L Engine

CAUTION: To prevent damage to coil case, coil


mounting bolts must be torqued.

Worn bearings on an engine accessory (A/C compressor, power steering pump, water pump, idler pulley or generator)
A pulley on an engine accessory being loose
Misalignment of an engine accessory
Belt incorrectly routed. Refer to (Fig. 4)
A used belt should be replaced if tensioner indexing
arrow has moved beyond point A (Fig. 10).

(5) Position drive belt over all pulleys except idler


pulley (located between generator and A/C compressor).

REMOVAL
(1) Attach a socket/wrench to mounting bolt of automatic tensioner pulley bolt (Fig. 9).
(2) Rotate tensioner assembly clockwise (as viewed
from front) until tension has been relieved from belt.
(3) Remove belt from idler pulley first.
(4) Remove belt from other pulleys.
(5) Disconnect wiring and secondary cable from ignition coil.

CAUTION: When installing serpentine accessory


drive belt, belt must be routed correctly. If not, engine may overheat due to water pump rotating in
wrong direction. Refer to (Fig. 4) for correct 3.9L/
5.2L engine belt routing. The correct belt with correct length must be used
(6) Attach a socket/wrench to pulley mounting bolt
of automatic tensioner (Fig. 9).
(7) Rotate socket/wrench clockwise. Place belt over
idler pulley. Let tensioner rotate back into place. Remove wrench. Be sure belt is properly seated on all
pulleys.
(8) Check belt indexing marks.

ENGINE BLOCK HEATERS

7 - 47

ENGINE BLOCK HEATERS


GENERAL INFORMATION
DESCRIPTION AND OPERATION
An optional engine block heater is available with
for all models. The heater is equipped with a power
cord. The cord is attached to an engine compartment
component with tie-straps. The heater warms the engine providing easier engine starting and faster
warm-up in low temperatures. The heater is mounted
in a core hole of the engine cylinder block in place of
a freeze plug with the heating element immersed in
engine coolant. Connect power cord to a grounded
110-120 volt AC electrical outlet with a grounded,
three wire extension cord.
WARNING: DO NOT OPERATE ENGINE UNLESS
BLOCK HEATER CORD HAS BEEN DISCONNECTED
FROM POWER SOURCE AND SECURED IN PLACE.
THE POWER CORD MUST BE SECURED IN ITS RETAINING CLIPS AND ROUTED AWAY FROM EXHAUST MANIFOLDS AND MOVING PARTS.

REMOVAL
(1) Disconnect negative battery cable from battery.
(2) Drain coolant from radiator and cylinder block.
Refer to Draining Cooling System in this group.
(3) Remove power cord from block heater (Fig. 1).
(4) Loosen screw at center of block heater. Remove
heater assembly.
INSTALLATION
(1) Thoroughly clean cylinder block core hole and
block heater seat.
(2) Insert block heater assembly with element loop
pointing down.
(3) With block heater fully seated, tighten center
screw to 2 Nzm (17 in. lbs.) torque.
(4) Fill cooling system with recommended coolant.
Refer to Filling Cooling System section in this group.
(5) Start and warm the engine. Check for leaks.

Fig. 1 Block Heater Removal/Installation

7 - 48

COOLING SYSTEM SPECIFICATIONS


SPECIFICATIONS

GENERAL INFORMATION
The following specifications are published from the
latest information available at the time of publication. If anything differs between the specifications found on the Vehicle Emission Control
Information (VECI) label and the following
specifications, use specifications on VECI label.
The VECI label is located in the engine compartment. Refer to Group 25, Emission System for more
information on the VECI label.

COOLANT CAPACITIES

ACCESSORY DRIVE BELT TENSION

TORQUE

ELECTRICAL

8A - 1

ELECTRICAL
GROUP INDEX
Group

AUDIO SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . .
BATTERY/STARTER/GENERATOR SERVICE . . . .
BATTERY/STARTING/CHARGING SYSTEMS
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . .
CHIME/BUZZER WARNING SYSTEMS . . . . . . . .
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . . . . .
INSTRUMENT PANEL AND GAUGES . . . . . . . . .
LAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OVERHEAD CONSOLE . . . . . . . . . . . . . . . . . . . .

8F
8B
8A
8U
8G
8D
8E
8L
8C

Group

POWER LOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . 8P
POWER MIRRORS . . . . . . . . . . . . . . . . . . . . . . . 8T
POWER WINDOWS . . . . . . . . . . . . . . . . . . . . . . . 8S
RESTRAINT SYSTEMS . . . . . . . . . . . . . . . . . . . 8M
TURN SIGNAL AND HAZARD WARNING
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J
VEHICLE SPEED CONTROL SYSTEM . . . . . . . . . 8H
WIPER AND WASHER SYSTEMS . . . . . . . . . . . . 8K
WIRING DIAGRAMS . . . . . . . . . . . . . . . . . . . . . 8W

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS


CONTENTS
page

page

BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . 17
IGNITION-OFF DRAW . . . . . . . . . . . . . . . . . . . . 10

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 22
STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 11
USING ON-BOARD DIAGNOSTIC SYSTEM . . . . 21

GENERAL INFORMATION
The battery, starting, and charging systems operate
with one another; therefore, they must be tested as a
complete system. In order for the vehicle to start and
charge properly, all of the components involved in
these systems must perform within specifications.
Group 8A covers battery, starting (Fig. 1) and
charging (Fig. 2) system diagnostic procedures. These
procedures include the most basic conventional diag-

Fig. 1 Starting System Components (Typical)

nostic methods, to On-Board Diagnostics (OBD) built


into the Powertrain Control Module (PCM). Use of an
induction milliamp ammeter, volt/ohmmeter, battery
charger, carbon pile rheostat (load tester), and 12volt test lamp will be required.
All OBD-sensed systems are monitored by the
PCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The PCM will store a DTC in
electronic memory for any failure it detects. See Using On-Board Diagnostic System in this group for
more information.

8A - 2

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

Fig. 2 Charging System Components (Typical)

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

8A - 3

BATTERY
GENERAL INFORMATION
The storage battery is a device used to store electrical
energy potential in a chemical form. When an electrical
load is applied to the battery terminals, an electrochemical reaction occurs within the battery. This reaction
causes the battery to discharge electrical current.
The battery is made up of 6 individual cells that
are connected in series. Each cell contains positively
charged plate groups made of lead oxide, and negatively charged plate groups made of sponge lead.
These dissimilar metal plates are submerged in a
sulfuric acid and water solution called electrolyte.
As the battery discharges, a gradual chemical change
takes place within each cell. The sulfuric acid in the
electrolyte combines with the plate materials, causing
both plates to change to lead sulfate. At the same time,
oxygen from the positive plate material combines with
hydrogen from the sulfuric acid, causing the electrolyte
to become mainly water.
The chemical changes within the battery are caused
by movement of excess or free electrons between the
positive and negative plate groups. This movement of
electrons produces a flow of electrical current through
the load device attached to the battery terminals.
As the plate materials become more similar chemically, and the electrolyte becomes less acid, the voltage potential of each cell is reduced. However, by
charging the battery with a voltage higher than that
of the battery, the process is reversed.
Charging the battery gradually changes the sulfated
lead plates back into sponge lead and lead oxide, and
the water back into sulfuric acid. This action restores
the difference in electron charges deposited on the
plates, and the voltage potential of the battery cells.
For a battery to remain useful, it must be able to
produce high-amperage current over an extended period. A battery must also be able to accept a charge,
so that its voltage potential may be restored.
In addition to producing and storing electrical energy, the battery serves as a capacitor or voltage stabilizer for the vehicle electrical system. It absorbs
abnormal or transient voltages caused by switching
of any of the vehicles electrical components.
The battery is vented to release excess gas that is
created when the battery is being charged or discharged. However, even with these vents, hydrogen
gas can collect in or around the battery. If hydrogen
gas is exposed to flame or sparks, it can ignite.
If the electrolyte level is low, the battery could arc internally and explode. If the battery is equipped with removable cell caps, add distilled water whenever the
electrolyte level is below the top of the plates. If the battery cell caps cannot be removed, the battery must be
replaced if the electrolyte level is low.

WARNING: DO NOT ATTEMPT TO ASSIST BOOST,


CHARGE, OR TEST BATTERY WHEN ELECTROLYTE LEVEL IS BELOW THE TOP OF THE PLATES.
PERSONAL INJURY MAY OCCUR.

BATTERY RATINGS
Currently, there are 2 commonly accepted methods for
rating and comparing battery performance. These ratings are called Cold Cranking Amperage (CCA), and Reserve Capacity (RC). Be certain that a replacement
battery has CCA and RC ratings that equal or exceed
the original equipment specification for the vehicle being serviced. See Battery Classifications and Ratings
charts in Specifications at the back of this group.
COLD CRANKING AMPERAGE
The Cold Cranking Amperage (CCA) rating specifies how much current (in amperes) the battery can
deliver for 30 seconds at -17.7C (0F). Terminal voltage must not fall below 7.2 volts during or after the
30 second discharge. The CCA required is generally
higher as engine displacement increases, depending
also upon the starter current draw requirements.
RESERVE CAPACITY
The Reserve Capacity (RC) rating specifies the
time (in minutes) it takes for battery terminal voltage to fall below 10.2 volts at a discharge rate of 25
amps. RC is determined with the battery fullycharged at 26.7C (80F). This rating estimates how
long the battery might last after a charging system
failure, under minimum electrical load.

DIAGNOSIS
The battery must be completely charged and the
top, posts, and terminal clamps should be properly
cleaned before diagnostic procedures are performed.
Refer to Group 8B - Battery/Starter/Generator Service for more information.
The condition of a battery is determined by two criteria:
(1) State-Of-Charge This can be determined by
viewing the built-in test indicator, by checking specific gravity of the electrolyte (hydrometer test), or by
checking battery voltage (open circuit voltage test).
(2) Cranking Capacity This can be determined by
performing a battery load test, which measures the ability of the battery to supply high-amperage current.
If the battery has a built-in test indicator, use this
test first. If it has no test indicator, but has removable cell caps, perform the hydrometer test first. If
cell caps are not removable, or a hydrometer is not
available, perform the open circuit voltage test first.
The battery must be charged before proceeding
with a load test if:

8A - 4

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

the built-in test indicator has a black or dark color


visible
the temperature corrected specific gravity is less
than 1.235
the open circuit voltage is less than 12.4 volts.
A battery that will not accept a charge is faulty
and further testing is not required. A battery that is
fully-charged, but does not pass the load test is
faulty and must be replaced.
Completely discharged batteries may take
several hours to accept a charge. See Charging
Completely Discharged Battery.
A battery is fully-charged when:
all cells are gassing freely during charging
a green color is visible in the sight glass of the
built-in test indicator
three corrected specific gravity tests, taken at 1-hour
intervals, indicate no increase in specific gravity
open circuit voltage is 12.4 volts or greater.

ABNORMAL BATTERY DISCHARGING


Any of the following conditions can result in abnormal battery discharging:
(1) Corroded battery posts and terminals.
(2) Loose or worn generator drive belt.
(3) Electrical loads that exceed the output of the
charging system, possibly due to equipment installed
after manufacture or repeated short trip use.
(4) Slow driving speeds (heavy traffic conditions) or prolonged idling with high-amperage draw systems in use.
(5) Faulty circuit or component causing excessive
ignition-off draw. See Ignition-Off Draw in this group
for diagnosis.
(6) Faulty charging system.
(7) Faulty or incorrect battery.
BUILT-IN TEST INDICATOR
A test indicator (hydrometer) built into the top of
the battery case, provides visual information for battery testing (Fig. 1). It is important when using the
test indicator that the battery be level and have a
clean sight glass to see correct indications. Additional
light may be required to view indicator.
WARNING: DO NOT USE OPEN FLAME AS A SOURCE
OF ADDITIONAL LIGHT FOR VIEWING TEST INDICATOR. EXPLOSIVE HYDROGEN GAS MAY BE PRESENT
IN THE AREA SURROUNDING BATTERY.
Like a hydrometer, the built-in test indicator measures the specific gravity of the electrolyte. Specific
gravity will indicate battery state-of-charge. However, the test indicator will not indicate cranking capacity of the battery. See Load Test in this group for
more information.
Look into the sight glass and note the color of the
indicator (Fig. 2). Refer to the following description,
as the color indicates:

Fig. 1 Built-In Test Indicator


GREENindicates 75% to 100% state-of-charge.
The battery is adequately charged for further testing or return to use. If the vehicle will not crank for
a minimum of 15 seconds with a fully-charged battery, perform Load Test.
BLACK OR DARKindicates 0% to 75% state-ofcharge.
The battery is inadequately charged and must be
charged until green indicator (Fig. 2) is visible in
sight glass (12.4 volts or more) before the battery is
tested further or returned to use. See Abnormal Battery Discharging in this group to diagnose cause of
discharged condition.

Fig. 2 Built-In Test Indicator Sight Glass


YELLOW OR BRIGHTindicates low electrolyte
level.
The electrolyte level in the battery is below test indicator (Fig. 2). A maintenance-free battery with nonremovable cell caps must be replaced if electrolyte
level is low. Water can be added to a low-maintenance battery with removable cell caps. A low electrolyte level may be caused by an over-charging
condition. See Charging System in this group to diagnose an over-charging condition.
WARNING: DO NOT ATTEMPT TO CHARGE, TEST,
OR ASSIST BOOST BATTERY WHEN YELLOW OR
BRIGHT COLOR IS VISIBLE IN SIGHT GLASS OF
TEST INDICATOR. LOW ELECTROLYTE LEVEL CAN
ALLOW BATTERY TO ARC INTERNALLY AND EXPLODE. PERSONAL INJURY MAY OCCUR.

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS


BATTERY DIAGNOSIS

8A - 5

8A - 6

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

HYDROMETER TEST
The hydrometer test reveals the battery state-ofcharge by measuring the specific gravity of the electrolyte. This test cannot be performed on batteries
with non-removable cell caps. If battery has non-removable cell caps, see Built-In Test Indicator or Open
Circuit Voltage Test.
Specific gravity is a comparison of the density of
the electrolyte to the density of pure water. Pure water has a specific gravity of 1.000, and sulfuric acid
has a specific gravity of 1.835. Sulfuric acid makes
up approximately 35% of the electrolyte by weight, or
24% by volume.
In a fully-charged battery the electrolyte will have
a temperature corrected specific gravity of 1.260 to
1.290. However, a specific gravity of 1.235 or above is
satisfactory for battery load testing and/or return to
service.
Before testing, visually inspect battery for any
damage (cracked case or cover, loose posts, etc.) that
would cause the battery to be faulty. Then remove
cell caps and check electrolyte level. Add distilled water if electrolyte level is below the top of the battery
plates.
To use the hydrometer correctly, hold it with the
top surface of the electrolyte at eye level. Refer to the
hydrometer manufacturers instructions for correct
use of hydrometer. Remove only enough electrolyte
from the battery so the float is off the bottom of the
hydrometer barrel with pressure on the bulb released.
Exercise care when inserting the tip of the hydrometer into a cell to avoid damaging the plate separators. Damaged plate separators can cause premature
battery failure.
Hydrometer floats are generally calibrated to indicate the specific gravity correctly only at 26.7C
(80F). When testing the specific gravity at any other
temperature, a correction factor is required.
The correction factor is approximately a specific
gravity value of 0.004, referred to as 4 points of specific gravity. For each 5.5C above 26.7C (10F above
80F), add 4 points. For each 5.5C below 26.7C
(10F below 80F), subtract 4 points. Always correct
the specific gravity for temperature variation. Test
the specific gravity of the electrolyte in each battery
cell.
Example: A battery is tested at -12.2C (10F) and
has a specific gravity of 1.240. Determine the actual
specific gravity as follows:
(1) Determine the number of degrees above or below 26.7C (80F):
26.6C - -12.2C = 38.8C (80F - 10F = 70F)
(2) Divide the result from step 1 by 5.5 (10):
38.8C/5.5 = 7 (70F/10 = 7)

(3) Multiply the result from step 2 by the temperature correction factor (0.004):
7 x 0.004 = 0.028
(4) The temperature at testing was below 26.7C
(80F); therefore, the temperature correction is subtracted:
1.240 - 0.028 = 1.212
The corrected specific gravity of the battery in this
example is 1.212.
If the specific gravity of all cells is above 1.235, but
variation between cells is more than 50 points
(0.050), the battery should be replaced.
If the specific gravity of one or more cells is less
than 1.235, charge the battery at a rate of approximately 5 amperes. Continue charging until 3 consecutive specific gravity tests, taken at 1-hour intervals,
are constant. If the cell specific gravity variation is
more than 50 points (0.050) at the end of the charge
period, replace the battery.
When the specific gravity of all cells is above 1.235,
and cell variation is less than 50 points (0.050), the
battery may be load tested.

OPEN CIRCUIT VOLTAGE TEST


A battery open circuit voltage (no load) test will
show state-of-charge of a battery. This test can be
used in place of the hydrometer test if a hydrometer
is not available, or for maintenance-free batteries
with non-removable cell caps.
Before proceeding with this test or load test,
completely charge battery as described in Battery Charging in this group.
Test battery open circuit voltage as follows:
(1) Before measuring open circuit voltage the surface charge must be removed from the battery. Turn
headlamps on for 15 seconds, then allow up to 5 minutes for voltage to stabilize.
(2) Remove both battery cables, negative first.
(3) Using a voltmeter connected to the battery
posts (refer to instructions provided with voltmeter)
measure open circuit voltage (Fig. 3).

Fig. 3 Testing Open Circuit Voltage

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

8A - 7

See Open Circuit Voltage chart. This voltage reading will indicate state-of-charge, but will not reveal
cranking capacity. If a battery has an open circuit
voltage reading of 12.4 volts or greater, it may be
load tested. A battery that will not endure a load test
is faulty and must be replaced.

OPEN CIRCUIT VOLTAGE

Fig. 5 Volt-Ammeter-Load Tester Connections


(3) Rotate the load control knob (carbon pile rheostat) to apply a 300 amp load for 15 seconds, then return the control knob to OFF (Fig. 6). This will
remove the surface charge from the battery.

LOAD TEST
A battery load test will verify battery cranking capacity. The test is based on the Cold Cranking Amperage (CCA) rating of the battery. See Battery
Classifications and Ratings chart in Specifications, at
the back of this group.
WARNING: IF BATTERY SHOWS SIGNS OF FREEZING, LEAKING, LOOSE POSTS, OR LOW ELECTROLYTE LEVEL, DO NOT LOAD TEST. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
Before performing load test, the battery must
be FULLY-CHARGED.
(1) Remove both battery cables, negative first. Battery top and posts should be clean.
(2) Connect a suitable volt-ammeter-load tester
(Fig. 4) to the battery posts (Fig. 5). Refer to operating instructions provided with the tester being used.
Check the open circuit voltage (no load) of the battery. Open circuit voltage must be 12.4 volts or
greater.

Fig. 4 Volt-Amps-Load Tester (Typical)

Fig. 6 Remove Surface Charge from Battery


(4) Allow the battery to stabilize to open circuit
voltage. It may take up to 5 minutes for voltage to
stabilize.
(5) Rotate the load control knob to maintain a load
equal to 50% of CCA rating (Fig. 7). After 15 seconds,
record the loaded voltage reading, then return the
load control knob to OFF.

Fig. 7 Load 50% CCA Rating - Note Voltage

8A - 8

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

(6) Voltage drop will vary with battery temperature at the time of the load test. Battery temperature
can be estimated by the ambient temperature over
the past several hours. If the battery has been
charged, boosted, or loaded a few minutes prior to
test, the battery will be somewhat warmer. See Load
Test Temperature chart for proper loaded voltage
reading.
(7) If the voltmeter reading falls below 9.6 volts, at
a minimum battery temperature of 21C (70F), replace the battery.

electrical system components. Do not exceed 16.0


volts while charging battery.
Battery electrolyte will bubble inside battery case
during normal battery charging. If the electrolyte
boils, or is discharged from the vent holes while
charging, immediately reduce charging rate or turn
OFF charger and evaluate battery condition.
Battery should not be hot to the touch. If the
battery feels hot to the touch, turn OFF
charger and let battery cool before continuing
charging operation.
Some battery chargers are equipped with polarity
sensing circuitry. This circuitry protects the charger
and/or battery from being damaged if improperly connected.
If the battery state-of-charge is too low for the polarity sensing circuitry to detect, the charger will not
operate. This makes it appear that the battery will
not accept charging current. Refer to instructions
provided with the battery charger being used to bypass the polarity sensing circuitry.

BATTERY CHARGING TIME TABLE

BATTERY CHARGING
A battery is fully-charged when:
all cells are gassing freely during charging
a green color is visible in sight glass of built-in
test indicator
three corrected specific gravity tests, taken at
1-hour intervals, indicate no increase in specific gravity
open circuit voltage is 12.4 volts or above.
WARNING: DO NOT ASSIST BOOST OR CHARGE A
BATTERY THAT HAS LOW ELECTROLYTE LEVEL
OR IS FROZEN. BATTERY MAY ARC INTERNALLY
AND EXPLODE.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND BATTERY. DO NOT SMOKE, USE
FLAME, OR CREATE SPARKS NEAR BATTERY.
WARNING: POISONOUS AND CAUSTIC. BATTERY
CONTAINS SULFURIC ACID. AVOID CONTACT WITH
SKIN, EYES, OR CLOTHING. IN EVENT OF CONTACT, FLUSH WITH WATER AND CALL PHYSICIAN
IMMEDIATELY. KEEP OUT OF REACH OF CHILDREN.
CAUTION: Always disconnect the battery negative
cable before charging battery to avoid damage to

After the battery has been charged to 12.4 volts or


greater, perform a load test to determine cranking
capacity. If the battery will endure a load test, return
the battery to use. If the battery will not endure a
load test, it must be replaced.
Clean and inspect battery holddowns, tray, terminals, posts, and top before completing service. Refer
to Group 8B - Battery/Starter/Generator Service for
more information.

CHARGING TIME REQUIRED


The time required to charge a battery will vary, depending upon the following factors:
(1) Battery CapacityA completely discharged
heavy-duty battery requires twice the recharging
time of a small capacity battery.
WARNING: NEVER EXCEED 20 AMPS WHEN
CHARGING A COLD (-1C/30F) BATTERY. PERSONAL INJURY MAY RESULT.
(2) TemperatureA longer time will be needed to
charge a battery at -18C (0F) than at 27C (80F).

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS


When a fast charger is connected to a cold battery,
current accepted by the battery will be very low at
first. As the battery warms, it will accept a higher
charging current rate.
(3) Charger CapacityA charger that supplies
only 5 amperes will require a longer charging time. A
charger that supplies 20 amperes or more requires a
shorter charging time.
(4) State-Of-ChargeA completely discharged
battery requires more charging time than a partially
discharged battery. Electrolyte is nearly pure water
in a completely discharged battery. At first, the
charging current (amperage) will be low. As the battery charges, the specific gravity of the electrolyte
will gradually rise.

CHARGING COMPLETELY DISCHARGED


BATTERY
The following procedure should be used to recharge
a completely discharged battery. Unless this procedure is properly followed, a good battery may be
needlessly replaced.
(1) Measure voltage at battery posts with a voltmeter, accurate to 1/10 (0.10) volt (Fig. 8). If the reading
is below 10 volts, the charge current will be low. It
could take some time before the battery accepts a
current greater than a few milliamperes. Such low
current may not be detectable on ammeters built into
many chargers.
(2) Disconnect battery negative cable. Connect
charger leads. Some battery chargers are equipped
with polarity sensing circuitry. This circuitry protects
the charger and/or battery from being damaged if improperly connected. If the battery state-of-charge is
too low for the polarity sensing circuitry to detect,
the charger will not operate. This makes it appear
that the battery will not accept charging current. Refer to the instructions provided with the battery
charger to bypass the polarity sensing circuitry.

8A - 9

Fig. 8 Voltmeter Accurate to 1/10 Volt Connected


(3) Battery chargers vary in the amount of voltage
and current they provide. The amount of time required for a battery to accept measurable charger
current at various voltages is shown in Charge Rate
chart. If charge current is still not measurable at end
of charging times, the battery should be replaced. If
charge current is measurable during charging time,
the battery may be good and charging should be completed in the normal manner.

CHARGE RATE

8A - 10

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS


IGNITION-OFF DRAW

GENERAL INFORMATION
Ignition-Off Draw (IOD) refers to power being
drained from the battery with the ignition switch
turned OFF. A normal vehicle electrical system will
draw from 5 to 20 milliamps (0.005 - 0.020 amps).
This is with the ignition switch in the OFF position,
and all non-ignition controlled circuits in proper
working order. The 20 milliamps are needed to supply PCM memory, digital clock memory, and electronically-tuned radio memory.
A vehicle that has not been operated for approximately 20 days, may discharge the battery to an inadequate level. When a vehicle will not be used for
20 days or more (stored), remove the IOD fuse in the
Power Distribution Center (PDC). This will reduce
battery discharging.
Excessive battery drain can be caused by:
electrical items left on
faulty or improperly adjusted switches
internally shorted generator
intermittent shorts in the wiring.
If the IOD is over 20 milliamps, the problem must
be found and corrected before replacing a battery. In
most cases, the battery can be charged and returned
to service.

DIAGNOSIS
Testing for high-amperage IOD must be performed first to prevent damage to most milliamp meters.
(1) Verify that all electrical accessories are off.
Turn off all lamps, remove ignition key, and close all
doors. If the vehicle is equipped with illuminated entry or electronically-tuned radio, allow the systems to
automatically shut off (time out). This may take up
to 3 minutes.
(2) Determine that the underhood lamp is operating properly, then disconnect or remove bulb.
(3) Disconnect negative cable from battery.
(4) Connect a typical 12-volt test lamp (low-wattage bulb) between the negative cable clamp and the
battery negative terminal. Make sure that the doors
remain closed so that illuminated entry is not activated.

The test lamp may light brightly for up to 3 minutes, or may not light at all, depending upon the vehicles electrical equipment. The term brightly, as
used throughout the following tests, implies the
brightness of the test lamp will be the same as if it
were connected across the battery.
The test lamp must be securely clamped to the negative cable clamp and battery negative terminal. If
the test lamp becomes disconnected during any part
of the IOD test, the electronic timer function will be
activated and all tests must be repeated.
(5) After 3 minutes the test lamp should turn off
or be dimly lit, depending upon the vehicles electrical equipment. If the test lamp remains brightly lit,
do not disconnect it. Remove each fuse or circuit
breaker (refer to Group 8W - Wiring Diagrams) until
test lamp is either off or dimly lit. This will isolate
each circuit and identify the source of the high-amperage draw.
If the test lamp is still brightly lit after disconnecting each fuse and circuit breaker, disconnect the wiring harness from the generator. If test lamp now
turns off or is dimly lit, see Charging System in this
group to diagnose faulty generator. Do not disconnect
the test lamp.
After high-amperage IOD has been corrected, lowamperage IOD may be checked. It is now safe to install a milliamp meter to check for low-amperage
IOD.
(6) With test lamp still connected securely, clamp a
milliamp meter between battery negative terminal
and negative cable clamp.
Do not open any doors or turn on any electrical accessories with the test lamp disconnected
or the milliamp meter may be damaged.
(7) Disconnect test lamp. Observe milliamp meter.
The current draw should not exceed 0.020 amp. If
draw exceeds 20 milliamps, isolate each circuit by removing circuit breakers and fuses. The milliamp
meter reading will drop when the source of the draw
is disconnected. Repair this circuit as necessary,
whether a wiring short, incorrect switch adjustment
or a component failure is found.

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

8A - 11

STARTING SYSTEM
GENERAL INFORMATION
The starting system (Fig. 1) consists of:
ignition switch
starter relay
park/neutral position switch (automatic transmission)
clutch pedal position switch (manual transmission)
wiring harness and connections
battery
starter with an integral solenoid.

Fig. 1 Starting System Components (Typical)


Following is a general description of the major
starting system components. Refer to Group 8W Wiring Diagrams for complete circuit descriptions
and diagrams.
These components form 2 separate circuits. A highamperage feed circuit that feeds the starter up to
300+ amps, and a low-amperage control circuit that
operates on less than 20 amps.
If the vehicle is equipped with an automatic transmission, battery voltage is supplied through the lowamperage control circuit to the coil battery terminal
of the starter relay when the ignition switch is
turned to the START position. If the vehicle is
equipped with a manual transmission, it also has a
clutch pedal position switch. The clutch pedal position switch supplies battery voltage to the coil bat-

tery terminal of the starter relay only if the clutch


pedal is depressed while the ignition switch is turned
to the START position.
If the vehicle is equipped with an automatic transmission, the park/neutral position switch provides a
ground path to the starter relay coil ground terminal.
This switch provides ground only with the transmission in NEUTRAL or PARK. If the vehicle is
equipped with a manual transmission, the starter relay coil ground terminal is always grounded.
With the starter relay coil now energized, the normally open relay contacts close. The relay contacts
connect the relay common feed terminal to the relay
normally open terminal. The closed relay contacts energize the starter solenoid coil windings.
The energized solenoid coils pull-in and hold-in the
solenoid plunger. The solenoid plunger pulls the shift
lever in the starter. This engages the starter overrunning clutch and pinion gear with the flywheel/drive
plate ring gear.
As the solenoid plunger reaches the end of its
travel, the solenoid contact disc completes the highamperage starter feed circuit. Current now flows between the solenoid battery terminal and the starter
motor, energizing the starter.
Once the engine starts, the overrunning clutch protects the starter from damage by allowing the starter
pinion gear to spin faster than the pinion shaft.
When the driver releases the ignition switch to the
ON position the starter relay coil is de-energized.
This causes the relay contacts to open. When the relay contacts open, the starter solenoid coil is de-energized.
When the solenoid coil is de-energized, the solenoid
plunger return spring returns the plunger to its relaxed position. This causes the contact disc to open
the starter feed circuit, and the shift lever to disengage the overrunning clutch and pinion gear from the
ring gear.
The starter motor and solenoid are serviced only as
a complete assembly. If either component fails, the
entire assembly must be replaced.

DIAGNOSIS
Before removing any unit from the starting system
for repair, perform the following inspections:

INSPECTION
BATTERY INSPECTION
To determine condition of the battery, see Battery
in this group.

8A - 12

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

WIRING INSPECTION
Inspect wiring for damage. Inspect all connections
at:
starter solenoid
park/neutral position switch (automatic transmission)
clutch pedal position switch (manual transmission)
ignition switch
starter relay
battery (including all ground connections).
Clean, tighten and repair all connections as required.
SOLENOID, RELAY AND SWITCH INSPECTIONS
Inspect the solenoid, relay and ignition switch to
determine their condition. Also, if equipped with automatic transmission, inspect condition of the park/
neutral position switch. If equipped with manual
transmission, inspect condition of the clutch pedal
position switch. Testing information can be found in
the following pages.

COLD CRANKING TEST


(1) Battery must be fully-charged and load tested
before proceeding. See Battery, in this group.
(2) Connect a suitable volt-ampere tester to the
battery terminals (Fig. 2). Refer to the operating instructions provided with the tester being used.

(a) If voltage reads above 9.6 volts and amperage


draw reads above specifications, see Feed Circuit
Tests.
(b) If voltage reads 12.5 volts or greater and amperage reads below specifications, see Control Circuit Tests.
A cold engine will increase starter current
and reduce battery voltage.

FEED CIRCUIT TESTS


The starter feed circuit tests (voltage drop method)
will determine if there is excessive resistance in the
high-amperage circuit. When performing these tests,
it is important that the voltmeter be connected properly. Connect voltmeter leads to the terminals that
the cable connectors or clamps are attached to, not to
the cable connectors or clamps. For example: When
testing between the battery and solenoid, touch the
voltmeter leads to the battery post and the solenoid
threaded stud.
The following operation will require a voltmeter accurate to 1/10 (0.10) volt. Before performing the tests,
be certain the following procedures are accomplished:
unplug Auto Shut-Down (ASD) relay from Power
Distribution Center (PDC) to prevent engine from
starting
place transmission in NEUTRAL (manual transmission) or PARK (automatic transmission)
install a jumper wire between two clutch pedal position switch connectors (manual transmission)
parking brake is applied
battery is fully-charged (see Battery, in this
group).
(1) Connect positive lead of voltmeter to battery
negative post. Connect negative lead of voltmeter to
battery negative cable clamp (Fig. 3). Rotate and
hold ignition switch in the START position. Observe
voltmeter. If voltage is detected, correct poor contact
between cable clamp and post.

Fig. 2 Volt-Amps Tester Connections (Typical)


(3) Fully engage parking brake. Place manual
transmission in NEUTRAL and fully depress clutch
pedal. Place automatic transmission in PARK.
(4) Verify that all lamps and accessories are OFF.
(5) Unplug Auto Shut-Down (ASD) relay from
Power Distribution Center (PDC) to prevent engine
from starting. Relay location is shown on underside
of PDC cover.
(6) Rotate and hold the ignition switch in the
START position. Note cranking voltage and amperage.

Fig. 3 Test Battery Connection Resistance


(2) Connect positive lead of voltmeter to battery
positive post. Connect negative lead of voltmeter to

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS


battery positive cable clamp (Fig. 3). Rotate and hold
ignition switch in the START position. Observe voltmeter. If voltage is detected, correct poor contact between cable clamp and post.
(3) Connect voltmeter to measure between the battery positive post and the starter solenoid battery
stud (Fig. 4). Rotate and hold ignition switch in the
START position. Observe voltmeter. If voltage reads
above 0.2 volt, correct poor contact at battery cable to
solenoid connection. Repeat test. If reading is still
above 0.2 volt, replace battery positive cable.

8A - 13

(5) Connect positive lead of voltmeter to starter


housing. Connect negative lead of voltmeter to battery negative terminal (Fig. 6). Rotate and hold ignition switch in the START position. Observe
voltmeter. If voltage reads above 0.2 volt, correct poor
starter to engine ground.
If resistance tests detect no feed circuit problems,
remove the starter and see Solenoid Test in this
group.

Fig. 6 Test Starter Ground (Typical)


Fig. 4 Test Battery Positive Cable Resistance
(Typical)
(4) Connect voltmeter to measure between the battery negative post and a good clean ground on the
engine block (Fig. 5). Rotate and hold ignition switch
in the START position. Observe voltmeter. If voltage
reads above 0.2 volt, correct poor contact at battery
negative cable attaching point. Repeat test. If reading is still above 0.2 volt, replace battery negative cable.

CONTROL CIRCUIT TESTS


The starter control circuit consists of:
starter solenoid
starter relay
ignition switch
park/neutral position switch (automatic transmission)
clutch pedal position switch (manual transmission)
wiring harness and connections.
Test procedures for these components are as follows, and should be followed in the order described.
CAUTION: Before performing any test, unplug Auto
Shut-Down (ASD) relay from Power Distribution
Center (PDC) to prevent engine from starting.
SOLENOID TEST
Refer to Group 8B - Battery/Starter/Generator Service for starter removal procedures.
(1) Disconnect solenoid field coil wire from field
coil terminal.
(2) Check for continuity between solenoid terminal
and field coil terminal with a continuity tester. There
should be continuity (Fig. 7 or 8).

Fig. 5 Test Ground Circuit Resistance

8A - 14

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS


STARTING SYSTEM DIAGNOSIS

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

Fig. 7 Continuity Test Between Solenoid Terminal


and Field Coil Terminal (Bosch)

8A - 15

RELAY TEST
The starter relay is in the Power Distribution Center (PDC)(Fig. 11). Refer to the underside of the PDC
cover for relay location.
Remove starter relay from PDC to perform the following tests:
(1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to next step. If not OK, replace faulty relay.
(2) Resistance between terminals 85 and 86 (electromagnet) should be 7565 ohms. If OK, go to next
step. If not OK, replace faulty relay.
(3) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, go to Relay Circuit Test. If not OK,
replace faulty relay.

Fig. 8 Continuity Test Between Solenoid Terminal


and Field Coil Terminal (Nippondenso)
(3) Check for continuity between solenoid terminal
and solenoid case. There should be continuity (Fig. 9
or 10).

Fig. 9 Continuity Test Between Solenoid Terminal


and Solenoid Case (Bosch)

Fig. 10 Continuity Test Between Solenoid Terminal


and Solenoid Case (Nippondenso)
(4) If there is continuity, solenoid is good. If there
is no continuity in either test, solenoid has an open
circuit and is faulty. Replace starter assembly.
(5) Connect solenoid field coil wire to field coil terminal.
(6) Install starter as described in Group 8B - Battery/Starter/Generator Service.

Fig. 11 Power Distribution Center


STARTER RELAY CONNECTIONS

8A - 16

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

RELAY CIRCUIT TEST


(1) The common feed terminal (30) is connected to
battery voltage and should be hot at all times. If OK,
go to next step. If not OK, check circuit to fuse B in
Power Distribution Center (PDC). Repair as required.
(2) The normally closed terminal (87A) is connected to terminal 30 in the de-energized position,
but is not used for this application. Go to next step.
(3) The normally open terminal (87) is connected to
the battery terminal (30) in the energized position.
This terminal supplies battery voltage to the starter
solenoid field coils. There should be continuity between cavity for relay terminal 87 and the starter solenoid terminal at all times. If OK, go to next step. If
not OK, repair circuit to solenoid as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is in the START position. Check
for battery voltage at cavity for relay terminal 86
with ignition switch in the START position. If OK, go
to next step. If not OK and vehicle has automatic
transmission, refer to Group 8D - Ignition Systems
for testing and service of the ignition switch. If not
OK and vehicle has manual transmission, refer to
Group 6 - Clutch for testing and service of the clutch
pedal position switch.

(5) The coil ground terminal (85) is connected to


the electromagnet in the relay. On vehicles with an
automatic transmission, it is grounded through the
park/neutral position switch. On vehicles with a
manual transmission, it is grounded at all times.
Check for continuity to ground at cavity for relay terminal 85. If not OK and vehicle has manual transmission, repair circuit as required. If not OK and
vehicle has automatic transmission, refer to Group
21 - Transmission and Transfer Case for testing and
service of the park/neutral position switch.
IGNITION SWITCH TEST
Refer to Group 8D - Ignition Systems for testing
and service of this component.
PARK/NEUTRAL POSITION SWITCH TEST
Refer to Group 21 - Transmission and Transfer
Case for testing and service of this component.
CLUTCH PEDAL POSITION SWITCH TEST
Refer to Group 6 - Clutch for testing and service of
this component.

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

8A - 17

CHARGING SYSTEM
GENERAL INFORMATION
The charging system consists of:
generator
voltage regulator circuitry (within PCM)
ignition switch
battery
voltmeter
wiring harness and connections.
Following is a general description of the major
charging system components. Refer to Group 8W Wiring Diagrams for complete circuit descriptions
and diagrams.
The charging system is turned on and off with the
ignition switch. When the ignition switch is turned to
the ON position, battery voltage is applied to the
generator rotor through one of the two field terminals to produce a magnetic field. The generator is
driven by the engine through a serpentine belt and
pulley arrangement.
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a current into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The wye (Y) type stator winding connections deliver the induced AC current to 3 positive and 3 negative diodes for rectification. From the diodes,
rectified DC current is delivered to the vehicle electrical system through the generator battery and
ground terminals.
The amount of DC current produced by the generator is controlled by the generator voltage regulator
(field control) circuitry, contained within the Powertrain Control Module (PCM)(Fig. 1). This circuitry is
connected in series with the second rotor field terminal and ground.
Voltage is regulated by cycling the ground path to
control the strength of the rotor magnetic field. The
generator voltage regulator circuitry monitors system
line voltage and ambient temperature. It then compensates and regulates generator current output accordingly.
The generator is serviced only as a complete assembly. If the generator fails for any reason, the entire assembly must be replaced. The generator
voltage regulator (field control) circuitry can be serviced only by replacing the entire PCM.
All vehicles are equipped with On-Board Diagnostics (OBD). All OBD-sensed systems, including the
generator voltage regulator (field control) circuitry,
are monitored by the PCM. Each monitored circuit is
assigned a Diagnostic Trouble Code (DTC). The PCM
will store a DTC in electronic memory for any failure
it detects. See Using On-Board Diagnostic System in
this group for more information.

Fig. 1 Charging System Components (Typical)

DIAGNOSIS
When the ignition switch is turned to the ON position, battery potential will register on the voltmeter.
During engine cranking a lower voltage will appear on
the meter. With the engine running, a voltage reading
higher than the first reading (ignition in ON) should
register.
The following procedures may be used to diagnose
the charging system if:
the voltmeter does not operate properly
an undercharged or overcharged battery condition occurs.
Remember that an undercharged battery is often
caused by:
accessories being left on with the engine not running
a faulty or improperly adjusted switch that allows a
lamp to stay on (see Ignition-Off Draw in this group).

INSPECTION
(1) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter solenoid and relay. They should be clean and tight. Repair as required.
(2) Inspect all fuses in the fuseblock module and
Power Distribution Center (PDC) for tightness in re-

8A - 18

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

ceptacles. They should be properly installed and


tight. Repair or replace as required.
(3) Inspect the electrolyte level in the battery. If
cell caps are removable, add water if required. If cell
caps are not removable, replace battery if electrolyte
level is low.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts, if required. Refer to Group
8B - Battery/Starter/Generator Service for torque
specifications.
(5) Inspect generator drive belt condition and tension. Tighten or replace belt as required. Refer to
Belt Tension Specifications in Group 7 - Cooling System.
(6) Inspect connections at generator field, battery
output, and ground terminals. Also check ground connection at engine. They should all be clean and tight.
Repair as required.

OUTPUT WIRE RESISTANCE TEST


This test will show the amount of voltage drop
across the generator output wire, from the generator
battery terminal to the battery positive post.
PREPARATION
(1) Before starting test make sure vehicle has a
fully-charged battery. See Battery in this group for
more information.
(2) Turn ignition switch to OFF.
(3) Disconnect negative cable from battery.
(4) Disconnect generator output wire from generator battery output terminal.
(5) Connect a 0-150 ampere scale DC ammeter (Fig. 2).
Install in series between generator battery output terminal and disconnected generator output wire. Connect positive lead to generator battery output terminal and
negative lead to disconnected generator output wire.

CHARGING SYSTEM DIAGNOSIS

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS


(6) Connect positive lead of a test voltmeter (range
0-18 volts minimum) to disconnected generator output wire. Connect negative lead of test voltmeter to
battery positive cable at positive post.
(7) Connect one end of a jumper wire to ground
and with other end probe green K20 field wire at
back of generator (Fig. 2). This will generate a DTC.
CAUTION: Do not connect green/orange A142
(w/3.9L or 5.2L engine) or blue A21 (w/2.5L engine)
field wire to ground. Refer to Group 8W - Wiring Diagrams for more information.
(8) Connect an engine tachometer, then connect
battery negative cable to battery.
(9) Connect a variable carbon pile rheostat between battery terminals. Be sure carbon pile is in
OPEN or OFF position before connecting leads. See
Load Test in this group for instructions.
TEST
(1) Start engine. Immediately after starting, reduce engine speed to idle.
(2) Adjust engine speed and carbon pile to maintain
20 amperes flowing in circuit. Observe voltmeter reading. Voltmeter reading should not exceed 0.5 volts.

8A - 19

RESULTS
If a higher voltage drop is indicated, inspect, clean and
tighten all connections. This includes any connection between generator battery output terminal and battery positive post. A voltage drop test may be performed at each
connection to locate the connection with excessive resistance. If resistance tests satisfactorily, reduce engine speed,
turn OFF carbon pile and turn OFF ignition switch.
(1) Disconnect negative cable from battery.
(2) Remove test ammeter, voltmeter, carbon pile,
and tachometer.
(3) Remove jumper wire.
(4) Connect generator output wire to generator
battery output terminal. Tighten nut to 8.561.5 Nzm
(75615 in. lbs.).
(5) Connect negative cable to battery.
(6) Use DRB scan tool to erase DTC.

CURRENT OUTPUT TEST


The generator current output test determines whether
generator can deliver its rated current output.
PREPARATION
(1) Before starting test make sure vehicle has a
fully-charged battery. See Battery in this group for
more information.
(2) Disconnect negative cable from battery.
(3) Disconnect generator output wire at the generator battery output terminal.

Fig. 2 Generator Output Wire Resistance Test (Typical)

8A - 20

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

(4) Connect a 0-150 ampere scale DC ammeter


(Fig. 3). Install in series between generator battery
output terminal and disconnected generator output
wire. Connect positive lead to generator battery output terminal and negative lead to disconnected generator output wire.
(5) Connect positive lead of a test voltmeter (range 0-18
volts minimum) to generator battery output terminal.
(6) Connect negative lead of test voltmeter to a
good ground.
(7) Connect an engine tachometer, then connect
battery negative cable to battery.
(8) Connect a variable carbon pile rheostat between battery terminals. Be sure carbon pile is in
OPEN or OFF position before connecting leads. See
Load Test in this group for instructions.
(9) Connect one end of a jumper wire to ground
and with other end probe green K20 field wire at
back of generator (Fig. 3). This will generate a DTC.
CAUTION: Do not connect green/orange A142
(w/3.9L or 5.2L engine) or blue A21 (w/2.5L engine)
field wire to ground. Refer to Group 8W - Wiring Diagrams for more information.
TEST
(1) Start engine. Immediately after starting, reduce engine speed to idle.

(2) Adjust carbon pile and engine speed in increments until a speed of 1250 rpm and voltmeter reading of 15 volts is obtained.
CAUTION: Do not allow voltage meter to read above
16 volts.
(3) The ammeter reading must be within limits
shown in Generator Output Voltage Specifications.
RESULTS
(1) If reading is less than specified and generator
output wire resistance is not excessive, generator
should be replaced. Refer to Group 8B - Battery/
Starter/Generator Service.
(2) After current output test is completed, reduce
engine speed, turn OFF carbon pile and turn OFF ignition switch.
(3) Disconnect negative cable from battery.
(4) Remove test ammeter, voltmeter, tachometer
and carbon pile.
(5) Remove jumper wire (Fig. 3).
(6) Connect generator output wire to generator
battery output terminal. Tighten nut to 8.561.5 Nzm
(75615 in. lbs.).
(7) Connect negative cable to battery.
(8) Use DRB scan tool to erase DTC.

Fig. 3 Generator Current Output Test (Typical)

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS

8A - 21

USING ON-BOARD DIAGNOSTIC SYSTEM


GENERAL INFORMATION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging system, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 50 engine starts, if the
problem does not occur again.

DIAGNOSTIC TROUBLE CODES


Diagnostic Trouble Codes (DTC) are two-digit numbers flashed on the malfunction indicator (Check Engine) lamp that identify which circuit is bad. A DTC
description can also be read using the DRB scan tool.
Refer to Group 14 - Fuel Systems for more information.
A DTC does not identify which component in a circuit is bad. Thus, a DTC should be treated as a
symptom, not as the cause for the problem. In some
cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTC

to be set. Therefore, it is important that the test procedures be followed in sequence, to understand what
caused a DTC to be set.
See Generator Diagnostic Trouble Code chart for
DTCs which apply to the charging system. Refer to
the Powertrain Diagnostic Procedures manual to diagnose an on-board diagnostic system trouble code.

RETRIEVING DIAGNOSTIC TROUBLE CODES


To start this function, cycle the ignition switch ONOFF-ON-OFF-ON within 5 seconds. This will cause
any DTC stored in the PCM memory to be displayed.
The malfunction indicator (Check Engine) lamp will
display a DTC by flashing on and off. There is a
short pause between flashes and a longer pause between digits. All DTCs displayed are two-digit numbers, with a four-second pause between codes.
An example of a DTC is as follows:
(1) Lamp on for 2 seconds, then turns off.
(2) Lamp flashes 4 times pauses and then flashes 1
time.
(3) Lamp pauses for 4 seconds, flashes 4 times,
pauses, then flashes 7 times.
The two DTCs are 41 and 47. Any number of
DTCs can be displayed, as long as they are in memory. The lamp will flash until all stored DTCs are
displayed (55 = end of test).

GENERATOR DIAGNOSTIC TROUBLE CODE

8A - 22

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS


SPECIFICATIONS

BATTERY SPECIFICATIONS
BATTERY CLASSIFICATIONS AND RATINGS

STARTING SYSTEM SPECIFICATIONS


STARTER AND SOLENOID TESTING SPECIFICATIONS

BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS


CHARGING SYSTEM SPECIFICATIONS
GENERATOR RATINGS

8A - 23

BATTERY/STARTER/GENERATOR SERVICE

8B - 1

BATTERY/STARTER/GENERATOR SERVICE
CONTENTS
page

page

BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 9
STARTER AND STARTER RELAY . . . . . . . . . . . . . 4

GENERAL INFORMATION

tery/Starting/Charging Systems Diagnostics. Refer to


Group 8W - Wiring Diagrams for complete circuit descriptions and diagrams.

Group 8B covers battery, starter and generator service procedures. For diagnosis of these components
and their related systems, refer to Group 8A - Bat-

GENERAL INFORMATION

BATTERY

This section covers battery service procedures only.


For battery maintenance procedures, refer to Group 0
- Lubrication and Maintenance. While battery charging can be considered a service or maintenance procedure, this information is located in Group 8A Battery/Starting/Charging Systems Diagnostics. This
was done because the battery must be fully charged
before any diagnosis can be performed.
It is important that the battery, starting, and
charging systems be thoroughly tested and inspected
any time a battery needs to be charged or replaced.
The cause of abnormal discharge, over-charging, or
premature failure of the battery must be diagnosed
and corrected before a battery is replaced or returned
to service. Refer to Group 8A - Battery/Starting/
Charging Systems Diagnostics.
The factory-installed maintenance-free battery (Fig.
1) has non-removable battery vent caps. Water cannot be added to this battery. The chemical composition within the maintenance-free battery reduces
battery gassing and water loss at normal charge and
discharge rates. Therefore, the battery should not require additional water in normal service.
The factory-installed battery also has a built-in test
indicator (hydrometer). The color visible in the sight
glass of the indicator will reveal the battery condition, as follows:
GreenBattery is fully charged.
Black or DarkBattery is discharged.
Yellow or BrightElectrolyte level is low.
If battery electrolyte level becomes low, the battery
must be replaced. However, low electrolyte can be
caused by an over-charging condition. Be certain to
diagnose charging system before returning vehicle to
service. Refer to Group 8A - Battery/Starting/Charging Systems Diagnostics for more information.

Fig. 1 Maintenance-Free Battery

BATTERY REMOVE/INSTALL
(1) Turn ignition switch to OFF position. Make
sure all electrical accessories are off.
(2) Loosen the cable terminal clamps and remove
both battery cables, negative cable first. If necessary,
use a puller to remove terminal clamps from battery
posts (Fig. 2).
(3) Inspect the cable terminals for corrosion and damage. Remove corrosion using a wire brush or post and
terminal cleaning tool, and a sodium bicarbonate (baking soda) and warm water cleaning solution (Fig. 3). Replace cables that have damaged or deformed terminals.
WARNING: WEAR A SUITABLE PAIR OF RUBBER
GLOVES (NOT THE HOUSEHOLD TYPE) WHEN REMOVING A BATTERY BY HAND. SAFETY GLASSES
SHOULD ALSO BE WORN. IF THE BATTERY IS
CRACKED OR LEAKING, THE ELECTROLYTE CAN
BURN THE SKIN AND EYES.

8B - 2

BATTERY/STARTER/GENERATOR SERVICE

Fig. 2 Remove Battery Terminal Clamp

Fig. 4 Battery Holddown


Ensure that cleaning solution does not enter cells
through the vent holes. If the battery is being replaced, see Specifications to confirm replacement has
correct classification and ratings for the vehicle.

Fig. 3 Clean Battery Cable Terminal


(4) Remove battery holddowns (Fig. 4) and remove
battery from vehicle.
(5) Inspect battery tray and holddowns for corrosion or damage. Remove corrosion using a wire brush
and a sodium bicarbonate (baking soda) and warm
water cleaning solution. Paint any exposed bare
metal and replace any damaged parts.
(6) Inspect the battery case for cracks or other
damage that could result in electrolyte leaks. Also
check battery terminal posts for looseness. Batteries
with damaged cases or loose posts must be replaced.
(7) Inspect battery built-in test indicator sight
glass for indication of battery condition. If electrolyte
level is low, battery must be replaced. If battery is
discharged, charge as required. Refer to Group 8A Battery/Starting/Charging Systems Diagnosis for
more information.
(8) If the battery is to be reinstalled, clean outside
of battery case and top cover with sodium bicarbonate (baking soda) and warm water cleaning solution
(Fig. 5) to remove acid film. Flush with clean water.

Fig. 5 Clean Battery

BATTERY/STARTER/GENERATOR SERVICE

8B - 3

(9) Clean corrosion from battery posts (Fig. 6) with


a wire brush or post and terminal cleaner, and sodium bicarbonate (baking soda) and warm water
cleaning solution.

Fig. 7 Battery Cables


(11) Loosely install battery holddown hardware.
Ensure that battery base is correctly positioned in
tray, then tighten holddowns to 2.2 Nzm (20 in. lbs.)
torque.
CAUTION: Be certain that battery cables are connected to the correct battery terminals. Reverse polarity can damage electrical components.

Fig. 6 Clean Battery Post


(10) Position battery in tray. Ensure that positive
and negative posts are correctly positioned. The cable
terminals must reach the correct battery post without stretching (Fig. 7).

(12) Place oiled felt washer on battery positive terminal post.


(13) Install and tighten battery positive cable terminal clamp. Then install and tighten negative cable
terminal clamp. Both cable clamp bolts require
torque of 8.5 Nzm (75 in. lbs.).
(14) Apply a thin coating of petroleum jelly or
chassis grease to cable terminals and battery posts.

8B - 4

BATTERY/STARTER/GENERATOR SERVICE
STARTER AND STARTER RELAY

GENERAL INFORMATION
This section covers starter and starter relay service
procedures only. For diagnostic procedures, refer to
Group 8A - Battery/Starting/Charging Systems Diagnostics. Service procedures for other starting system
components can be found as follows:
battery - see Battery, in this group
ignition switch - refer to Group 8D - Ignition Systems
clutch pedal position switch - refer to Group 6 Clutch
park/neutral position switch (automatic transmission) - refer to Group 21 - Transmission and Transfer
Case.
wiring harness and connectors - refer to Group 8W
- Wiring Diagrams.

STARTER
The starter motor incorporates several features to
create a reliable, efficient, compact and lightweight
unit. A planetary gear system (intermediate transmission) is used between the electric motor and pinion gear. This feature makes it possible to reduce the
dimensions of the starter. At the same time, it allows
higher armature rotational speed and delivers increased torque through the pinion gear to the flywheel or drive plate ring gear.
The use of a permanent magnet field on 2.5L engine starters also reduces size and weight. This field
contains high-strength permanent magnets. The
magnets are aligned according to their polarity and
are permanently fixed in the starter field frame.
The starter motors for all engines are activated by
a solenoid mounted to the overrunning clutch housing. However, the starter motor/solenoid are serviced
only as a complete assembly. If either component
fails, the entire assembly must be replaced.
Permanent magnet starters are highly sensitive to
hammering, shocks and external pressure.
CAUTION: The 2.5L engine starter motor MUST NOT
BE CLAMPED in a vise by the starter field frame.
Doing so may damage the magnets. Starter may be
clamped by the mounting flange ONLY.
CAUTION: Do not connect 2.5L engine starter motor
incorrectly when tests are being performed. The
permanent magnets may be damaged and rendered
unserviceable.

STARTER RELAY
The starter relay is an International Standards Organization (ISO) type relay. It is located in the Power

Distribution Center (PDC). The PDC is attached to


the drivers side inner fender shield, next to the battery. See underside of PDC cover for relay identification and location.

STARTER REMOVE/INSTALL2.5L
(1) Disconnect battery negative cable. Raise and
support vehicle.
(2) Remove starter heat shield clamp and heat
shield (Fig. 1).

Fig. 1 Starter Remove/Install (2.5L)


(3) Remove nut from battery lead terminal at
starter solenoid.
(4) Remove nut from solenoid lead terminal at
starter solenoid.
(5) Remove molded starter wiring connector from
starter solenoid.
(6) Remove lower bolt from starter mounting
flange (Fig. 1).
(7) Remove starter upper mounting bolt and nut
from bellhousing. Remove starter assembly.
(8) Reverse removal procedure to install. Torque
starter hardware as follows:
starter mounting bolts and nut - 54 Nzm (40 ft.
lbs.)
battery lead terminal nut - 10 Nzm (90 in. lbs.)
solenoid lead terminal nut - 2.5 Nzm (22 in. lbs.)

STARTER REMOVE/INSTALL3.9L/5.2L
TWO-WHEEL DRIVE MODELS
(1) Disconnect battery negative cable. Raise and
support vehicle.

BATTERY/STARTER/GENERATOR SERVICE

8B - 5

(2) Remove starter lower mounting nut and lock


washer. Then remove starter upper mounting bolt
(Fig. 2).

Fig. 3 Remove/Install Starter (3.9L/5.2L-2WD)

Fig. 2 Starter Mounting Hardware (3.9L/5.2L)


(3) Move starter towards front of vehicle until
starter gear housing nose clears bellhousing. Then
tilt starter nose downwards past exhaust pipe (Fig.
3).
(4) Remove nuts from terminal adapter for starter
battery lead and solenoid lead connector (Fig. 4).
(5) Remove starter motor.
(6) Reverse removal procedure to install. Torque
starter hardware as follows:
starter mounting bolt - 68 Nzm (50 ft. lbs.)
starter mounting nut - 27 Nzm (20 ft. lbs.)
battery lead terminal nut - 10 Nzm (90 in. lbs.)
solenoid lead terminal nut - 2.5 Nzm (22 in. lbs.)

FOUR-WHEEL DRIVE MODELS


(1) Remove battery negative cable. Raise and support vehicle.
(2) Remove front axle skid plate, if so equipped.
Refer to Group 13 - Frame and Bumpers for procedure.
(3) Remove lower starter mounting nut and lock
washer (Fig. 2). Access from front of vehicle with a
long extension.
(4) Lower vehicle and remove the 15mm intermediate steering shaft coupler bolt (Fig. 5).
(5) Rotate coupler clip on the steering shaft and
slide upper half of shaft toward the rear of vehicle.
(6) Remove upper starter mounting bolt.

Fig. 4 Remove/Install Starter Connector (3.9L/5.2L)


(7) Move starter towards front of vehicle until it
clears lower mounting stud, then lift upwards to gain
access to wiring connector (Fig. 6).
(8) Remove nuts from terminal adapter for starter
battery lead and solenoid lead connector (Fig. 4).
(9) Remove starter motor.
(10) Reverse removal procedure to install. Torque
starter hardware as follows:
starter mounting bolt - 68 Nzm (50 ft. lbs.)
starter mounting nut - 27 Nzm (20 ft. lbs.)
battery lead terminal nut - 10 Nzm (90 in. lbs.)
solenoid lead terminal nut - 2.5 Nzm (22 in. lbs.)

8B - 6

BATTERY/STARTER/GENERATOR SERVICE

intermediate steering shaft coupler bolt - 47 Nzm


(35 ft. lbs.)

STARTER RELAY REMOVE/INSTALL


(1) Disconnect battery negative cable.
(2) Remove starter relay by unplugging unit from
Power Distribution Center (PDC) (Fig. 7). See underside of PDC cover for relay location.

Fig. 7 Power Distribution Center


(3)
with
(4)
(5)

Fig. 5 Intermediate Steering Shaft

Fig. 6 Remove/Install Starter (3.9L/5.2L-4WD)

Install starter relay by aligning relay terminals


cavities in PDC and plugging relay in.
Connect negative cable to battery.
Test relay operation.

BATTERY/STARTER/GENERATOR SERVICE

8B - 7

GENERATOR
GENERAL INFORMATION
This section covers generator service procedures
only. For generator or charging system diagnosis, refer to Group 8A - Battery/Starting/Charging Systems
Diagnostics.
The generator is belt-driven by the engine. All engines use serpentine drive. The generator is serviced
only as a complete assembly. If the generator fails for
any reason, the entire assembly must be replaced.
Three generator output ratings are available on
this vehicle, depending upon optional equipment. Be
certain that the replacement generator has the same
output rating as the original unit. Refer to Group 8A
- Battery/Starting/Charging Systems Diagnostics and
see Specifications.
The generator field control (voltage regulator) circuitry is internal to the Powertrain Control Module
(PCM). If faulty, the entire PCM must be replaced.
Refer to Group 14 - Fuel System for PCM service
procedure.

GENERATOR REMOVE/INSTALL2.5L

Fig. 1 Remove/Install Generator (2.5L w/A/C)

WARNING: DISCONNECT NEGATIVE CABLE FROM


BATTERY BEFORE REMOVING BATTERY OUTPUT
WIRE FROM GENERATOR. FAILURE TO DO SO
CAN RESULT IN INJURY.
(1) Disconnect battery negative cable.
(2) Remove generator drive belt. Refer to Group 7 Cooling System for procedure.
(3) Remove the generator pivot and mounting bolts
(Fig. 1 or 2). Position generator for access to wire
connectors.
(4) Remove nuts from harness holddown, battery
terminal, ground terminal and 2 field terminals (Fig.
3). Remove wire connectors.
(5) Remove the generator.
(6) Reverse removal procedure to install. Torque
generator hardware as follows:
generator mounting bolt - 54 Nzm (40 ft. lbs.)
generator pivot bolt - 54 Nzm (40 ft. lbs.)
battery terminal nut - 8.5 Nzm (75 in. lbs.)
ground terminal nut - 8.5 Nzm (75 in. lbs.)
harness holddown nut - 8.5 Nzm (75 in. lbs.)
field terminal nuts - 2.8 Nzm (25 in. lbs.)
CAUTION: Never force a belt over a pulley rim using a screwdriver. The synthetic fiber of the belt can
be damaged.
CAUTION: When installing a serpentine accessory
drive belt, the belt MUST be routed correctly. The
water pump will be rotating in the wrong direction if

Fig. 2 Remove/Install Generator (2.5L w/o A/C)


the belt is installed incorrectly, causing the engine
to overheat. See the belt routing label in engine
compartment, or refer to Belt Schematics in Group
7 - Cooling System.

GENERATOR REMOVE/INSTALL3.9L/5.2L
WARNING: DISCONNECT NEGATIVE CABLE FROM
BATTERY BEFORE REMOVING BATTERY OUTPUT
WIRE FROM GENERATOR. FAILURE TO DO SO
CAN RESULT IN INJURY.
(1) Disconnect battery negative cable.

8B - 8

BATTERY/STARTER/GENERATOR SERVICE
(4) Remove nuts from harness holddown, battery
terminal, ground terminal and 2 field terminals (Fig.
5). Remove wire connectors.

Fig. 3 Remove/Install Generator Connectors


(2) Remove generator drive belt. Refer to Group 7 Cooling System for procedure.
(3) Remove the generator pivot and mounting bolts
(Fig. 4). Position generator for access to wire connectors.

Fig. 5 Remove/Install Generator Connectors


(5) Remove the generator.
(6) Reverse removal procedure to install. Torque
generator hardware as follows:
generator mounting bolt - 41 Nzm (30 ft. lbs.)
generator pivot bolt - 41 Nzm (30 ft. lbs.)
battery terminal nut - 8.5 Nzm (75 in. lbs.)
ground terminal nut - 8.5 Nzm (75 in. lbs.)
harness holddown nut - 8.5 Nzm (75 in. lbs.)
field terminal nuts - 2.8 Nzm (25 in. lbs.)
CAUTION: Never force a belt over a pulley rim using a screwdriver. The synthetic fiber of the belt can
be damaged.

Fig. 4 Remove/Install Generator (3.9L/5.2L)

CAUTION: When installing a serpentine accessory


drive belt, the belt MUST be routed correctly. The
water pump will be rotating in the wrong direction if
the belt is installed incorrectly, causing the engine
to overheat. See the belt routing label in engine
compartment, or refer to Belt Schematics in Group
7 - Cooling System.

BATTERY/STARTER/GENERATOR SERVICE
SPECIFICATIONS
BATTERY SPECIFICATIONS
BATTERY CLASSIFICATIONS AND RATINGS

STARTING SYSTEM SPECIFICATIONS


STARTER AND SOLENOID TESTING SPECIFICATIONS

8B - 9

8B - 10

BATTERY/STARTER/GENERATOR SERVICE

CHARGING SYSTEM SPECIFICATIONS


GENERATOR RATINGS

OVERHEAD CONSOLE

8C - 1

OVERHEAD CONSOLE
CONTENTS
page

DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

page

SERVICE PROCEDURES

................... 5

GENERAL INFORMATION
Following are general descriptions of major components used in the Dakota overhead console. Refer to
Group 8W - Wiring Diagrams for complete circuit descriptions and diagrams.

circles, on level ground, in not less than 48 seconds.


This will reorient the unit to its vehicle.
The unit also will compensate for magnetism the
body of the vehicle may acquire during normal use.
However, avoid placing anything magnetic directly on
the roof of the vehicle. Magnetic mounts for an antenna, a repair order hat, or a funeral procession flag
can exceed the compensating ability of the compass
unit if placed on the roof panel. Magnetic bit drivers
used on the fasteners that hold the assembly to the
roof header can also affect compass operation.
If the vehicle roof should become magnetized, the
demagnetizing and calibration procedures may be required to restore proper operation.

THERMOMETER
The thermometer displays the outside ambient
temperature. The temperature displayed can be
changed from Fahrenheit to Celsius using the US/
METRIC button. The displayed temperature is not
an instant reading of conditions, but an average temperature. It may take the unit several minutes to react to a major temperature change such as driving
out of a heated garage into winter temperatures.
When the ignition switch is turned OFF, the last
displayed temperature reading stays in memory.
When the ignition switch is turned ON again, the
thermometer will display the memory temperature
for one minute; then update the display to the current average temperature reading within five minutes.

COMPASS
The compass will display the direction in which the
vehicle is pointed using the eight major compass
headings (Examples: north is N, northeast is NE). It
does not display the headings in actual degrees. The
display is turned on or off using the COMP/TEMP
button to the left of the display.
The self-calibrating compass unit requires no adjusting in normal use. The only calibration that may
prove necessary is to drive the vehicle in 3 complete

READING AND COURTESY LAMPS


All reading and courtesy lamps in the overhead
console are activated by the door jamb switches.
When both doors are closed, the lamps can be individually activated by depressing the corresponding
lens. When a door is open, depressing the lamp lens
switches will not turn the lamps off. Refer to Group
8L - Lamps, for diagnosis and service of these lamps.

REMOTE GARAGE DOOR OPENER STORAGE


A compartment in the overhead console is designed
to hold most remote garage door opener transmitters.

8C - 2

OVERHEAD CONSOLE

The transmitter is mounted within the compartment


with an adhesive-backed hook and loop fastener
patch. Then one to three pegs are selected and
mounted in a slot on the inside of the storage compartment door. The pegs may be stacked, if necessary. The peg(s) selected must be long enough to
activate the button of the transmitter each time the
storage compartment door is depressed.

SUNGLASSES STORAGE
A flocked storage compartment for sunglasses is included in the overhead console. This compartment
features a push/push-type latch and a viscous dampening system for a fluid opening motion.

DIAGNOSIS
COMPASS/DISPLAY SELF-DIAGNOSTIC TEST
This self-diagnostic test is used to determine that
the compass and all of its display segments are operating properly electrically. There are three self-diagnostic tests available. They are:
(1) A magnetic field strength test that shows the
strength of the magnetic fields being received at the
compass unit fluxgate.
(2) An internal electronics test that checks the internal electronic circuitry of the compass unit.
(3) A walking segment test that checks the operation of each of the segments used in the electronic
display.
Initiate the self-diagnostic test as follows:
(1) With the ignition switch in the OFF position,
depress and hold the COMP/TEMP button. While
still holding the COMP/TEMP button depressed, turn
the ignition switch to the ON position. The display
will show d0 to indicate the unit is in the diagnostics mode.
(2) Before beginning the magnetic field strength
test, get a pencil and a piece of paper. To begin this
test, momentarily depress and release the US/METRIC button one time. The following will occur:
The letter N will be shown in the compass portion
of the display. A number that equals the magnetic
field strength in the north/south direction appears in
the temperature portion of the display. Note this
number on your paper.
The letter W will be shown in the compass portion
of the display. A number that equals the magnetic
field strength in the east/west direction appears in
the temperature portion of the display. Note this
number on your paper.

The display will read d1 to indicate the first diagnostic test is completed.
For proper compass operation, the numbers shown
should be between 1 and 14. A number of 7 or 8 is
ideal (no vehicle magnetism present). Numbers closer
to 1 or 14 show that the vehicle is highly magnetic. If
the test shows the vehicle is highly magnetic, the vehicle needs to be demagnetized. See Compass Demagnetizing in this group.
(3) To begin the internal electronic circuitry test,
momentarily depress and release the US/METRIC
button one time. The display will go blank as the test
begins. If the test is passed, the display will read
d2. If the display reads f2, the unit is faulty and
must be replaced.
(4) To begin the walking segment test, momentarily depress and release the US/METRIC button
one time. The display will illuminate each direction
and number until all segments have been used. The
display will read d3 when the test is complete. If
any segment should fail to light during the test, the
unit is faulty and requires replacement.
(5) Momentarily depress and release the US/METRIC button one time, or turn the ignition switch to
OFF to exit the self-diagnostic mode and return to
normal operation.
If the compass functions, but accuracy is suspect, it may be necessary to perform a variation
adjustment. This procedure allows the unit to
accommodate variations in the earths magnetic field strength based on geographic location. See Compass Variation Adjustment, in this
group.
If the compass display has blanked out and
only CAL appears, demagnetizing may be necessary to remove excessive residual magnetic
fields from the vehicle. See Compass Demagnetizing, in this group.

OVERHEAD CONSOLE

COMPASS/THERMOMETER DIAGNOSIS

8C - 3

8C - 4

OVERHEAD CONSOLE

THERMOMETER DIAGNOSIS
The thermometer function is supported by a temperature sensor, a wiring circuit and a portion of the
overhead console display. The sensor is mounted at
the center of the vehicle on the support brace, behind
the grille (Fig. 1).

SENSOR TEST
(1) Turn the ignition switch to OFF. Unplug sensor
connector.
(2) Measure resistance of sensor. At -40F the resistance is 336K ohms. At 140F the resistance is
2.488K ohms. Sensor resistance should read between
these two values. If OK, go to Sensor Circuit Test. If
not OK, replace the sensor.
SENSOR CIRCUIT TEST
(1) Turn ignition switch to OFF. Unplug sensor
connector.
(2) Short the pins on the body half of connector using a jumper wire.
(3) Remove the overhead console as described in
Service Procedures.
(4) Check continuity between cavities 6 and 8 of
overhead console harness connector (Fig. 2). There
should be continuity. If OK, go to next step. If not
OK, repair open circuit as required.

Fig. 1 Temperature Sensor


If any portion of the circuit fails, it will self-diagnose as an open or short circuit. The system will display SC (short circuit) when the sensor is exposed to
temperatures in excess of 55C (131F) or if the circuit is shorted. If the temperature is below -40C
(-40F) or an open circuit exists, the system will display OC (open circuit).
To diagnose the temperature sensor, perform the
following procedures. If the sensor and circuit are
OK, then the electronic module is faulty and should
be replaced.

Fig. 2 Overhead Console Harness Connector


(5) Remove jumper wire from temperature sensor
harness connector. Check continuity between cavities
6 and 8 of overhead console harness connector (Fig.
2) and a good ground. There should be no continuity.
If OK, replace electronic module. If not OK, repair
short circuit as required.

OVERHEAD CONSOLE

8C - 5

SERVICE PROCEDURES
COMPASS VARIATION ADJUSTMENT
Variance is the difference between magnetic north
and geographic north. In some areas, the difference
between magnetic and geographic north is great
enough to cause the compass to give false readings. If
this occurs, the variance must be set.
To set the variance:
(1) Using the map in Fig. 1, find your geographic
location and note the zone number.

Fig. 1 Variance Settings


(2) Turn ignition switch to the ON position.
(3) Depress both the US/METRIC and COMP/
TEMP buttons. Hold down until VAR is displayed.
This takes about 5 seconds.
(4) Release both buttons.
(5) Press the US/METRIC button to step through
the numbers until the zone number for your area appears in the display.
(6) Press the COMP/TEMP button to enter this
zone number into compass unit memory.
(7) Confirm correct directions are indicated.

COMPASS CALIBRATION
CAUTION: DO NOT place any external magnets
such as magnetic roof mount antennas, in the vicin-

ity of the compass. DO NOT use magnetic tools


when servicing the overhead console.
The compass features a self-calibrating design,
which simplifies the calibration procedure. This feature automatically updates the compass calibration
while the vehicle is being driven. This takes into account small changes in residual magnetism the vehicle may acquire during normal use. Do not attempt
to calibrate the compass near large metal objects
such as other vehicles, large buildings or bridges.
Whenever the compass is calibrated manually,
the variation number must also be reset. See
Variation Adjustment Procedure, in this group.
Calibrate the compass manually as follows:
(1) Start the engine.
(2) Depress both the US/METRIC and COMP/
TEMP buttons. Hold down until CAL is displayed.
This takes about 10 seconds and appears about 5 seconds after VAR is displayed.
(3) Release both buttons.
(4) Drive vehicle on a level surface that is away
from large metal objects through 3 or more complete
circles in not less than 48 seconds. The CAL message
will disappear to indicate that the compass is now
calibrated.
If CAL message remains in display, either
there is excessive magnetism near the compass
or the unit is faulty. Repeat the demagnetizing
and calibration procedures at least one more
time.
If the wrong direction is still indicated, the
area selected may be too close to a strong magnetic field. Repeat the calibration procedure in
another location.

COMPASS DEMAGNETIZING
The tool used to degauss or demagnetize the roof
panel is the Miller Tool 6029. Equivalent units must
be rated as continuous duty for 110/115 volts and
60Hz. They must also have a field strength of over
350 gauss at 1/4-inch beyond the tip of the probe.
The degaussing tool is used to demagnetize the roof
panel, as follows:
(1) Be sure the ignition switch is in the OFF position before you begin the demagnetizing procedure.
(2) Place an 8-1/2 X 11 inch piece of paper, oriented
lengthwise from front to rear, on the center line of
the roof at the windshield header (Fig. 2). The purpose of the paper is to protect the roof panel from
scratches and define the area to be demagnetized.
(3) Plug in the degaussing tool, while keeping the
tool at least 2 feet away from the compass unit.

8C - 6

OVERHEAD CONSOLE

Fig. 3 Remove/Install Overhead Console


(2) Remove 2 screws holding module to console
(Fig. 4).

Fig. 2 Roof Demagnetizing Pattern


(4) Slowly approach the center line of the roof
panel at the windshield header with the degaussing
tool plugged in.
(5) Contact the roof panel with the tip of the tool. Be
sure template is in place to avoid scratching the roof
panel. Using a slow, back and forth sweeping motion
and allowing 1/2-inch between passes (Fig. 2), move the
tool at least 4 inches either side of the roof center line
and 11 inches back from the windshield header.
(6) With the degaussing tool still energized, slowly
back it away from the roof panel until the tip is at
least 2 feet from the roof. Then unplug the tool.
(7) Calibrate the compass and adjust variance as
described in this group.

Fig. 4 Compass/Thermometer Module Remove/Install


(3) Using a small screwdriver release 2 locking
tabs (Fig. 5).

OVERHEAD CONSOLE REMOVE/INSTALL


(1)
(2)
(3)
from
(4)
(5)

Open sunglasses storage bin door.


Remove console mounting screw (Fig. 3).
Slide console forward until the console detaches
mounting bracket.
Unplug harness connector from console.
To install, reverse removal procedure.

COMPASS/THERMOMETER MODULE REMOVE/


INSTALL
(1) Remove overhead console and unplug wiring.
See Overhead Console Remove/Install.

Fig. 5 Release Locking Tabs

OVERHEAD CONSOLE
(4) Push front of compass/thermometer module
back to release forward mounting tabs (Fig. 6).

Fig. 8 Lighting Harness Remove/Install


Fig. 6 Forward Mounting Tabs
(5) Grasp rear of module and remove from console
(Fig. 7).

Fig. 9 Bezel Screws Remove/Install

Fig. 7 Compass/Thermometer Module Remove/


Install
(6) Remove lighting harness connector from module (Fig. 8).
(7) Reverse removal procedure to install.

OVERHEAD CONSOLE BEZEL REMOVE/INSTALL


(1) Remove overhead console. See Overhead Console Remove/Install.
(2) Remove compass/thermometer module. See
Compass/Thermometer Module Remove/Install.
(3) Remove 4 screws (Fig. 9) securing rear of console bezel to console housing.
(4) Release 5 snap clips securing bezel to housing
(Fig. 10) and remove bezel.
(5) Before reinstalling bezel, be certain to orient
sunglasses storage bin hinge spring as shown (Figs.
10 and 13). Then reverse removal procedures to install.

Fig. 10 Console Bezel Remove/Install

8C - 7

8C - 8

OVERHEAD CONSOLE

GARAGE DOOR OPENER STORAGE


COMPARTMENT DOOR REMOVE/INSTALL
(1) Open storage compartment door.
(2) Push door towards front of console and twist
door slightly until pivot pins pop free (Fig. 11).

the diagonal tang on hinge spring. Then insert rear


of bin into left rear corner of bin opening and slide
towards right rear corner of opening until rear pivot
pin snaps into place.

Fig. 13 Storage Bin Hinge Spring


Fig. 11 GDO Storage Door Remove/Install
(3) To install, snap door pivot pins into place.

SUNGLASSES STORAGE BIN


BIN REMOVE/INSTALL
(1) Open sunglasses storage bin.
(2) Insert a large screwdriver between right rear
corner of bin (gear end) and bin opening (Fig. 12).
Pry gently until rear bin pivot pin clears side of
housing.

VISCOUS DAMPER REMOVE/INSTALL


(1) Remove overhead console. See Overhead Console Remove/Install.
(2) Remove 2 screws securing damper to overhead
console bezel (Fig. 9) at right rear corner of bin housing.
(3) Remove viscous damper.
(4) Reverse removal procedure to install.
LATCH SPRING REMOVE/INSTALL
(1) Remove overhead console. See Overhead Console Remove/Install.
(2) Open sunglasses storage bin door.
(3) Release latch spring from 3 clips molded into
left front corner of bin housing (Fig. 9).
(4) Rotate latch spring 90 and remove.
(5) Reverse removal procedure to install.
HINGE SPRING REMOVE/INSTALL
See Overhead Console Bezel Remove/Install for service of this component.

READING/COURTESY LAMPS

Fig. 12 Sunglasses Storage Bin Remove


(3) Slide rear pivot pin of bin to left rear corner of
bin opening. Pull down on rear of bin until forward
pivot pin clears housing and remove.
(4) When reinstalling bin, insert front pivot pin in
right front corner of opening first. Be certain that the
slot in the end of the front pivot pin (Fig. 13) engages

LENS OR BULB REMOVE/INSTALL


(1) Insert a long flat-bladed tool at the notch on
the curved edge of the lens. Carefully pry the lens
from the housing and pivot the lens down. It may be
necessary to move the tool along the edge to free the
lens.
(2) Remove bulb by pulling straight down.
(3) Install new bulb by pushing firmly into socket.
(4) Pivot lens up into position and snap into place.
Test by depressing lens to check for proper switching
and lighting.

OVERHEAD CONSOLE

8C - 9

SWITCH SPRING REMOVE/INSTALL


(1) Remove overhead console. See Overhead Console Remove/Install.
(2) Snap switch from lamp housing (Fig. 14) by
sliding towards rear of console.
(3) Remove switch spring from switch.
(4) Reverse removal procedure to install.

Fig. 14 Reading Lamp Switch Remove/Install

IGNITION SYSTEMS

8D - 1

IGNITION SYSTEMS
CONTENTS
page

page

COMPONENT IDENTIFICATION/SYSTEM
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
COMPONENT REMOVAL/INSTALLATION . . . . . . 18

DIAGNOSTICS/SERVICE PROCEDURES . . . . . . . 6
IGNITION SWITCH . . . . . . . . . . . . . . . . . . . . . . . 27
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 29

COMPONENT IDENTIFICATION/SYSTEM OPERATION


INDEX
page
Automatic Shutdown (ASD) Relay . . . . . . . . .
Camshaft Position Sensor3.9L/5.2L Engine
Crankshaft Position Sensor3.9L/5.2L Engine
Distributors . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor . . . . . . .
General Information . . . . . . . . . . . . . . . . . . .
Hall Effect Pick-Up2.5L Engine . . . . . . . . . .
Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . . .

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1
2
2
3
4
1
4
4

GENERAL INFORMATION
Throughout this group, references are made to particular vehicle models by alphabetical designation or
by the particular vehicle nameplate. A chart showing
a breakdown of alphabetical designations is included
in the Introduction group at the beginning of this
manual.
This section of the group, Component Identification/System Operation, will discuss ignition system
operation and will identify ignition system components.
For diagnostic procedures and adjustments, refer to
the Diagnostics/Service Procedures section of this
group.
For removal and installation of ignition system
components, refer to the Component Removal/Installation section of this group.
For other useful information, refer to On-Board Diagnostics in the General Diagnosis sections of Group
14, Fuel System in this manual.
For operation of the DRB Scan Tool, refer to the
appropriate Powertrain Diagnostic Procedures service manual.
An Ignition specifications section is included at the
end of this group. A general Maintenance Schedule
(mileage intervals) for ignition related items can be
found in Group 0, Lubrication and Maintenance. This
schedule can also be found in the Owners Manual.

page
Intake Manifold Air Temperature Sensor3.9L/5.2L
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure (MAP) Sensor . . . . . . .
Oxygen (O2S) Sensor . . . . . . . . . . . . . . . . . . . . . .
Powertrain Control Module (PCM) . . . . . . . . . . . . .
Throttle Body Temperature Sensor2.5L Engine . .
Throttle Position Sensor . . . . . . . . . . . . . . . . . . . .

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5
5
5
5
5
5

IGNITION SYSTEMS
Two different ignition operating systems are used.
One system is used on the 2.5L 4-cylinder engine.
The other is used on the 3.9L V-6 and 5.2L V-8 engine. Similarities and differences between the two
systems will be discussed.
A single-port, fuel injection system is used on the
2.5L 4-cylinder engine.
A multi-port, fuel injection system is used on the
3.9L/5.2L engine.
The ignition system is controlled by the powertrain
control module (PCM) on all engines. The PCM was
formerly referred to as the SBEC or engine controller.
The ignition system consists of:
Spark Plugs
Ignition Coil
Secondary Ignition Cables
Distributor2.5L engine. Contains rotor and hall
effect switch
Distributor3.9L/5.2L engine. Contains rotor and
camshaft position sensor
Powertrain Control Module (PCM)
Crankshaft Position Sensor3.9L/5.2L engine only

AUTOMATIC SHUTDOWN (ASD) RELAY


The automatic shutdown (ASD) relay is located in
the power distribution center (PDC). The PDC is located in the engine compartment (Fig. 1). As one of
its functions, the ASD relay will supply battery volt-

8D - 2

IGNITION SYSTEMS

age to the ignition coil. The ground circuit for the


ASD relay is controlled by the powertrain control
module (PCM). The PCM regulates ASD relay operation by switching the ground circuit on-and-off.

The interruption of magnetic field causes the voltage


to switch high resulting in a sync signal of approximately 5 volts.
When the trailing edge of the pulse ring (shutter)
leaves the sync signal generator, the following occurs:
The change of the magnetic field causes the sync signal voltage to switch low to 0 volts.
For component testing, refer to the Diagnostics/Service Procedures section of this group.
For removal and installation of this component, refer to the Component Removal/Installation section of
this group.

CRANKSHAFT POSITION SENSOR3.9L/5.2L


ENGINE
On the 3.9L/5.2L engines, the sensor is bolted to
the top of cylinder block near the rear of the right
cylinder head (Fig. 3).

Fig. 1 Power Distribution CenterTypical

CAMSHAFT POSITION SENSOR3.9L/5.2L


ENGINE
The camshaft position sensor is located in the distributor (Fig. 2) on all 3.9L/5.2L engines.

Fig. 3 Crankshaft Position Sensor3.9L/5.2L Engine


Fig. 2 Camshaft Position Sensor3.9L/5.2L Engine
The camshaft position sensor contains a hall effect
device called a sync signal generator to generate a
fuel sync signal. This sync signal generator detects a
rotating pulse ring (shutter) on the distributor shaft.
The pulse ring rotates 180 degrees through the sync
signal generator. Its signal is used in conjunction
with the crankshaft position sensor to differentiate
between fuel injection and spark events. It is also
used to synchronize the fuel injectors with their respective cylinders.
When the leading edge of the pulse ring (shutter)
enters the sync signal generator, the following occurs:

Engine speed and crankshaft position are provided


through the crankshaft position sensor. The sensor
generates pulses that are the input sent to the powertrain control module (PCM). The PCM interprets
the sensor input to determine the crankshaft position. The PCM then uses this position, along with
other inputs, to determine injector sequence and ignition timing.
The sensor is a hall effect device combined with an
internal magnet. It is also sensitive to steel within a
certain distance from it.

IGNITION SYSTEMS

8D - 3

SENSOR OPERATION3.9L ENGINE


The flywheel/drive plate has groups of notches at its
outer edge. On 3.9L V-6 engines, there are three sets of
double notches and three sets of single notches (Fig. 4).
The notches cause a pulse to be generated when
they pass under the sensor. The pulses are the input
to the PCM.
The engine will not operate if the PCM does not receive a crankshaft position sensor input.
For component testing, refer to the Diagnostics/Service Procedures section of this group.
For removal and installation of this sensor, refer to
the Component Removal/Installation section of this
group.

Fig. 5 Sensor Operation5.2L Engine


For removal and installation of this component, refer to the Component Removal/Installation section of
this group.

Fig. 4 Sensor Operation3.9L Engine

2.5L ENGINE
The 2.5L 4-cylinder engine is equipped with a mechanical distributor containing a shaft driven distributor rotor. It is driven by the timing belt through an
intermediate shaft.
The distributor uses a hall effect pick-up (Fig. 6).
This supplies engine piston position and rpm information to the powertrain control module (PCM). Refer to Hall Effect Pick-Up in this section for
additional information.

SENSOR OPERATION5.2L ENGINE


On 5.2L engines, the flywheel/drive plate has 8 single notches, spaced every 45 degrees, at its outer
edge (Fig. 5).
The notches cause a pulse to be generated when
they pass under the sensor. The pulses are the input
to the PCM. For each engine revolution, there are 8
pulses generated on 5.2L V-8 engines.
The engine will not operate if the PCM does not receive a crankshaft position sensor input.
For component testing, refer to the Diagnostics/Service Procedures section of this group.
For removal and installation of this component, refer to the Component Removal/Installation section of
this group.

DISTRIBUTORS
For component testing, refer to the Diagnostics/Service Procedures section of this group.

Fig. 6 Distributor2.5L Engine

8D - 4

IGNITION SYSTEMS

3.9L/5.2L ENGINES
All 3.9L V-6 and 5.2L V-8 engines are equipped
with a camshaft driven mechanical distributor, containing a shaft driven distributor rotor. They are
equipped with an internal camshaft position (fuel
sync) sensor. This sensor provides fuel injection synchronization and cylinder identification.
The distributors on the 3.9L/5.2L engines do not
have built in centrifugal or vacuum assisted advance.
Base ignition timing and all timing advance is controlled by the powertrain control module (PCM). Because ignition timing is controlled by the PCM, base
ignition timing is not adjustable on any of these
engines.
The distributor is held to the engine in the conventional method using a holddown clamp and bolt. Although the distributor on the 3.9L/5.2L engine
can be rotated, it will have no effect on ignition
timing.
All distributors contain an internal oil seal that
prevents oil from entering the distributor housing.
The seal is not serviceable.
For removal and installation of this component, refer to the Component Removal/Installation section of
this group.

Fig. 7 Ignition Coil2.5L Engine

IGNITION COIL
Battery voltage is supplied to the ignition coil positive terminal from the ASD relay.
The powertrain control module (PCM) opens and
closes the ignition coil ground circuit for ignition coil
operation.
Base ignition timing is not adjustable on the
3.9L/5.2L engine. By controlling the coil ground circuit, the PCM is able to set the base timing and adjust the ignition timing advance. This is done to meet
changing engine operating conditions.
The ignition coil is not oil filled. The windings are
embedded in an epoxy compound. This provides heat
and vibration resistance that allows the ignition coil
to be mounted on the engine.
2.5L engine: The coil is mounted on a bracket, to
the thermostat housing, in front of the coolant temperature sensor (Fig. 7).
3.9L or 5.2L engines: The coil is mounted to a
bracket that is bolted to the front of the right engine
cylinder head (Fig. 8). This bracket is also used to
mount the automatic belt tensioner.
For component testing, refer to the Diagnostics/Service Procedures section of this group.
For removal and installation of this component, refer to the Component Removal/Installation section of
this group.

Fig. 8 Ignition Coil3.9L/5.2L Engines

ENGINE COOLANT TEMPERATURE SENSOR


For an operational description, diagnosis and removal/installation procedures, refer to Group 14,
Fuel System.

HALL EFFECT PICK-UP2.5L ENGINE


The distributor uses a hall effect pick-up (Fig. 9).
This supplies engine piston position and rpm information to the powertrain control module (PCM).
A shutter (sometimes referred to as an interrupter)
is attached to the distributor shaft. This shutter contains one blade per engine cylinder. A switch plate is
mounted to the distributor housing above the shutter.
The switch plate contains the distributor pick-up (a
hall effect device and magnet) through which the
shutter blades rotate. As the shutter blades pass

IGNITION SYSTEMS

8D - 5

through the pick-up, they interrupt the magnetic


field. The hall effect device in the pick-up senses the
change in the magnetic field. It then switches on and
off, which creates pulses generating the input signal
to the PCM. The PCM calculates engine speed
through the number of pulses generated.

Fig. 10 PCM LocationTypical

For an operational description, diagnosis and removal/installation procedures, refer to the 3.9L/5.2L
Engine sections of Group 14, Fuel System.

The ignition system is controlled by the PCM.


3.9L/5.2L Engines: Base ignition timing by rotation of distributor is not adjustable.
The PCM opens and closes the ignition coil ground
circuit to operate the ignition coil. This is done to adjust ignition timing, both initial (base) and advance,
for changing engine operating conditions.
The amount of electronic spark advance provided
by the PCM is determined by five input factors: coolant temperature, engine rpm, intake manifold temperature (3.9L/5.2L) or throttle body air temperature
(2.5L), manifold absolute pressure and throttle position.
For removal and installation of this component, refer to the Component Removal/Installation section of
this group.
For diagnostics, refer to the appropriate Powertrain
Diagnostic Procedures service manual for operation
of the DRB scan tool.

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

THROTTLE POSITION SENSOR

For an operational description, diagnosis and removal/installation procedures, refer to Group 14,
Fuel System.

For an operational description, diagnosis and removal/installation procedures, refer to Group 14,
Fuel System.

POWERTRAIN CONTROL MODULE (PCM)

OXYGEN (O2S) SENSOR

The PCM (formerly called the SBEC or engine controller) is located on the right inner fender in the engine compartment (Fig. 10).

For an operational description, diagnosis and removal/installation procedures, refer to Group 14,
Fuel System.

Fig. 9 Hall Effect Pick-Up2.5L Engine

THROTTLE BODY TEMPERATURE SENSOR2.5L


ENGINE
For an operational description, diagnosis and removal/installation procedures, refer to the 2.5L Engine sections of Group 14, Fuel System.

INTAKE MANIFOLD AIR TEMPERATURE SENSOR


3.9L/5.2L ENGINE

8D - 6

IGNITION SYSTEMS
DIAGNOSTICS/SERVICE PROCEDURES
INDEX
page

Automatic Shutdown (ASD) Relay Test .


Camshaft Position Sensor Test . . . . . . .
Crankshaft Position Sensor Test . . . . . .
Distributor Cap . . . . . . . . . . . . . . . . . . .
Distributor Rotor . . . . . . . . . . . . . . . . . .
DRB Scan Tool . . . . . . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor Test
General Information . . . . . . . . . . . . . . .
Ignition Coil . . . . . . . . . . . . . . . . . . . . .
Ignition Secondary Circuit Diagnosis . . .

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6
6
7
7
7
8
8
6
8
9

GENERAL INFORMATION
This section of the group, Diagnostics/Service Procedures, will discuss basic ignition system diagnostics
and service adjustments.
For system operation and component identification,
refer to the Component Identification/System Operation section of this group.
For removal or installation of ignition system components, refer to the Component Removal/Installation section of this group.
For other useful information, refer to On-Board Diagnostics in the General Diagnosis sections of Group
14, Fuel System in this manual.
For operation of the DRB Scan Tool, refer to the
appropriate Powertrain Diagnostic Procedures service manual.

AUTOMATIC SHUTDOWN (ASD) RELAY TEST


Refer to RelaysOperation/Testing in the Group
14, Fuel System section of this service manual.

CAMSHAFT POSITION SENSOR TEST


3.9L/5.2L ENGINE
The camshaft position sensor is located in the distributor on all 3.9L/5.2L engines.
To perform a complete test of this sensor and its
circuitry, refer to the DRB scan tool. Also refer to the
appropriate Powertrain Diagnostics Procedures manual. To test the sensor only, refer to the following:
For this test, an analog voltmeter is needed.
Do not remove the distributor connector from the distributor. Using small paper clips, insert them into
the backside of the distributor wire harness connector to make contact with the terminals. Be sure that
the connector is not damaged when inserting the paper clips. Attach voltmeter leads to these paper clips.
(1) Connect the positive (+) voltmeter lead into the
sensor output wire. This is at done the distributor
wire harness connector. For wire identification, refer
to Group 8W, Wiring Diagrams.

page
Ignition Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intake Manifold Air Temperature Sensor Test . . . . .
Manifold Absolute Pressure (MAP) Sensor Test . . .
On-Board Diagnostics . . . . . . . . . . . . . . . . . . . . . .
Oxygen Sensor (O2S) Tests . . . . . . . . . . . . . . . . .
Powertrain Control Module (PCM) . . . . . . . . . . . . .
Spark Plug Secondary Cables . . . . . . . . . . . . . . . .
Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Throttle Position Sensor Test . . . . . . . . . . . . . . . . .

11
12
12
16
16
12
15
12
16

(2) Connect the negative (-) voltmeter lead into the


ground wire. For wire identification, refer to Group
8W, Wiring Diagrams.
(3) Set the voltmeter to the 15 Volt DC scale.
(4) Remove distributor cap from distributor (two
screws). Rotate (crank) the engine until the distributor rotor is pointed towards the rear of vehicle. The
movable pulse ring should now be within the sensor
pickup.
(5) Turn ignition key to ON position. Voltmeter
should read approximately 5.0 volts.
(6) If voltage is not present, check the voltmeter
leads for a good connection.
(7) If voltage is still not present, check for voltage
at the supply wire. For wire identification, refer to
Group 8W, Wiring Diagrams.
(8) If voltage is not present at supply wire, check
for voltage at pin-7 of powertrain control module
(PCM) 60-way connector. Leave the PCM connector
connected for this test.
(9) If voltage is still not present, perform vehicle
test using the DRB scan tool.
(10) If voltage is present at pin-7, but not at the
supply wire:
(a) Check continuity between the supply wire.
This is checked between the distributor connector
and pin-7 at the PCM. If continuity is not present,
repair the harness as necessary.
(b) Check for continuity between the camshaft
position sensor output wire and pin-44 at the PCM.
If continuity is not present, repair the harness as
necessary.
(c) Check for continuity between the ground circuit wire at the distributor connector and ground.
If continuity is not present, repair the harness as
necessary.
(11) While observing the voltmeter, crank the engine with ignition switch. The voltmeter needle
should fluctuate between 0 and 5 volts while the engine is cranking. This verifies that the camshaft position sensor in the distributor is operating properly

IGNITION SYSTEMS

8D - 7

and a sync pulse signal is being generated.


If sync pulse signal is not present, replacement of
the camshaft position sensor is necessary.
For removal or installation of ignition system components, refer to the Component Removal/Installation section of this group.
For system operation and component identification,
refer to the Component Identification/System Operation section of this group.

CRANKSHAFT POSITION SENSOR TEST


To perform a complete test of this sensor and its
circuitry, refer to the DRB scan tool. Also refer to the
appropriate Powertrain Diagnostics Procedures manual. To test the sensor only, refer to the following:
On the 3.9L/5.2L engine, the sensor is located on
the top of cylinder block near the rear of right cylinder head (Fig. 1).
(1) Near the rear of intake manifold, disconnect
sensor pigtail harness connector from main wiring
harness.

Fig. 2 Typical Sensor Connector


its on the inside (caused by condensation entering
the cap through cracks). Replace any cap that displays charred or eroded terminals. The inside flat
surface of a terminal end (faces toward rotor) will indicate some evidence of erosion from normal operation. Examine the terminal ends for evidence of
mechanical interference with the rotor tip.

Fig. 3 Cap InspectionExternalTypical


Fig. 1 Crankshaft Position Sensor3.9L/5.2L Engine
(2) Place an ohmmeter across terminals B and C
(Fig. 2). Ohmmeter should be set to 1K-to-10K scale
for this test. The meter reading should be open (no
resistance). Replace sensor if a low resistance is indicated.

DISTRIBUTOR CAP
INSPECTION
Remove the distributor cap and wipe it clean with
a dry lint free cloth. Visually inspect the cap for
cracks, carbon paths, broken towers, or damaged rotor button (Figs. 3 and 4). Also check for white depos-

DISTRIBUTOR ROTOR
Visually inspect the rotor (Fig. 5) for cracks, evidence of corrosion, or the effects of arcing on the
metal tip. Also check for evidence of mechanical interference with the cap. Some charring is normal on
the end of the metal tip. The silicone-dielectric-varnish-compound applied to the rotor tip for radio interference noise suppression, will appear charred.
This is normal. Do not remove the charred compound. Test the spring for insufficient tension. Replace a rotor that displays any of these adverse
conditions.

8D - 8

IGNITION SYSTEMS

Fig. 4 Cap InspectionInternalTypical

Fig. 6 Ignition Coil2.5L EngineTypical

Fig. 5 Rotor InspectionTypical

DRB SCAN TOOL


For operation of the DRB scan tool, refer to the appropriate Powertrain Diagnostic Procedures service
manual.

IGNITION COIL
To perform a complete test of the ignition coil and
its circuitry, refer to the DRB scan tool. Also refer to
the appropriate Powertrain Diagnostics Procedures
manual. To test the coil only, refer to the following:
The ignition coil (Figs. 6 or 7) is designed to operate without an external ballast resistor.
Inspect the ignition coil for arcing. Test the coil according to coil tester manufacturers instructions.
Test the coil primary and secondary resistance. Replace any coil that does not meet specifications. Refer
to the Ignition Coil Resistance chart.

Fig. 7 Ignition Coil3.9L/5.2L EngineTypical


If the ignition coil is being replaced, the secondary
spark plug cable must also be checked. Replace cable
if it has been burned or damaged.
Arcing at the tower will carbonize the cable boot,
which if it is connected to a new ignition coil, will
cause the coil to fail.
If the secondary coil cable shows any signs of damage, it should be replaced with a new cable and new
terminal. Carbon tracking on the old cable can cause
arcing and the failure of a new ignition coil.

ENGINE COOLANT TEMPERATURE SENSOR TEST


For an operational description, diagnosis and removal/installation procedures, refer to Group 14,
Fuel System.

IGNITION SYSTEMS

8D - 9

IGNITION COIL RESISTANCE

IGNITION SECONDARY CIRCUIT DIAGNOSIS


CHECKING FOR SPARK
CAUTION: When disconnecting a high voltage cable
from a spark plug or from the distributor cap, twist
the rubber boot slightly (1/2 turn) to break it loose
(Fig. 8). Grasp the boot (not the cable) and pull it
off with a steady, even force.

Fig. 9 Spark Plug Cable Removal/Installation2.5L


Engine

Fig. 8 Cable Removal


CAUTION: Do not pull spark plug cables from distributor cap of a 2.5L engine. The cables must be
released from inside the distributor cap (Fig. 9).
(1) Disconnect the ignition coil secondary cable
from center tower of the distributor cap. Hold the cable terminal approximately 12 mm (1/2 in.) from a
good engine ground (Fig. 10).
WARNING: BE VERY CAREFUL WHEN THE ENGINE
IS CRANKING. DO NOT PUT YOUR HANDS NEAR
THE PULLEYS, BELTS OR THE FAN. DO NOT WEAR
LOOSE FITTING CLOTHING.
(2) Rotate (crank) the engine with the starter motor and observe the cable terminal for a steady arc. If
steady arcing does not occur, inspect the secondary
coil cable. Refer to Spark Plug Cables in this group.

Fig. 10 Checking for SparkTypical


Also inspect the distributor cap and rotor for cracks
or burn marks. Repair as necessary. If steady arcing
occurs, connect ignition coil cable to the distributor
cap.
(3) Remove a cable from one spark plug.
(4) Using insulated pliers, hold the cable terminal
approximately 12 mm (1/2 in.) from the engine cylinder head or block while rotating the engine with the
starter motor. Observe the spark plug cable terminal
for an arc. If steady arcing occurs, it can be expected

8D - 10

IGNITION SYSTEMS

that the ignition secondary system is operating correctly. (note that if the ignition coil cable is removed for this test, instead of a spark plug
cable, the spark intensity will be much higher.)
If steady arcing occurs at the spark plug cables, but
the engine will not start, connect the DRB scan tool.
Refer to the Powertrain Diagnostic Procedures service manual.

FAILURE TO START TEST


To prevent unnecessary diagnostic time and wrong
test results, the previous Checking For Spark test
should be performed prior to this test.
WARNING: SET PARKING BRAKE OR BLOCK THE
DRIVE WHEELS BEFORE PROCEEDING WITH THIS
TEST.
(1) Unplug the ignition coil harness connector at
the coil (Figs. 11 or 12).

Fig. 11 Coil Harness Connector2.5L Engine


Typical
(2) Connect a set of small jumper wires (18 gauge
or smaller) between the disconnected harness terminals and the ignition coil terminals. To determine polarity at connector and coil, refer to the Wiring
Diagrams section.
(3) Attach one lead of a voltmeter to the positive
(12 volt) jumper wire. Attach the negative side of
voltmeter to a good ground. Determine that sufficient
battery voltage (12.4 volts) is present for the starting
and ignition systems.
(4) Crank the engine for 5 seconds while monitoring the voltage at the coil positive terminal:

Fig. 12 Coil Harness Connector3.9/5.2L Engine


Typical
If the voltage remains near zero during the entire
period of cranking, refer to On-Board Diagnostics in
Group 14, Fuel Systems. Check the powertrain control module and auto shutdown relay.
If voltage is at or near battery voltage and drops
to zero after 1-2 seconds of cranking, check the powertrain control module circuit. Refer to On-Board Diagnostics in Group 14, Fuel Systems.
If voltage remains at or near battery voltage during the entire 5 seconds, turn the key off. Remove
the 60-way connector (Fig. 13) from the powertrain
control module (PCM). Check 60-way connector for
any spread terminals.

Fig. 13 PCM 60-Way Connector


(5) Remove test lead from the coil positive terminal. Connect an 18 gauge jumper wire between the
battery positive terminal and the coil positive terminal.
(6) Make the special jumper shown in figure 14.
Using the jumper, momentarily ground terminal-19
of the 60-way connector. A spark should be generated
at the coil cable when the ground is removed.
(7) If spark is generated, replace the powertrain
control module (PCM).
(8) If spark is not seen, use the special jumper to
ground the coil negative terminal directly.
(9) If spark is produced, repair wiring harness for
an open condition.

IGNITION SYSTEMS

Fig. 14 Special Jumper Ground-to-Coil Negative


Terminal
(10) If spark is not produced, replace the ignition
coil.

IGNITION TIMING

8D - 11

high resistance. In addition, breaking the rubber insulation may permit secondary current to arc to
ground.
(3) Turn selector switch to the appropriate cylinder
position.
(4) Start engine and run until normal operating
temperature is obtained.
(a) If using the DRB scan tool: Connect the DRB
tool. Refer to the appropriate Powertrain Diagnostic Procedures service manual.
(b) If not using the DRB tool: Disconnect the
coolant temperature sensor (Fig. 16). When the
sensor is disconnected, the radiator (electrical) cooling fan should operate and the malfunction indicator lamp (displayed on the instrument panel as the
CHECK ENGINE lampfigure 17) should be lit.

2.5L ENGINE
WARNING: APPLY PARKING BRAKE AND/OR
BLOCK WHEELS BEFORE PERFORMING IGNITION
TIMING ADJUSTMENT, OR ANY TESTS WITH A
RUNNING ENGINE.
Proper ignition timing is required to obtain optimum engine performance. The distributor must be
correctly indexed to provide correct initial ignition
timing.
(1) Set the gearshift selector in park or neutral
and apply the parking brake. All lights and accessories must be off.
(2) If a magnetic timing unit is being used, insert
the pickup probe into the open receptacle on the
transmission bell housing. This is located next to the
upper, left mounting bolt. If a magnetic timing unit
is not available, use a conventional timing light connected to the number one cylinder spark plug cable.
Use the timing scale on the transmission dust cover
(Fig. 15).

Fig. 15 Timing Marks2.5L Engine


Do not puncture cables or boots with test
probes. Always use proper adapters. Puncturing the
spark plug cables with a probe will damage the cables. The probe can separate the conductor and cause

Fig. 16 Coolant Temperature Sensor2.5L Engine


(5) Aim timing light at timing scale (Fig. 15) on
the transmission dust cover, or read magnetic timing
unit. If flash occurs when timing mark is before specified degree mark, timing is advanced. To adjust,
turn distributor housing in direction of rotor rotation.
If flash occurs when timing mark is after specified
degree mark, timing is retarded. To adjust, turn distributor housing against direction of rotor rotation.
Refer to Vehicle Emission Control Information label
(under vehicle hood) for correct timing specification.
If timing is within !2 degrees of value specified on
the label, proceed to step (7). If outside specified tolerance, proceed to next step.
(6) Loosen distributor hold-down arm screw just
enough so the distributor housing can be rotated
(Fig. 18). Turn distributor housing until specified
timing is reached. Tighten the hold-down arm screw
and recheck timing.

8D - 12

IGNITION SYSTEMS
INTAKE MANIFOLD AIR TEMPERATURE SENSOR
TEST
For an operational description, diagnosis or removal/ installation procedures, refer to Group 14, Fuel
Systems.

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR


TEST
For an operational description, diagnosis and removal/installation procedures, refer to Group 14,
Fuel System.

POWERTRAIN CONTROL MODULE (PCM)


The PCM (formerly called the SBEC or engine controller) is located on the right inner fender in the engine compartment (Fig. 19).

Fig. 17 Check Engine LampTypical


(7) Turn the engine off. Remove timing light or
magnetic timing unit and tachometer. If the coolant
temperature sensor was disconnected, connect the
sensor and erase the diagnostic trouble codes using
the Erase Diagnostic Trouble Code mode on the DRB
scan tool. Refer to the appropriate Powertrain Diagnostic Procedures service manual.

Fig. 19 PCM Location


The ignition system is controlled by the PCM.
For removal and installation of this component, refer to the Component Removal/Installation section of
this group.
For diagnostics, refer to the appropriate Powertrain
Diagnostic Procedures service manual for operation
of the DRB scan tool.

Fig. 18 Distributor Holddown2.5L Engine


3.9L/5.2L ENGINE
Base (initial) ignition timing is NOT adjustable on any 3.9L/5.2L engine. Do not attempt to
adjust ignition timing by rotating the distributor.
All ignition timing functions are controlled by the
powertrain control module (PCM). Refer to On-Board
Diagnostics in the Multi-Port Fuel InjectionGeneral Diagnosis section of Group 14, Fuel Systems for
more information. Also refer to the appropriate Powertrain Diagnostics Procedures service manual for operation of the DRB Scan Tool.

SPARK PLUGS
For spark plug removal, cleaning, gap adjustment
and installation, refer to the Component Removal/Installation section of this group.
3.9L/5.2L Engine: Spark plug cable boot heat
shields are pressed into the cylinder head to surround each cable boot and spark plug (Fig. 20). These
shields protect the spark plug boots from damage
(due to intense engine heat generated by the exhaust
manifolds) and should not be removed. After the
spark plug cable has been installed, the lip of the cable boot should have a small air gap to the top of the
heat shield (Fig. 20).
Faulty carbon and/or gas fouled plugs generally
cause hard starting, but they will clean up at higher

IGNITION SYSTEMS

8D - 13

Fig. 20 Heat Shields3.9L/5.2L Engine

Fig. 21 Normal Operation and Cold (Carbon) Fouling

engine speeds. Faulty plugs can be identified in a


number of ways: poor fuel economy, power loss, decrease in engine speed, hard starting and, in general,
poor engine performance.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken porcelain insulators. Keep plugs arranged in the order
in which they were removed from the engine. An isolated plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
the maintenance chart in Group 0, Lubrication and
Maintenance.
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective. Refer to the
following Spark Plug Condition section of this group.

COLD FOULING/CARBON FOULING


Cold fouling is sometimes referred to as carbon
fouling. The deposits that cause cold fouling are basically carbon (Fig. 21). A dry, black deposit on one or
two plugs in a set may be caused by sticking valves
or defective spark plug cables. Cold (carbon) fouling
of the entire set of spark plugs may be caused by a
clogged air cleaner element or repeated short operating times (short trips).

CONDITION
NORMAL OPERATING
The few deposits present on the spark plug will
probably be light tan or slightly gray in color. This is
evident with most grades of commercial gasoline
(Fig. 21). There will not be evidence of electrode
burning. Gap growth will not average more than approximately 0.025 mm (.001 in) per 1600 km (1000
miles) of operation. Spark plugs that have normal
wear can usually be cleaned, have the electrodes
filed, have the gap set and then be installed.
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
causes the entire tip of the spark plug to be coated
with a rust colored deposit. This rust color can be
misdiagnosed as being caused by coolant in the combustion chamber. Spark plug performance is not affected by MMT deposits.

WET FOULING OR GAS FOULING


A spark plug coated with excessive wet fuel or oil is
wet fouled. In older engines, worn piston rings, leaking valve guide seals or excessive cylinder wear can
cause wet fouling. In new or recently overhauled engines, wet fouling may occur before break-in (normal
oil control) is achieved. This condition can usually be
resolved by cleaning and reinstalling the fouled
plugs.
OIL OR ASH ENCRUSTED
If one or more spark plugs are oil or oil ash encrusted (Fig. 22), evaluate engine condition for the
cause of oil entry into that particular combustion
chamber.
ELECTRODE GAP BRIDGING
Electrode gap bridging may be traced to loose deposits in the combustion chamber. These deposits accumulate on the spark plugs during continuous stopand-go driving. When the engine is suddenly
subjected to a high torque load, deposits partially liquefy and bridge the gap between electrodes (Fig. 23).
This short circuits the electrodes. Spark plugs with
electrode gap bridging can be cleaned using standard
procedures.
SCAVENGER DEPOSITS
Fuel scavenger deposits may be either white or yellow (Fig. 24). They may appear to be harmful, but

8D - 14

IGNITION SYSTEMS

Fig. 24 Scavenger Deposits

Fig. 22 Oil or Ash Encrusted

Fig. 25 Chipped Electrode Insulator

this is a normal condition caused by chemical additives in certain fuels. These additives are designed to
change the chemical nature of deposits and decrease
spark plug misfire tendencies. Notice that accumulation on the ground electrode and shell area may be
heavy, but the deposits are easily removed. Spark
plugs with scavenger deposits can be considered normal in condition and can be cleaned using standard
procedures.

PREIGNITION DAMAGE
Preignition damage is usually caused by excessive
combustion chamber temperature. The center electrode dissolves first and the ground electrode dissolves somewhat latter (Fig. 26). Insulators appear
relatively deposit free. Determine if the spark plug
has the correct heat range rating for the engine. Determine if ignition timing is over advanced, or if
other operating conditions are causing engine overheating. (The heat range rating refers to the operating temperature of a particular type spark plug.
Spark plugs are designed to operate within specific
temperature ranges. This depends upon the thickness and length of the center electrodes porcelain insulator.)

CHIPPED ELECTRODE INSULATOR


A chipped electrode insulator usually results from
bending the center electrode while adjusting the
spark plug electrode gap. Under certain conditions,
severe detonation can also separate the insulator
from the center electrode (Fig. 25). Spark plugs with
this condition must be replaced.

SPARK PLUG OVERHEATING


Overheating is indicated by a white or gray center
electrode insulator that also appears blistered (Fig.
27). The increase in electrode gap will be considerably in excess of 0.001 inch per 1000 miles of operation. This suggests that a plug with a cooler heat
range rating should be used. Over advanced ignition

Fig. 23 Electrode Gap Bridging

IGNITION SYSTEMS

Fig. 26 Preignition Damage

8D - 15

Fig. 28 Heat Shields3.9L/5.2L Engine

timing, detonation and cooling system malfunctions


can also cause spark plug overheating.

Fig. 29 Spark Plug Cable Removal/Installation2.5L


Engine
Fig. 27 Spark Plug Overheating

SPARK PLUG SECONDARY CABLES


3.9L/5.2L Engine: Spark plug heat shields are
pressed into the cylinder head to surround each
spark plug cable boot and spark plug (Fig. 28). These
shields protect the spark plug boots from damage
(due to intense engine heat generated by the exhaust
manifolds) and should not be removed. After the
spark plug cable has been installed, the lip of the cable boot should have a small air gap to the top of the
heat shield (Fig. 28).
CAUTION: 2.5L 4-CYLINDER ENGINE. Do not pull
spark plug cables from distributor cap of a 2.5L engine. The cables must be released from inside the
distributor cap (Fig. 29).

TESTING
Spark plug cables are sometimes referred to as secondary ignition cables or secondary wires. The cables
transfer electrical current from the distributor to in-

dividual spark plugs at each cylinder. The spark plug


cables are of nonmetallic construction and have a
built in resistance. The cables provide suppression of
radio frequency emissions from the ignition system.
Check the high-tension cable connections for good
contact at the ignition coil, distributor cap towers
and spark plugs. Terminals should be fully seated.
The terminals and spark plug covers should be in
good condition. Terminals should fit tightly to the ignition coil, distributor cap and spark plugs. The
spark plug cover (boot) of the cable should fit tight
around the spark plug insulator. Loose cable connections can cause corrosion and increase resistance, resulting in shorter cable service life.
Clean the high tension cables with a cloth moistened with a nonflammable solvent and wipe dry.
Check for brittle or cracked insulation.
When testing secondary cables for damage with an
oscilloscope, follow the instructions of the equipment
manufacturer.
If an oscilloscope is not available, spark plug cables
may be tested as follows:

8D - 16

IGNITION SYSTEMS

CAUTION: Do not leave any one spark plug cable


disconnected for longer than necessary during testing. This may cause possible heat damage to the
catalytic converter. Total test time must not exceed
ten minutes.
With the engine running, remove spark plug cable
from spark plug (one at a time) and hold next to a
good engine ground. If the cable and spark plug are
in good condition, the engine rpm should drop and
the engine will run poorly. If engine rpm does not
drop, the cable and/or spark plug may not be operating properly and should be replaced. Also check engine cylinder compression.
With the engine not running, connect one end of a
test probe to a good ground. Start the engine and run
the other end of the test probe along the entire
length of all spark plug cables. If cables are cracked
or punctured, there will be a noticeable spark jump
from the damaged area to the test probe. The cable
running from the ignition coil to the distributor cap
can be checked in the same manner. Cracked, damaged or faulty cables should be replaced with resistance type cable. This can be identified by the words
ELECTRONIC SUPPRESSION printed on the cable
jacket.
Use an ohmmeter to test for open circuits, excessive resistance or loose terminals. Remove the distributor cap from the distributor. Do not remove
cables from cap. Remove cable from spark plug.
Connect ohmmeter to spark plug terminal end of cable and to corresponding electrode in distributor cap.
Resistance should be 250 to 1000 Ohms per inch of
cable. If not, remove cable from distributor cap tower
and connect ohmmeter to the terminal ends of cable.
If resistance is not within specifications as found in
the Spark Plug Cable Resistance chart, replace the
cable. Test all spark plug cables in this manner.

SPARK PLUG CABLE RESISTANCE

To test ignition coil-to-distributor cap cable, do not


remove the cable from the cap. Connect ohmmeter to

rotor button (center contact) of distributor cap and


terminal at ignition coil end of cable. If resistance is
not within specifications as found in the Spark Plug
Cable Resistance chart, remove the cable from the
distributor cap. Connect the ohmmeter to the terminal ends of the cable. If resistance is not within specifications as found in the Spark Plug Cable
Resistance chart, replace the cable. Inspect the ignition coil tower for cracks, burns or corrosion.
For removal and installation of spark plug cables,
refer to Spark Plug Secondary Cables in the Component Removal/Installation section.

THROTTLE POSITION SENSOR TEST


For an operational description, diagnosis and removal/installation procedures, refer to Group 14,
Fuel System.

OXYGEN SENSOR (O2S) TESTS


For diagnosis, removal or installation, refer to
Group 14, Fuel Systems in this manual.

ON-BOARD DIAGNOSTICS
FOR CERTAIN IGNITION SYSTEM
COMPONENTS
The powertrain control module (PCM) performs an
On-Board Diagnostic (OBD) check for certain ignition
system components on all vehicles. This is done by
setting a diagnostic trouble code (DTC).
A DTC can be obtained in two different ways. One
of the ways is by connecting the DRB scan tool to the
data link connector. This connector is located in the
engine compartment (Fig. 30). Refer to the appropriate Powertrain Diagnostic Procedures service manual
for operation of the DRB scan tool. The other way is
to cycle the ignition key and observe the malfunction
indicator lamp (MIL). The MIL lamp is displayed on
the instrument panel as the CHECK ENGINE lamp
(Fig. 31). This lamp will flash a numeric code. If a
numeric code number 11 (for the crankshaft position
sensor) or 42 (for the ASD relay) is observed, a problem has been found in the ignition system.
Note that the CHECK ENGINE lamp will illuminate initially for approximately two seconds each
time the ignition key is turned to the ON position.
This is done for a bulb test.

IGNITION SYSTEMS

Fig. 30 Data Link Connector LocationTypical


Location
For a complete operational description of all
DTCs, for accessing a DTC and for erasing a
DTC, refer to On-Board Diagnostics. This can
be found in the General Diagnosis sections of

8D - 17

Fig. 31 Check Engine LampTypical Location


Group 14, Fuel System. For numeric flash lamp
code charts, refer to Diagnostic Trouble Code
(DTC). This can also be found in the General
Diagnosis sections of Group 14, Fuel System.

8D - 18

IGNITION SYSTEMS
COMPONENT REMOVAL/INSTALLATION
INDEX
page

Automatic Shutdown (ASD) Relay .


Camshaft Position Sensor . . . . . . .
Crankshaft Position Sensor . . . . . .
Distributor2.5L Engine . . . . . . . .
Distributor3.9L/5.2L Engine . . . .
Engine Coolant Temperature Sensor
General Information . . . . . . . . . . .
Hall Effect Pick-Up2.5L Engine . .

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18
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20
21
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page
Ignition Coil . . . . . . . . . . . . . . . . . . . . . .
Intake Manifold Air Temperature Sensor . .
Manifold Absolute Pressure (MAP) Sensor
Oxygen (O2S) Sensor . . . . . . . . . . . . . . .
Powertrain Control Module (PCM) . . . . . .
Spark Plug Secondary Cables . . . . . . . . .
Spark Plugs . . . . . . . . . . . . . . . . . . . . . .
Throttle Position Sensor (TPS) . . . . . . . .

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22
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24
24
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25
24
26

GENERAL INFORMATION

CAMSHAFT POSITION SENSOR

This section of the group, Component Removal/Installation, will discuss the removal and installation
of ignition system components.
For basic ignition system diagnostics and service
adjustments, refer to the Diagnostics/Service Procedures section of this group.
For system operation and component identification,
refer to the Component Identification/System Operation section of this group.

The camshaft position sensor is located in the distributor (Fig. 2).

AUTOMATIC SHUTDOWN (ASD) RELAY

REMOVAL3.9L/5.2L ENGINE
Distributor removal is not necessary to remove
camshaft position sensor.
(1) Disconnect negative battery cable at battery.
(2) Remove distributor cap from distributor (two
screws).
(3) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.

The ASD relay is installed in the power distribution center (PDC) (Fig. 1). Relay location is printed
on the PDC cover.

Fig. 2 Camshaft Position Sensor3.9L/5.2L Engine

Fig. 1 Power Distribution CenterTypical


REMOVAL
(1) Remove the PDC cover.
(2) Remove the relay by lifting straight up.
INSTALLATION
(1) Push the relay into the connector.
(2) Install the relay cover.

(4) Remove distributor rotor from distributor shaft.


(5) Lift the camshaft position sensor assembly
from the distributor housing (Fig. 2).

INSTALLATION
(1) Install camshaft position sensor to distributor.
Align sensor into notch on distributor housing.
(2) Connect wiring harness.
(3) Install rotor.
(4) Install distributor cap. Tighten mounting screws.

IGNITION SYSTEMS

8D - 19

CRANKSHAFT POSITION SENSOR


REMOVAL3.9L/5.2L ENGINE
The sensor is bolted to the top of the cylinder block
near the rear of right cylinder head (Fig. 3).

Fig. 4 Oil Pressure Sending UnitRemoval/


Installation

Fig. 3 Crankshaft Position Sensor3.9L/5.2L Engine


(1) Remove the spark plug cable loom and spark
plug cables from valve cover mounting stud at rear of
right valve cover (Fig. 3). Position spark plug cables
to top of valve cover.
(2) Disconnect 2 hoses at Exhaust Gas Recirculation (EGR) valve. Note position of hoses at EGR
valve before removal.
(3) Disconnect electrical connector and hoses at
electric EGR valve control. Note position of hoses before removal.
(4) Remove 2 EGR valve mounting bolts and remove EGR valve. Discard old EGR gasket.
(5) Disconnect electrical connector at engine oil
pressure sending unit.
(6) To prevent damage to oil pressure sending unit,
a special tool, such as number C-4597 must be used
(Fig. 4). Remove sending unit from engine.
(7) Loosen EGR tube mounting nut at intake manifold.
(8) Remove 2 EGR tube mounting bolts at exhaust
manifold (Fig. 3) and remove EGR tube. Discard old
gasket at exhaust manifold.
(9) Disconnect crankshaft position sensor pigtail
harness from main wiring harness.
(10) Remove 2 sensor (recessed hex head) mounting bolts (Fig. 3) and remove sensor.

INSTALLATION
(1) Position crankshaft position sensor to engine
and install mounting bolts. Tighten bolts to 8 N!m
(70 in. lbs.) torque.
(2) Connect main harness electrical connector to
sensor.
(3) Clean the EGR tube and exhaust manifold (at
EGR tube mounting point) of any old gasket material.
(4) Install a new gasket to exhaust manifold end of
EGR tube and install EGR tube to both manifolds.
Tighten mounting nut at intake manifold. Tighten 2
mounting bolts at exhaust manifold to 23 N!m (204
in. lbs.) torque.
(5) Coat the threads of the oil pressure sending
unit with thread sealant. Do not allow any of the
thread sealant to get into the sending unit opening,
or the opening at the engine. Install sending unit to
engine and tighten to 14 N!m (130 in. lbs.) torque. Install electrical connector to sending unit.
(6) Clean the intake manifold and EGR valve of
any old gasket material.
(7) Install a new EGR valve gasket at intake manifold.
(8) Install EGR valve to intake manifold. Tighten 2
bolts to 23 N!m (200 in. lbs.) torque.
(9) Position EGR valve control and install its electrical connector. Connect hoses between EGR valve
and EGR valve control. Connect hose between main
vacuum harness and control valve.
(10) Install spark plug cable loom and spark plug
cables to valve cover mounting stud.

8D - 20

IGNITION SYSTEMS

ENGINE COOLANT TEMPERATURE SENSOR


For an operational description, diagnosis and removal/installation procedures, refer to Group 14,
Fuel System.

DISTRIBUTOR2.5L ENGINE
Also refer to Hall Effect Pick-Up in this section for
removal and installation.

REMOVAL
(1) Disconnect distributor pick-up lead wire at wiring harness connector (Fig. 5).

Fig. 6 Splash Shield2.5L Engine

Fig. 5 Pick-Up Lead Connector and Splash Shield


(2) Remove splash shield retaining screws (Fig. 5).
(3) Remove splash shield (Fig. 6).
(4) Loosen distributor cap retaining screws (Fig. 7).
(5) Lift off distributor cap (Fig. 8).
(6) Rotate engine crankshaft until the distributor
rotor is pointing toward the cylinder block. Use this
as a reference when installing distributor.
(7) Remove distributor holddown clamp bolt
(screw) (Fig. 9).
(8) Carefully lift the distributor from the engine.

INSTALLATION
(1) Position distributor in engine. Make certain
that the O-ring is properly seated on distributor. If
O-ring is cracked or nicked, replace O-ring.
(2) Carefully engage distributor drive with auxiliary shaft drive. When distributor is installed properly, rotor will be pointing toward cylinder block. If
engine has been cranked while distributor is removed, it will be necessary to establish proper relationship between the distributor shaft and number
one piston position as follows:
(a) Rotate the crankshaft until number one piston is at top of compression stroke. Pointer on

Fig. 7 Distributor Cap Retaining Screws2.5L


Engine
clutch housing shield should be in line with the 0
degree (TDC) mark on flywheel.
(b) Rotate rotor to a position just ahead of the
number one distributor cap terminal.
(c) Lower the distributor into the opening, engaging distributor drive with drive on auxiliary shaft.
With distributor fully seated on engine, rotor
should be aligned under the cylinder number-one
distributor cap tower.
(3) Install the distributor cap. Be sure all high tension cables snap firmly in the cap towers.
(4) Install hold-down clamp bolt (screw) and
tighten finger tight (Fig. 9).
(5) Install splash shield (Figs. 5 and 6).
(6) Connect distributor hall effect pick-up lead wire
at wiring harness connector.

IGNITION SYSTEMS

8D - 21

Before distributor is removed, the number-one cylinder must be brought to the top dead center (TDC)
firing position.
(4) Attach a socket to the Crankshaft Vibration
Damper mounting bolt.
(5) Slowly rotate engine clockwise, as viewed from
front, until indicating mark on crankshaft vibration
damper is aligned to 0 degree (TDC) mark on timing
chain cover (Fig. 10).

Fig. 8 Distributor Cap2.5L Engine

Fig. 10 Damper-To-Cover Alignment Marks3.9L/


5.2L Engine

Fig. 9 Distributor Holddown2.5L Engine


(7) Set ignition timing to specification. Refer to Ignition Timing in the Diagnostics/Service Procedures
section of this group.

(6) The distributor rotor should now be aligned to


the CYL. NO. 1 alignment mark (stamped) into the
camshaft position sensor (Fig. 11). If not, rotate the
crankshaft through another complete 360 degree
turn. Note the position of the number-one cylinder
spark plug cable (on the cap) in relation to rotor. Rotor should now be aligned to this position.

DISTRIBUTOR3.9L/5.2L ENGINE
REMOVAL
CAUTION: Base ignition timing is not adjustable on
any 3.9L V-6 or 5.2L V-8 engine. Distributors do not
have built in centrifugal or vacuum assisted advance. Base ignition timing and timing advance are
controlled by the powertrain control module (PCM).
Because a conventional timing light can not be
used to adjust distributor position after installation,
note position of distributor before removal.
(1) Disconnect negative battery cable at battery.
(2) Remove distributor cap from distributor (two
screws).
(3) Mark the position of distributor housing in
relationship to engine or dash panel. This is done
to aid in installation.

Fig. 11 Rotor Alignment Mark3.9L/5.2L Engine


(7) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(8) Remove distributor rotor from distributor shaft.
(9) Remove distributor holddown clamp bolt and
clamp (Fig. 12). Remove distributor from vehicle.

8D - 22

IGNITION SYSTEMS
CHECKING DISTRIBUTOR POSITION
To verify correct distributor rotational position,
connect the DRB scan tool to the data link connector.
The data link connector is located in the engine compartment. Gain access to the SET SYNC screen on
the DRB.
WARNING: WHEN PERFORMING THE FOLLOWING
TEST, THE ENGINE WILL BE RUNNING. BE CAREFUL NOT TO STAND IN LINE WITH THE FAN
BLADES OR FAN BELT. DO NOT WEAR LOOSE
CLOTHING.

Fig. 12 Distributor Holddown Clamp3.9L/5.2L


Engine
CAUTION: Do not crank engine with distributor removed. Distributor/crankshaft relationship will be
lost.

INSTALLATION
If engine has been cranked while distributor is removed, establish the relationship between distributor
shaft and number one piston position as follows:
Rotate crankshaft in a clockwise direction, as
viewed from front, until number-one cylinder piston
is at top of compression stroke (compression should
be felt on finger with number one spark removed).
Then continue to slowly rotate engine clockwise until
indicating mark (Fig. 10) is aligned to 0 degree
(TDC) mark on timing chain cover.
(1) Clean top of cylinder block for a good seal between distributor base and block.
(2) Lightly oil the rubber O-ring seal on the distributor housing.
(3) Install rotor to distributor shaft.
(4) Position distributor into engine to its original
position. Engage tongue of distributor shaft with slot
in distributor oil pump drive gear. Position rotor to
the number one spark plug cable position.
(5) Install distributor holddown clamp and clamp
bolt. Do not tighten bolt at this time.
(6) Rotate the distributor housing until rotor is
aligned to CYL. NO. 1 alignment mark on the camshaft position sensor (Fig. 11).
(7) Tighten clamp holddown bolt (Fig. 12) to 22.5
N!m (200 in. lbs.) torque.
(8) Connect camshaft position sensor wiring harness to main engine harness.
(9) Install distributor cap. Tighten mounting
screws.
(10) Refer to the following Checking Distributor
Position.

Follow the directions on the DRB screen and start


the engine. With the engine running, the words IN
RANGE should appear on the screen along with 0.
This indicates correct distributor position.
If a plus (+) or a minus (-) is displayed next to the
degree number, and/or the degree displayed is not
zero, loosen but do not remove the distributor holddown clamp bolt. Rotate the distributor until IN
RANGE appears on the screen. Continue to rotate
the distributor until achieving as close to 0 as possible. After adjustment, tighten clamp bolt to 22.5
N!m (200 in. lbs.) torque.
The degree scale on the SET SYNC screen of the
DRB is referring to fuel synchronization only. It is
not referring to ignition timing. Because of this,
do not attempt to adjust ignition timing using this
method. Rotating the distributor will have no effect
on ignition timing. All ignition timing values are controlled by the powertrain control module (PCM).

IGNITION COIL
The ignition coil is an epoxy filled type. If the coil
is replaced, it must be replaced with the same type.

REMOVAL2.5L ENGINE
The coil is mounted on a bracket, to the thermostat
housing, in front of the coolant temperature sensor
(Fig. 13).
(1) Disconnect the ignition coil secondary cable
from ignition coil (Fig. 13).
(2) Disconnect engine harness connector from ignition coil.
(3) Remove ignition coil mounting screws. Remove
coil.
INSTALLATION2.5L ENGINE
(1) Install ignition coil to bracket on cylinder block
with mounting screws.
(2) Connect engine harness connector to coil.
(3) Connect ignition coil cable to ignition coil.
REMOVAL3.9L/5.2L ENGINE
The ignition coil is mounted to a bracket near the
front of the right engine cylinder head on 3.9L/5.2L
engines (Fig. 14).

IGNITION SYSTEMS

8D - 23

INSTALLATION3.9L/5.2L ENGINE
(1) Install the ignition coil to coil bracket. If nuts
and bolts are used to secure coil to coil bracket,
tighten to 11 N!m (100 in. lbs.) torque. If the coil
mounting bracket has been tapped for coil mounting
bolts, tighten bolts to 5 N!m (50 in. lbs.) torque.
(2) Connect all wiring to ignition coil.

HALL EFFECT PICK-UP2.5L ENGINE


Distributor removal is not necessary for pick-up removal/installation.

REMOVAL
(1) Remove shield and distributor cap. Refer to
Distributor Removal2.5L Engine.
(2) Remove rotor from shaft (Fig. 15).

Fig. 13 Ignition Coil2.5L EngineTypical

Fig. 15 Ignition Rotor2.5L Engine


(3) Remove hall effect pick-up assembly (Fig. 16).

Fig. 14 Ignition Coil3.9L/5.2L EngineTypical


(1) Disconnect the wiring and secondary cable from
the ignition coil (Fig. 14).
WARNING: DO NOT REMOVE THE COIL MOUNTING
BRACKET-TO-CYLINDER HEAD MOUNTING BOLTS.
THE COIL MOUNTING BRACKET IS UNDER ACCESSORY DRIVE BELT TENSION. IF THIS BRACKET IS
TO BE REMOVED FOR ANY REASON, ALL BELT
TENSION MUST FIRST BE RELIEVED. REFER TO
THE BELT SECTION OF GROUP 7, COOLING SYSTEM.
(2) Remove ignition coil from coil mounting bracket
(two bolts).

INSTALLATION
(1) Place hall effect pick-up assembly into distributor housing (Fig. 16).
CAUTION: The hall effect pick-up assembly leads
may be damaged if not properly installed (Fig. 16).
(2) Install rotor (Fig. 15).
(3) Install cap and splash shield. Refer to Distributor Installation2.5L Engine.

INTAKE MANIFOLD AIR TEMPERATURE SENSOR


For an operational description, diagnosis or removal/ installation procedures, refer to Group 14, Fuel
Systems.

8D - 24

IGNITION SYSTEMS
INSTALLATION
(1) Check pins in 60-way PCM connector for damage. Repair as necessary.
(2) Connect 60-Way electrical connector to the
PCM (Fig. 17).
(3) Mount PCM to inside right front fender (Fig.
17). Tighten screws to 4 N!m (35 in. lbs.) torque.
(4) Install air cleaner duct to the PCM (2.5L only).
(5) Connect negative battery cable to battery.

SPARK PLUGS

Fig. 16 Hall Effect Pick-Up Assembly2.5L Engine

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR


For removal and installation, refer to Manifold Absolute Pressure Sensor in group 14, Fuel Systems.

OXYGEN (O2S) SENSOR


For diagnostics and removal/installation procedures, refer to Group 14, Fuel Systems, in this manual.

3.9L/5.2L ENGINE. Spark plug cable heat shields


are pressed into the cylinder head to surround each
cable boot and spark plug (Fig. 18). These shields
protect the spark plug boots from damage (due to intense engine heat generated by the exhaust manifolds) and should not be removed. After the spark
plug cable has been installed, the lip of the cable boot
should have a small air gap to the top of the heat
shield (Fig. 18).
If removal of the heat shield(s) is necessary, remove
the spark plug cable and compress the sides of shield
for removal. Each shield is slotted to allow for compression and removal. To install the shields, align
shield to machined opening in cylinder head and tap
into place with a block of wood.

POWERTRAIN CONTROL MODULE (PCM)


REMOVAL
(1) Disconnect negative battery cable at battery.
(2) Remove air cleaner duct from the PCM (2.5L
engine only).
(3) Remove 60-way electrical connector from the
PCM.
(4) Remove (3) PCM mounting screws (Fig. 17). Remove PCM.

Fig. 18 Heat Shields3.9L/5.2L Engine

Fig. 17 Powertrain Control Module (PCM)

PLUG REMOVAL
(1) Always remove spark plug or ignition coil cables by grasping at the cable boot (Fig. 19). Turn the
cable boot 1/2 turn and pull straight back in a steady
motion. Never pull directly on the cable. Internal
damage to cable will result.
(2) Prior to removing the spark plug, spray compressed air around the spark plug hole and the area
around the spark plug. This will help prevent foreign
material from entering the combustion chamber.
(3) Remove the spark plug using a quality socket
with a rubber or foam insert.

IGNITION SYSTEMS

8D - 25

Fig. 19 Cable Removal


(4) Inspect the spark plug condition. Refer to
Spark Plugs in the Diagnostics/Service Procedures
section of this group.

PLUG CLEANING
The plugs may be cleaned using commercially
available spark plug cleaning equipment. After cleaning, file the center electrode flat with a small point
file or jewelers file before adjusting gap.
CAUTION: Never use a motorized wire wheel brush
to clean the spark plugs. Metallic deposits will remain on the spark plug insulator and will cause
plug misfire.

PLUG GAP ADJUSTMENT


Check the spark plug gap with a gap gauge tool. If
the gap is not correct, adjust it by bending the
ground electrode (Fig. 20). Never attempt to adjust
the gap by bending the center electrode.

Fig. 20 Setting Spark Plug GapTypical


(2) Tighten 2.5L spark plugs to 28 N!m (20 ft. lbs.)
torque. Tighten 3.9L/5.2L spark plugs to 35-41 N!m
(26-30 ft. lbs.) torque.
(3) Install spark plug cables over spark plugs.

SPARK PLUG SECONDARY CABLES


CAUTION: When disconnecting a high voltage cable
from a spark plug or from the distributor cap, twist
the rubber boot slightly (1/2 turn) to break it loose.
Grasp the boot (not the cable) and pull it off with a
steady, even force.
Install cables into the proper engine cylinder firing
order (Figs. 21, 22 or 23).

SPARK PLUG GAP


2.5L Engine Spark Plug Gap: .89 mm (.035 in).
3.9L/5.2L Engine Spark Plug Gap: .89 mm (.035
in).
PLUG INSTALLATION
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion resulting in a
change in the spark plug gap or a cracked porcelain
insulator.
When replacing the spark plug and ignition coil cables, route the cables correctly and secure them in
the appropriate retainers. Failure to route the cables
properly can cause the radio to reproduce ignition
noise. It could cause cross ignition of the spark plugs,
or short circuit the cables to ground.
(1) Start the spark plug into the cylinder head by
hand to avoid cross threading.

Fig. 21 Engine Firing Order2.5L Engine


When replacing the spark plug and coil cables,
route the cables correctly and secure in the proper
retainers. Failure to route the cables properly can

8D - 26

IGNITION SYSTEMS
spark plug cable has been installed, the lip of the cable boot should have a small air gap to the top of the
heat shield (Fig. 24).

Fig. 22 Engine Firing Order3.9L Engine

Fig. 24 Heat Shields3.9L/5.2L Engine


CAUTION: 2.5L ENGINE. Do not pull spark plug cables from distributor cap of a 2.5L engine. The cables must be released from inside the distributor
cap (Fig. 25).

Fig. 23 Engine Firing Order5.2L Engine


cause the radio to reproduce ignition noise. It could
also cause cross ignition of the plugs, or short circuit
the cables to ground.
When installing new cables, make sure a positive
connection is made. On the 3.9L/5.2L engine, a snap
should be felt when a good connection is made between the plug cable and the distributor cap tower.
3.9L/5.2L ENGINE: Spark plug cable boot heat
shields are pressed into the cylinder head to surround each cable boot and spark plug (Fig. 24). These
shields protect the spark plug boots from damage
(due to intense engine heat generated by the exhaust
manifolds) and should not be removed. After the

Fig. 25 Spark Plug Cable Removal/Installation2.5L


Engine

THROTTLE POSITION SENSOR (TPS)


For removal and installation, refer to Throttle Position Sensor in Group 14, Fuel Systems.

IGNITION SYSTEMS

8D - 27

1995 AN Dakota
Publication No. 81-370-5110
TSB 23-44-94 June 3, 1994

IGNITION SWITCH
INDEX

General Information

page

page

. . . . . . . . . . . . . . . . . . . . . . . 27

Ignition Switch and Key Cylinder Service . . . . . . . . 27

GENERAL INFORMATION
The ignition switch is located in the steering column. The Key-In- Switch and Halo Light are integral
with the ignition switch. Refer to Group 8U for KeyIn-Switch and Halo Light diagnosis.

IGNITION SWITCH AND KEY CYLINDER SERVICE


REMOVAL
(1) Disconnect negative battery cable.
(2) Tilt column: Remove tilt lever (counterclockwise).
(3) Remove upper and lower shrouds (Fig. 1).

Fig. 2 Ignition Switch Screw Removal


(a) Insert key in the lock cylinder. Turn the key to the
LOCK position. Using a small screwdriver, depress the
lock cylinder retaining pin until it is flush with the lock
cylinder surface (Fig. 3).

Fig. 1 Shroud Removal/Installation


(4) Remove ignition switch mounting screws (Snapon torx bit tool TTXR20B0 or equivalent required
figure 2).
(5) Gently pull switch away from the column. Release two connector locks on the 7-terminal wiring
connector. Remove the connector from the ignition
switch.
(6) Release connector lock on the Key-In-Switch
and Halo Light 4- terminal connector. Remove the
connector from the ignition switch.

TYPE 1 WITH RETAINING PIN


(7) To remove the lock cylinder with retaining pin
from the ignition switch:

Fig. 3 Lock Cylinder with Retaining Pin Type I


(b) Rotate the key clockwise to the OFF position. The
lock cylinder will unseat from the ignition switch (Fig. 4).
When the lock cylinder is unseated, it will be approximately
1/8 inch away from the ignition switch halo light ring. Do
not attempt to remove the lock cylinder at this time.

8D - 28

IGNITION SYSTEMS
1995 AN Dakota
Publication No. 81-370-5110
TSB 23-44-94 June 3, 1994

(b) Rotate key clockwise to the OFF position. Lock


cylinder will unseat from ignition switch (Fig. 4). When
lock cylinder is unseated, it will be approximately 1/8
inch away from ignition switch halo light ring. Do not
attempt to remove lock cylinder at this time.
(c) With lock cylinder in unseated position, rotate key
counterclockwise to the lock position and remove key.
(d) Remove lock cylinder from ignition switch (Fig. 7).

Fig. 4 Unseated Key Cylinder


(c) With the lock cylinder in the unseated position, rotate
the key counterclockwise to the lock position and remove
the key.
(d) Remove lock cylinder from ignition switch (Fig. 5).

Fig. 7 Key Cylinder Removal

Fig. 5 Lock Cylinder Removal


TYPE II WITH RETAINING SCREW
(7) To remove lock cylinder with retaining screw
from ignition switch:
(a) Insert key in ignition switch. Turn key to LOCK
position. Using a TTXR20A2 or equivalent torx bit, remove
lock cylinder retaining screw and bracket (Fig. 6).

INSTALLATION TYPE I
If the vehicle has floor mounted gear shifter, place
the selector in the Park position.
(1) Connect electrical connectors to the ignition
switch. Make sure that the switch locking tabs are
fully seated in the wiring connectors.
(2) Before attaching the ignition switch to a tilt steering
column, the transaxle shifter must be in the Park position.
Also the park lock dowel pin and the column lock flag must be
properly indexed before installing the switch (Fig. 8).
(a) Place the transaxle shifter in the PARK position.

Fig. 8 Ignition Switch View From Column

Fig. 6 Lock Cylinder with Retaining Screw Type II

(b) Place the ignition switch in the lock position. The


switch is in the lock position when the column lock flag is
parallel to the ignition switch terminals (Fig. 8).
(c) Position ignition switch park lock dowel pin so it will
engage the steering column park lock slider linkage (Fig. 9).

IGNITION SYSTEMS

8D - 28A

1995 AN Dakota
Publication No. 81-370-5110
TSB 23-44-94 June 3, 1994

Fig. 9 Ignition Switch Mounting Pad


(d) Apply a light coating of grease to the column
lock flag and the park lock dowel pin.
(3) Place the ignition switch against the lock housing opening on the steering column. Ensure that the
ignition switch park lock dowel pin enters the slot in
the park lock slider linkage in the steering column.
(4) Install ignition switch mounting screws.
Tighten screws to 2 N!m (17 in. lbs.) torque.
(5) Install steering column covers. Tighten screws
to 2 N!m (17 in. lbs.) torque.
(6) If the vehicle is equipped with a tilt steering
column, install the tilt lever.
(7) To install the lock in the lock cylinder with retaining pin:
(a) With the lock cylinder and the ignition switch
in the Lock position, insert the lock cylinder into
the ignition switch until it bottoms.
(b) Insert ignition key into lock cylinder. While
gently pushing the lock cylinder in toward the ignition switch, rotate the ignition key to the end of
travel.
(c) Connect negative cable to battery.
(8) Check for proper operation of the halo light,
shift lock (if applicable), and column lock. Also check
for proper operation of the ignition switch accessory,
lock, off, run, and start positions.

INSTALLATION TYPE II
(1) Connect electrical connectors to the ignition
switch. Make sure that the switch locking tabs are
fully seated in the wiring connectors.
(2) Before attaching the ignition switch to a tilt
steering column, the transmission shifter must be in
the Park position. Also the park lock dowel pin and
the column lock flag must be properly indexed before
installing the switch (Fig. 8).
(a) Place the transmission shifter in the PARK
position.
(b) Place the ignition switch in the lock position.
The switch is in the lock position when the column
lock flag is parallel to the ignition switch terminals
(Fig. 8).
(c) Position ignition switch park lock dowel pin
so it will engage the steering column park lock
slider linkage (Fig. 9).
(d) Apply a light coating of grease to the column
lock flag and the park lock dowel pin.
(3) Place the ignition switch against the lock housing opening on the steering column. Ensure that the
ignition switch park lock dowel pin enters the slot in
the park lock slider linkage in the steering column.
(4) Install retaining bracket and ignition switch
mounting screws. Tighten screws to 3!5 N!m (26!4
in. lbs.) torque.
(5) Install ignition lock cylinder:
(a) With the lock cylinder and the ignition switch
in the Lock position, insert the lock cylinder into
the ignition switch until it bottoms.
(b) Insert ignition key into lock cylinder. While
gently pushing the lock cylinder in toward the ignition switch, rotate the ignition key to the end of
travel.
(6) Install retaining screw into bracket and lock
cylinder. Tighten screw to 3!5 N!m (26!4 in. lbs.)
torque.
(7) Install steering column covers. Tighten screws
to 2 N!m (17 in. lbs.) torque.
(8) If vehicle is equipped with a tilt steering column, install tilt lever.
(9) Connect negative cable to battery.
(10) Check for proper operation of the halo light,
shift lock (if applicable), and column lock. Also check
for proper operation of the ignition switch accessory,
lock, off, run, and start positions.

IGNITION SYSTEMS

8D - 29

SPECIFICATIONS
GENERAL INFORMATION
The following specifications are published from the
latest information available at the time of publication. If anything differs between the specifications found on the Vehicle Emission Control
Information (VECI) label and the following
specifications, use specifications on VECI label.
The VECI label is located in the engine compart-

ENGINE FIRING ORDER5.2L V-8 ENGINE

ENGINE FIRING ORDER2.5L 4-CYLINDER


ENGINE

SPARK PLUG CABLE RESISTANCE

ENGINE FIRING ORDER3.9L V-6 ENGINE


ment.

IGNITION COIL RESISTANCE

8D - 30

IGNITION SYSTEMS
SPARK PLUGS

SENSOR

TORQUE

INSTRUMENT PANEL AND GAUGES

8E - 1

INSTRUMENT PANEL AND GAUGES


CONTENTS
page

page

DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

SERVICE PROCEDURES . . . . . . . . . . . . . . . . . . 15
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 24

GENERAL INFORMATION
Following are general descriptions of major instrument panel components. Refer to Group 8W - Wiring
Diagrams for complete circuit descriptions and diagrams.

INSTRUMENT PANEL
Modular instrument panel construction allows all
gauges and controls to be serviced from the front of
the panel. In addition, most instrument panel wiring
or heater and air conditioning components can be accessed without complete instrument panel removal. If
necessary, the instrument panel can be rolled-down
and removed from the vehicle as an assembly.
Removal of the instrument cluster bezel allows access to the cluster assembly, switches, the climate
controls, and the radio. Removal of the cluster assembly allows access to the individual gauges, illumination and indicator lamp bulbs, printed circuits, and
most wiring.
Removal of the lower instrument panel allows access to heater and air conditioning components, and
other wiring and electrical components. Removal of
the steering column cover provides access to the
steering column mounts, the intermittent wipe module, and the gear selector (auto trans) indicator cable.
Models equipped with a drivers-side airbag restraint
have a knee blocker and reinforcement behind the
steering column cover.

Fig. 1 Standard Cluster

INSTRUMENT CLUSTERS
Two basic instrument cluster options are offered on
Dakota models. One is referred to as a standard cluster (Fig. 1), and the other is referred to as a optional
cluster (Fig. 2). Each cluster is served by a printed
circuit and two wiring connectors. Some variations of
each cluster exist due to optional equipment and regulatory requirements.
The standard cluster includes the following gauges:
coolant temperature gauge
fuel gauge
gear selector indicator (auto trans)
oil pressure gauge
speedometer/odometer
trip odometer

Fig. 2 Optional Cluster


voltmeter.
The standard cluster includes provisions for the following indicator lamps:
airbag indicator lamp
anti-lock brake system lamp
brake warning lamp
four-wheel drive indicator lamp (located on transfer case shift bezel)
headlamp high beam indicator lamp

8E - 2

INSTRUMENT PANEL AND GAUGES

low fuel warning lamp


low oil pressure warning lamp
low washer fluid warning lamp
malfunction indicator (Check Engine) lamp
seat belt reminder lamp
transmission oil temperature warning lamp (snow
plow prep package w/auto trans - located on steering
column cover)
turn signal indicator lamps
upshift indicator lamp.
The optional cluster includes all of the gauges and
indicator lamps found in the standard cluster, but
adds a analog tachometer. Some of the standard cluster gauges and indicator lamps have different positions or sizes in the optional cluster to accommodate
the tachometer.

GAUGES
With the ignition switch in the ON or START position, voltage is supplied to all gauges through the instrument cluster printed circuit. With the ignition
switch in the OFF position, voltage is not supplied to
the gauges. A gauge pointer may remain within the
gauge scale after the ignition switch is OFF. However, the gauges do not accurately indicate any vehicle condition unless the ignition switch is ON.
All gauges except the odometer are air core magnetic units. Two fixed electromagnetic coils are located within the gauge. These coils are wrapped at
right angles to each other around a movable permanent magnet. The movable magnet is suspended
within the coils on one end of a shaft. The gauge needle is attached to the other end of the shaft.
One of the coils has a fixed current flowing through
it to maintain a constant magnetic field strength.
Current flow through the second coil changes, which
causes changes in its magnetic field strength. The
current flowing through the second coil can be
changed by:
a variable resistor-type sending unit (fuel level,
coolant temperature, or oil pressure)
changes in electrical system voltage (voltmeter)
electronic control circuitry (speedometer/odometer,
tachometer).
The gauge needle moves as the movable permanent
magnet aligns itself to the changing magnetic fields
created around it by the electromagnets.

COOLANT TEMPERATURE GAUGE


The coolant temperature gauge gives an indication
of engine coolant temperature. The coolant temperature sending unit is a thermistor that changes electrical resistance with changes in engine coolant
temperature. High sending unit resistance causes
low coolant temperature readings. Low resistance
causes high coolant temperature readings. Sending
unit resistance values are shown in a chart in Specifications.

FUEL GAUGE
The fuel gauge gives an indication of the level of
fuel in the fuel tank. The fuel gauge sending unit has
a float attached to a swing-arm in the fuel tank. The
float moves up or down within the fuel tank as fuel
level changes. As the float moves, an electrical contact on the swing-arm wipes across a resistor coil,
which changes sending unit resistance. High sending
unit resistance causes low fuel level readings. Low
resistance causes high fuel level readings. Sending
unit resistance values are shown in a chart in Specifications.
GEAR SELECTOR INDICATOR
The gear selector indicator is used on models with
an automatic transmission to show the position of
the transmission gear selector lever. The indicator is
mechanically actuated by a cable connected to the
PRNDL driver of the gear selector lever mechanism
on the steering column. Refer to Group 21 - Transmission and Transfer Case for diagnosis, service, and
adjustment of this component.
OIL PRESSURE GAUGE
The oil pressure gauge gives an indication of engine oil pressure. The combination oil pressure sending unit contains a flexible diaphragm. The
diaphragm moves in response to changes in engine
oil pressure. As the diaphragm moves, resistance increases or decreases. High resistance on the gauge
side of the sending unit causes low oil pressure readings. Low resistance causes high oil pressure readings. Sending unit resistance values are shown in a
chart in Specifications.
SPEEDOMETER/ODOMETER
The speedometer/odometer gives an indication of
vehicle speed and travel distance. The speedometer
receives a vehicle speed pulse signal from the Vehicle
Speed Sensor (VSS). An electronic integrated circuit
contained within the speedometer reads and analyzes
the pulse signal. It then adjusts the ground path resistance of one electromagnet in the gauge to control
needle movement. It also sends signals to an electric
stepper motor to control movement of the odometer
number rolls. Frequency values for the pulse signal
are shown in a chart in Specifications.
The VSS is mounted to an adapter near the transmission (two-wheel drive) or transfer case (four-wheel
drive) output shaft. The sensor is driven through the
adapter by a speedometer pinion gear. The adapter
and pinion vary with transmission, transfer case,
axle ratio and tire size. Refer to Group 21 - Transmission and Transfer Case for more information.
TACHOMETER
The tachometer gives an indication of engine speed
in Revolutions-Per-Minute (RPM). With the engine

INSTRUMENT PANEL AND GAUGES


running, the tachometer drive module receives an engine speed pulse signal from the Powertrain Control
Module (PCM). An electronic integrated circuit contained within the tachometer drive module reads and
analyzes the pulse signal. It then adjusts the ground
path resistance of one electromagnet in the gauge to
control needle movement. Frequency values for the
pulse signal are shown in a chart in Specifications.

TRIP ODOMETER
The trip odometer is driven by the same electronic
integrated circuit as the speedometer/odometer. However, by depressing the trip odometer reset knob on
the face of the speedometer, the trip odometer can be
reset to zero. The trip odometer is serviced only as a
part of the speedometer/odometer gauge assembly.
VOLTMETER
The voltmeter is connected in parallel with the battery. With the ignition switch ON, the voltmeter indicates battery or generator output voltage,
whichever is greater.

INDICATOR LAMPS
Indicator lamps are located in several areas of the
cluster and instrument panel, depending upon equipment. Those lamps within the cluster area are served
by the cluster printed circuit and cluster connectors.

AIRBAG INDICATOR LAMP


The airbag indicator lamp is switched to ground by
the Airbag Control Module (ACM). The lamp lights
for 6 to 8 seconds each time the ignition switch is
turned to the ON position as a bulb test and to indicate a system self-test is in process. If the lamp remains on after the self-test or comes on while
driving, it may indicate that the ACM has detected a
system malfunction or that the system has become
inoperative. Refer to Group 8M - Restraint Systems
for more information.
ANTI-LOCK BRAKE SYSTEM LAMP
The Anti-Lock Brake System (ABS) or Rear Wheel
Anti-Lock (RWAL) lamp is switched to ground by the
ABS or RWAL module. The module lights the lamp
when the ignition switch is turned to the START position as a bulb test. The lamp will stay on for 3 to 5
seconds after vehicle start-up to indicate a system
self-test is in process. If the lamp remains on after
start-up, or comes on and stays on while driving, it
may indicate that the ABS or RWAL module has detected a system malfunction or that the system has
become inoperative. Refer to Group 5 - Brakes for
more information.
BRAKE WARNING LAMP
The brake warning lamp warns the driver that the
parking brake is applied or that the pressures in the

8E - 3

two halves of the split brake hydraulic system are


unequal. With the ignition switch turned ON, battery
voltage is supplied to one side of the indicator bulb. A
ground path for the bulb is provided by 3 switches.
The bulb will light when:
the brake warning switch is closed (indicating unequal brake system hydraulic pressures possibly due
to brake fluid leakage)
the ignition switch is in the START position (bulb
test)
the parking brake switch is closed (parking brake
is applied).
Refer to Group 5 - Brakes for more information.

FOUR-WHEEL DRIVE INDICATOR LAMP


On vehicles with four-wheel drive, the indicator
lamp lights when the transfer case is engaged in the
4H or 4L position. The lamp is located on the transfer case shift lever bezel on the floor of the vehicle.
Voltage is supplied to one side of the indicator bulb.
A switch in the transfer case is connected to the
other side of the indicator bulb. When the switch is
closed, a path to ground is provided and the indicator
bulb lights.
HEADLAMP HIGH BEAM INDICATOR LAMP
The high beam indicator lamp is controlled by the
headlamp dimmer (multi-function) switch. One side
of the indicator bulb is grounded at all times. The
other side of the bulb receives battery feed through
the contacts of the dimmer switch when the multifunction switch stalk is actuated to turn the headlamp high beams on. Refer to Group 8L - Lamps for
more information.
LOW FUEL WARNING LAMP
The low fuel warning lamp will light when the fuel
level falls below approximately 4 gallons. One side of
the low fuel warning bulb is grounded at all times. A
low fuel warning module attached to the rear of the
gauge cluster provides battery voltage to the lamp
when the fuel level is low. The low fuel warning module receives a signal from the fuel level sending unit
that is directly opposite the signal used for the fuel
gauge. In other words, when the fuel level is low,
sending unit resistance is low.
LOW OIL PRESSURE WARNING LAMP
The low oil pressure warning lamp lights with the
ignition switch in the ON position and the engine not
running. The lamp should be off when the engine is
running. Battery voltage is supplied to one side of
the indicator bulb when the ignition switch is turned
ON. The warning lamp side of the combination oil
pressure sending unit is connected to the other side
of the bulb. When normal engine oil pressure is applied to the sending unit, resistance on the warning
lamp side is high and the lamp goes off. When engine

8E - 4

INSTRUMENT PANEL AND GAUGES

oil pressure is too low, resistance on the warning


lamp side of the sending unit is low, which causes
the bulb to light.

is only used on vehicles equipped with the snow plow


preparation package and an automatic transmission.
The lamp is located on the steering column cover.

LOW WASHER FLUID WARNING LAMP


The low washer fluid warning lamp indicates when
the fluid level in the washer reservoir is too low. The
washer fluid level sensor uses a float in the reservoir
to monitor fluid level. The action of the float opens or
closes the switch within the sensor that provides a
ground path to the lamp bulb. Refer to Group 8K Wiper and Washer Systems for more information.

TURN SIGNAL INDICATOR LAMPS


The left and right turn signal indicator lamps are
controlled by the turn signal and hazard warning
(multi-function) switches. One side of the bulb for
each lamp is grounded at all times. The other side of
the bulb receives battery feed through the contacts of
the multi-function switch when the turn signal lever
(multi-function switch stalk) or hazard warning button are actuated. Refer to Group 8J - Turn Signal
and Hazard Warning Systems for more information.

MALFUNCTION INDICATOR LAMP


The CHECK ENGINE or Malfunction Indicator
Lamp (MIL) lights each time the ignition switch is
turned ON, and stays on for 3 seconds as a bulb test.
If the Powertrain Control Module (PCM) receives an
incorrect signal or no signal from certain fuel or
emission system related circuits or components, the
lamp is turned on. This will indicate that the PCM
has recorded a Diagnostic Trouble Code (DTC) in
electronic memory for a circuit or component malfunction. Refer to Group 14 - Fuel System for more
information.
SEAT BELT REMINDER LAMP
The seat belt reminder lamp lights for 4 to 8 seconds after the ignition switch is turned to the ON position. A timer in the chime/buzzer module controls
ignition-switched battery feed to the lamp. Refer to
Group 8U - Chime/Buzzer Warning Systems for more
information.
TRANSMISSION OIL TEMPERATURE
WARNING LAMP
The transmission oil temperature warning lamp
lights to indicate that the transmission oil is overheating. One side of the lamp bulb receives battery
voltage when the ignition switch is turned to the ON
position. The other side of the bulb is grounded by a
switch mounted to the transmission cooler line when
transmission oil temperature is too high. This lamp

UPSHIFT INDICATOR LAMP


Vehicles equipped with manual transmissions (except cab and chassis models) have an optional upshift
indicator lamp. Ground feed for the lamp is switched
by the Powertrain Control Module (PCM). The lamp
lights to indicate when the driver should shift to the
next highest gear for best fuel economy. The PCM
will turn the lamp off after 3 to 5 seconds if the upshift is not performed. The lamp will remain off until
the vehicle stops accelerating and is brought back to
the range of lamp operation, or until the transmission is shifted into another gear.
The indicator lamp is normally on when the ignition switch is turned ON and is turned off when the
engine is started. The lamp will be turned on during
vehicle operation according to engine speed and load.

CLUSTER ILLUMINATION LAMPS


All cluster illumination lamps receive battery feed
from the instrument lamps fuse in the fuseblock
module through the panel dimmer rheostat of the
headlamp switch. When the park or headlamps are
on, the cluster illumination lamps light. Illumination
brightness can be adjusted by rotating the headlamp
switch knob (clockwise to dim, counterclockwise to
brighten).

DIAGNOSIS
GAUGES
If an individual gauge is inoperative, see the diagnostic procedure under the heading for that gauge. If
more than one gauge is inoperative, perform the following:
(1) Check fuse 14 in the fuseblock module. If OK,
go to next step. If not OK, replace fuse.
(2) Check for battery voltage at fuse 14 with ignition switch in ON position. If OK, go to next step. If
not OK, repair open in circuit from ignition switch
and/or refer to Group 8D - Ignition Systems for testing of ignition switch.

(3) Turn ignition switch to OFF. Disconnect battery


negative cable. Remove instrument cluster bezel and
cluster assembly. Disconnect gauge cluster connector
2 (red connector on left side of cluster).
(4) Connect battery negative cable. Turn ignition
switch to ON. Check for battery voltage at cavity D
of cluster connector 2. If OK, go to next step. If not
OK, repair open in circuit from fuse 14 as required.
(5) Turn ignition switch to OFF. Disconnect battery
negative cable. Probe cavity F of cluster connector 2.
Check for continuity to a good ground. There should

INSTRUMENT PANEL AND GAUGES


be continuity. If OK, replace gauge cluster printed
circuit. If not OK, repair open in circuit as required.

COOLANT TEMPERATURE GAUGE


The diagnosis found here addresses an inoperative
gauge condition. If the problem being diagnosed is related to gauge accuracy, be certain to confirm that
problem is with gauge and not with cooling system
performance. Actual engine coolant temperature
should be checked with a test gauge or thermometer
and compared to gauge readings before you proceed
with gauge diagnosis. Refer to Group 7 - Cooling System for more information.
(1) Turn ignition switch to ON. Disconnect coolant
temperature sending unit connector (Figs. 1 or 2).
The gauge needle should move to low end of gauge
scale. If OK, go to next step. If not OK, go to step 3.
(2) Install a jumper wire from sending unit wiring

Fig. 1 Coolant Temperature Sending Unit (2.5L)

8E - 5

(3) Turn ignition switch to OFF. Disconnect battery


negative cable. Remove instrument cluster bezel and
cluster assembly. Disconnect cluster connector 1
(gray connector on right side of cluster).
(4) Probe cavity B of cluster connector 1. Check for
continuity to a good ground. There should be no continuity. If OK, go to next step. If not OK, repair short
in circuit as required.
(5) Still probing cavity B of cluster connector 1,
check for continuity to sending unit wiring connector.
There should be continuity. If OK, replace gauge. If
not OK, repair open in circuit as required.

FUEL GAUGE
The diagnosis found here addresses an inoperative
gauge condition. If the problem being diagnosed is related to gauge accuracy, be certain to confirm that
problem is with gauge and not with fuel tank. Inspect fuel tank for signs of damage or distortion that
could affect sending unit performance before you proceed with gauge diagnosis. Refer to Group 14 - Fuel
System for more information.
(1) Turn ignition switch to ON. Disconnect fuel
gauge sending unit connector. Connector is located on
top of the fuel tank. The gauge needle should move
to low end of gauge scale. If OK, go to next step. If
not OK, go to step 4.
(2) Connect a jumper wire between sending unit
ground cavity and fuel sensor input cavity in the
body half of the fuel gauge sending unit connector
(Fig. 3). The gauge needle should move to high end of
gauge scale. If OK, refer to Group 14 - Fuel System
for procedure to replace sending unit. If not OK, remove jumper wire and go to next step.

Fig. 3 Fuel Gauge Sending Unit Connector

Fig. 2 Coolant Temperature Sending Unit (3.9/5.2L)


to ground. The gauge needle should move to high end
of gauge scale. If OK, replace sending unit. If not
OK, remove jumper wire and go to next step.

(3) Turn ignition switch to OFF. Disconnect battery


negative cable. Check for continuity between sending
unit ground cavity in the body half of fuel gauge
sending unit connector and a good ground. There
should be continuity. If OK, go to next step. If not
OK, repair circuit to ground as required.
(4) Remove instrument cluster bezel and cluster
assembly. Disconnect instrument cluster connector 1
(gray connector on right side of cluster).

8E - 6

INSTRUMENT PANEL AND GAUGES

(5) Probe cavity D of cluster connector 1. Check for


continuity to a good ground. There should be no continuity. If OK, go to next step. If not OK, repair short
circuit as required.
(6) Still probing cavity D of cluster connector 1,
check for continuity to fuel sensor input cavity of
sending unit body half connector. There should be
continuity. If OK, replace gauge. If not OK, repair
open circuit as required.

GEAR SELECTOR INDICATOR


Refer to Group 21 - Transmission and Transfer
Case for diagnosis, service, and adjustment of this
component.
OIL PRESSURE GAUGE
The diagnosis found here addresses an inoperative
gauge condition. If the problem being diagnosed is related to gauge accuracy, be certain to confirm that
problem is with gauge and not with engine oiling system performance. Actual engine oil pressure should
be checked with a test gauge and compared to gauge
readings before you proceed with gauge diagnosis.
Refer to Group 9 - Engines for more information.
(1) Turn ignition switch to ON. Disconnect oil pressure sending unit connector (Figs. 4 or 5). The gauge
needle should move to low end of gauge scale. If OK,
go to next step. If not OK, go to step 3.

Fig. 5 Oil Pressure Switch/Sending Unit (3.9/5.2L)

Fig. 6 Oil Pressure Sending Unit Connector


(4) Probe cavity K of cluster connector 1 and check
for continuity to a good ground. There should be no
continuity. If OK, go to next step. If not OK, repair
short circuit as required.
(5) Still probing cavity K of cluster connector 1,
check for continuity to cavity 1 of sending unit wire
connector (Fig. 6). There should be continuity. If OK,
replace gauge. If not OK, repair open circuit as required.

Fig. 4 Oil Pressure Switch/Sending Unit (2.5L)


(2) Install a jumper wire from cavity 1 of sending
unit connector (Fig. 6) to ground. The gauge needle
should move to high end of gauge scale. If OK, replace sending unit. If not OK, remove jumper wire
and go to next step.
(3) Turn ignition switch to OFF. Disconnect battery
negative cable. Remove instrument cluster bezel and
cluster assembly. Disconnect instrument cluster connector 1 (gray connector on right side of cluster).

SPEEDOMETER/ODOMETER
The diagnosis found here addresses an inoperative
gauge condition. If the problem being diagnosed is related to gauge accuracy, be certain to confirm that
problem is with gauge and not with incorrect speedometer pinion, axle ratio or tire size. Refer to Group
21 - Transmission and Transfer Case for more information.
(1) Perform vehicle speed sensor test as described
in the appropriate Powertrain Diagnostic Procedures
manual. If OK, go to next step. If not OK, replace vehicle speed sensor.
(2) Disconnect battery negative cable. Unplug vehi-

INSTRUMENT PANEL AND GAUGES

8E - 7

cle speed sensor, PCM, and daytime running lamp


module connectors. Remove instrument cluster bezel
and cluster assembly. Disconnect instrument cluster
connector 1 (gray connector on right side of cluster).
(3) Probe cavity F of cluster connector 1. Check for
continuity to a good ground. There should be no continuity. If OK, go to next step. If not OK, repair short
circuit as required.
(4) Still probing cavity F of cluster connector 1,
check for continuity to cavity 1 of vehicle speed sensor connector (Fig. 7). There should be continuity. If
OK, replace speedometer/odometer. If not OK, repair
open circuit as required.

Fig. 8 Powertrain Control Module Connector

Fig. 7 Vehicle Speed Sensor Connector


TACHOMETER
(1) With engine running, check for tachometer signal at pin 43 of PCM connector (Fig. 8). See Tachometer Calibration chart in Specifications. If OK, go to
next step. If not OK, refer to appropriate Powertrain
Diagnostic Procedures manual to test PCM.
(2) Disconnect battery negative cable. Unplug PCM
connector. Remove instrument cluster bezel and cluster assembly. Disconnect instrument cluster connector 2 (red connector on left side of cluster).
(3) Probe cavity G of cluster connector 2. Check for
continuity to a good ground. There should be no continuity. If OK, go to next step. If not OK, repair short
circuit as required.
(4) Still probing cavity G of cluster connector 2,
check for continuity to cavity 43 of PCM connector.
There should be continuity. If OK, go to next step. If
not OK, repair open circuit as required.
(5) Replace tachometer drive module (Fig. 9) with
a known good unit. Test for proper tachometer operation. If not OK, reinstall original tachometer drive
module and replace faulty tachometer.
If tachometer needle fails to return to zero after ignition switch is turned to OFF position, check for
battery voltage at cavity H of cluster connector 2. If
not OK, check fuse 6 in fuseblock module and/or repair open circuit to fuse 6.

Fig. 9 Tachometer Drive Module


TRIP ODOMETER
If the trip odometer is inoperative, but the speedometer/odometer functions are unaffected, replace
speedometer assembly. If speedometer/odometer functions are affected, see Speedometer/Odometer diagnosis in this section.
VOLTMETER
(1) Turn ignition switch to ON. Voltmeter should
read battery voltage. If all gauges except voltmeter
are OK, go to next step. If other gauges are inoperative, see Gauges in this section for diagnosis.
(2) Using an accurate test voltmeter, measure battery voltage at battery. Compare this reading to instrument cluster voltmeter reading. Now see
Voltmeter Calibration chart in Specifications. If voltmeter does not perform to specification, replace voltmeter.

8E - 8

INSTRUMENT PANEL AND GAUGES


STANDARD CLUSTER

INSTRUMENT PANEL AND GAUGES


OPTIONAL CLUSTER

8E - 9

8E - 10

INSTRUMENT PANEL AND GAUGES

INDICATOR LAMPS
If an individual indicator lamp is inoperative, see
the diagnostic procedure under the heading for that
lamp. If more than one indicator lamp or a combination of lamps and gauges in the instrument cluster is
inoperative, see Gauges in this section for diagnosis.

ANTI-LOCK BRAKE SYSTEM LAMP


The diagnosis found here addresses an inoperative
lamp condition. If the ABS lamp stays on with the ignition switch in the ON position, or comes on and
stays on while driving, refer to Group 5 - Brakes for
diagnosis. If no ABS problem is found, the following
procedure will help locate a short or open in the ABS
lamp circuit.
(1) Disconnect battery negative cable. Remove instrument cluster bezel and cluster assembly. On models
with ABS, remove ABS relay from fuseblock module.
Disconnect ABS/RWAL control module connector.
(2) Install a jumper wire between cavity J of cluster
connector 2 (red connector on left side of cluster) and a
good ground. Connect battery negative cable and turn
ignition switch to ON. Lamp should light. If OK, remove
jumper wire and go to next step. If not OK, replace
bulb.
(3) Turn ignition switch to OFF. Disconnect battery
negative cable and unplug cluster connector 2. Check
for continuity between cavity J of cluster connector 2
and a good ground. There should be no continuity. If
OK, go to next step. If not OK, repair short circuit as
required.
(4) Check continuity between cavity J of cluster connector 2 and cavity 2 of RWAL control module connector
(Fig. 10), or cavity 24 of ABS control module connector
(Fig. 11). There should be continuity. If OK, refer Group
5 - Brakes for diagnosis of RWAL or ABS control module. If not OK, repair open circuit as required.

Fig. 10 RWAL Control Module Connector


BRAKE WARNING LAMP
The diagnosis found here addresses an inoperative
lamp condition. If the brake warning lamp stays on

Fig. 11 ABS Control Module Connector


with the ignition switch in the ON position and the
parking brake released, refer to Group 5 - Brakes for
diagnosis. If no service brake or parking brake problem is found, the following procedure will help locate
a short circuit or faulty switch.
(1) Turn ignition switch to START position. Lamp
should light. Release ignition switch to ON position.
Lamp should go OFF. If not OK, go to next step.
(2) Turn ignition switch to OFF position. Unplug
brake warning switch connector. Check for continuity
between switch terminal and a good ground. There
should be no continuity. If OK, go to next step. If not
OK, replace brake warning switch.
(3) Unplug parking brake switch connector. With
parking brake released, check for continuity between
switch terminal and a good ground. There should be no
continuity. Apply parking brake and check for continuity
between switch terminal and a good ground. There
should be continuity. If OK, go to next step. If not OK,
adjust or replace parking brake switch as required.
(4) Check for continuity between metal steering
column jacket and a good ground. There should be
continuity. If OK, go to next step. If not OK, refer to
Group 19 - Steering to check steering column ground
clip installation.
(5) Disconnect battery negative cable. Unplug ignition switch connector (Fig. 12). While holding ignition switch in START position, check for continuity
between ignition switch terminal 3 and a good
ground. There should be continuity. Release ignition
switch to ON position and check for continuity again
at switch terminal 3. There should be no continuity.
If OK, go to next step. If not OK, repair ignition
switch ground or replace faulty switch as required.
(6) Remove instrument cluster bezel and cluster
assembly. Connect battery negative cable and ignition switch connector. Do not unplug cluster connectors. Install a jumper wire between cavity L of
cluster connector 2 (red connector on left of cluster)

INSTRUMENT PANEL AND GAUGES

Fig. 12 Ignition Switch Connector


and a good ground. Turn ignition switch to ON position. Lamp should light. If OK, go to next step. If not
OK, replace faulty bulb.
(7) Turn ignition switch to OFF and remove
jumper wire. Disconnect battery negative cable. Unplug ignition switch, parking brake switch and brake
warning switch connectors. Unplug connector at
RWAL or ABS control module (Figs. 10 or 11), as
equipped. Unplug cluster connector 2. Check for continuity between cavity L of cluster connector 2 and a
good ground. There should be no continuity. If OK, go
to next step. If not OK, repair short circuit as required.
(8) Check for continuity between cavity L of cluster
connector 2 and the following points:
parking brake switch connector
brake warning switch connector
ignition switch connector cavity 3
RWAL control module connector cavity 6
ABS control module connector cavity 25.
In each case there should be continuity. If not OK,
repair open circuit as required.

FOUR-WHEEL DRIVE INDICATOR LAMP


(1) Turn ignition switch to ON position. Unplug
transfer case switch connector. Install a jumper wire
between the two cavities of harness half of switch
connector. Lamp should light. Remove jumper and
lamp should go off. If OK, replace transfer case
switch. If not OK, go to next step.
(2) Turn ignition switch to OFF position. Check for
continuity between cavity 2 (black wire) of transfer
case switch connector and a good ground. There
should be continuity. If OK, go to next step. If not
OK, repair open circuit to ground as required.
(3) With ignition switch in ON position, check for
battery voltage at fuse 16 in fuseblock module. If OK,
go to next step. If not OK, repair open circuit to ignition switch or replace fuse as required.
(4) Unsnap transfer case shift lever bezel from
floor. Unplug lamp socket from lamp housing on underside of shift lever bezel. Remove bulb from lamp
socket. With ignition switch in ON position, check for
battery voltage at cavity 2 (dark blue/white wire) of
lamp socket. If OK, go to next step. If not OK, repair

8E - 11

open circuit to fuse 16 as required.


(5) Turn ignition switch to OFF position. Transfer
case switch connector still unplugged. Check for continuity between cavity 1 (dark green/gray wire) of
lamp socket to a good ground. There should be no
continuity. If OK, go to next step. If not OK, repair
short circuit as required.
(6) Check for continuity between cavity 1 (dark
green/gray wire) of lamp socket and cavity l (dark
green/yellow wire) of transfer case switch connector.
There should be continuity. If OK, replace bulb. If not
OK, repair open circuit to transfer case switch as required.

HEADLAMP HIGH BEAM INDICATOR LAMP


(1) Check that headlamp high beams are functional. If OK, go to next step. If not OK, refer to
Group 8L - Lamps for diagnosis of headlamp system.
(2) Disconnect battery negative cable. Remove instrument cluster bezel and cluster assembly. Unplug
cluster connector 1 (gray connector on right side of
cluster. Connect battery negative cable. Turn headlamps on and select high beam. Check for battery
voltage at cavity G of cluster connector 1. If OK, replace indicator bulb. If not OK, repair circuit to headlamp dimmer (multi-function) switch as required.
LOW FUEL WARNING LAMP
(1) Check that fuel gauge is operating as designed.
See Fuel Gauge Calibration chart in Specifications. If
OK, go to next step. If not OK, see Fuel Gauge in
this section for diagnosis.
(2) Disconnect battery negative cable. Unplug fuel
gauge sending unit connector. Remove instrument
cluster bezel and instrument cluster. Unplug cluster
connector 1 (gray connector on right side of cluster).
Check for continuity between cavity E of cluster connector 1 and a good ground. There should be no continuity. If OK, go to next step. If not OK, repair short
circuit as required.
(3) Check for continuity between cavity E of cluster connector 1 and center cavity of fuel gauge sending unit connector (Fig. 13). There should be
continuity. If OK, go to next step. If not OK, repair
open circuit as required.

Fig. 13 Fuel Gauge Sending Unit Connector

8E - 12

INSTRUMENT PANEL AND GAUGES

(4) Reinstall cluster connector 1. Install a jumper


wire between cavity E of cluster connector 1 and a
good ground. Connect battery negative cable. Turn ignition switch to ON and wait 30 seconds. Connect a
voltmeter to battery and ground terminals of low fuel
warning bulb. Meter should read battery voltage. If
OK, replace faulty bulb. If not OK, replace faulty low
fuel warning lamp module (Fig. 14).

Fig. 15 Oil Pressure Switch/Sending Unit (2.5L)

Fig. 14 Low Fuel Warning Module


LOW OIL PRESSURE WARNING LAMP
The diagnosis found here addresses an inoperative
lamp condition. If the problem being diagnosed is related to lamp accuracy, be certain to confirm that
problem is with lamp and not with engine oiling system. Actual engine oil pressure should be checked
with a test gauge before you proceed with lamp diagnosis. Refer to Group 9 - Engines for more information.
(1) Turn ignition switch to ON. Disconnect oil pressure sending unit connector (Figs. 15 or 16). Install a
jumper wire between cavity 2 of sending unit connector (Fig. 17) and a good ground. The lamp should
light. Remove jumper wire and lamp should go off. If
OK, replace sending unit. If not OK, go to next step.
(2) Turn ignition switch to OFF. Disconnect battery
negative cable. Remove instrument cluster bezel and
cluster assembly. Disconnect instrument cluster connector 1 (gray connector on right side of cluster).
(4) Probe cavity L of cluster connector 1 and check
for continuity to a good ground. There should be no
continuity. If OK, go to next step. If not OK, repair
short circuit as required.
(5) Still probing cavity L of cluster connector 1,
check for continuity to cavity 2 of sending unit wire
connector (Fig. 17). There should be continuity. If
OK, replace lamp bulb. If not OK, repair open circuit
as required.
LOW WASHER FLUID WARNING LAMP
(1) Unplug washer fluid level switch connector. Install a jumper wire between two cavities of connector.
Turn ignition switch to ON. Lamp should light. Re-

Fig. 16 Oil Pressure Switch/Sending Unit (3.9/5.2L)

Fig. 17 Oil Pressure Sending Unit Connector


move jumper and lamp should go off. If OK, replace
washer fluid level switch. If not OK, go to next step.
(2) Turn ignition switch to OFF position. Check for
continuity between washer fluid level switch connector cavity 1 (black wire) and a good ground. There

INSTRUMENT PANEL AND GAUGES


should be continuity. If OK, go to next step. If not
OK, repair open circuit to ground as required.
(3) Disconnect battery negative cable. Remove instrument cluster bezel and cluster assembly. Unplug
instrument cluster connector 1 (gray connector on
right side of cluster). Check for continuity between
cavity A of cluster connector 1 and a good ground.
There should be no continuity. If OK, go to next step.
If not OK, repair short circuit as required.
(4) Check for continuity between cavity A of cluster
connector 1 and cavity 2 (black and tan wire) of
washer fluid level switch connector. There should be
continuity. If OK, replace lamp bulb. If not OK, repair open circuit as required.

MALFUNCTION INDICATOR LAMP


The diagnosis found here addresses an inoperative
lamp condition. If the lamp comes on and stays on
with engine running, refer to Group 14 - Fuel System
for diagnosis. If no fuel or emission system problem
is found, the following procedure will help locate a
short or open in the lamp circuit.
(1) Disconnect battery negative cable. Unplug PCM
connector. Install a jumper wire from cavity 32 of
PCM connector (Fig. 18) to a good ground. Connect
battery negative cable. Turn ignition switch to ON.
Lamp should light. Remove jumper wire and lamp
should go OFF. If OK, refer to Powertrain Diagnostic
Procedures to check PCM. If not OK, go to next step.

Fig. 18 Powertrain Control Module Connector


(2) Turn ignition switch to OFF. Disconnect battery
negative cable. Remove instrument cluster bezel and
cluster assembly. Install a jumper wire from cavity A
of cluster connector 2 (red connector on left side of
cluster) to a good ground. Connect battery negative

8E - 13

cable. Turn ignition switch to ON. Lamp should light.


If OK, go to next step. If not OK, replace bulb.
(3) Turn ignition switch to OFF. Disconnect battery
negative cable. Unplug cluster connector 2. Check for
continuity between cavity A of cluster connector 2
and a good ground. There should be no continuity. If
OK, go to next step. If not OK, repair short circuit to
PCM as required.
(4) Check continuity between cavity A of cluster
connector 2 and cavity 32 of PCM connector. There
should be continuity. If not OK, repair open circuit to
PCM as required.

SEAT BELT REMINDER LAMP


(1) Refer to Group 8U - Chime/Buzzer Warning
Systems to check chime/buzzer module operation. If
OK, go to next step. If not OK, replace chime/buzzer
module.
(2) Disconnect battery negative cable. Remove instrument cluster bezel and cluster assembly. Unplug
cluster connector 2 (red connector on left side of cluster). Check for continuity between cavity F of cluster
connector 2 and a good ground. There should be continuity. If OK, plug cluster connector 2 back into
cluster and go to next step. If not OK, repair open
circuit to ground as required.
(3) Connect battery negative cable. Install a
jumper wire between a 12-volt battery feed and cavity C of cluster connector 2. Lamp should light. If
OK, go to next step. If not OK, replace bulb.
(4) Disconnect battery negative cable. Unplug
chime/buzzer module from fuseblock module. Unplug
cluster connector 2. Check for continuity between
cavity C of cluster connector 2 and a good ground.
There should be no continuity. If OK, go to next step.
If not OK, repair short circuit to chime/buzzer module as required.
(5) Check continuity between cavity C of cluster
connector 2 and cavity for terminal A3 of chime/
buzzer module (Fig. 19) in fuseblock module. There
should be continuity. If not OK, repair open circuit to
chime/buzzer module as required.
TRANSMISSION OIL TEMPERATURE
WARNING LAMP
The diagnosis found here addresses an inoperative
lamp condition. If the problem being diagnosed is related to lamp accuracy, be certain to confirm that
problem is with lamp and not with transmission oil
cooling system. Proper transmission oil flow and
cooler operation should be checked before you proceed with lamp diagnosis. The switch should close
when fluid temperature at the switch is approximately 130C (270F), and should open at 115C
(240F). Refer to Group 21 - Transmission and Transfer Case for more information.
(1) Unplug transmission oil temperature switch
connector. Install a jumper wire between 2 cavities of

8E - 14

INSTRUMENT PANEL AND GAUGES


(3) Disconnect battery negative cable. Check for
continuity between cavity H (left indicator) or cavity
J (right indicator) of cluster connector 1 and cavity
21 (left front turn signal) or cavity 22 (right front
turn signal) of bulkhead disconnect. There should be
continuity. If OK, refer to Group 8J - Turn Signals
And Hazard Warning Flasher for further diagnosis. If
not OK, repair open circuit as required.

Fig. 19 Chime/Buzzer Module Receptacle


switch connector. Turn ignition switch to ON position. Lamp should light. Remove jumper wire. Lamp
should go off. If OK, test transmission oil temperature switch. If not OK, go to next step.
(2) Turn ignition switch to OFF position. Check for
continuity between cavity 1 of transmission oil temperature switch connector and a good ground. There
should be continuity. If OK, go to next step. If not
OK, repair circuit to ground as required.
(3) Remove transfer case shifter bezel. Connect
battery negative cable. Turn ignition switch to ON
position. Check for battery voltage at lamp connector
2 (dark blue/white wire). If OK, go to next step. If not
OK, repair circuit to fuse 16 as required.
(4) Unplug lamp wiring connector 1 (tan/black
wire). Install a jumper wire between lamp and a good
ground. Lamp should light. If OK, go to next step. If
not OK, replace bulb.
(5) Check for continuity between lamp wiring connector 1 and a good ground. There should be no continuity. If OK, go to next step. If not OK, repair short
circuit as required.
(6) Check for continuity between lamp connector 1
and switch connector cavity 2. There should be continuity. If not OK, repair open circuit as required.

TURN SIGNAL INDICATOR LAMPS


(1) Disconnect battery negative cable. Remove instrument cluster bezel and cluster assembly. Probe
cavity F of cluster connector 2 (red connector on left
side of cluster). Check for continuity to a good
ground. There should be continuity. If OK, go to next
step. If not OK, repair open circuit to ground.
(2) Connect battery negative cable. Install a
jumper wire from cavity H (left indicator) or cavity J
(right indicator) of cluster connector 1 (gray connector on right side of cluster) to a 12-volt battery feed.
Lamp should light. If OK, continue to next step. If
not OK, replace bulb.

UPSHIFT INDICATOR LAMP


(1) Disconnect battery negative cable. Unplug PCM
connector. Connect battery negative cable. Turn ignition switch to ON. Install a jumper wire from cavity
54 of PCM connector (Fig. 18) to a good ground.
Lamp should light. Remove jumper from ground.
Lamp should go off. If OK, refer to Powertrain Diagnostic Procedures manual to diagnose PCM. If not
OK, turn ignition switch to OFF and go to next step.
(2) Disconnect battery negative cable. Remove instrument cluster bezel and cluster assembly. Install a
jumper wire from cavity K of cluster connector 2 (red
connector on left side of cluster) to a good ground.
Connect battery negative cable. Turn ignition switch
to ON. Lamp should light. If OK, go to next step. If
not OK, replace bulb.
(3) Turn ignition switch to OFF. Disconnect battery
negative cable. Unplug cluster connector 2. Check for
continuity between cavity K of cluster connector 2
and a good ground. There should be no continuity. If
OK, go to next step. If not OK, repair short circuit as
required.
(4) Check for continuity between cavity K of cluster connector 2 and cavity 54 of PCM connector.
There should be continuity. If not OK, repair open
circuit as required.

CLUSTER ILLUMINATION LAMPS


(1) Check fuse 13 in fuseblock module. If OK, go to
next step. If not OK, replace fuse.
(2) Turn park lamps on at headlamp switch. Rotate
headlamp switch knob counterclockwise to just before
interior lamps detent. Check for battery voltage at
fuse 13 in fuseblock module. Rotate headlamp switch
clockwise while observing test voltmeter. Reading
should go from battery voltage to zero volts. If OK,
go to next step. If not OK, repair open circuit to
headlamp switch or refer to Group 8L - Lamps to diagnose headlamp switch.
(3) Disconnect battery negative cable. Remove instrument cluster bezel and cluster assembly. Unplug
cluster connector 2 (red connector on left side of cluster). Connect battery negative cable. Turn park
lamps on at headlamp switch. Rotate headlamp
switch knob counterclockwise to just before interior
lamps detent. Check for battery voltage at cavity E of
cluster connector 2. If OK, go to next step. If not OK,
repair open circuit to fuse as required.

INSTRUMENT PANEL AND GAUGES


(4) Turn park lamps off. Disconnect battery negative cable. Remove fuse 13 from fuseblock module.
Probe cavity E of cluster connector 2. Check for continuity to a good ground. There should be no continuity. If OK, go to next step. If not OK, repair short
circuit as required.

8E - 15

(5) Probe cavity F of cluster connector 2. Check for


continuity to ground. There should be continuity. If
OK, replace illumination bulb(s). If not OK, repair
open circuit as required.

SERVICE PROCEDURES
CLUSTER BEZEL REMOVE/INSTALL
(1) Disconnect battery negative cable.
(2) Remove screws along bottom edge of knee
blocker (Fig. 1).

Fig. 1 Knee Blocker Remove/Install


(3) Pull knee blocker down to disengage slide tabs
and remove.
(4) Remove 2 screws at bottom edge of bezel on either side of steering column (Fig. 2).

Fig. 3 Instrument Cluster and Bezel

Fig. 2 Bezel Screws Remove/Install


(5) Remove 8 screws from bezel face (Fig. 3).
(6) With automatic transmission, move shift lever
to lowest position.
(7) Pull cluster bezel rearward and move to the left
of steering wheel to remove.
(8) Reverse removal procedures to install.

INSTRUMENT CLUSTER REMOVE/INSTALL


(1) Disconnect battery negative cable.
(2) Remove cluster bezel as described in Cluster
Bezel Remove/Install.

(3) On automatic transmission equipped vehicles,


move shift lever to lowest position. Remove U-shaped
retaining clip and disconnect the gear selector indicator cable at the steering column.
(4) Remove screws holding cluster to instrument
panel (Fig. 3).
(5) Pull cluster rearward and unplug wiring connectors.
(6) Move cluster past steering wheel to remove.
(7) Reverse removal procedures to install. Refer to
Group 21 - Transmission and Transfer Case for gear
selector indicator adjustment procedure before installing cluster bezel and knee blocker.

CLUSTER LENS AND MASK REMOVE/INSTALL


(1) Remove cluster bezel as described in Cluster
Bezel Remove/Install.
(2) Remove 4 lens and mask retaining screws from
face of cluster assembly.
(3) Remove mask and lens past steering wheel
(Fig. 4).
(4) Reverse removal procedures to install.

8E - 16

INSTRUMENT PANEL AND GAUGES

Fig. 4 Cluster with Mask and Lens Removed

GAUGES REMOVE/INSTALL
When removing gauge assemblies from cluster, gauge must be pulled straight out, not
twisted, or damage to gauge pins may result.
(1) Remove cluster lens and mask as described in
Cluster Lens and Mask Remove/Install.
(2) Remove retaining screws from gauge (Figs. 5, 6
and 7) and pull gauge straight out.

Fig. 6 Tachometer Remove/Install

OIL PRESSURE SENDING UNIT REMOVE/INSTALL


(1) Unplug connector from sending unit.
(2) Using oil pressure sending unit socket (C-4597)
remove the sender (Fig. 9).
(3) Reverse removal procedures to install. Tighten
sending unit to 23 Nzm (200 in. lbs.) torque.

Fig. 5 Gauges Remove/Install


(3) Reverse removal procedures to install.

LOW FUEL AND TACHOMETER DRIVE MODULES


REMOVE/INSTALL
(1) Remove cluster as described in Instrument
Cluster Remove/Install.
(2) Remove low fuel or tachometer drive modules
by pulling straight out (Fig. 8).
(3) Reverse removal procedures to install.

VEHICLE SPEED SENSOR REMOVE/INSTALL


(1) Remove harness connector from sensor. Be sure
weather seal stays on harness connector.
(2) Remove sensor by loosening sensor coupling
nut from the pinion gear adapter until sensor is free
(Fig. 10).
(3) To install the sensor, reverse the removal procedures. Tighten coupling nut to 17 Nzm (150 in.
lbs.).

INSTRUMENT PANEL AND GAUGES

8E - 17

Fig. 7 Speedometer/Odometer Remove/Install


Fig. 9 Oil Pressure Sending Unit Remove/Install

Fig. 8 Low Fuel or Tachometer Drive Modules


Remove/Install

CLUSTER BULBS REMOVE/INSTALL


(1) Remove instrument cluster as described in Instrument Cluster Remove/Install.
(2) Use bulb chart (Figs. 11 or 12) to locate faulty
bulb.
(3) Remove bulb and socket from printed circuit.
(4) Reverse removal procedure to install.

Fig. 10 Vehicle Speed Sensor Remove/Install

8E - 18

INSTRUMENT PANEL AND GAUGES

Fig. 11 Instrument Cluster Bulb Chart - Standard Cluster

Fig. 12 Instrument Cluster Bulb Chart - Optional Cluster

INSTRUMENT PANEL AND GAUGES

8E - 19

PRINTED CIRCUIT REMOVE/INSTALL


(1) Remove instrument cluster as described in Instrument Cluster Remove/Install.
(2) Remove low fuel module and tachometer drive
module (if equipped).
(3) Twist out all lamp sockets (Figs. 11 or 12).
(4) Remove printed circuit retaining screws (Fig.
13).

Fig. 13 Printed Circuit Remove/Install


(5) Pull printed circuit from cluster housing.
(4) Reverse removal procedures to install.

KNEE BLOCKER REMOVE/INSTALL


(1) Remove 2 screws at bottom edge of knee
blocker (Fig. 14).

Fig. 15 Headlamp, Power Mirror, Overdrive Lockout


Switch Remove/Install
(4) Pull switch and bezel assembly rearward and
disconnect wiring.
(a) Remove and discard tinnerman nut.
(b) Push release button on right side of switch
and pull headlamp switch knob out. Separate bezel
from switch and mounting bracket assembly.
(c) Remove spanner nut to disengage headlamp
switch from mounting bracket.
(5) Remove headlamp switch (Fig. 16).

Fig. 14 Knee Blocker


(2) Pull blocker down to disengage slide tabs and
remove blocker.
(3) Reverse removal procedures to install.

HEADLAMP, POWER MIRROR, OVERDRIVE


LOCKOUT SWITCH REMOVE/INSTALL
WARNING: IF HEADLAMP SWITCH WAS ON, WAIT 5
MINUTES TO ALLOW THE CERAMIC DIMMER TO
COOL. IF THE CERAMIC DIMMER IS NOT ALLOWED
TO COOL YOU CAN BURN YOUR FINGERS.
(1) Disconnect negative cable from battery.
(2) Remove instrument cluster bezel as described
in Cluster Bezel Remove/Install.
(3) Remove 5 screws from the switch bezel (Fig.
15).

Fig. 16 Headlamp Switch Remove/Install


(6) To remove overdrive lockout switch, depress retaining fingers on top and bottom of switch and pull
out of bezel.
(7) To remove power mirror switch (Fig. 17):

8E - 20

INSTRUMENT PANEL AND GAUGES

(a) Remove power mirror switch knob by pulling


straight back from switch.
(b) Remove switch mounting plate screws 2 on
back side of switch bezel.
(c) Remove retaining ring holding switch to
mounting plate.

(2) Remove 2 screws retaining indicator at rear of


cluster (Fig. 19).

Fig. 17 Power Mirror Switch Remove/Install


(8) Reverse removal procedures to install.
Ensure overdrive lockout switch retaining
fingers have snapped into place before bezel is
installed.

A/C-HEATER CONTROL REMOVE/INSTALL


(1) Remove instrument cluster bezel as described
in Cluster Bezel Remove/Install.
(2) Remove A/C-heater control retaining screws
(Fig. 18).

Fig. 19 Gear Selector Indicator Remove/Install


(4) Pull indicator from cluster.
(7) Reverse removal procedures to install. Refer to
Group 21 - Transmission and Transfer Case for gear
selector indicator adjustment procedure before installing cluster bezel and knee blocker.

ASH RECEIVER ASSEMBLY REMOVE/INSTALL


(1) Open ash receiver and remove receptacle.
(2) Remove 2 screws at back of housing and unhook housing to remove from base panel (Fig. 20).

Fig. 18 A/C-Heater Control Remove/Install


(3) Pull control rearward and disconnect the wiring
connector, vacuum harness and temperature control
cable.
(5) Reverse removal procedures to install.

GEAR SELECTOR INDICATOR REMOVE/INSTALL


(1) Remove instrument cluster as described in Instrument Cluster Remove/Install.

Fig. 20 Ash Receiver Remove/Install

INSTRUMENT PANEL AND GAUGES

8E - 21

(3) Remove 2 bottom instrument cluster bezel


screws.
(4) Pull cluster bezel out and move ash receiver
rearward and down to remove.
(5) Disconnect lamp wiring.
(6) Reverse removal procedures to install.

CIGAR LIGHTER REMOVE/INSTALL


(1) Remove instrument cluster bezel as described
in Cluster Bezel Remove/Install.
(2) Remove 2 cigar lighter retaining screws (Fig.
21).

Fig. 22 Glove Box Lamp and Switch Remove/Install


(4) While holding tumbler down with wire in lock
cylinder, insert key.
(5) Remove wire and pull out lock cylinder.
(6) Remove 2 latch mounting screws and remove
assembly.
(7) Reverse removal procedures to install.

LOWER LEFT INSTRUMENT PANEL END CAP


REMOVE/INSTALL

Fig. 21 Cigar Lighter Remove/Install


(4) Pull cigar lighter assembly rearward and disconnect wiring connector.
(5) Reverse removal procedures to install.

GLOVE BOX REMOVE/INSTALL


The glove box assembly is molded into the lower instrument panel module and cannot be replaced separately. If replacement is required, see Lower
Instrument Panel Module Remove/Install.

GLOVE BOX LAMP AND SWITCH REMOVE/INSTALL


(1) Open glove box door.
(2) Reach under instrument panel lower module at
right side of glove box and disconnect wiring from
lamp (Fig. 22).
(3) Remove lamp and switch by pushing toward
rear of vehicle to release from lamp bracket.
(4) Reverse removal procedures to install.

GLOVE BOX LOCK REMOVE/INSTALL


(1)
(2)
(3)
nism

Open glove box door.


Turn lock into locked position and remove key.
Insert a stiff wire in rear slot of lock mechaand depress retaining tumbler into cylinder.

(1) Remove knee blocker as described in Knee


Blocker Remove/Install.
(2) Remove bezel retaining screw at left of steering
column.
(3) Remove 2 end cap retaining screws and pull
cap from instrument panel.
(4) For installation, reverse removal procedures.

RIGHT INSTRUMENT PANEL BEZEL REMOVE/


INSTALL
(1)
(2)
right
(3)

Remove 4 torx-head screws (Fig. 23).


Carefully, pry out right side of bezel and grip
edge to pull bezel from instrument panel.
Reverse removal procedure to install.

CUP HOLDER ASSEMBLY REMOVE/INSTALL


(1) Remove right bezel as described in Right Instrument Panel Bezel Remove/Install.
(2) Pull cup holder out of bezel to stop position
(Fig. 24).
(3) Carefully, pry up on shelf to allow stop to slide
under shelf, and pull cup holder out of bezel.
(4) Reverse removal procedure to install.

LOWER INSTRUMENT PANEL MODULE REMOVE/


INSTALL
(1) Remove knee blocker as described in Knee
Blocker Remove/Install.

8E - 22

INSTRUMENT PANEL AND GAUGES


(4) Remove module retaining screw to right of
steering column at cluster bezel.
(5) Remove 2 retaining screws from center distribution duct at bottom of module.
(6) Remove support brace screw at bottom of module (Fig. 26).

Fig. 23 Right Bezel and Cup Holder Remove/Install

Fig. 26 Support Brace Screw Remove/Install

Fig. 24 Cup Holder Remove/Install


(2) Remove ash receiver as described in Ash Receiver Assembly Remove/Install.
(3) Remove intermittent wipe control module from
bracket by pulling toward steering column (Fig. 25).

(7) Remove retaining screw and courtesy lamp at


lower right corner of module.
(8) Remove screw near ash receiver area of module.
(9) Open glove box door and remove screws at top
edge of module.
(10) Move module rearward and down until there
is room over top of module to remove wiring harness
and antenna cable from wiring trough (Fig. 27). Disconnect speaker wire and glove box light switch wire.
(11) Remove module from vehicle.

Fig. 27 Lower Instrument Panel Module Remove/


Install
Fig. 25 Intermittent Wipe Module Remove/Install

(12) Reverse removal procedures to install.

INSTRUMENT PANEL AND GAUGES


INSTRUMENT PANEL ASSEMBLY REMOVE/INSTALL
CAUTION: Disconnect negative cable from battery
before servicing instrument panel.
(1) Remove screw from engine side of the bulkhead
connector.
(2) Separate bulkhead connector. Squeeze tabs on
top and bottom of the bulkhead connector and push
connector into the passenger compartment.
(3) Disconnect blower motor resistor wiring in the
engine compartment.
(4) Remove knee blocker as described in Knee
Blocker Remove/Install.
(5) Remove parking brake release handle and hood
release handle.
(6) Remove screw at under panel support brace below the glove box (Fig. 26).
(7) Pull blower motor resistor wiring into interior
of vehicle.
(8) Disconnect clutch, parking brake, stop lamp
and speed control wiring.
(9) Disconnect vent control cable from vent.
(10) Disconnect steering column wiring at 25-way
connector and remove intermittent wipe control from
bracket.

8E - 23

(11) On vehicles with automatic transmissions, disconnect gear selector indicator cable from column.
(12) Remove steering column support nuts, lower
steering column, then remove steering column attaching studs.
(13) Disconnect wiring at ignition switch and headlamp dimmer switch on steering column.
(14) Remove windshield pillar and cowl side trim
panels.
(15) Loosen the instrument panel pivot bolts (Fig
28).
(16) Remove 5 screws at base of windshield and
roll panel down. Attach a hook from fence line to center panel mount to hold instrument panel in position.
(17) Disconnect wiring for stereo speakers, door
switches and A/C-heater blower motor.
(18) Disconnect radio antenna cable, A/C-heater
control vacuum harness and temperature control cable.
(19) Disconnect demister hoses at A/C-heater unit.
(20) Remove instrument panel from vehicle.
(21) Reverse removal procedures to install.

Fig. 28 Instrument Panel Remove/Install

8E - 24

INSTRUMENT PANEL AND GAUGES


SPECIFICATIONS

AUDIO SYSTEMS

8F - 1

AUDIO SYSTEMS
CONTENTS
page

DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

page

SERVICE PROCEDURES

................... 7

GENERAL INFORMATION
Following are general descriptions of major components used in Dakota audio systems. Refer to Group
8W - Wiring Diagrams for complete circuit descriptions and diagrams.

RADIOS
Radio options for the Dakota models include an
AM/FM, an AM/FM/cassette, an AM/FM/CD, or an
AM/FM/cassette with graphic equalizer. All receivers
are stereo Electronically-Tuned Radios (ETR) and include a clock function. For more information on radio
features, setting procedures, and control functions refer to the Sound System manual. The Sound System
manual is included with the owners manual in the
vehicle glove box.

IGNITION-OFF DRAW FUSE


All vehicles are equipped with an Ignition-Off
Draw (IOD) fuse that is removed when the vehicle is
shipped from the factory. This fuse feeds various accessories that require current when the ignition
switch is in the OFF position, including the clock and
radio station preset memory functions. The fuse is removed to prevent battery discharge during vehicle
storage.
The IOD fuse should be checked if the radio station
preset memory or clock functions are erratic or inoperative. The IOD fuse is located in the Power Distribution Center (PDC). See underside of PDC cover for
IOD fuse identification.

SPEAKERS
Speaker system options include two or four speaker
locations. On two-speaker systems, one full range
speaker is located in each door. Four-speaker systems
add one full range speaker in each B pillar.
The premium speaker option upgrades all the
speakers in the above locations to Infinity bi-amplified models. Each Infinity speaker features an integral amplifier and frequency filter unit. The
amplifier of the radio is used to drive the tweeters at
each speaker location. The speaker-mounted amplifiers drive the woofers at each speaker location.

FILTER CHOKE/SPEAKER RELAY


Models equipped with the Infinity premium speakers use this choke/relay to control battery feed to the
speaker mounted amplifiers. The choke/relay is
mounted behind the center speaker grille in the
lower instrument panel module below the radio. The
choke/relay should be checked if there is a lack of
bass and low frequency response noted at all speakers.

ANTENNA
All models use a fixed-length stainless steel rodtype antenna mast, installed at the right front fender
of the vehicle. The antenna mast is connected to the
center wire of the coaxial antenna cable and is not
grounded to any part of the vehicle.
To eliminate static, the antenna base must have a
good ground. The coaxial antenna cable shield (the
outer wire mesh of the cable) is grounded to the antenna base and the radio chassis.
The factory installed ETRs automatically compensate for radio antenna trim. Therefore, no antenna
trimmer adjustment is required or possible when replacing the receiver or the antenna.

RADIO NOISE SUPPRESSION


Radio Frequency Interference (RFI) and ElectroMagnetic Interference (EMI) noise suppression is accomplished primarily through circuitry internal to
the radio receivers. These internal suppression devices are only serviced as a part of the radio receiver.
External suppression devices that are serviceable
and should be checked in the case of RFI or EMI
noise complaints include the following:
radio antenna base ground
engine-to-body ground strap
resistor-type spark plugs
radio suppression-type secondary ignition wiring.
In addition, if the source of RFI or EMI noise is
identified as a component on the vehicle (i.e.:generator, blower motor, etc.), the ground path for that component should be checked. If excessive resistance is
found in that circuit, repair as required before considering any component replacement.

8F - 2

AUDIO SYSTEMS

Fleet vehicles are available with an extra-cost RFIsuppressed Powertrain Control Module (PCM). This
unit reduces interference generated by the PCM on
some radio frequencies used in two-way radio com-

munications. However, this unit will not resolve complaints of RFI in the commercial AM or FM radio
frequency ranges.

DIAGNOSIS
RADIO
(1) Check fuse 12 in fuseblock module and fuse F2
in Power Distribution Center (PDC). If OK, go to
next step. If not OK, replace fuse.
(2) Check for battery voltage at fuse F2 in PDC. If
OK, go to next step. If not OK, repair circuit to cartridge fuse F2 in PDC.
(3) Turn ignition switch to ON position. Check for
battery voltage at fuse 12. If OK, go to next step. If
not OK, repair circuit to ignition switch as required.
(4) Turn ignition switch to OFF position. Disconnect battery negative cable. Remove instrument cluster bezel. Remove radio, but do not unplug any

connections. Check for continuity between the radio


chassis and a good ground. There should be continuity. If OK, go to next step. If not OK, repair radio
ground circuit as required.
(5) Connect battery negative cable. Turn ignition
switch to ON position. See Radio and Speaker Connectors chart. Check for battery voltage at cavity 6 of
left (gray) radio connector. If OK, go to next step. If
not OK, repair circuit to fuse 12 as required.
(6) Turn ignition switch to OFF position. Check for
battery voltage at cavity 7 of left (gray) radio connector. If OK, replace radio. If not OK, repair circuit to
fuse F2 in PDC as required.

AUDIO SYSTEMS
RADIO DIAGNOSIS CHART

8F - 3

8F - 4

AUDIO SYSTEMS
RADIO AND SPEAKER CONNECTORS

AUDIO SYSTEMS
SPEAKERS
(1) Turn radio on and adjust balance and fader
controls to check performance of each individual
speaker. Note the speaker locations that are not performing correctly. Go to next step.
If vehicle has Infinity premium speaker package and all speakers lack bass or low frequency
response, see Filter Choke/Speaker Relay diagnosis.
(2) Turn radio off. Disconnect battery negative cable. Remove instrument cluster bezel and remove radio. See Radio and Speaker Connector chart. Check
both the speaker feed and return cavities at radio for
continuity to a good ground. There should be no continuity. If OK, go to next step. If not OK, repair wiring circuit as required.
(3) Check resistance between speaker feed and return cavities. Meter should read between 3 and 8
ohms (speaker impedance). If OK with Infinity
speakers, go to next step. If OK without Infinity
speakers, see diagnosis for Radio. If not OK, go to
step 5.
(4) Install a known good radio. Connect battery
negative cable. Turn on radio and test speaker operation. If OK, see diagnosis for Radio. If not OK, disconnect battery negative cable, remove radio and go
to next step.
(5) Unplug speaker wiring connector. Check for
continuity between speaker feed cavity at radio and
at speaker. Repeat check between speaker return
cavity at radio and at speaker. There should be continuity. If OK with Infinity speakers, go to next step.
If OK without Infinity speakers, replace speaker. If
not OK, repair wiring circuit as required.
(6) Check for continuity between cavity 1 of
speaker connector and a good ground. There should
be continuity. If OK, go to next step. If not OK, repair wiring circuit to ground as required.
(7) Install radio. Connect battery negative cable.
Turn radio on. Check for battery voltage at cavity 4
of speaker connector. If OK, replace speaker. If not
OK, repair circuit to filter choke/speaker relay as required.

(2) Check for battery voltage at fuse 6 in fuseblock


module. If OK, go to next step. If not OK, repair circuit to Power Distribution Center as required.
(3) Remove lower instrument panel module and
unplug choke/relay connector. See Radio and Speaker
Connectors chart. Check for battery voltage at cavity
1 of choke/relay connector. If OK, go to next step. If
not OK, repair circuit to fuse 6 as required.
(4) Probe cavity 4 of choke/relay connector. Check
for continuity to a good ground. There should be continuity. If OK, go to next step. If not OK, repair open
circuit to ground as required.
(5) Turn ignition switch to ON position and turn
radio on. Check for battery voltage at cavity 3 of
choke/relay connector. If OK, go to next step. If not
OK, repair circuit to cavity 1 of right (black) radio
connector as required.
(6) Turn radio and ignition switches to OFF position. Connect choke/relay connector. Check voltage at
cavity 2 of choke/relay connector. There should be
zero volts. Turn ignition and radio switches to ON
position. There should now be battery voltage at cavity 2 of choke/relay connector. If OK, repair circuit
from cavity 2 of choke/relay connector to speaker amplifiers as required. If not OK, replace choke/relay.

ANTENNA
The following four tests are used to diagnose the
antenna with an ohmmeter:
mast to ground test (Test 1)
tip-of-mast to tip-of-conductor test (Test 2)
body ground to battery ground test (Test 3)
body ground to coaxial shield test (Test 4).
Ohmmeter test lead connections for each test are
shown in Figure 1.

FILTER CHOKE/SPEAKER RELAY


The radio filter choke/speaker relay is used to
switch power to the individual speaker amplifiers
used with the Infinity premium speaker package.
The choke and relay are serviced only as an assembly. If all speakers operate, but have no bass or low
frequency response, the choke/relay is suspect. However, before replacement make the following checks of
the circuit:
(1) Check fuse 6 in fuseblock module. If OK, go to
next step. If not OK, replace fuse.

8F - 5

Fig. 1 Antenna Tests

8F - 6

AUDIO SYSTEMS

TEST 1
Test 1 determines if the antenna mast is insulated
from the base. Proceed as follows:
(1) Disconnect antenna cable lead from radio chassis and isolate.
(2) Connect one ohmmeter lead to tip of antenna
mast and the other lead to the antenna base. Check
for continuity.
(3) There should be no continuity. If continuity is
found, replace defective or damaged antenna base
and cable assembly.
TEST 2
Test 2 checks the antenna for an open circuit as follows:
(1) Disconnect the antenna cable lead from the radio chassis.
(2) Connect one ohmmeter test lead to tip of antenna mast. Connect remaining lead to tip of antenna cable lead (the part inserted into the radio).
(3) Continuity should exist (ohmmeter should only
register a fraction of an ohm). High or infinite resistance indicates damage to the base and cable assembly. Replace if required.
TEST 3
Test 3 checks condition of the vehicle body ground
connection as follows:
(1) Connect one ohmmeter test lead to the vehicle
fender and the other lead to the battery negative
post.
(2) Resistance should be less than one ohm.
(3) If resistance is more than one ohm, check the
braided ground strap connected to the engine and vehicle body for being loose, corroded, or damaged. Repair as necessary.

TEST 4
Test 4 checks condition of the ground between the
antenna base and vehicle body as follows:
(1) Connect one ohmmeter test lead to the fender
and the other lead to the crimp on the coaxial antenna cable shield.
(2) Resistance should be less then one ohm.
(3) If resistance is more then one ohm, clean
and/or tighten antenna base to fender mounting
hardware.

RADIO FREQUENCY INTERFERENCE


Inspect ground connections at:
blower motor
electric fuel pump
generator
ignition module
wiper motor
antenna coaxial ground
radio ground
body-to-engine ground strap (braided).
Clean, tighten or repair as required.
Also inspect the following secondary ignition system components:
spark plug wire routing and condition
distributor cap and rotor
ignition coil
spark plugs.
Reroute spark plug wires or replace components as
required.

AUDIO SYSTEMS

8F - 7

SERVICE PROCEDURES
RADIO REMOVE/INSTALL
(1) Disconnect battery negative cable.
(2) Remove 2 screws at bottom edge of knee
blocker (Fig. 2).

Fig. 2 Knee Blocker Remove/Install


(3) Pull knee blocker down to disengage slide tabs
and remove.
(4) Remove 2 screws at bottom edge of bezel on either side of steering column (Fig. 3).

Fig. 4 Cluster Bezel Remove/Install

Fig. 3 Bezel Screws Remove/Install


(3) Remove 8 instrument cluster bezel screws (Fig.
4).
(4) Remove 2 screws attaching the radio to the instrument panel (Fig. 5).
(5) Pull radio rearward and unplug wiring connectors and antenna cable. Remove screw from radio
ground strap.
(6) Reverse the removal procedures to install.

SPEAKERS REMOVE/INSTALL
FRONT DOOR
(1) Unscrew door lock knob.
(2) Remove window regulator handle (if equipped).
(3) Squeeze the ends of the power switch housing
while pulling the switch housing away from the door
trim panel.
(4) Remove 2 screws from the power switch bezel.
(5) Remove trim plug at top of trim panel.

Fig. 5 Radio Remove/Install


(6) Remove screw under trim plug.
(7) Remove screw at arm rest.
(8) Using a trim stick or other suitable wide flatbladed tool, gently pry trim panel away from door.
(9) Remove screws holding speaker.
(10) When pulling speaker away from inner door
panel, unplug speaker wiring connector.
(11) Reverse removal procedures to install.

8F - 8

AUDIO SYSTEMS

REAR PILLAR - STANDARD CAB


(1) Remove the rear pillar upper seat belt mounting bolt.
(2) Remove the 4 trim panel screws.
(3) When pulling trim panel away from pillar, remove wiring connector from speaker (Fig. 6).

Fig. 7 Knee Blocker Remove/Install

Fig. 8 Intermittent Wipe Module Remove/Install


Fig. 6 Rear Speaker Remove/Install
(4) Remove speaker attaching screws from trim
panel and remove speaker.
(5) Reverse removal procedures to install. Tighten
seat belt mounting bolt to 40 Nzm (350 in. lbs.) torque.

REAR PILLAR - EXTENDED CAB


(1) Carefully pry the speaker grille off the trim
panel. There is a lock tab at each corner of the grille.
(2) Remove speaker attaching hardware.
(3) Disconnect speaker connector and remove speaker.
(4) Reverse removal procedures to install.

FILTER CHOKE/SPEAKER RELAY REMOVE/INSTALL


(1) Remove knee blocker (Fig. 7).
(2) Remove 2 lower radio bezel screws.
(3) Remove lamp from radio bezel.
(4) Remove ash receiver.
(5) Remove intermittent wipe control module from
bracket by pulling toward steering column (Fig. 8).
(6) Remove lower instrument panel module retaining screw to right of steering column at cluster bezel.
(7) Remove 2 screws from center distribution duct
retaining screws at bottom of module.
(8) Remove support brace screw at bottom of module (Fig. 9).
(9) Remove instrument panel module retaining
screw at lower right corner of module.

Fig. 9 Support Brace Screw Remove/Install


(10) Remove courtesy lamp at lower right corner of
module
(11) Remove screw near ash receiver area of module.
(12) Open glove box door and remove screws at top
edge of module.

AUDIO SYSTEMS
(13) Move module rearward and down until there
is room over top of module to remove wiring harness
trough attaching screws (Fig. 10).

8F - 9

ANTENNA REMOVE/INSTALL
(1) Disconnect battery negative cable.
(2) Remove glove box.
(3) Reach behind instrument panel and unplug antenna cable from radio (Fig. 13).

Fig. 10 Lower Instrument Panel Module Remove/


Install
(14) Disconnect choke/relay connector and glove
box lamp switch wire.
(15) Pry choke/relay connector retainer out of
bracket (Fig. 11).

Fig. 13 Antenna Cable Routing


(4) Working through glove box opening, pull antenna cable from retainer clips.
(5) Remove cable grommet from dash panel and
pull cable through dash panel.
(6) Loosen antenna mast from antenna body. Do
not remove at this time (Fig. 14).

Fig. 11 Choke/Relay Connector


(16) Remove module from vehicle.
(17) Remove 2 nuts holding choke/relay bracket assembly to instrument panel module (Fig. 12).

Fig. 14 Antenna Mounting

Fig. 12 Choke/Relay Bracket Remove/Install


(18) Reverse the removal procedures to install.

(7) Remove cap nut from antenna body while holding antenna mast with Antenna Nut Wrench (Special
Tool C-4816).
(8) Lower antenna assembly down far enough to
gain access to antenna body.
(9) While holding antenna body remove antenna mast.
(10) Pull antenna body and cable assembly from
fender area and remove.
(11) Reverse removal procedures to install.

HORN

8G - 1

HORN
CONTENTS
page

DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

page

SERVICE PROCEDURES

................... 3

GENERAL INFORMATION
Following are general descriptions of the major
components in the Dakota horn system. Refer to
Group 8W - Wiring Diagrams for complete circuit descriptions and diagrams.

HORN SWITCH
Two horn switches are installed in the steering
wheel, one on each side of the center-mounted drivers airbag module. When either switch is depressed
it completes a circuit to ground for the coil side of the
horn relay. The steering wheel and steering column
must be properly grounded for the horn switches to
function. The horn switches are only serviced as a set
with their wiring. If either switch should fail, both
switches must be replaced.

HORN RELAY
The horn relay is installed in the fuseblock module
under the instrument panel and left of the steering

column. One side of the horn relay electromagnetic


coil receives battery voltage at all times. When a
horn switch is depressed, the other side of the relay
coil is grounded. The energized relay coil causes the
normally open relay contacts to close, providing battery voltage to the horn.
If a problem is encountered with a continuously
sounding horn, it can usually be quickly resolved by
removing the horn relay from the fuseblock module
until further diagnosis is completed.

HORN
The single, lo-note, diaphragm-type horn is located
in the engine compartment on the upper left corner
of the radiator closure panel just forward of the battery. It is grounded to the closure panel and receives
battery feed through the closed contacts of the horn
relay.

8G - 2

HORN
DIAGNOSIS

WARNING: ON VEHICLES EQUIPPED WITH AN AIRBAG, REFER TO GROUP 8M - RESTRAINT SYSTEMS BEFORE ATTEMPTING STEERING WHEEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE PROPER PRECAUTIONS COULD RESULT
IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

HORN RELAY
RELAY TESTS
(1) Remove horn relay from fuseblock module. The
de-energized relay should have continuity between
terminals 1 and 3 (Fig. 1). There should be no continuity between terminals 2 and 3. If OK, go to next
step. If not OK, replace faulty relay.
(2) Connect relay terminal 1 to a good ground and
terminal 3 to a battery feed. There should now be
battery voltage at terminal 2. If OK, go to Circuit
Test. If not OK, replace faulty relay.

Fig. 1 Horn Relay Connections


RELAY CIRCUIT TESTS
(1) Remove relay from fuseblock module. Check for
battery voltage at horn relay cavity 3 in fuseblock
module (Fig. 1). If OK, go to step 3. If not OK, go to
next step.
(2) Check fuse 6 in fuseblock module. If OK, repair
open circuit to horn relay cavity 3. If not OK, replace
fuse.
(3) Check for continuity between horn relay cavity
1 and a good ground. There should be no continuity.

Still probing horn relay cavity 1, depress either horn


switch, there should now be continuity to ground. If
OK, go to next step. If not OK, see diagnosis for horn
switch.
(4) Unplug connector at horn. Check for continuity
between horn relay cavity 2 and a good ground.
There should be no continuity. If OK, go to next step.
If not OK, repair short circuit as required.
(5) Check for continuity between horn relay cavity
2 and horn connector. There should be continuity. If
OK, see diagnosis for horn. If not OK, repair open
circuit as required.

HORN SWITCH
(1) Disconnect battery negative cable. Remove
knee blocker. Check for continuity between metal
steering column jacket and a good ground. There
should be continuity. If OK, go to next step. If not
OK, refer to Group 19 - Steering and check for proper
installation of steering column ground clip.
(2) Remove horn relay from fuseblock module. Access horn switch wire connector as described in Horn
Switch Remove/Install. Unplug horn wire connector.
Check for continuity between steering column half of
horn wire connector and a good ground. There should
be no continuity. If OK, go to next step. If not OK,
repair short circuit as required.
(3) Check for continuity between steering column
half of horn wire connector and horn relay cavity 1.
There should be continuity. If OK, go to next step. If
not OK, repair open circuit as required.
(4) Check for continuity between horn switch half
of horn wire connector and a good ground. There
should be no continuity. If OK, go to next step. If not
OK, replace faulty horn switches.
(5) Depress one horn switch and check for continuity between horn switch half of horn wire connector
and a good ground. There should be continuity. Repeat test for other horn switch. If either switch is not
OK, replace faulty horn switches.

HORN
(1) Measure resistance between the horn mounting
bracket and a good ground. There should be zero
ohms. If not OK, repair horn ground.
(2) Disconnect horn connector. Depress horn
switch. There should be battery voltage at the horn
connector. If OK, replace horn. If not OK, repair open
circuit to horn relay.

HORN

8G - 3

SERVICE PROCEDURES
HORN SWITCH REMOVE/INSTALL
WARNING: BEFORE BEGINNING ANY AIRBAG SYSTEM
COMPONENT REMOVAL OR INSTALLATION, REMOVE
AND ISOLATE THE NEGATIVE (-) CABLE FROM THE BATTERY. THIS IS THE ONLY SURE WAY TO DISABLE THE
AIRBAG SYSTEM. FAILURE TO DO THIS COULD RESULT
IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
INJURY. WAIT 2 MINUTES FOR THE RESERVE CAPACITOR TO DISCHARGE BEFORE REMOVING OR WORKING
ON ANY AIRBAG SYSTEM COMPONENTS.
(1) Disconnect negative cable from battery.
(2) From underside of steering wheel, remove speed
control switch or trim bar mounting screws (Fig. 2).

Fig. 4 Right Rear Steering Wheel Cover Remove/


Install

Fig. 2 Speed Control Switch/Trim Bar Remove/Install


(3) Pull switch/trim bar from wheel and unplug
connector (Fig. 3).

Fig. 5 Airbag Module Remove/Install

Fig. 3 Speed Control Switch Connector Remove/Install


(4) Using a small screwdriver remove right rear
steering wheel cover (Fig. 4).
(5) Remove 4 nuts attaching airbag module (Fig.
5).

(6) Remove airbag module from steering wheel.


(7) Using a small screwdriver pry horn button
from steering wheel (Fig. 6). There are 2 locking tabs
holding each horn button to steering wheel (Fig. 7).
(8) Unplug electrical connectors and remove horn
buttons from steering wheel (Fig. 8).

8G - 4

HORN

Fig. 8 Horn Button Connectors

Fig. 6 Horn Button Remove

WARNING: WEAR A SUITABLE PAIR OF RUBBER


GLOVES (NOT THE HOUSEHOLD TYPE) WHEN REMOVING A BATTERY BY HAND. SAFETY GLASSES
SHOULD ALSO BE WORN. IF THE BATTERY IS
CRACKED OR LEAKING THE ELECTROLYTE CAN
BURN THE SKIN AND EYES.
(4) Remove battery holddown (Fig. 9) and remove
battery from vehicle.

Fig. 7 Horn Button Locking Tabs


(9) Reverse removal procedures to install. Tighten
airbag module mounting nuts to 1.5 Nzm (15 in. lbs.)
torque.

HORN REMOVE/INSTALL
(1) Raise and support the hood.
(2) Make sure ignition switch is in OFF position
and all battery feed accessories are OFF.
(3) Disconnect and remove battery cables at battery, negative cable first.

Fig. 9 Battery Holddown Remove/Install

HORN
CAUTION: The horn connector is a self locking connector. To remove it, grasp and pull the insulator
only. DO NOT pull on the wire.

8G - 5

(6) From the front of the vehicle remove the horn


mounting bolt while removing the horn (Fig. 11).

(5) Remove the wire connector from the horn (Fig.


10).

Fig. 10 Horn Remove/Install


Fig. 11 Horn Bracket Mounting Bolt Remove/Install
(7) Reverse removal procedures to install. Tighten
the horn mounting bolt to 22.6 Nzm (200 in. lbs.), and
the battery holddown bolts to 2.2 Nzm (20 in. lbs.)
torque.

VEHICLE SPEED CONTROL SYSTEM

8H - 1

VEHICLE SPEED CONTROL SYSTEM


CONTENTS
page

DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

page

SERVICE PROCEDURES

................... 8

GENERAL INFORMATION
The vehicle speed control system (Fig. 1) is an available option on Dakota models equipped with a 3.9L or
5.2L engine. The system is electronically controlled and
vacuum operated. Following are general descriptions of
the major components in the Dakota speed control system. Refer to Group 8W - Wiring Diagrams for complete
circuit descriptions and diagrams.

SPEED CONTROL SERVO


The speed control servo is mounted to a bracket on
the passenger side dash panel in the engine compartment. The servo unit consists of a solenoid valve
body, a vacuum servo and the mounting bracket. The
PCM controls the solenoid valve body. The solenoid
valve body controls the application and release of
vacuum to the diaphragm of the vacuum servo. The
servo unit cannot be repaired and is serviced only as
a complete assembly.

SPEED CONTROL SWITCH


The speed control switch module is mounted to the
center of the steering wheel below the drivers airbag
module. The PCM monitors the state of the speed control switches. The individual switches are labeled: OFF,
ON CRUISE, RESUME/ACCEL, SET/COAST. Refer to
the owners manual for more information on speed control switch functions and setting procedures. The individual switches cannot be repaired. If one switch fails,
the entire switch module must be replaced.

STOP LAMP SWITCH


Vehicles with the speed control option use a dual
function stop lamp switch. The switch is mounted in the
same location as the conventional stop lamp switch, on
the brake pedal mounting bracket under the instrument
panel. The PCM monitors the state of the dual function
stop lamp switch. Refer to Group 5 - Brakes for more
information on stop lamp switch service and adjustment
procedures.

SERVO CABLE
The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle control linkage. This cable causes the throttle

control linkage to open or close the throttle valve in response to movement of the vacuum servo diaphragm.

POWERTRAIN CONTROL MODULE


The speed control electronic control circuitry is integrated into the Powertrain Control Module (PCM). The
PCM is located in the engine compartment on the right
inner fender shield. The PCM speed control functions
are monitored by the On-Board Diagnostics (OBD). All
OBD-sensed systems are monitored by the PCM. Each
monitored circuit is assigned a Diagnostic Trouble Code
(DTC). The PCM will store a DTC in electronic memory
for any failure it detects. See Using On-Board Diagnostic System in this group for more information. The PCM
cannot be repaired and must be replaced if faulty.

VACUUM RESERVOIR
The vacuum reservoir is mounted to the speed control servo mounting bracket on the passenger side
dash panel in the engine compartment. The reservoir
contains a one-way check valve to trap engine vacuum in the reservoir. When engine vacuum drops, as
in climbing a grade while driving, the reservoir supplies the vacuum needed to maintain proper speed
control operation. The vacuum reservoir cannot be
repaired and must be replaced if faulty.

VEHICLE SPEED SENSOR


The Vehicle Speed Sensor (VSS) is mounted to an
adapter near the transmission (two-wheel drive) or
transfer case (four-wheel drive) output shaft. The sensor
is driven through the adapter by a speedometer pinion
gear. The VSS pulse signal to the speedometer/odometer
is monitored by the PCM speed control circuitry to determine vehicle speed and to maintain speed control set
speed. Refer to the appropriate Powertrain Diagnostic
Procedures manual for testing of this component. Refer
to Group 14 - Fuel System for service of this component.
WARNING: THE USE OF VEHICLE SPEED CONTROL
IS NOT RECOMMENDED WHEN DRIVING CONDITIONS
DO NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIPPERY.

8H - 2

VEHICLE SPEED CONTROL SYSTEM

Fig. 1 Vehicle Speed Control System

VEHICLE SPEED CONTROL SYSTEM

8H - 3

DIAGNOSIS
Before beginning diagnosis, perform a vehicle road
test to verify reports of speed control system malfunction. The road test should include attention to
the speedometer. Speedometer operation should be
smooth and without flutter at all speeds.
Flutter in the speedometer indicates a problem
which might cause surging in the speed control system. The cause of any speedometer problems should
be corrected before proceeding. Refer to Group 8E Instrument Panel and Gauges for speedometer diagnosis.
If a road test verifies a system problem and the
speedometer operates properly, check for:
(1) Loose or corroded electrical connections at the
servo. Corrosion should be removed from electrical
terminals and a light coating of Mopar MultiPurpose
Grease, or equivalent, applied.
(2) Correct installation of the vacuum check valve
in the hose from servo to vacuum source. The word
VAC on the valve must point toward the vacuum
source.
(3) Loose or leaking vacuum hoses or connections.
(4) Secure attachment of both ends of the speed
control servo cable.
CAUTION: When test probing for voltage or continuity at electrical connectors, care must be taken
not to damage connector, terminals, or seals. If
these components are damaged, intermittent or
complete system failure may occur.

USING ON-BOARD DIAGNOSTIC SYSTEM


The Powertrain Control Module (PCM) monitors
critical input and output circuits of the speed control
system, making sure they are operational. A Diagnostic Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 50 engine starts, if the
problem does not occur again.

DIAGNOSTIC TROUBLE CODES


Diagnostic Trouble Codes (DTC) are two-digit numbers flashed on the malfunction indicator (Check Engine) lamp that identify which circuit is bad. A DTC
description can also be read using the DRB scan tool.
Refer to Group 14 - Fuel Systems for more information.
A DTC does not identify which component in a circuit is bad. Thus, a DTC should be treated as a

symptom, not as the cause for the problem. In some


cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTC
to be set. Therefore, it is important that the test procedures be followed in sequence, to understand what
caused a DTC to be set.
See Speed Control Diagnostic Trouble Code chart
for DTCs which apply to the speed control system.
Refer to the Powertrain Diagnostic Procedures manual to diagnose an on-board diagnostic system trouble code.

RETRIEVING DIAGNOSTIC TROUBLE CODES


To start this function, cycle the ignition switch ONOFF-ON-OFF-ON within 5 seconds. This will cause
any DTC stored in the PCM memory to be displayed.
The malfunction indicator (Check Engine) lamp will
display a DTC by flashing on and off. There is a
short pause between flashes and a longer pause between digits. All DTCs displayed are two-digit numbers, with a four-second pause between codes.
An example of a DTC is as follows:
(1) Lamp on for 2 seconds, then turns off.
(2) Lamp flashes 1 time pauses and then flashes 5
times.
(3) Lamp pauses for 4 seconds, flashes 3 times,
pauses, then flashes 4 times.
The two DTCs are 15 and 34. Any number of
DTCs can be displayed, as long as they are in memory. The lamp will flash until all stored DTCs are
displayed (55 = end of test).
If a DTC 15 is observed, see diagnosis for Vehicle
Speed Sensor in this group. If a DTC 34 is observed,
see diagnosis for Speed Control Servo and Powertrain Control Module in this group. Correct any problems found in your diagnosis, then recheck for DTC
after corrections are completed.

VEHICLE SPEED SENSOR


For diagnosis of the VSS, refer to the appropriate
Powertrain Diagnostic Procedures manual.

SPEED CONTROL SWITCH


WARNING: BEFORE BEGINNING ANY AIR BAG
SYSTEM COMPONENT REMOVAL OR INSTALLATION, REMOVE AND ISOLATE THE NEGATIVE (-)
CABLE FROM THE BATTERY. THEN WAIT TWO
MINUTES FOR SYSTEM CAPACITOR TO DISCHARGE BEFORE FURTHER SYSTEM SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
AIR BAG SYSTEM. FAILURE TO DO THIS COULD
RESULT IN ACCIDENTAL AIR BAG DEPLOYMENT
AND POSSIBLE INJURY.

8H - 4

VEHICLE SPEED CONTROL SYSTEM


DIAGNOSIS CHART 1

VEHICLE SPEED CONTROL SYSTEM


DIAGNOSIS CHART 2

8H - 5

8H - 6

VEHICLE SPEED CONTROL SYSTEM


SPEED CONTROL DIAGNOSTIC TROUBLE CODE

(1) Disconnect battery negative cable. Wait 2 minutes for airbag system capacitor to discharge. Remove speed control switch from steering wheel.
(2) Check speed control switch continuity as shown
in chart (Fig. 2). If OK, reinstall switch. If not OK,
replace switch.

STOP LAMP SWITCH


(1) Unplug the connector at the stop lamp switch.
With the brake pedal released, check switch for continuity at the switch side of connector (Fig. 3) as follows:
(a) There should be continuity between the black
and white/pink wires.
(b) There should be continuity between the yellow/red and dark blue/red wires.
(c) There should be no continuity between pink
and white wires.
(2) With the brake pedal applied, check switch for
continuity at the switch side of connector (Fig. 3) as
follows:
(a) There should be continuity between pink and
white wires.
(b) There should be no continuity between black
and white/pink wires.
(c) There should be no continuity between the
yellow/red and dark blue/red wires.
(3) If the above results are not obtained, check the
stop lamp switch adjustment. If adjustment is OK,
replace faulty switch. Refer to Group 5 - Brakes for
adjustment and service procedures.

Fig. 2 Speed Control Switch Continuity

VACUUM SUPPLY TEST


(1) Disconnect vacuum hose at the servo and install a vacuum gauge in the hose.

VEHICLE SPEED CONTROL SYSTEM

8H - 7

Fig. 4 Speed Control Servo

Fig. 3 Stop Lamp Switch Connector


(2) Start engine and observe gauge at idle. Vacuum
gauge should read at least ten inches of mercury.
(3) If vacuum does not meet this requirement,
check for vacuum leaks or poor engine performance.

SPEED CONTROL SERVO


(1) Check fuse 15 in fuseblock module. If OK, go to
next step. If not OK, replace fuse.
(2) Turn ignition switch to the ON position. Check
for battery voltage at fuse 15. If OK, go to next step.
If not OK, repair open circuit to ignition switch as required.
(3) Connect the negative lead of a voltmeter to a
good chassis ground near the servo. Unplug the
4-way connector going to the servo (Fig. 4). Push the
speed control switch to the ON position. Check for
battery voltage at servo harness connector cavity for
pin 2 (Fig. 5). If OK, go to next step. If not OK, see
diagnosis for Stop Lamp Switch.
(4) Connect a jumper wire between servo harness
connector cavity for pin 2 and pin 2 of the servo.
Check for battery voltage at pins 1, 3 and 4 of the
servo. If OK, go to next step. If not OK, replace the
servo.
(5) Turn ignition switch to OFF position. Check for
continuity between servo harness connector cavity for
pin 1 and a good ground. There should be continuity.
If not OK, repair open circuit to ground as required.

Fig. 5 Servo Harness Connector

POWERTRAIN CONTROL MODULE


(1) Disconnect 60-way connector from the PCM, located on the right inner fender shield (Fig. 6).
(2) Connect negative lead of voltmeter to a good
body ground near the module.

Fig. 6 Powertrain Control Module


(3) For the following tests, the ignition switch
must be in the ON position. See Fig. 7 for controller

8H - 8

VEHICLE SPEED CONTROL SYSTEM

terminal locations. Touch the positive lead of the


voltmeter to the terminal in cavity number 33. With
the speed control switch in the OFF position, the
voltmeter should read zero volts. With the speed control switch in the ON position, the voltmeter should
read battery voltage. If not, repair the main harness
as necessary.

Fig. 7 PCM 60-Way Connector - Terminal End


(4) Touch the positive lead of the voltmeter to the
terminal in cavity number 53. As in step (3), the voltmeter should read zero volts with the switch in the
OFF position, and battery voltage with the switch in
the ON position.
(5) Touch the positive lead of the voltmeter to the
terminal in cavity number 48. With the speed control
switch in the OFF position, the voltmeter should
read zero volts. With the switch in the ON position,
the voltmeter should read battery voltage. Pressing

the SET/COAST button should cause the voltmeter to


change from battery voltage to zero volts for as long
as the switch is held. If not, perform the Speed Control Switch Test. If the switch is not at fault, then
check the main harness and repair as necessary.
(6) Touch the positive lead of the voltmeter to the
terminal in cavity number 50. The voltmeter should
read zero volts with the speed control switch in either the OFF or ON position. With switch in either
RESUME or SET position, the voltmeter should read
battery voltage. If not, perform the Speed Control
Switch Test. If the switch is not at fault, then check
the main harness and repair as necessary.
(7) Touch the positive lead of the voltmeter to the
terminal in cavity number 49. The voltmeter should
read zero volts with the switch in the OFF position.
With the switch in the ON position, the voltmeter
should read battery voltage. The voltmeter will continue to read battery voltage when either the SET or
RESUME switch is pressed. If not, perform the
Speed Control Switch Test. If the switch is not at
fault, then check the main harness and repair as necessary.
(8) Turn ignition switch OFF. Using an ohmmeter,
connect one lead to a good body ground and touch the
other lead to the terminal in cavity number 29. With
the brake pedal released, the meter should show continuity. When the pedal is depressed, the meter
should show an open circuit.

SERVICE PROCEDURES
SPEED CONTROL SERVO REMOVE/INSTALL
(1) Disconnect vacuum hose at servo.
(2) Unplug electrical connector at servo.
(3) Remove 2 nuts from cable sleeve (Fig. 8).

(6) Pull servo away from mounting bracket.


(7) To install, insert servo studs through holes in
servo mounting bracket.
(8) With throttle blocked to full open position,
align hole in cable sleeve with hole in servo pin and
install retaining clip.
(9) Insert servo studs through holes in cable
sleeve.
(10) Install 2 attaching nuts and tighten to 6 Nzm
(50 in. lbs.).
(11) Connect vacuum hose to servo.
(12) Connect electrical connector to servo terminals.

SPEED CONTROL SWITCH REMOVE/INSTALL


(1) Disconnect negative cable from battery.

Fig. 8 Speed Control Servo Mounting


(4) Pull speed control cable away from servo to expose cable retaining clip.
(5) Remove clip attaching cable to servo.

WARNING: TO AVOID AN ACCIDENTAL AIRBAG DEPLOYMENT ALLOW SYSTEM CAPACITOR TO DISCHARGE FOR 2 MINUTES BEFORE PERFORMING
SERVICE PROCEDURES.
(2) From underside of steering wheel, remove
speed control switch mounting screws (Fig. 9).

VEHICLE SPEED CONTROL SYSTEM

Fig. 9 Speed Control Switch Remove/Install


(3)
(Fig.
(4)
(5)

Pull switches from wheel and unplug connector


10).
Plug electrical connector into new switches.
Install new switches with 2 screws.

SERVO CABLE REMOVE/INSTALL


(1) Remove air cleaner.
(2) Using finger pressure only, remove speed control cable connector at bellcrank by pushing connector off the bellcrank (Fig. 11). DO NOT try to pull
connector off perpendicular to the bellcrank.
(3) Squeeze tabs on speed control cable and push
out of locking plate.

8H - 9

Fig. 10 Switch Connector Remove/Install


(4) Remove servo cable from servo as described in
Speed Control Servo Remove/Install.
(5) Reverse removal procedures to install.

VACUUM RESERVOIR REMOVE/INSTALL


(1) Unplug all hoses.
(2) Remove 2 nuts and slide vacuum reservoir off
studs.
(3) Reverse removal procedures to install. Tighten
nuts to 6 Nzm (50 in. lbs.) torque.

Fig. 11 Speed Control Cable - Typical

TURN SIGNAL AND HAZARD WARNING SYSTEMS

8J - 1

TURN SIGNAL AND HAZARD WARNING SYSTEMS


CONTENTS
page

DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

page

SERVICE PROCEDURES

................... 4

GENERAL INFORMATION
Following are general descriptions of the major
components in the Dakota turn signal and hazard
warning systems. Refer to Group 8W - Wiring Diagrams for complete circuit descriptions and diagrams.

TURN SIGNAL SYSTEM


With the ignition switch in the ON or ACCESSORY
position and the multi-function switch control lever
moved up (right turn) or down (left turn), the turn
signal system is activated.
When the turn signal system is activated, the selected (right or left) turn signal indicator lamp, front
park/turn signal lamp, front side marker lamp and
rear tail/stop/turn signal lamp bulb filaments will
flash.

HAZARD WARNING SYSTEM


The hazard warning is activated by a switch button
located on the top of the steering column between the
steering wheel and the instrument panel. The hazard
warning flasher receives battery feed at all times,
and the system is functional regardless of ignition
switch position. The hazard warning switch button is
identified with a double triangle. Pull the switch button out (standard steering column) or push in on the
switch button (tilt steering column) to activate the
hazard warning system.
When the hazard warning system is activated, all
(right and left) turn signal indicator, front park/turn
signal lamp, front side marker lamp and rear tail/
stop/turn signal lamp bulb filaments will flash.

TURN SIGNAL FLASHER


The turn signal flasher is located in the fuseblock
module (Fig. 1). It contains one fixed contact point
and one contact point attached to a flexible bimetal
arm. The contact points are normally closed. When a
turn signal is activated, current flows through the
flasher. As the current flows through the bimetal arm
it heats and flexes to pull the contact points open,
stopping current flow. As the bimetal arm cools it
straightens, until the contact points close and the cycle repeats.

The standard flasher is designed to handle the current flow requirements of the factory installed lighting. If supplemental lighting is added to the turn
signal circuits such as when towing a trailer with
lights, the current flow through the flasher increases.
This causes the flash rate to increase. It is recommended that the standard flasher be replaced with a
heavy-duty (hazard warning) flasher when supplemental lighting is added.
However, when a turn signal bulb fails with a standard flasher, the remaining bulbs in that circuit will
light, but not flash. This will give the driver an indication to check the turn signal bulbs. Because a
heavy-duty flasher has different internal circuitry, a
failed bulb will not prevent the remaining bulbs in
the circuit from flashing. Therefore, it is recommended that an occasional visual inspection of exterior turn signal lamp operation be performed when a
heavy-duty flasher is installed.

Fig. 1 Turn Signal and Hazard Warning Flashers

8J - 2

TURN SIGNAL AND HAZARD WARNING SYSTEMS

HAZARD WARNING FLASHER


The hazard warning flasher is located in the fuseblock module (Fig. 1). The hazard warning flasher
contains two normally open contact points mounted
to two flexible arms. A bimetal strip is attached between the two arms. When the hazard warning is activated, current flows through the flasher. As the
current flows through the bimetal strip it heats and
pulls the flexible arms together until the contact
points close, allowing current flow to the lamps. As
the bimetal strip cools, the contact points are pushed
open and the cycle repeats.
MULTI-FUNCTION SWITCH
The multi-function switch assembly (Fig. 2) is
mounted to the left side of the steering column. This
switch contains electrical circuitry for the following
functions:
turn signals
hazard warning
headlamp beam selection
headlamp optical horn
windshield wipers
windshield washers.
The information contained in this group addresses
only the switch functions for the turn signal and hazard warning circuits. For information relative to
other switch functions, refer to the appropriate
group. However, the multi-function switch can not be
repaired. If any function of the switch is faulty, the
entire switch assembly must be replaced.
TURN SIGNAL INDICATOR LAMPS
These lamps are located in the instrument cluster.
They flash with the exterior turn signal lamps to

Fig. 2 Multi-Function Switch


give the driver a visual indication that a turn signal
or the hazard warning circuit is operating. For diagnosis and service of this component, refer to Group
8E - Instrument Panel and Gauges.

TURN SIGNAL LAMPS


The exterior lamps included in the turn signal and
hazard warning circuits include: the front park/turn
signal, the front side marker, and the rear tail/stop/
turn signal. For diagnosis and service of these lamps,
refer to Group 8L - Lamps.

DIAGNOSIS
When diagnosing the turn signal or hazard warning circuits, remember that high generator output
can burn out bulbs rapidly and repeatedly. If this is a
problem on the vehicle being diagnosed, refer to
Group 8A - Battery/Starting/Charging Systems Diagnostics to test charging system.
WARNING: ON VEHICLES EQUIPPED WITH AN AIRBAG, REFER TO GROUP 8M - RESTRAINT SYSTEMS BEFORE ATTEMPTING STEERING WHEEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE PROPER PRECAUTIONS COULD RESULT
IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

TURN SIGNAL
(1) Turn ignition switch to ON position. Move turn
signal lever down for left turn signal problem, or up
for right turn signal problem. Observe the turn indicator lamp in the instrument cluster. If the lamp

comes on but does not flash, check for a turn signal


bulb that is not lit. Replace that bulb or repair circuits to that lamp, as required. Test operation. If
turn indicator does not light or still doesnt flash,
continue to next step.
(2) Remove and inspect fuse 11 in fuseblock module. Replace fuse, if required.
(3) With ignition switch in ON position, check for
battery voltage at fuse 11. If OK, go to next step. If
not OK, repair circuit to ignition switch as required.
(4) With ignition switch in ON position, place turn
signal lever in neutral position. There should be battery voltage at the fuse side of the turn signal flasher
(L5 circuit). If OK, go to next step. If not OK, repair
circuit between fuse and bottom terminal of turn signal flasher.
(5) Replace turn flasher with known good unit of
the same rating. The lamps should flash. If OK, discard faulty flasher. If not OK, re-install original
flasher and go to next step.

TURN SIGNAL AND HAZARD WARNING SYSTEMS


(6) Locate the multi-function switch connector. See
diagnosis for Multi-Function Switch, in this group.
Check for battery voltage at the multi-function
switch connector cavity 17. If OK, replace multi-function switch. If not OK, repair open circuit to flasher
(L6 circuit).

HAZARD WARNING
(1) Check fuse F1 in power distribution center. If
OK, go to next step. If not OK, replace fuse.
(2) Check for battery voltage at the fuse side of the
hazard warning flasher (L9 circuit). If OK, go to next
step. If not OK, repair open circuit between fuse and
flasher.
(3) Replace hazard flasher with known good unit of
the same rating. The lamps should flash. If OK, dis-

8J - 3

card faulty flasher. If not OK, re-install original


flasher and go to next step.
(4) Locate the multi-function switch connector. See
diagnosis for Multi-Function Switch, in this group.
Check for battery voltage at the multi-function
switch connector cavity 13. If OK, replace multi-function switch. If not OK, repair open circuit to flasher
(L19 circuit).

MULTI-FUNCTION SWITCH
(1) Access multi-function switch connector and remove. See service procedures for Multi-Function
Switch, in this group.
(2) Using an ohmmeter, perform switch continuity
checks at the switch terminals as shown in the chart
(Fig. 3).

Fig. 3 Multi-Function Switch Continuity

8J - 4

TURN SIGNAL AND HAZARD WARNING SYSTEMS


SERVICE PROCEDURES

WARNING: ON VEHICLES EQUIPPED WITH AN AIRBAG, REFER TO GROUP 8M - RESTRAINT SYSTEMS BEFORE ATTEMPTING STEERING WHEEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE PROPER PRECAUTIONS COULD RESULT
IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

MULTI-FUNCTION SWITCH REMOVE/INSTALL


(1) Disconnect battery negative cable.
(2) Remove tilt lever (if equipped).
(3) Remove screws along bottom edge of knee
blocker (Fig. 4).

Fig. 5 Steering Column Shrouds Remove/Install

Fig. 4 Knee Blocker Remove/Install


(4) Pull knee blocker down to disengage slide tabs
and remove.
(5) Remove both upper and lower shrouds from column (Fig. 5).
(6) Remove lower fixed column shroud.
(7) Loosen steering column upper bracket nuts. Do
not remove nuts.
(8) Move upper fixed column shroud to gain access
to rear of multi-function switch (Fig. 6).
(9) Remove multi-function switch tamper proof
mounting screws (tamper proof torx bit Snap On
TTXR20B2 or equivalent required).
(10) Gently pull switch away from column. Loosen
connector screw. The screw will remain in the connector.
(11) Remove wiring connector from multi-function
switch.

Fig. 6 Multi-Function Switch Connector


(12) Reverse removal procedures to install. Tighten
fasteners as follows:
multi-function switch connector screw - 1.9 Nzm
(17 in. lbs.)
multi-function switch retaining screws - 1.9 Nzm
(17 in. lbs.)
steering column upper bracket nuts - 12 Nzm (110
in. lbs.).

WIPER AND WASHER SYSTEMS

8K - 1

WIPER AND WASHER SYSTEMS


CONTENTS
page

DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

page

SERVICE PROCEDURES

................... 7

GENERAL INFORMATION
Following are general descriptions of the major
components in the Dakota wiper and washer systems. Refer to Group 8W - Wiring Diagrams for complete circuit descriptions and diagrams.

WINDSHIELD WIPER SYSTEM


An intermittent wiper system is standard equipment on all Dakota models. This system allows the
driver to select from two wiper speeds or an intermittent wipe feature that allows a delay between wipes
of 2 to 15 seconds. Refer to the owners manual for
more information on wiper system controls and operation.
The wipers will operate only when the ignition
switch is in the ACCESSORY or ON position. Fuse
10 in the fuseblock module protects the circuitry of
the wiper system.

WINDSHIELD WASHER SYSTEM


A electrically-operated windshield washer system is
standard equipment on all Dakota models. The washers will operate only when the ignition switch is in
the ACCESSORY or ON position. Fuse 10 in the
fuseblock module protects the circuitry of the washer
system. Refer to the owners manual for more information on washer system controls and operation.

WIPER ARMS, BLADES, AND ELEMENTS


All Dakota models have two 18-inch wiper blades
with replaceable rubber elements (squeegees). Blades
are supplied by two manufacturers and are interchangeable as assemblies. However, replacement
squeegees are not interchangeable between blade
types.
Caution should be exercised to protect the rubber
squeegees from any petroleum-based cleaners or contaminants, which will rapidly deteriorate the squeegee rubber. If squeegees are damaged, worn or
contaminated they must be replaced.
Wiper squeegees exposed to the weather for a long
time tend to lose their wiping effectiveness. Periodic
cleaning of the squeegees is suggested to remove deposits of salt and road film. The wiper blades, arms
and windshield should be cleaned with a sponge or

cloth and a mild detergent or non-abrasive cleaner. If


the squeegees continue to streak or smear, they
should be replaced.
The blades are mounted to two spring-loaded wiper
arms. Spring tension of the wiper arms controls the
pressure applied to the blades on the windshield. The
wiper arms are attached by an integral latch to the
two wiper pivots on the cowl grille panel at the base
of the windshield. The wiper arms and blades can
not be adjusted or repaired. If faulty, they must be
replaced.

WIPER LINKAGE AND PIVOTS


The wiper pivots are fastened to the cowl top panel
with screws beneath the cowl cover/grille panel. Each
pivot assembly can be replaced by removing the cowl
grille panel, unsnapping the linkage bushing(s) from
the pivot crank arm pins, and removing the mounting screws.
The two pivot cranks are joined by a connecting
link, and a drive link connects the motor crank to the
drive link near the left pivot. Pressed-in plastic bushings in the ends of the links can be replaced if worn
or damaged.
WIPER MOTOR
The two-speed permanent magnet wiper motor has
an integral transmission and park switch. The motor
is mounted to the engine side of the cowl panel with
a reinforcement/stud plate and a rubber-isolated
mounting bracket. The wiper motor output shaft
passes through the cowl panel into the cowl plenum
area, where a crank arm attached to the output shaft
drives the wiper drive link.
Wiper speed is controlled by current flow to the appropriate set of brushes. The wiper motor completes
its wipe cycle when the switch is turned OFF, and
parks the blades in the lowest portion of the wipe
pattern. The wiper motor assembly can not be repaired. If faulty, the entire motor assembly must be
replaced. The crank arm, mounting bracket, and reinforcement/stud plate are available for service.

8K - 2

WIPER AND WASHER SYSTEMS

WIPER/WASHER SWITCH
Controls for the windshield wiper and washer systems are contained in the multi-function switch control lever. The multi-function switch is mounted on
the left side of the steering column between the
steering wheel and the instrument panel. This switch
also controls many other functions. The multi-function switch can not be repaired. If any function of the
switch is faulty, the entire switch must be replaced.
INTERMITTENT WIPE MODULE
In addition to low and high speed, the intermittent
wipe system has a delay mode. The delay mode has a
range of 2 to 15 seconds. The length of the delay is
selected with a variable resistor in the wiper switch
and is accomplished by electronic circuitry within the
intermittent wipe module. If the washer knob is depressed while the wiper switch is in the OFF position, the intermittent wipe module will operate the
wiper motor for approximately 2 wipes and automatically turn the motor off. The intermittent wipe module is mounted to the instrument panel, behind the
knee blocker and to the right of the steering column.
The module can not be repaired.

WASHER NOZZLES
The two fluidic washer nozzles are snap-fit into
openings in the cowl grille panel below the windshield and are not adjustable. Washer fluid is fed to
the nozzles through hoses clipped to the underside of
the cowl grille panel. The nozzles can not be repaired
and, if faulty, should be replaced.
WASHER RESERVOIR
The washer solvent reservoir is mounted to the left
front inner fender shield near the cowl panel. It has
a provision for a low washer fluid level sensor. Refer
to Group 8E - Instrument Panel and Gauges for diagnosis and service of the sensor. The reservoir and
filler cap are available for service.
WASHER PUMP
The washer pump and motor are press-fit into a
rubber grommet near the bottom of the washer reservoir. A permanently lubricated and sealed motor is
coupled to a rotor-type pump. Washer fluid is gravity
fed from the reservoir to the pump. The pump then
pressurizes the fluid and forces it through the plumbing to the nozzles when the motor is energized. The
pump and motor can not be repaired. If faulty, the
entire assembly must be replaced.

Windshield Wiper And Washer Systems

WIPER AND WASHER SYSTEMS

8K - 3

DIAGNOSIS
WIPER MOTOR
The following are wiper motor system problems,
tests to be performed to locate the faulty part, and
the proper action to be taken. If the malfunction involves only the delay mode, switch, or wiring, see the
diagnosis for Intermittent Wipe Module and Wiper/
Washer Switch.

CONDITION
Motor will not run in any wiper/washer
switch position.
PROCEDURE
(1) Check fuse 10 in the fuseblock module. If OK,
go to step 3. If not OK, replace fuse and go to next
step.
(2) Check motor operation in all wiper/washer
switch positions. If not OK and fuse blows, go to step
5. If not OK and fuse is OK, go to next step.
(3) Place wiper/washer switch in LOW position and
listen to motor. If you cannot hear it running, go to
next step. If motor is running, check motor output
shaft. If output shaft is not turning, replace motor
assembly. If it is turning, drive link to output shaft
or linkage is not properly connected. Replace worn
parts and/or properly connect drive link to the motor
output shaft.
(4) Connect a voltmeter between motor terminal L
and ground strap (Fig. 1). If there is little or no voltage (less than 1 volt), move negative test lead from
the ground strap to battery negative terminal. If an
increase in voltage is noticed, the problem is a bad
ground circuit. Make sure the motor mounting is free
of paint and that mounting fasteners are tight. If
there is still no indication of voltage, the problem is
an open in wiring or faulty wiper/washer switch. If a
small increase (greater than 3 volts) in voltage is observed, the problem is a faulty motor assembly.

Fig. 1 Voltmeter Between Terminal L and Ground

(5) Disconnect motor wiring connector and replace


fuse. If fuse does not blow, motor is defective. If fuse
blows, wiper/washer switch or wiring is at fault.

CONDITION
Motor runs slowly at all speeds.
PROCEDURE
(1) Disconnect wiring harness connector at motor.
Remove wiper arms and blades. Connect an ammeter
between battery and terminal L on motor (Fig. 2). If
motor runs and average ammeter reading is more
than 6 amps, continue to next step. If motor runs
and average ammeter reading is less than 6 amps, go
to step 3.

Fig. 2 Ammeter Between Terminal L and Battery


(2) Check wiper linkage or pivots for binding or obstruction. Disconnect drive link from motor. If motor
now runs and draws less than 3 amps, repair linkage
system. If motor continues to draw more than 3
amps, replace motor assembly.
(3) Check motor wiring harness for short between
high and low speed circuits. Connect a voltmeter or
test lamp to motor ground strap. Set wiper/washer
switch to LOW position. Connect other lead of voltmeter (test lamp) to terminal H of the wiring harness. If voltage is present, there is a short in the
wiring or wiper/washer switch. If no voltage is
present, go to next step.
(4) Set wiper/washer switch to HIGH position.
Move voltmeter (test lamp) lead from terminal H to
terminal L of the wiring harness. If voltage is
present, there is a short in the wiring or wiper/
washer switch.

CONDITION
Motor will run at high speed, but not at low
speed.
Motor will run at low speed, but not at high speed.

8K - 4

WIPER AND WASHER SYSTEMS


WIPER/WASHER DIAGNOSIS

WIPER AND WASHER SYSTEMS


PROCEDURE
(1) If motor will not run on high speed, put wiper/
washer switch in HIGH position. Connect a test lamp
between motor terminal H and ground (Fig. 3). If motor will not run on low speed, put wiper/washer
switch in LOW position. Connect a test lamp between
motor terminal L and ground.

Fig. 3 Test Lamp Between Terminal H and Ground


(2) If test lamp does not light at motor terminal,
there is an open in wiring or wiper/washer switch. If
test lamp lights at motor terminal, replace motor assembly.

8K - 5

(2) Connect second jumper from terminal P1 to


battery. If motor runs to park position and stops,
wiper/washer switch is faulty. If motor keeps running
and does not park, replace motor assembly.

CONDITION
Motor will stop wherever it is, when wiper/
washer switch is put in OFF position. (Wipers
do not continue running to park position.)
PROCEDURE
(1) Remove motor wiring connector and clean terminals. Reconnect connector and test motor. If not
OK, go to step 2.
(2) Put wiper/washer switch in OFF position. Disconnect motor wiring connector. Connect a voltmeter
or test lamp to the motor ground strap. Connect the
other lead to terminal P1 of wiring connector. If voltage is not present, check for an open circuit in the
wiring harness or wiper/washer switch. If voltage is
present, go to next step.
(3) Connect an ohmmeter or continuity tester between terminals L and P2 (Fig. 5). If there is continuity between these terminals, the problem is a
defective motor. If there is no continuity, the problem
is an open in wiring or a faulty wiper/washer switch.

CONDITION
Motor will keep running with wiper/washer
switch in OFF position.
PROCEDURE
(1) Disconnect wiring harness connector at motor.
Connect jumper from terminal P2 to terminal L of
wiper motor (Fig. 4).

Fig. 5 Ohmmeter Between Terminal L and P2

Fig. 4 One Jumper Wire Between Terminal P2 and L.


One Jumper Wire Between Terminal P1 and B+.

8K - 6

WIPER AND WASHER SYSTEMS

WIPER/WASHER SWITCH
Use an ohmmeter to test for continuity (no resistance) between the terminals of the switch as shown
in the Multi-Function Switch Continuity chart (Fig.
6).

Fig. 7 Intermittent Wipe Module


(3) If there is excessive delay or no variations in
delay, see Wiper/Washer Switch.

CONDITION
In DELAY mode wipers run continually when
wash is operated, but do not provide an extra
wipe when the washer switch is released.
PROCEDURE
Replace the intermittent wipe module.
CONDITION
Wipers start erratically during DELAY mode.

Fig. 6 Multi-Function Switch Continuity

INTERMITTENT WIPE MODULE


See Wiper Motor or Wiper/Washer Switch for diagnosis of system problems which do not involve the
DELAY function. If problem occurs only in the DELAY mode, the following tests are to be performed.
These tests involve disconnecting the intermittent
wipe module, which can be found on a bracket located behind the knee blocker (Fig. 7).

CONDITION
Excessive delay (more than 30 seconds) or inadequate variation in delay.
PROCEDURE
Variations in delay should be as follows:
(1) Minimum delay (wiper/washer switch to extreme counter-clockwise position before LOW detent)
1/2 to 2 seconds.
(2) Maximum delay (wiper/washer switch to extreme clockwise position before OFF detent) 10 to 30
seconds.

PROCEDURE
(1) Verify that the ground connection at the instrument panel is making good connection (free from
paint) and is tight.
(2) Verify that the motor ground strap is making
good contact and that the motor mounting bolts are
tight.
(3) Verify that the wiring ground connections for
the intermittent wipe module and the wiper/washer
switch are tight.
(4) If condition is not corrected, replace intermittent wipe module.

WASHER PUMP
(1) Check for continuity between black wire of
pump connector and a good ground. There should be
continuity. If OK, go to next step. If not OK, repair
ground circuit as required.
(2) Turn ignition switch to ON position. Check for
battery voltage at brown wire of pump connector
with washer switch depressed. If OK, replace pump.
If not OK, see diagnosis for Wiper/Washer Switch in
this group. If switch tests OK, repair wiring between
switch and pump as required.

WIPER AND WASHER SYSTEMS

8K - 7

SERVICE PROCEDURES
WIPER BLADES OR ELEMENTS REMOVE/INSTALL
There are two types of wiper blade assemblies. The
assemblies are identified as Type A (Fig. 8) and Type
B (Figs. 9 and 10).

Fig. 10 Element Remove/Install - Type B


front will remain off windshield in this position).

Fig. 8 Blade and Element Remove/Install - Type A

Fig. 9 Blade Remove/Install - Type B

Fig. 11 Wiper Arm Remove/Install

(1) Turn wiper/washer switch ON, position blades


to a convenient place by turning the ignition switch
ON and OFF.
(2) Lift wiper arm to raise blade off glass.
(3) Remove blade assembly from arm and wiping
element from blade, depending on type, as follows:
TYPE A To remove blade assembly from arm, insert a small screwdriver blade into release slot of
wiper blade. Pry slightly upward (Fig. 8).
To remove wiping element from blade assembly,
pinch lock on end of blade assembly and withdraw
wiping element (blade) out of claws.
Check each release point for positive locking when
installing blade element and blade assembly.
Type B To remove blade, lift up on release tab
on center bridge pivot (Fig. 9).
Lift lock tab on one of end links and squeeze link
to remove from center bridge. Slide end link off element and slide element from claws of other link (Fig.
10).
Check each release point for positive locking when
installing blade element and blade assembly.

(2) Remove arm from pivot using a rocking motion.


(3) Install arm and blade with wiper motor in park
position. Mount arms on pivot shafts so that distance
between tip of blade and the cowl panel is a minimum of:
40 6 27 mm (1.57 6 1.06 inch) on the left side
(Fig. 12)
51 6 27 mm (2.00 6 1.06 inch) on right side
(Fig.12).

WIPER ARM REMOVE/INSTALL


(1) Lift arm to permit latch (Fig. 11) to be pulled
out to holding position and then release arm. (Arm

Fig. 12 Wiper Arm Installation

WIPER MOTOR
(1) Disconnect battery negative cable.

8K - 8

WIPER AND WASHER SYSTEMS

(2) Disconnect electrical connector from wiper motor.


(3) Remove 3 motor mounting nuts.
(4) Remove wiper arms.
(5) Remove cowl grille panel mounting screws (Fig.
13). There is a screw in the center of the grille to the
right of the right pivot assembly.

Fig. 13 Cowl Panel Remove/Install


(6) Disengage rear of cowl grille from windshield
weatherstrip by pulling forward and remove cowl
grille panel.
(7) Remove screen by carefully prying up clips.
(8) Hold drive crank with a wrench while removing
the crank nut. Remove drive crank from motor output shaft.
(9) Remove motor from vehicle (Fig. 14).

(10) Reverse removal procedures to install. Use


channel-lock pliers to reinstall linkage retainer bushings on pins. Tighten fasteners as follows:
motor mounting nuts to 8 Nzm (65 in. lbs.)
motor crank arm nut to 11 Nzm (95 in. lbs.).

LINKAGE REMOVE/INSTALL
(1) Remove wiper arms as described in Wiper Arms
Remove/Install.
(2) Remove cowl grille panel mounting screws (Fig.
13). There is a screw in the center of the grille to the
right of right pivot assembly.
(3) Disengage rear of cowl panel from windshield
weatherstrip by pulling forward and remove cowl
grille panel.
(4) Remove screen by carefully prying up clips.
(5) Remove crank arm from drive link by prying
retainer bushing from crank arm pin with a suitable
size screwdriver.
(6) Remove pivot mounting screws.
(7) Working through access holes, remove linkage
and pivots as an assembly.
(8) Remove drive link from pivots by prying retainer bushing from pivot pin with a suitable size
screwdriver.
(9) Reverse removal procedures to install. Use
channel-lock pliers to reinstall linkage retainer bushings on pivot and crank pins. Tighten pivot mounting
screws to 7 Nzm (60 in. lbs.) torque.

WIPER PIVOTS REMOVE/INSTALL


(1) Remove wiper arms as described in Wiper Arms
Remove/Install.
(2) Remove cowl grille panel mounting screws (Fig.
13). There is a screw in the center of the grille to the
right of right pivot assembly.
(3) Disengage rear of cowl panel from windshield
weatherstrip by pulling forward and remove cowl
grille panel.
(4) Remove screen by carefully prying up clips.
(5) Remove pivot mounting screws.
(6) Remove drive link from pivot by prying retainer bushing from pivot pin with a suitable size
screwdriver.
(7) Reverse removal procedures to install. Use
channel-lock pliers to reinstall linkage retainer bushings on pivot and crank pins. Tighten pivot mounting
screws to 7 Nzm (60 in. lbs.) torque.

WIPER/WASHER SWITCH REMOVE/INSTALL

Fig. 14 Wiper Motor Remove/Install

(1) Disconnect battery negative cable.


(2) Remove 2 screws along bottom edge of knee
blocker (Fig. 15).
(3) Pull knee blocker down to disengage slide tabs
and remove.
(4) Remove tilt lever (tilt column only).

WIPER AND WASHER SYSTEMS

8K - 9

ART: j948e-51; SIZE (2) = 2-1/2h x 3-1/2w

Fig. 15 Knee Blocker


(5) Remove upper and lower column shrouds to
gain access to the switch connector (Fig. 16).

Fig. 17 Multi-Function Switch Connector

Fig. 18 Steering Column Connectors

Fig. 16 Steering Column Shrouds Remove/Install


(6) Remove lower fixed column shroud.
(7) Loosen steering column upper bracket nuts. Do
not remove nuts.
(8) Move upper fixed column shroud to gain access
to rear of multi-function switch.
(9) Remove switch connector (Figs. 17 and 18).
(10) Remove multi-function switch tamper proof
mounting screws (tamper proof torx bit Snap On
TTXR20B2 or equivalent required).
(11) Gently pull switch away from column. Loosen
connector screw. The screw will remain in the connector.
(12) Remove wiring connector from multi-function
switch (Fig. 19).
(13) Reverse removal procedures to install. Tighten
fasteners as follows:

Fig. 19 Multi-Function Switch


wiring connector to switch retaining screw to 2
Nzm (17 in. lbs.)
multi-function switch to column retaining screws
to 2 Nzm (17 in. lbs.)

8K - 10

WIPER AND WASHER SYSTEMS

steering column shrouds retaining screws to 2 Nzm


(17 in. lbs.).

WASHER PUMP REMOVE/INSTALL


(1) Remove hose from washer pump and drain solvent from reservoir into a clean container for re-use.
(2) Unplug connectors from washer pump (Fig. 20)
and washer fluid level sensor (if equipped).
(3) Remove reservoir mounting screws and remove
reservoir and pump assembly.
(4) Gently pry pump away from reservoir and out
of grommet. Care must be taken not to puncture reservoir.
(5) Remove rubber grommet from reservoir and
throw away.
(6) Reverse removal procedures to install. Use a
new rubber grommet on reservoir.

Fig. 20 Washer Pump Remove/Install

LAMPS

8L - 1

LAMPS
CONTENTS
page

BULB APPLICATION . . . . . . . . . . . . . . . . . . . . . 13
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

page

SERVICE PROCEDURES

................... 6

GENERAL INFORMATION
Each vehicle is equipped with various lamp assemblies. A good ground is necessary for proper lighting
operation. Grounding is provided by the lamp socket
when it comes in contact with the metal body, or
through a separate ground wire.
When changing lamp bulbs check the socket for
corrosion. If corrosion is present, clean it with a wire
brush and coat the inside of the socket lightly with
Mopar Multi-Purpose Grease or equivalent.
Aero headlamps use a replaceable bulb that is
mounted in a molded plastic lens.

DIAGNOSTIC PROCEDURES
When a vehicle experiences problems with the
headlamp system, verify the condition of the battery

connections, charging system, headlamp bulbs, wire


connectors, relay, high beam dimmer switch and
headlamp switch. Refer to Group 8W, Wiring Diagrams for component locations and circuit information.
Always begin any diagnosis by testing all of the
fuses and circuit breakers in the system. Refer to
Group 8W, Wiring Diagrams.
Conventional and halogen headlamps are interchangeable. It is recommended that they not be intermixed on a given vehicle.

8L - 2

LAMPS
HEADLAMP DIAGNOSIS

LAMPS
FOG/OFF ROAD LAMP DIAGNOSIS

8L - 3

8L - 4

LAMPS

MULTI-FUNCTION SWITCH TESTING PROCEDURES


The multi-function switch contains electrical circuitry for:
Headlamp Dimmer Switch.
Passing Lights.
Turn Signals.
Hazard Warning.
Windshield Wiper.
Pulse Wiper.
Windshield Washer.
This integrated switch is mounted to the left hand
side of the steering column. Should any function of
the switch fail, the entire switch must be replaced.
The multi-function switch also serves as a fog lamp
lock-out circuit. The circuit to the fog lamp switch is
completed only when the dimmer switch is in the low
beam position.

(2) Remove screws along bottom edge of steering


column (Fig. 1).
(3) Pull knee blocker down to disengage slide tabs
and remove.
(4) Remove tilt lever.
(5) Remove upper and lower column shrouds to
gain access to the switch connector (Fig. 2).
(6) Remove lower fixed column shroud.
(7) Loosen steering column upper bracket nuts. Do
not remove nuts.
(8) Move upper fixed column shroud to gain access
to rear of multi-function switch.
(9) Remove switch connector (Fig. 3 and 4).

SWITCH TEST
(1) Disconnect battery negative cable.

Fig. 3 Multi-function Switch Connector

Fig. 1 Knee Blocker

Fig. 4 Steering Column Connectors

Fig. 2 Steering Column Shrouds

LAMPS
(10) Use an ohmmeter to test for continuity between the terminals of the switch as shown in the
continuity chart (Fig. 5).
(11) Refer to Service Procedures for assembly.

Fig. 5 Dimmer Switch Continuity Chart

8L - 5

8L - 6

LAMPS
SERVICE PROCEDURES
INDEX
page

page

Aero Headlamp Bulb Replacement . . . . . . . . . . . . . 7


Aero Headlamp Lens Replacement . . . . . . . . . . . . . 7
Backup Lamp Switch . . . . . . . . . . . . . . . . . . . . . . . 11
Backup Lamps (Fig. 12) . . . . . . . . . . . . . . . . . . . . 11
Center High Mounted Stop Lamp (CHMSL) . . . . . . 11
Daytime Running Light Module (DRLM) . . . . . . . . . 12
Fog Lamp Switch Replacement . . . . . . . . . . . . . . . 10
Fog Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Front Side Marker Lamp . . . . . . . . . . . . . . . . . . . . . 9
Headlamp Alignment . . . . . . . . . . . . . . . . . . . . . . . . 6
Headlamp Alignment Preparation . . . . . . . . . . . . . . . 6
Headlamp Switch . . . . . . . . . . . . . . . . . . . . . . . . . 10
Headlamp/Fog Lamp Adjustment Using Alignment
Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

License Plate Lamps (Fig. 12) . . . . . . . . . . . . . . . . 11


Multi-Function Switch Service Procedures . . . . . . . 10
Off Road Lamp Switch Replacement . . . . . . . . . . . 10
Off Road Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Park and Turn Signal Lamps . . . . . . . . . . . . . . . . . . 9
Rear Side Marker Lamp . . . . . . . . . . . . . . . . . . . . 11
Sealed Beam Replacement . . . . . . . . . . . . . . . . . . . 6
Tail, Stop and Turn Signal Lamps (Fig. 12) . . . . . . . 11
Underhood Lamp . . . . . . . . . . . . . . . . . . . . . . . . . 11
Underhood Lamp Bulb Replacement . . . . . . . . . . . 12
Underhood Lamp Replacement . . . . . . . . . . . . . . . 12

HEADLAMP ALIGNMENT

(5) Jounce front suspension three times by pushing


downward on front bumper and releasing.
(6) Measure the distance from the center of headlamp lens to the floor. Transfer measurement to the
alignment screen (with tape). Use this line for up/
down adjustment reference.
(7) Measure distance from the centerline of the vehicle to the center of each headlamp being aligned.
Transfer measurements to screen (with tape) to each
side of vehicle centerline. Use these lines for left/
right adjustment reference.

Headlamps can be aligned using the screen method


provided in this section. Alignment Tool C4466-A or
equivalent can also be used. Refer to instructions
provided with the tool for proper procedures. The
preferred headlamp alignment setting is 0 for
the left/right adjustment and 1( down for the
up/down adjustment.

HEADLAMP ALIGNMENT PREPARATION


(1) Verify headlamp dimmer switch and high beam
indicator operation.
(2) Correct defective components that could hinder
proper headlamp alignment.
(3) Verify proper tire inflation.
(4) Clean headlamp lenses.
(5) Verify that luggage area is not heavily loaded.
(6) Fuel tank should be FULL. Add 2.94 kg (6.5
lbs.) of weight over the fuel tank for each estimated
gallon of missing fuel.

HEADLAMP/FOG LAMP ADJUSTMENT USING


ALIGNMENT SCREEN
ALIGNMENT SCREEN PREPARATION (FIG. 1)
(1) Position vehicle on a level surface perpendicular to a flat wall 7.62 meters (25 ft) away from front
of headlamp lens.
(2) If necessary, tape a line on the floor 7.62
meters (25 ft) away from and parallel to the wall.
(3) Measure from the floor up 1.27 meters (5 ft)
and tape a line on the wall at the centerline of the
vehicle. Sight along the centerline of the vehicle
(from rear of vehicle forward) to verify accuracy of
the line placement.
(4) Rock vehicle side-to-side three times to allow
suspension to stabilize.

HEADLAMP ADJUSTMENT (FIG. 2 OR 3)


A properly aimed low beam headlamp will project
the top edge of high intensity pattern on the alignment screen from 50 mm (2 in.) above to 50 mm (2
in.) below the headlamp centerline. The side-to-side
outboard edge of high intensity pattern should be
from 50 mm (2 in.) left to 50 mm (2 in.) right of
headlamp centerline (Fig. 1). The preferred headlamp alignment is 0 for the up/down adjustment and 1( down for the left/right adjustment.
The high beams on a vehicle with aero headlamps
cannot be aligned. The high beam pattern should be
correct when the low beams are aligned properly.
To adjust headlamp aim, rotate alignment screws
to achieve the specified high intensity pattern (Fig. 2
or 3).
FOG LAMP ADJUSTMENT (FIG. 4)
Prepare an alignment screen. Refer to Alignment
Screen Preparation paragraph in this section. A properly aligned fog lamp will project a pattern on the
alignment screen 100 mm (4 in.) below the fog lamp
centerline and straight ahead.

SEALED BEAM REPLACEMENT


(1) Remove the headlamp bezel.

LAMPS

8L - 7

Fig. 1 Headlamp Alignment Screen Typical

Fig. 3 Aero Headlamp Alignment


Fig. 2 Sealed Beam Headlamp Alignment
(2) Remove four screws from retaining ring.
(3) Separate sealed beam from seat and disconnect
from the socket.
To install, reverse the removal procedures.

AERO HEADLAMP BULB REPLACEMENT


CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) Locate and disconnect the 3 wire connector be-

hind the headlamp in the engine compartment (Fig.


5).
(2) Rotate the bulb ring counterclockwise. Remove
the ring and bulb from the lens (Fig. 6).

AERO HEADLAMP LENS REPLACEMENT


CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) Remove the headlamp bezel.

8L - 8

LAMPS

Fig. 4 Fog Lamp Alignment Typical

Fig. 6 Headlamp Bulb Removal


Fig. 5 Headlamp Bulb Connector
(2) Remove headlamp pivot attaching screws. Slip
the lamp from the grooves in the adjuster screws.

FOG LAMPS
Fog lamps are turned OFF by the circuit relay
when the high beam driving lamps are turned ON.
Fog lamps may be operated ONLY when low beam
headlamps are ON. If the headlamps are switched to
high beam, the low beam lamps and fog lamps will

LAMPS

8L - 9

turn OFF. The fog lamps will go back on when the


high beams are switched OFF.
The indicator lamp on the fog lamp switch will go:
OFF when the high beams lamps are switched ON.
ON when the high beam lamps are switched OFF.

FOG LAMP BULB REPLACEMENT


CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) Remove the screws attaching the bezel to the
lamp body. Remove the bezel from the lamp body.
(2) Remove the lens and reflector from the lamp body.
(3) Remove the bulb holder from the lens and reflector.
(4) Remove the lamp element from the bulb holder.
(5) To install, reverse the removal procedure.

OFF ROAD LAMPS


Off Road lamps may be operated ONLY when the
headlamps are ON.
These lamps are designed for off road use and may
not be legal for use on city streets and highways.

OFF ROAD LAMP BULB REPLACEMENT

Fig. 7 Park And Turn Signal Lamp


(3) Pull the bulb straight out from socket.
To install, reverse the removal procedures.

CAUTION: Do not touch the bulb glass with fingers


or other oily surfaces. Reduced bulb life will result.
(1) Remove the screws attaching the bezel to the
lamp body. Remove the bezel from the lamp body.
(2) Remove the lens and reflector from the lamp
body.
(3) Remove the bulb holder from the lens and reflector.
(4) Remove the lamp element from the bulb holder.
(5) To install, reverse the removal procedure.

PARK AND TURN SIGNAL LAMPS


The park and turn signal lamp is incorporated into
the headlamp bezel.
To replace the park and turn signal lamp bulb:
(1) Remove the screws holding the headlamp bezel
and pull the lamp and bezel away from the vehicle.
(2) Grip the lamp socket that is located below the
headlamp and rotate it counterclockwise. Remove the
socket and bulb from the lamp (Fig. 7).
(3) Rotate the bulb in the socket counterclockwise.
Remove the bulb from the socket.
To install, reverse the removal procedures.

FRONT SIDE MARKER LAMP


The front side marker lamp is included in the park
and turn lamp (Fig. 8).
To replace the front side marker lamp bulb:
(1) Remove headlamp bezel.
(2) Grip the side marker lamp socket and rotate it
counterclockwise. Remove the socket and bulb from
the lamp.

Fig. 8 Headlamp, Park and Turn Signal, and Front


Side Marker Lamp
(3) To install, reverse the removal procedures.

8L - 10

LAMPS

HEADLAMP SWITCH
To remove or replace the headlamp switch. Refer to
Group 8E, Instrument Panel and Gauges.

FOG LAMP SWITCH REPLACEMENT


The fog lamp switch is located to the left of the
steering column on the steering column shroud.
(1) Remove screws along bottom edge of the knee
blocker (Fig. 9).

Fig. 9 Knee Blocker


(2) Pull shroud down to disengage slide tabs and
remove.
(3) Disconnect the connector.
(4) Squeeze the tabs on the side of the switch and
remove the switch.
(5) To install, reverse the removal procedure.

OFF ROAD LAMP SWITCH REPLACEMENT


The off road lamp switch is located to the left of
the steering column below the fog lamp switch on the
steering column shroud.
(1) Remove screws along bottom edge of the knee
blocker (Fig. 9).
(2) Pull shroud down to disengage slide tabs and
remove.
(3) Disconnect the connector.
(4) Squeeze the tabs on the side of the switch and
remove the switch.
(5) To install, reverse the removal procedure.

Fig. 10 Steering Column Shrouds


(8) Move upper fixed column shroud to gain access
to rear of multi-function switch.
(9) Remove multi-function switch tamper proof
mounting screws (tamperproof torx bit Snap On
TTXR20B2 or equivalent required).
(10) Gently pull switch away from column. Loosen
connector screw. The screw will remain in the connector.
(11) Remove connector from multi-function switch
(Fig. 11).

MULTI-FUNCTION SWITCH SERVICE PROCEDURES


REMOVAL
(1) Disconnect battery negative cable.
(2) Remove tilt lever (tilt column only).
(3) Remove screws along bottom edge of steering
column (Fig. 9).
(4) Pull cover down to disengage slide tabs and remove.
(5) Remove both upper and lower lock shrouds
from column (Fig. 10).
(6) Remove lower fixed column cover.
(7) Loosen steering column upper bracket nuts. Do
not remove nuts.

Fig. 11 Multi-function Switch


INSTALLATION
(1) Install wiring connector to switch and tighten
connector screw to 2 Nzm (17 in. lbs.).

LAMPS

8L - 11

(2) Mount multi-function switch to column and


torque screws to 2 Nzm (17 in. lbs.).
(3) Position upper fixed column shroud.
(4) Tighten steering column upper bracket nuts to
12 Nzm (110 in. lbs.).
(5) Install lower fixed shroud and upper and lower
lock shrouds.
(6) Install tilt lever (tilt column only).
(7) Install battery negative cable.
(8) Check all functions of switch for proper operation.

TAIL, STOP AND TURN SIGNAL LAMPS (FIG. 12)


BULB REMOVAL/REPLACEMENT
(1) Remove four lamp screws and separate lamp
from the body.
(2) Grip top bulb socket and rotate counterclockwise. Separate socket and bulb from lens.
(3) Rotate the bulb in the socket counterclockwise.
Remove the bulb from the socket.
To install, reverse the removal procedures.

BACKUP LAMPS (FIG. 12)


BULB REMOVAL/REPLACEMENT
(1) Remove lamp screws and separate lamp from
the body.
(2) Grip bottom bulb socket and rotate counterclockwise. Separate socket from lamp.
(3) Rotate the bulb in the socket counterclockwise.
Remove the bulb from the socket.
To install reverse the removal procedures.

Fig. 12 Rear End Lighting

CENTER HIGH MOUNTED STOP LAMP (CHMSL)


BULB REMOVAL/REPLACEMENT
(1) Remove screws holding CHMSL to tailgate
(Fig. 13).
(2) Separate CHMSL from tailgate.
(3) Remove socket from lamp.
(4) Pull bulb from socket.
To install, reverse the preceding operation.

BACKUP LAMP SWITCH


The backup lamp switch service instructions can be
found in Group 21, Transmission.

REAR SIDE MARKER LAMP


The rear side marker lamp is incorporated into the
tail lamp and uses the tail lamp bulb.

LICENSE PLATE LAMPS (FIG. 12)


BULB REMOVAL/REPLACEMENT
WITH BUMPER
(1) Reach behind the bumper at the license plate
and grip the lamp socket. Rotate counterclockwise
and remove socket and bulb from lamp.
(2) Pull the bulb straight out from socket.
To install, reverse the removal procedures.
WITHOUT BUMPER
(1) Remove lamp attaching screws and separate
the lens from the lamp.
(2) Pull the bulb straight out from socket.
To install, reverse the removal procedures.

Fig. 13 Center High Mounted Stop Lamp (CHMSL)

UNDERHOOD LAMP
When equipped, the underhood lamp is installed on
the hood left, rear panel for all Dakota vehicles (Fig.
15). The lamp is illuminated when the hood is
opened via the liquid ON/OFF switch that is integral
with the lamp base (Fig. 14).

8L - 12

LAMPS

UNDERHOOD LAMP BULB REPLACEMENT


REMOVAL
(1) Disconnect the wire harness connector from the
underhood lamp (Fig. 14).
(2) Rotate the bulb counterclockwise. Remove it
from the lamp base socket (Fig. 15).
INSTALLATION
(1) Insert the replacement bulb in the lamp base
socket (Fig. 15). Rotate it clockwise.
(2) Connect the wire harness connector to the lamp
(Fig. 14).

UNDERHOOD LAMP REPLACEMENT


REMOVAL
(1) Disconnect the wire harness connector from the
lamp (Fig. 14).
(2) Rotate the bulb counterclockwise. Remove it
from the lamp base socket (Fig. 15).
(3) Remove the screw that attaches the lamp reflector bracket to the hood inner panel (Fig. 14).
(4) Remove the lamp from the hood inner panel.
INSTALLATION
(1) Position the underhood lamp on the hood inner
panel.
(2) Install the screw through the lamp and into the
hood panel (Fig. 14). Tighten the screw securely.
(3) Insert the bulb in the lamp base socket (Fig.
15) and rotate it clockwise.
(4) Connect the wire harness connector to the lamp
(Fig. 14).

Fig. 14 Underhood Lamp

Fig. 15 Underhood Lamp Components

DAYTIME RUNNING LIGHT MODULE (DRLM)


The headlamps on vehicles sold in Canada, will go
on when the ignition is turned ON. The module must
also receive a signal from the distance sensor. This
provides a constant Lights On condition while the vehicle is rolling. The lamps illuminate at less than
50%of normal intensity.
The Daytime Running Light Module is located on
the right inner fender rearward of the receiver drier.
(1) Remove the bolts holding the module to the inner fender panel (Fig. 16).
(2) Disconnect the electrical connector.
(3) To install the module, reverse the removal procedures.

Fig. 16 Daytime Running Light Module

LAMPS

8L - 13

BULB APPLICATION
GENERAL INFORMATION
16The following Bulb Application Table lists the
lamp title on the left side of the column and trade
number or part number on the right.
CAUTION: Do not use bulbs that have a higher candle power than the bulb listed in the Bulb Application Table. Damage to lamp can result.
Do not touch halogen bulbs with fingers or other
oily surfaces. Bulb life will be reduced.

EXTERIOR LAMPS
Back-up .................................................................1156
Center High Mounted Stoplamp ..........................922
Fog............................................................................H3
Front Side Marker.................................................194
Headlamp/Sealed Beam .................................HP4666
Headlamp/Aero-Style ...........................................9004
License Plate ..........................................................168
Off-Road Lamp ........................................................H3
Park/Turn Signal..................................................2057
Tail/Stop/Turn Signal...........................................2057

INTERIOR LAMPS
DIMMER CONTROLLED LAMPS
Service procedures for most of the lamps in the instrument panel, Instrument cluster and switches are
located in Group 8E, Instrument Panel and Gauges.
Some components have lamps that can only be serviced by an Authorized Service Center (ASC) after
the component is removed from the vehicle. Contact
local dealer for location of nearest ASC.
Ash Receiver...........................................................161
Cigar Lighter..........................................................161

Instrument Cluster ...........................................PC194


Radio ......................................................................ASC
Underpanel Courtesy........................................PC194
Ignition Key..............................................................53

INDICATOR LAMPS
Service procedures for most of the lamps in the instrument panel, instrument cluster and switches are
located in Group 8E, Instrument Panel and Gauges.
A/C Control...............................................................74
Airbag.................................................................PC194
Anti-lock Brake .................................................PC194
Brake Warning ..................................................PC194
Check Engine ....................................................PC194
EGR Reminder ..................................................PC194
Engine Oil Pressure .........................................PC194
Fasten Seat Belts .............................................PC194
Four Wheel Drive ..................................................161
Heater Control .......................................................158
High Beam.........................................................PC194
Illumination .......................................................PC194
Low Fuel ............................................................PC194
Low Washer Fluid.............................................PC194
Maintenance Required......................................PC194
Temperature Indicator......................................PC194
Turn Signal........................................................PC194
Upshift .................................................................PC74
NON-DIMMING LAMPS
Service procedures for most of the lamps in the following list can be found in Group 23, Body.
Dome ....................................................................211-2
Glove Compartment...............................................194
Overhead Console ...............................................212-2
Under Hood ............................................................105

RESTRAINT SYSTEMS

8M - 1

RESTRAINT SYSTEMS
CONTENTS
page

page

AIRBAG SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 1
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
SERVICE PROCEDURES . . . . . . . . . . . . . . . . . . . 3

AIRBAG SYSTEM
WARNING: THIS SYSTEM IS A SENSITIVE, COMPLEX ELECTRO-MECHANICAL UNIT. BEFORE ATTEMPTING TO DIAGNOSE, REMOVE OR INSTALL
THE AIRBAG SYSTEM OR RELATED STEERING
WHEEL AND STEERING COLUMN COMPONENTS
YOU MUST FIRST DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE. THEN
WAIT 2 MINUTES FOR SYSTEM CAPACITOR TO
DISCHARGE BEFORE FURTHER SYSTEM SERVICE.
FAILURE TO DO SO COULD RESULT IN ACCIDENTAL DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
WARNING: THE AIRBAG MODULE INFLATOR ASSEMBLY CONTAINS SODIUM AZIDE AND POTASSIUM
NITRATE.
THESE
MATERIALS
ARE
POISONOUS AND EXTREMELY FLAMMABLE. CONTACT WITH ACID, WATER OR HEAVY METALS MAY
PRODUCE HARMFUL AND IRRITATING GASES (SODIUM HYDROXIDE IS FORMED IN THE PRESENCE
OF MOISTURE) OR COMBUSTIBLE COMPOUNDS.
DO NOT ATTEMPT TO DISMANTLE THE MODULE
OR TAMPER WITH ITS INFLATOR. DO NOT PUNCTURE, INCINERATE OR BRING INTO CONTACT
WITH ELECTRICITY. DO NOT STORE AT TEMPERATURES EXCEEDING 200F.

WARNING: REPLACE AIRBAG SYSTEM COMPONENTS WITH PARTS SPECIFIED IN THE CHRYSLER
MOPAR PARTS CATALOG ONLY. SUBSTITUTE
PARTS MAY APPEAR INTERCHANGEABLE, BUT INTERNAL DIFFERENCES MAY RESULT IN INFERIOR
OCCUPANT PROTECTION. THE FASTENERS,
SCREWS, AND BOLTS ORIGINALLY USED FOR THE
AIRBAG COMPONENTS HAVE SPECIAL COATINGS
AND ARE SPECIFICALLY DESIGNED FOR THE AIRBAG SYSTEM. THEY MUST NEVER BE REPLACED
WITH ANY SUBSTITUTES. ANYTIME A NEW FASTENER IS NEEDED, REPLACE WITH THE CORRECT
FASTENERS PROVIDED IN THE SERVICE PACKAGE
OR SPECIFIED IN THE CHRYSLER MOPAR PARTS
CATALOG.
WARNING: WHEN A STEERING COLUMN HAS AN
AIRBAG MODULE ATTACHED, NEVER PLACE THE
COLUMN ON THE FLOOR OR OTHER SURFACE
WITH THE STEERING WHEEL OR AIRBAG MODULE
FACE DOWN.

GENERAL INFORMATION
The airbag system is a standard equipment safety
device on Dakota models. It is designed to protect the
driver from serious injury, caused by a frontal impact
of the vehicle. To inspect this system use Airbag System - Body Diagnostic Procedures manual. If the airbag module assembly is defective and non-deployed,
refer to Chrysler Corporation current return list for
proper handling procedures.
Following are general descriptions of the major
components in the Dakota airbag system. Refer to
Group 8W - Wiring Diagrams for complete circuit descriptions and diagrams.

AIRBAG MODULE
The airbag module protective cover is the most visible part of the system. The module is mounted directly to the steering wheel. Under the airbag
module cover, the airbag cushion and its supporting
components are contained. The airbag module contains a housing to which the cushion and inflator are
attached and sealed. The airbag module is non-serviceable, and must be replaced if deployed or damaged in any way.
The inflator assembly is mounted to the back of the
module. The inflator seals the hole in the airbag
cushion so it can discharge the gas it produces directly into the cushion when supplied with the

8M - 2

RESTRAINT SYSTEMS

proper electrical signal. The protective cover is fitted


to the front of the airbag module and forms a decorative cover in the center of the steering wheel. Upon
airbag deployment, this cover will split horizontally.

STORAGE
The airbag module must be stored in its original,
special container until used for service. Also, it must
be stored in a clean, dry environment; away from
sources of extreme heat, sparks, and high electrical
energy. Always place or store the module on a surface
with the trim cover facing up to minimize movement
in case of accidental deployment.

IMPACT SENSOR
The impact sensors provide verification of the direction and severity of the impact. Three impact sensors are used. One is called a safing sensor. It is
located inside the airbag control module (ACM),
which is mounted to a bracket under the instrument
panel above the heater and A/C housing. The other
two sensors are mounted on the radiator closure
panel on the left and right side of the vehicle.
The impact sensors are threshold sensitive
switches that complete an electrical circuit when an
impact provides a sufficient deceleration force to
close the switch. The sensors are calibrated for the
specific vehicle, and react to the severity and direction of the impact.

CLOCKSPRING
The clockspring is mounted on the steering column
behind the steering wheel. It is used to maintain a
continuous electrical circuit between the wiring harness and the drivers side airbag module. This assembly consists of a flat, ribbon-like electrically
conductive tape which winds and unwinds with the
steering wheel rotation.

AIRBAG CONTROL MODULE


The airbag control module (ACM) contains the safing sensor, and monitors the system to determine its
readiness. The ACM contains on-board diagnostics
(OBD), and will light the airbag warning lamp in the
instrument cluster when a monitored airbag system
fault occurs.
The ACM also contains an energy storage capacitor.
This capacitor stores enough electrical energy to deploy the airbag for up to 2 minutes following a battery disconnect or failure. The purpose of this unit is
to provide airbag protection in a severe secondary
impact if the initial impact has damaged or disconnected the battery, but was not severe enough to deploy the airbag.

DIAGNOSIS
A DRB scan tool is required for diagnosis of the airbag system. Refer to Airbag System - Body Diagnostic Procedures manual for more information.

AIRBAG SYSTEM CHECK


(1) Disconnect battery negative cable and isolate.
(2) Connect DRB scan tool to ACM diagnostic
6-way connector. The connector is located under the
instrument panel on the reinforcement behind the
steering column cover/knee blocker.
(3) From right side of vehicle (away from airbag in
case of accidental deployment), turn the ignition
switch to the ON position. Exit vehicle with DRB.
Use the latest version of the proper DRB cartridge.
(4) After checking that nobody is inside the vehicle, reconnect the negative battery terminal.
(5) Using the DRB, read and record active diagnostic trouble code (DTC) data.

(6) Read and record any stored DTC.


(7) Refer to the Airbag System - Body Diagnostic
Test Procedures manual, if any DTC is found in steps
5 or 6.
(8) Erase stored DTC, if there are no active fault
codes. If problems remain, DTC will not erase.
(9) With the ignition switch in the ON position,
make sure nobody is in the vehicle.
(10) From right side of vehicle, turn the ignition
switch to OFF then ON. Observe airbag warning
lamp on the instrument cluster. It should light for 6
to 8 seconds, then go out; indicating system is functioning normally.
If the airbag warning lamp fails to light, or
lights and stays on, there is a system malfunction. Refer to the Airbag System - Body Diagnostic Test Procedures manual to diagnose the
problem.

RESTRAINT SYSTEMS

8M - 3

SERVICE PROCEDURES
AIRBAG SYSTEM SERVICE (DEPLOYED)

CLEANUP PROCEDURE

Any vehicle which is to be returned to use after an


airbag deployment, must have the airbag module and
clockspring replaced. These are one-time components
and cannot be reused. Other airbag system components are replaced as required by the extent of damage.

Begin cleanup by putting tape over the airbag exhaust vent (Fig. 2) so that no more powder will find
its way into the vehicle interior. Then remove the airbag and airbag module from the vehicle.

AIRBAG MODULE HANDLING


UNDEPLOYED
At no time should any source of electricity be permitted near the inflator on the back of the module.
When carrying an undeployed module, the trim cover
should be pointed away from the body to minimize
injury in the event of accidental deployment. If the
module is placed on a bench or other surface, the
plastic trim cover should be face up to minimize
movement in case of accidental deployment.
DEPLOYED
Following an airbag deployment, the vehicle interior will contain a powdery residue. This residue is
primarily sodium bicarbonate (baking soda), used as
an airbag cushion lubricant. However, there will also
be traces of sodium hydroxide powder, a chemical
byproduct of the generant used for airbag deployment. Since this powder can irritate the skin, eyes,
nose or throat, be sure to wear safety glasses, rubber
gloves and a long-sleeved shirt during cleanup (Fig.
1).

Fig. 2 Airbag Exhaust Vent Sealing


Use a vacuum cleaner to remove any residual powder from the vehicle interior. Clean from outside the
vehicle and work your way inside, so that you avoid
kneeling or sitting on an uncleaned area.
Be sure to vacuum the heater and A/C outlets as
well (Fig. 3). Run the blower on low and vacuum any
powder expelled from the plenum. You may need to
vacuum the interior of the car a second time to recover all of the powder.

Fig. 1 Wear Safety Glasses And Rubber Gloves


If you experience skin irritation during
cleanup, run cool water over the affected area.
Also, if you experience irritation of the nose or
throat, exit the vehicle for fresh air until the irritation ceases. If irritation continues, see a
physician.

Fig. 3 Vacuum Heater And A/C Outlets


Place the deployed airbag and module in your vehicular scrap pile.

8M - 4

RESTRAINT SYSTEMS

AIRBAG MODULE REMOVE/INSTALL


WARNING: THIS SYSTEM IS A SENSITIVE, COMPLEX ELECTRO-MECHANICAL UNIT. BEFORE ATTEMPTING TO DIAGNOSE, REMOVE OR INSTALL
THE AIRBAG SYSTEM COMPONENTS YOU MUST
FIRST DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE. THEN WAIT 2 MINUTES FOR SYSTEM CAPACITOR TO DISCHARGE
BEFORE FURTHER SYSTEM SERVICE. FAILURE TO
DO SO COULD RESULT IN ACCIDENTAL DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
When removing a deployed airbag module, rubber gloves, eye protection and long-sleeved shirt
should be worn. There may be deposits on the airbag module and other interior surfaces, which can
cause irritation to the skin and eyes in large doses.
(1) Disconnect battery negative cable and isolate.
If airbag module is undeployed, wait 2 minutes for
system capacitor to discharge before further service.
(2) From underside of steering wheel, remove
speed control switch mounting screws (Fig. 4), if
equipped.

Fig. 5 Speed Control Switch Connector Remove/Install

Fig. 6 Right Rear Steering Wheel Cover Remove/Install

Fig. 4 Speed Control Switch Remove/Install


(3) Pull switches from wheel and unplug connector
(Fig. 5).
(4) Using a small screwdriver, remove right rear
steering wheel cover (Fig. 6).
(5) Remove 4 nuts attaching airbag module to
steering wheel (Fig. 7).
(6) Remove airbag module from steering wheel.
(7) Unplug electrical connector from airbag module.
(8) When installing, connect clockspring wiring
connector to the module by pressing straight in on
the connector. The connector should latch securely
beneath the module connector locking clip to assure
positive connection.
(9) Install 4 nuts and torque to 9 to 11 Nzm (80 to
100 in. lbs.).

(10) Do not connect negative battery cable at this


time. See Airbag System Check for proper procedure.

IMPACT SENSOR REMOVE/INSTALL


The impact sensors are located on the radiator support behind the grille opening reinforcement.

LEFT SIDE
(1) Disconnect battery negative cable and isolate.
If airbag module is undeployed, wait 2 minutes for
system capacitor to discharge before further service.
(2) Remove battery holddown (Fig. 8) and move
battery rearward.
(3) Unplug connector from sensor.
(4) Remove 3 nuts holding left sensor to closure
panel support (Fig. 9) and remove sensor.

RESTRAINT SYSTEMS

8M - 5

Fig. 9 Airbag Impact Sensor (Typical)

Fig. 7 Airbag Module Remove/Install

Fig. 8 Battery Holddown Remove/Install


If stud plate needs to be replaced, remove
push nut from stud and discard. Always use
new push nut (Fig. 9) when installing stud
plate.

(5) When installing, mount sensor (arrow pointed


forward) using 3 nuts provided with new sensor.
Torque nuts to 3 to 4 Nzm (24 - 36 in. lbs.).
(6) Connect left sensor wiring lead from harness to
connector on body of sensor.
(7) Install battery making sure that it is properly
positioned in battery tray (Fig. 8).
(8) Install battery holddown strap, making sure
that it is properly positioned on battery. Tighten bolts
to 2.2 Nzm (20 in. lbs.)
(9) Do not connect negative battery cable at this
time. See Airbag System Check for proper procedure.

RIGHT SIDE
(1) Disconnect battery negative cable and isolate.
If airbag module is undeployed, wait 2 minutes for
system capacitor to discharge before further service.
(2) Pull air cleaner inlet tube off radiator support.
(3) Unplug connector from right sensor.
(4) Remove 3 nuts holding right sensor to radiator
support (Fig. 9) and remove sensor.
If stud plate needs to be replaced, remove
push nut from stud and discard. Always use
new push nut (Fig. 9) when installing stud
plate.
(5) When installing, mount sensor (arrow pointed
forward) using 3 nuts provided with new sensor.
Torque nuts to 3 to 4 Nzm (24 - 36 in. lbs.).
(6) Connect sensor wiring lead from harness to
connector on body of sensor.
(7) Install air cleaner inlet tube to radiator support.
(8) Do not connect negative battery cable at this
time. See Airbag System Check for proper procedure.

8M - 6

RESTRAINT SYSTEMS

AIRBAG CONTROL MODULE REMOVE/INSTALL


WARNING: THE ACM CONTAINS ONE OF THE IMPACT
SENSORS WHICH ENABLE THE SYSTEM TO DEPLOY
THE AIRBAG. TO AVOID ACCIDENTAL DEPLOYMENT,
NEVER CONNECT ACM ELECTRICALLY TO THE SYSTEM UNLESS IT IS BOLTED TO VEHICLE. BEFORE
BEGINNING ANY AIRBAG SYSTEM REMOVAL OR INSTALLATION PROCEDURES, REMOVE AND ISOLATE
THE BATTERY NEGATIVE (-) CABLE FROM THE VEHICLE BATTERY. THEN WAIT 2 MINUTES FOR SYSTEM
CAPACITOR TO DISCHARGE BEFORE FURTHER SYSTEM SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO DO THIS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT, AND POSSIBLE PERSONAL INJURY.
(1) Disconnect battery negative cable and isolate.
If airbag is undeployed, wait 2 minutes for system
capacitor to discharge before further service.
(2) Remove screws along bottom edge of knee
blocker (Fig. 10).

Fig. 11 Indicator Cable Remove/Install

Fig. 10 Knee Blocker Remove/Install


(3) Pull knee blocker down to disengage slide tabs
and remove.
(4) Column shift vehicles, place gear shift lever in
1 position and remove indicator cable (Fig. 11).
(5) Remove 2 nuts holding steering column support
bracket to instrument panel.
(6) Remove both cowl kick trim panels.
(7) Remove both door hinge pillar trim panels.
(8) Remove 5 upper instrument panel retaining screws.
(9) Loosen lower instrument panel retaining
screws. Roll instrument panel rearward.
(10) Unplug 2 electrical connectors from ACM (Fig. 12).
(11) Remove 4 screws holding ACM.
(12) Remove ACM.
(13) When installing, position the ACM with the
arrow pointing forward.
(14) Attach the ACM to the bracket with the 4
screws. Torque to 3 to 5 Nzm (25-45 in. lbs.).
(15) Connect wiring at ACM, making sure both
connectors are seated and locking tabs are engaged.
(16) Raise and install instrument panel.

Fig. 12 Airbag Control Module Remove/Install


(17) Tighten lower instrument panel screws.
(18) Install both door hinge pillar trim pieces.
(19) Install both cowl kick trim panels.
(20) Install the steering column. Tighten nuts to
12 Nzm (105 in. lbs.) torque.
(21) Do not connect battery negative cable at this
time. See Airbag System Check for proper procedure.

CLOCKSPRING REMOVE/INSTALL
(1) Place the front wheels in the straight-ahead position before starting the repair.
(2) Disconnect battery negative cable and isolate.
If airbag is undeployed, wait 2 minutes for system
capacitor to discharge before further service.
(3) Remove the airbag module. See Airbag Module
Remove/Install.
(4) Remove speed control switch and connector, if
equipped.

RESTRAINT SYSTEMS
(5) Remove the steering wheel with steering wheel
puller tool (C-3428B).
(6) Unplug wiring connectors from horn switches.
(7) Remove upper and lower steering column
shrouds to gain access to clockspring wiring (Fig. 13).
(8) Disconnect the 2-way connector between the

8M - 7

(15) Install the airbag module, and torque nuts to


9 to 11 Nzm (80 to 100 in. lb.).
(16) Do not connect negative battery cable at this
time. See Airbag System Check for proper procedure.

CLOCKSPRING CENTERING
If the rotating tape within the clockspring is not
positioned properly in relation to the steering wheel
and the front wheels, the clockspring may fail during
use. The clockspring MUST BE CENTERED, if it is
not known to be properly positioned, or if the front
wheels were moved from the straight-ahead position.
(1) Place front wheels in the straight-ahead position.
(2) Disconnect battery negative cable and isolate.
If airbag is undeployed, wait 2 minutes for system
capacitor to discharge before further service.
(3) Remove airbag module. Remove steering wheel
with steering wheel puller tool (C-3428B).
(4) Depress the two plastic auto-locking tabs (Fig.
14).

Fig. 13 Steering Column Shrouds Remove/Install


clockspring and the instrument panel wiring harness
at the base of the steering column.
(9) To remove, pull clockspring assembly from
steering column by lifting locating fingers as necessary. The clockspring cannot be repaired. It must be
replaced if faulty, or if airbag has been deployed.
(10) When installing, snap clockspring onto the
steering column. If the clockspring is not properly positioned, see Clockspring Centering before installing
steering wheel.
(11) Connect the clockspring assembly to the instrument panel wiring harness. Make sure wiring locator clips are properly seated on the outside of the
wiring trough and locking tabs are engaged.
(12) Reinstall steering column shrouds. Be sure
airbag wire is inside the shrouds.
(13) Front wheels should still be in the straight-ahead
position. Install steering wheel making sure to fit the
flats on the hub of the steering wheel with the formations on the inside of clockspring. Pull the horn wiring
through the upper, smaller hole in steering wheel hub.
Pull the airbag and speed control wiring through the bottom, larger hole in the steering wheel hub. Make sure
not to pinch wiring between the steering wheel and nut.
(14) Connect the horn switch wire, then the airbag
wire to the airbag module. To assure complete connection, latching arms must be visibly on top of connector housing.

Fig. 14 Clockspring Auto-Locking Tabs


(5) Keeping locking mechanism disengaged, rotate
the clockspring rotor CLOCKWISE to the end of its
travel. Do not apply excessive torque.
(6) From the end of travel, rotate the rotor two and
one-half turns COUNTER CLOCKWISE. The horn wire
should end up at the top, and the airbag wire at the bottom.
(7) Reinstall steering wheel.
(8) Install airbag module. Torque nuts to 9 to 11
Nzm (80 to 100 in. lbs.).
(9) Do not connect battery negative cable at this
time. See Airbag System Check for proper procedure.

POWER LOCKS

8P - 1

POWER LOCKS
CONTENTS
page

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

page

SERVICE PROCEDURES

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

GENERAL INFORMATION
Power door locks are optional equipment on Dakota
models. Both doors can be locked or unlocked electrically by operating the switch on either door panel.
The power door locks operate with battery power
supplied independent of the ignition switch.
Following are general descriptions of the major
components in the Dakota power door lock system.
Refer to Group 8W - Wiring Diagrams for complete
circuit descriptions and diagrams.

POWER LOCK SWITCH


The power door locks are controlled by a two-way
switch mounted on the trim panel of each door. The

switch controls both the battery and ground feeds to


the door lock motors. The battery and ground feeds
are reversed between the LOCK and UNLOCK
switch positions. The door lock switches can not be
repaired. If faulty, the entire switch must be replaced.

POWER LOCK MOTOR


The door locks are operated by a reversible motor
mounted within each door. The motor direction is
controlled by the battery and ground feeds from the
door lock switches. The motor can not be repaired. If
faulty, the entire motor must be replaced.

DIAGNOSIS
POWER LOCK SWITCH
(1) Check fuse 5 in fuseblock module. If OK, go to
next step. If not OK, replace fuse.
(2) Check for battery voltage at fuse 5. If OK, go to
next step. If not OK, repair circuit from power distribution center.
(3) Remove switch from trim panel. See Power
Lock Switch Remove/Install. Carefully separate multiple terminal block on wiring harness from switch
body.
(4) Check continuity between switch connector cavity for switch pin 2 and a good ground. Repeat check
between cavity for switch pin 4 and a good ground.
In each case, there should be continuity. If OK, go to
next step. If not OK, repair circuit to ground as required.
(5) Check for battery voltage at switch connector
cavity for switch pin 5. If OK, go to next step. If not
OK, repair circuit to fuse 5 in the fuseblock module.
(6) Test switch continuity. See Switch Continuity
chart (Fig. 1) to determine if continuity is correct in
the OFF, LOCK and UNLOCK switch positions. If
OK, go to Power Lock Motor diagnosis. If not OK, replace the switch.

Fig. 1 Switch Continuity

POWER LOCK MOTOR


Before you proceed with this diagnosis, confirm
proper switch operation. See Power Lock Switch diagnosis.
(1) Check each door motor for both lock and unlock
function while operating the switch. If both motors
are inoperative, go to step 3. If one motor is inoperative, go to next step.
(2) Once it is determined which lock motor is inoperative, that motor can be tested. Disconnect the wire

8P - 2

POWER LOCKS

connector at the motor. Apply 12 volts across the motor terminals to check its operation in one direction.
Reverse the polarity to check the operation in the
other direction. If OK, repair wire harness from the
motor to the switch as required. If not OK, replace
the motor.
(3) If both motors are inoperative, the problem
may be caused by one shorted motor. Disconnecting a
shorted motor will allow the good motor to operate.

Disconnect each motor connector, one at a time, and


re-check both lock and unlock functions while operating the door lock switch. If both motors are still inoperative after above test, repair wire harness
between motor and switch as required. If disconnecting one motor causes the other motor to become functional, go back to step 2 to test the disconnected
motor.

SERVICE PROCEDURES
POWER LOCK SWITCH REMOVE/INSTALL
(1) Remove power window/lock switches by inserting a standard blade screwdriver into notch on forward end of switch housing. Push screwdriver to
depress locking tab. Pull switch bezel out and forward to remove from door panel (Fig. 2).

(2) Squeeze the ends of the power switch housing


while pulling the switch housing away from the door
panel.
(3) Remove 2 screws from the switch bezel.
(4) Remove trim plug at top of trim panel.
(5) Remove screw under trim plug.
(6) Remove screw at arm rest.
(7) Using a trim stick or other suitable flat widebladed tool, gently pry trim panel away from door.
(8) Roll door watershield away from lower rear corner of door to reveal inside panel access opening.
(9) Disconnect motor lead wires (Fig. 3).

Fig. 2 Power Lock Switches


(2) Gently pry the locking tabs of the switch terminal block away from the switch and carefully remove
the terminal block.
(3) To install a switch, reverse the removal procedures.

POWER LOCK MOTOR REMOVE/INSTALL


(1) Unscrew door lock knob.

Fig. 3 Door Connectors


(10) Remove motor link at door latch.
(11) Remove motor mounting bracket screws and
remove motor assembly from door.
(12) Reverse removal procedures to install.

POWER WINDOWS

8S - 1

POWER WINDOWS
CONTENTS
page

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

page

SERVICE PROCEDURES

................... 3

GENERAL INFORMATION
Power door windows are optional equipment on Dakota models. The power windows operate only with the
ignition switch in the ON position. This group covers diagnosis and service of the electrical components peculiar
to the power window system. For service of mechanical
components such as the regulator, lift plate or window
tracks refer to Group 23 - Body Components.
Following are general descriptions of the major
components in the Dakota power window system. Refer to Group 8W - Wiring Diagrams for complete circuit descriptions and diagrams.

POWER WINDOW SWITCH


Both door windows can be raised or lowered electrically by operating the dual two-way switches on
the drivers door panel. A single two-way switch on
the passengers door panel operates only the window
on the passengers side. The switches cannot be repaired. If faulty, they must be replaced.

positive and negative battery connection to the two


motor terminals will cause the motor to rotate in one
direction. Reversing current through these same two
connections will cause the motor to rotate in the opposite direction. The power window motor and gearbox assembly cannot be repaired. If faulty, the entire
assembly must be replaced.

CIRCUIT BREAKER
An automatic re-setting circuit breaker in the fuseblock module is used to protect the power window
system circuit. The circuit breaker can protect the
system from a short circuit, and can also protect the
system from an overload condition caused by an obstructed or stuck window glass or regulator. The circuit breaker can not be repaired. If faulty, it must be
replaced.

POWER WINDOW MOTOR


A permanent magnet motor moves the window regulator through an integral gearbox mechanism. A

DIAGNOSIS
It is necessary that the window be free to slide up
and down for the power window system to function
properly. If the window is not free to move up and
down, the motor will overload and trip the circuit
breaker. To determine if the glass is free, disconnect
regulator plate from the glass and slide window up
and down by hand.
An alternate method is to shake the glass in the
door, with the glass positioned between the up and
down stop positions. Check that the glass can be
moved slightly from side to side, front to rear, and up
and down. Then check that window is not bound
tight in the tracks. If window is free, proceed with diagnosis that follows. If window is not free, refer to
Group 23 - Body Components for service procedures.

CIRCUIT BREAKER
Locate correct circuit breaker in fuseblock module.
Pull out slightly, but be sure that circuit breaker terminals still contact terminals in fuseblock module. Turn
ignition switch to ON position. Connect ground wire of
voltmeter to a good ground. With probe of voltmeter
positive lead, check both terminals of circuit breaker for
battery voltage. If only one terminal has battery voltage, circuit breaker is faulty and must be replaced. If
neither terminal has battery voltage, repair circuit from
ignition switch as required.

POWER WINDOW SWITCH


Before you proceed with this diagnosis, confirm
proper circuit breaker operation. See Circuit Breaker
diagnosis.

8S - 2

POWER WINDOWS

(1) Remove switch from door trim panel. See


Power Window Switch Remove/Install. Carefully separate multiple terminal block on wiring harness from
switch body.
(2) Check for continuity between connector cavity
for left switch pin 2 (Fig. 1) or connector cavities for
right switch pins 2 and 4 (Fig. 2) and a good ground.
There should be continuity. If OK, go to next step. If
not OK, repair ground circuit as required. Note that
right switch gets ground feed through the left switch.
(3) Turn ignition switch to ON position. Check for
battery voltage at connector cavity for switch pin 5
(Fig. 1 or 2). If OK, go to next step. If not OK, repair
wiring to circuit breaker as required.
(4) Test switch continuity. See Switch Continuity
charts (Fig. 1 or 2) to determine if continuity is correct in the OFF, UP and DOWN switch positions. If
OK, go to Power Window Motor diagnosis. If not OK,
replace the switch.

Fig. 2 Right Side Switch Continuity

POWER WINDOW MOTOR

Fig. 1 Left Side Switch Continuity

Before you proceed with this diagnosis, confirm


proper switch operation. See Power Window Switch
diagnosis.
(1) Remove door trim panel (see Power Window
Motor Remove/Install).
(2) Disconnect motor connector. Apply 12 volts
across the motor terminals to check its operation in
one direction. Reverse the polarity to check the operation in the other direction. Remember, if window is
in the full up or down position the motor will not operate in that direction by design. If OK, repair wire
harness from the motor to the switch as required. If
not OK, replace the motor.
(3) If motor operates in both directions, check operation through its complete up and down travel. If
not OK, refer to Group 23 - Body Components to
check window glass, tracks, and regulator for sticking, binding or improper adjustment.

POWER WINDOWS

8S - 3

SERVICE PROCEDURES
POWER WINDOW SWITCH REMOVE/INSTALL
(1) Remove power window/lock switches by inserting a standard blade screwdriver into notch on forward end of switch housing. Push screwdriver to
depress locking tab. Pull switch bezel out and forward to remove from door panel (Fig. 3).

(7) Using a trim stick or other suitable widebladed flat tool, gently pry trim panel away from
door.
(8) Roll door watershield away from lower rear corner of door to reveal inside panel access opening.
(9) Raise window to full up position and keep it
there at all times while replacing motor. Place a
window block in door that will positively prevent window from dropping into door.
(10) Disconnect wiring connector for motor (Fig. 4).
(11) Remove 3 mounting screws that hold motor

Fig. 3 Power Window Switches


(2) Gently pry the locking tabs of the switch connector away from the switch and carefully remove
the connector.
(3) To install a switch, reverse the removal procedures.

POWER WINDOW MOTOR REMOVE/INSTALL


Follow this procedure to replace a window motor
without removing the regulator or detaching any
window system components. This method of motor
replacement is not acceptable if any window system
parts are loosened or removed from door. If window
system parts such as lift channels, stops, tracks and
pivot brackets are loose or are to be loosened or removed from door, refer to Group 23 - Body Components for regulator service procedures.
(1) Unscrew door lock knob.
(2) Squeeze the ends of the power switch bezel
while pulling the bezel away from the door panel.
(3) Remove 2 screws from the power switch housing in trim panel.
(4) Remove trim plug at top of trim panel.
(5) Remove screw under trim plug.
(6) Remove screw at arm rest.

Fig. 4 Door Connectors Remove/Install


gearbox to regulator. Remove screw that secures motor tie-down bracket to inner panel, if so equipped.
(12) To remove motor from regulator, grip motor
housing and pull motor towards inner door panel.
Some rocking or twisting action may be necessary to
disengage motor from regulator. Do not have hands
or fingers in sector gear area where they can be
pinched by small movements of regulator linkage.
(13) Install new motor on regulator by positioning
motor gearbox so that it engages regulator sector
teeth. New motor gearbox retaining screw holes
are not pre-threaded. It may be desirable to tap
holes before attempting assembly.
(14) Position motor so that center post gearbox fits
into its pilot hole in plate. A slight rotational or rocking movement may be necessary to bring three motor
gearbox screw holes into proper position.
(15) Install 3 gearbox screws and one tie-down
bracket screw, if applicable. Torque to 68 to 81 Nzm
(50 - 60 in. lbs).
(16) Reverse remaining removal procedures to complete installation.

POWER MIRRORS

8T - 1

POWER MIRRORS
CONTENTS
page

DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

page

SERVICE PROCEDURES

................... 3

GENERAL INFORMATION
This group covers power outside mirrors and the
automatic day/night inside rear view mirror, which
are available options on Dakota models. Following
are general descriptions of the major components in
the Dakota power outside mirror and automatic day/
night inside rear view mirror systems. Refer to
Group 8W - Wiring Diagrams for complete circuit descriptions and diagrams.

POWER MIRRORS
The power mirrors are connected to battery feed at
all times. Each mirror head contains two electric motors, two drive mechanisms and the mirror glass.
One motor and drive controls mirror up-and-down
movement, and the other controls right-and-left
movement.
The mirror glass is the only serviced replacement
part for the power mirror assembly. If any other component of the mirror unit is faulty or damaged, the
entire assembly must be replaced.

POWER MIRROR SWITCH


Both the right and left mirror are controlled by a
single multi-function switch located in the instrument panel directly above the headlamp switch (Fig.
1). The switch knob is rotated clockwise (right mirror) or counter-clockwise (left mirror) to select the
mirror to be adjusted. The switch knob is then moved
in a joystick fashion to control movement of the selected mirror up, down, right, or left.

AUTOMATIC DAY/NIGHT MIRROR


The automatic day/night mirror automatically
changes its reflectance to reduce glare in all types of
driving conditions. A thin layer of electrochromic material between two pieces of conductive glass make
up the face of the mirror. As light conditions change,
two photocell sensors adjust the reflectance while reducing glare from headlamps approaching from the
rear.
The mirror incorporates 2 sensors. The ambient
sensor (forward facing) detects normal outside light
levels. The headlamp sensor (rear facing) detects
light levels received at the rear window side of the

Fig. 1 Power Mirror Switch


mirror. When the difference between the two levels
becomes too great (light level received at rear of mirror is much higher than front of mirror), the mirror
begins to darken.
The mirror switch controls whether the automatic
dimming feature is on or off. When on is selected, the
switch is lighted by an integral LED. The mirror will
only operate when the ignition switch is in the ON
position. The mirror also senses the back-up lamp
circuit and turns off whenever the transmission
(manual or automatic) is in reverse.
The automatic day/night mirror can not be repaired. If faulty, the entire assembly must be replaced.

8T - 2

POWER MIRRORS
DIAGNOSIS

POWER MIRRORS
(1) Check fuse F1 in Power Distribution Center
(PDC). If OK, go to next step. If not OK, replace fuse.
(2) Check for battery voltage at fuse F1 in PDC. If
OK, go to next step. If not OK, repair circuit to fusible link cartridge fuse F in PDC.
(3) Remove power mirror switch from the instrument
panel. See Power Mirror Switch Remove/Install.
(4) Disconnect wiring harness connector from switch.
Check for battery voltage at pink wire. If OK, go to next
step. If not OK, repair circuit to fuse F1 in PDC.
(5) Check for continuity between black wire in
switch harness connector and a good ground. There
should be continuity. If OK, go to next step. If not
OK, repair circuit to ground.
(6) Check switch continuity as shown in the Mirror
Switch Continuity chart (Fig. 2). If OK, go to next
step. If not OK, replace switch.

MIRROR TEST CHART

(2) Turn ignition switch to the ON position. Check


for battery voltage at fuse 3 in fuseblock module. If
OK, go to next step. If not OK, repair circuit from
fuse to ignition switch as required.
(3) Unplug harness connector from mirror (Fig. 3).
Check for battery voltage at connector cavity with
white wire. If OK, go to next step. If not OK, repair
circuit to fuse 3 as required.

Fig. 3 Automatic Day/Night Mirror

Fig. 2 Mirror Switch Continuity


(7) Use 2 jumper wires, one connected to a 12-volt
source, and the other connected to a good body
ground. See Mirror Test Chart for correct jumper
wire connections at the power mirror switch connector (harness side, not switch side). If mirror(s) dont
respond as indicated, remove mirror (see Power Mirror Remove/Install) and check the wires in that circuit between mirror and switch for a short or open. If
circuits check OK, replace mirror assembly.

AUTOMATIC DAY/NIGHT MIRROR


(1) Check fuse 3 in fuseblock module. If OK, go to
next step. If not OK, replace fuse.

(4) Turn ignition switch to OFF position. Check for


continuity between connector cavity with black wire
and a good ground, There should be continuity. If
OK, go to next step. If not OK, repair circuit to
ground as required.
(5) Turn ignition switch to ON position. Set parking brake. Place transmission gear selector in Reverse position. Check for battery voltage at connector
cavity with violet/black wire. If OK, plug mirror connector back in and go to next step. If not OK, repair
circuit to back-up lamps as required.
(6) Place transmission gear selector in Neutral.
Place mirror switch in ON (switch lighted) position.
Cover the forward facing sensor to keep out any ambient light. Light sensor must be covered com-

POWER MIRRORS
pletely so that no light reaches the sensor. Use
only one finger pressed tightly against sensor,
or cover sensor completely with electrical tape.
(7) Shine a light into the rear facing sensor. The
mirror should darken. If OK, go to next step. If not
OK, replace mirror

8T - 3

(8) With the mirror darkened, place the transmission gear selector in Reverse. The mirror should return to its normal condition. If not OK, replace
mirror.

SERVICE PROCEDURES
POWER MIRROR SWITCH REMOVE/INSTALL
(1) Remove screws along bottom edge of knee
blocker (Fig. 4).

Fig. 6 Power Mirror Switch Remove/Install


Fig. 4 Knee Blocker Remove/Install
(2) Pull knee blocker down to disengage slide tabs
and remove.
(3) Remove 2 screws at bottom edge of bezel on either side of steering column (Fig. 5).

Fig. 5 Instrument Cluster Bezel Screws


(4) Remove 8 screws from bezel face.
(5) Pull cluster bezel rearward and move it to the
left of steering wheel to remove.
(6) Remove 5 screws and headlamp and accessory
switch bezel.
(7) Disconnect wiring connectors.
(8) Remove power mirror switch knob by pulling
straight back from switch.
(9) Remove 2 power mirror switch mounting plate
screws on back side of switch bezel (Fig. 6).
(10) Remove retaining ring holding the switch to
the mounting plate.

(11) Reverse removal procedures to install.

POWER MIRROR REMOVE/INSTALL


(1) Unscrew door lock knob.
(2) Remove power window/lock switches by inserting a standard blade screwdriver into notch on forward end of switch housing. Push screwdriver to
depress locking tab. Pull switch bezel out and forward to remove from door panel.
(3) Remove trim plug at top of trim panel.
(4) Remove screw under trim plug.
(5) Remove screw at arm rest.
(6) Using a trim stick or other suitable widebladed flat tool, gently pry trim panel away from
door.
(7) Roll watershield away from front area of door
to reveal inside panel access opening.
(8) Disconnect mirror wiring at connector (Fig. 7).
(9) Remove 3 mirror retaining nuts.
(10) Pull mirror loose from door, pry wiring grommet from outer door panel and feed wiring harness
out through hole.
(11) Reverse removal procedures to install.

AUTOMATIC DAY/NIGHT MIRROR REMOVE/


INSTALL
(1) If so equipped, remove wire cover by grasping
lower portion of wire cover and sliding into upper
portion and off of mirror base (Fig. 8).
(2) Unplug connector behind mirror.
(3) Remove screw holding mirror to windshield.

8T - 4

POWER MIRRORS

Fig. 8 Automatic Day/Night Mirror Remove/Install


(5) Reverse removal procedures to install.

Fig. 7 Power Mirror Remove/Install


(4) Push mirror up far enough to clear the support
and remove mirror.

CHIME/BUZZER WARNING SYSTEMS

8U - 1

CHIME/BUZZER WARNING SYSTEMS


CONTENTS
page

DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1

page

SERVICE PROCEDURES

................... 3

GENERAL INFORMATION
This group covers the buzzer warning system,
which is standard equipment on Dakota models. The
system provides an audible warning to the driver
when it monitors the following conditions:
key is in ignition switch with the drivers door open
head or park lamps are on with drivers door open
drivers seat belt is not buckled with ignition
switch in ON position.
Following are general descriptions of the major
components in the Dakota buzzer warning system.
Refer to Group 8W - Wiring Diagrams for complete
circuit descriptions and diagrams.

BUZZER MODULE
The buzzer module is located on the fuseblock module
(Fig. 1). It receives battery voltage at all times from
fuse 7 in the fuseblock module. It also receives a second
battery feed through fuse 16 that is switched on when
the ignition switch is in the ON or START position.
Other inputs to the module include the drivers
door jamb switch, the drivers seat belt switch, the ignition key-in switch, and the headlamp switch. The
only output of the module is a timed 4 to 8 second
feed to the seat belt reminder lamp in the instrument cluster. The timer function begins after the ignition switch is turned to the ON position.
The buzzer module can not be repaired. If faulty, it
must be replaced.

DRIVERS DOOR JAMB SWITCH


The drivers door jamb switch is mounted to the
drivers door hinge pillar. The switch closes a path to
ground when the drivers door is opened, and opens
when the drivers door is closed. This switch can not
be repaired. If faulty, it must be replaced.

IGNITION KEY-IN SWITCH


The key-in switch is integral to the ignition switch,
which is mounted on the right side of the steering column. It closes a path to ground when the ignition key is
inserted in the ignition lock cylinder and the drivers
door jamb switch is closed (door open). The switch opens
when the key is removed from the ignition lock cylinder.
This switch can not be repaired. If faulty, the entire ig-

Fig. 1 Buzzer Module


nition switch must be replaced. Refer to Group 8D - Ignition Systems for service procedures.

HEADLAMP SWITCH
The headlamp switch is located in the instrument
panel. It closes a path to ground when the park or
headlamps are on and the drivers door jamb switch
is closed (door open). The switch opens the ground
path when the park and headlamps are turned off.
The headlamp switch can not be repaired. If faulty, it
must be replaced. Refer to Group 8E - Instrument
Panel and Gauges for service procedures.

DRIVERS SEAT BELT SWITCH


The drivers seat belt switch is integral to the drivers
seat belt buckle-half assembly. The switch is normally
closed, providing a ground path to the buzzer module.
When the tip-half of the seat belt is inserted into the seat
belt buckle, the switch opens the buzzer ground path. The
seat belt switch can not be repaired. If faulty, the entire
drivers seat belt buckle-half must be replaced. Refer to
Group 23 - Body Components for service procedures.

8U - 2

CHIME/BUZZER WARNING SYSTEMS


DIAGNOSIS

BUZZER MODULE
(1) Check fuse 7 and fuse 16 in the fuseblock module. If fuses are OK, go to next step. If not OK, replace fuses as required.
(2) Check for battery voltage at fuse 7 in fuseblock
module. If OK, go to next step. If not OK, repair feed
circuit from power distribution center as required.
(3) Turn ignition switch to ON position. Check for
battery voltage at fuse 16 in the fuseblock module. If
OK, go to next step. If not OK, repair feed from ignition switch as required.
(4) Turn ignition switch to OFF position. Replace
buzzer module with a known good unit and test operation.
If not OK, remove buzzer module and go to next step.
(5) Check for battery voltage at cavity for buzzer
terminal 7 in fuseblock module (Fig. 2). If OK, go to
next step. If not OK, repair circuit to fuse 7.

Fig. 3 Buzzer Module Terminals


(2) Check for continuity between door jamb switch
body and a good ground. There should be continuity.
If OK, go to next step. If not OK, tighten or clean
switch attachment to hinge pillar as required to restore ground path.
(3) Remove switch from hinge pillar and check
wire connections for clean and tight engagement. If
OK, replace faulty switch. If not OK, clean and
tighten connections as required.

IGNITION KEY-IN SWITCH


(1) Remove steering column shrouds (refer to
Group 8D - Ignition Systems for procedure). Unplug
ignition key-in switch connector from ignition switch
(Fig. 4). Open drivers door. Check for continuity between cavity 4 (black/light blue wire) and a good
ground. There should be continuity. If OK, go to next
step. If not OK, repair circuit to drivers door jamb
switch as required.

Fig. 2 Buzzer Module Connector


(6) Turn ignition switch to ON position. Check for
battery voltage at cavity for buzzer terminal 1 in
fuseblock module. If OK, go to next step. If not OK,
repair circuit to fuse 16 in fuseblock module.
(7) Turn ignition switch to OFF position. Check for
continuity between cavity for buzzer terminal 3 and a
good ground. There should be continuity. If OK, go to diagnosis for switch that is related to buzzer malfunction.
If not OK, repair circuit to ground as required.

DRIVERS DOOR JAMB SWITCH


(1) Open drivers door and note whether interior
lamps light. They should light. If OK, see diagnosis
for Ignition Key-In Switch or Headlamp Switch. If
not OK, go to next step.

Fig. 4 Key-In Switch Connector

CHIME/BUZZER WARNING SYSTEMS


(2) Insert ignition key in ignition lock cylinder.
Check for continuity between key-in switch cavities 3
and 4 (Fig. 5). There should be continuity until key is
removed. If OK, go to next step. If not OK, replace
ignition switch.

8U - 3

BUZZER MODULE SCHEMATIC

Fig. 5 Key-In Switch Continuity


(3) Check for continuity between key-in switch harness connector cavity 3 (light blue wire) and cavity
for terminal 6 of buzzer module in fuseblock module.
There should be continuity. If not OK, repair circuit
from switch to fuseblock module as required.

HEADLAMP SWITCH
(1) Remove headlamp switch from instrument
panel (refer to Group 8E - Instrument Panel and
Gauges for procedure). Unplug headlamp switch connector. Open drivers door. Check for continuity between connector cavity with black/light blue wire to a
good ground. There should be continuity until drivers door is closed. If OK, go to next step. If not OK,
repair circuit from headlamp switch to drivers door
jamb switch as required.
(2) Check for continuity between connector cavity
with light blue wire and cavity for terminal 6 of
buzzer module in fuseblock module. There should be
continuity. If OK, go to next step. If not OK, repair
circuit from headlamp switch to fuseblock module as
required.
(3) Check continuity between headlamp switch terminal for connector cavity with black/light blue wire
and terminal for cavity with light blue wire. There
should be no continuity with switch in off position,
and there should be continuity with switch in park
lamps or headlamps on position. If not OK, replace
headlamp switch.

DRIVER(S SEAT BELT SWITCH


(1) Unplug seat belt switch connector near seat

belt anchor on floor. Check for continuity between


two cavities of seat belt half of connector. There
should be continuity with seat belt unbuckled, and
no continuity with seat belt buckled. If OK, go to
next step. If not OK, replace seat belt buckle-half assembly.
(2) Check for continuity between cavity with black
wire in harness half of seat belt switch connector and
a good ground. There should be continuity. If OK, go
to next step. If not OK, repair circuit to ground as required.
(3) Check for continuity between cavity with light
green/red wire in harness half of seat belt switch connector and cavity for terminal 4 of buzzer module in
fuseblock module. There should be continuity. If not
OK, repair circuit from seat belt switch connector to
fuseblock module as required.

SERVICE PROCEDURES
Service procedures for components of the buzzer system can be found in the appropriate group as follows:
drivers door jamb switch - refer to Group 8L - Lamps
ignition key-in switch - refer to Group 8D - Ignition Systems

headlamp switch - refer to Group 8E - Instrument


Panel and Gauges
drivers seat belt switch - refer to Group 23 - Body
Components.

WIRING DIAGRAMS

8W - 1

WIRING DIAGRAMS
CONTENTS
page

page

8W-01 GENERAL INFORMATIONWIRING


DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . 8W-01-1
8W-10 FUSE BLOCK . . . . . . . . . . . . . . . . . 8W-10-1
8W-11 POWER DISTRIBUTION . . . . . . . . 8W-11-1
8W-15 GROUND DISTRIBUTION . . . . . . . 8W-15-1
8W-20 CHARGING SYSTEM . . . . . . . . . . 8W-20-1
8W-21 STARTING SYSTEM . . . . . . . . . . . 8W-21-1
8W-30 FUEL/IGNITION . . . . . . . . . . . . . . 8W-30-1
8W-31 TRANSMISSION CONTROLS . . . . 8W-31-1
8W-32 ANTI-LOCK BRAKES . . . . . . . . . . 8W-32-1
8W-33 VEHICLE SPEED CONTROL . . . . . 8W-33-1
8W-40 INSTRUMENT CLUSTER . . . . . . . 8W-40-1
8W-41 HORN/CIGAR LIGHTER . . . . . . . . . 8W-41-1
8W-42 AIR CONDITIONING/HEATER . . . . 8W-42-1
8W-43 AIRBAG SYSTEM . . . . . . . . . . . . . 8W-43-1

8W-44
8W-47
8W-49
8W-50
8W-51
8W-52
8W-53
8W-54
8W-60
8W-61
8W-62
8W-70
8W-80
8W-90
8W-95

HOW TO USE THIS GROUP

tems or components between the models, an identifier is placed next to the component.

The purpose of this group is to show the electrical


circuits in a clear, simple fashion and to make troubleshooting easier. Components that work together
are shown together. All electrical components used in
a specific system are shown on one diagram. The feed
for a system is shown at the top of the page. All
wires, connectors, splices, and components are shown
in the flow of current to the bottom of the page. Wiring which is not part of the circuit represented is referenced to another page/section, where the complete
circuit is shown. In addition, all switches, components, and modules are shown in the at rest position with the doors closed and the key removed
from the ignition.
If a component is part of several different circuits,
it is shown in the diagram for each. For example, the
headlamp switch is the main part of the exterior
lighting, but it also affects the interior lighting and
the chime warning system.
It is important to realize that no attempt is
made on the diagrams to represent components
and wiring as they appear on the vehicle. For
example, a short piece of wire is treated the
same as a long one. In addition, switches and
other components are shown as simply as possible, with regard to function only.
Both the standard cab and club cab models are
shown in this section. If there is a difference in sys-

INTERIOR LIGHTING . . . . . . . . . .
AUDIO SYSTEM . . . . . . . . . . . . . .
OVERHEAD CONSOLE . . . . . . . . .
FRONT LIGHTING . . . . . . . . . . . . .
REAR LIGHTING . . . . . . . . . . . . . .
TURN SIGNALS . . . . . . . . . . . . . .
WIPERS . . . . . . . . . . . . . . . . . . . .
TRAILER TOW . . . . . . . . . . . . . . .
POWER WINDOWS . . . . . . . . . . .
POWER DOOR LOCKS . . . . . . . . .
POWER MIRRORS . . . . . . . . . . . .
SPLICE INFORMATION . . . . . . . .
CONNECTOR PIN OUTS . . . . . . .
CONNECTOR LOCATIONS . . . . . .
SPLICE LOCATIONS . . . . . . . . . . .

8W-44-1
8W-47-1
8W-49-1
8W-50-1
8W-51-1
8W-52-1
8W-53-1
8W-54-1
8W-60-1
8W-61-1
8W-62-1
8W-70-1
8W-80-1
8W-90-1
8W-95-1

SECTION IDENTIFICATION
Sections in Group 8W are organized by sub-systems. The sections contain circuit operation descriptions, helpful information, and system diagrams. The
intention is to organize information by system, consistently from year to year.

CONNECTOR LOCATIONS
Section 8W-90 contains Connector Location illustrations. The illustrations contain the connector
number and component identification. Connector Location charts in Section 8W-90 reference the illustration number for components and connectors.
Section 8W-80 shows each connector and the circuits involved with that connector. The connectors
are identified using the number on the Diagram
pages.

SPLICE LOCATIONS
Splice Location charts in Section 8W-70 show the
entire splice, and provide references to other sections
the splice serves.
Section 8W-95 contains illustrations that show the
general location of the splices in each harness. The
illustrations show the splice by number, and provide
a written location.

8W-01 GENERAL INFORMATIONWIRING DIAGRAMS

8W - 01 - 1

GENERAL INFORMATIONWIRING DIAGRAMS


INDEX
page
Circuit Identification . . . . . . . . . . . . . . . . . . . . .
Connector and Terminal Replacement . . . . . . .
Connector Replacement . . . . . . . . . . . . . . . . .
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diode Replacement . . . . . . . . . . . . . . . . . . . .
Electrostatic Discharge (ESD) Sensitive Devices
Intermittent and Poor Connections . . . . . . . . . .
Notes, Cautions, and Warnings . . . . . . . . . . . .
Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.
.
.
.
.

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

.
.
.
.
.
.
.
.
.

.
.
.
.
.
.
.
.
.

2
7
7
2
8
2
4
1
2

NOTES, CAUTIONS, and WARNINGS


Throughout this group additional important information is presented in three ways; Notes, Cautions,
and Warnings.
NOTES are used to help describe how switches or
components operate to complete a particular circuit.
They are also used to indicate different conditions
that may appear on the vehicle. For example, an
up-to and after condition.
CAUTIONS are used to indicate information that
could prevent making an error that may damage the
vehicle.
WARNINGS provide information to prevent personal injury and vehicle damage. Below is a list of
general warnings that should be followed any time a
vehicle is being serviced.
ALWAYS WEAR SAFETY GLASSES FOR EYE PROTECTION.

page
Take Outs . . . . . . . . . . . . . . . . . . . . . . . . . . .
Terminal Replacement . . . . . . . . . . . . . . . . . .
Terminal/Connector RepairMolex Connectors
Troubleshooting Tests . . . . . . . . . . . . . . . . . .
Troubleshooting Tools . . . . . . . . . . . . . . . . . .
Troubleshooting Wiring Problems . . . . . . . . .
Wire Code Identification . . . . . . . . . . . . . . . .
Wiring Repair . . . . . . . . . . . . . . . . . . . . . . . .

.
.
.
.
.
.
.
.

2
8
6
4
4
5
1
6

DO NOT ALLOW FLAME OR SPARKS NEAR THE


BATTERY. GASES ARE ALWAYS PRESENT IN AND
AROUND THE BATTERY.
ALWAYS REMOVE RINGS, WATCHES, LOOSE
HANGING JEWELRY, AND LOOSE CLOTHING.

WIRE CODE IDENTIFICATION


Each wire shown in the diagrams contains a code
(Fig. 1) which identifies the main circuit, part of the
main circuit, gauge of wire, and color. The color is
shown as a two letter code which can be identified by
referring to the Wire Color Code Chart (Fig. 2).

BE SURE THAT THE IGNITION SWITCH ALWAYS IS


IN THE OFF POSITION, UNLESS THE PROCEDURE
REQUIRES IT TO BE ON.
SET THE PARKING BRAKE WHEN WORKING ON
ANY VEHICLE. AN AUTOMATIC TRANSMISSION
SHOULD BE IN PARK. A MANUAL TRANSMISSION
SHOULD BE IN NEUTRAL.

KEEP AWAY FROM MOVING PARTS WHEN THE ENGINE IS RUNNING, ESPECIALLY THE FAN AND
BELTS.

.
.
.
.
.
.
.
.

TO PREVENT SERIOUS BURNS, AVOID CONTACT


WITH HOT PARTS SUCH AS THE RADIATOR, EXHAUST MANIFOLD(S), TAIL PIPE, CATALYTIC CONVERTER, AND MUFFLER.

USE SAFETY STANDS ANYTIME A PROCEDURE


REQUIRES BEING UNDER A VEHICLE.

OPERATE THE ENGINE ONLY IN A WELL-VENTILATED AREA.

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

Fig. 1 Wire Color Code Identification

8W - 01 - 2

8W-01 GENERAL INFORMATIONWIRING DIAGRAMS

Fig. 2 Wire Color Code Chart

CIRCUIT IDENTIFICATION
All circuits in the diagrams use an alpha/numeric
code to identify the wire and its function (Fig. 3). To
identify which circuit code applies to a system, refer
to the Circuit Identification Code Chart. This chart
shows the main circuits only and does not show the
secondary codes that may apply to some models.

Fig. 3 Circuit Identification

CONNECTORS
Connectors shown in the diagrams are identified
using the international standard arrows for male and
female terminals (Fig. 4). A connector identifier is
placed next to the arrows to indicate the connector
number (Fig. 4).
For viewing connector pin outs, with two terminals
or greater, refer to section 8W-80. This section identifies the connector by number and provides terminal
numbering, circuit identification, wire colors, and
functions.
All connectors are viewed from the terminal end
unless otherwise specified. To find the connector location in the vehicle refer to section 8W-90. This section uses the connector identification number from
the wiring diagrams to provide a figure number reference.

TAKE OUTS
The abbreviation T/O is used in the component location section to indicate a point in which the wiring
harness branches out to a component.

Fig. 4 Connector Identification

SYMBOLS
Various symbols are used throughout the Wiring
Diagrams. These symbols can be identified by referring to the symbol identification chart (Fig. 5).

ELECTROSTATIC DISCHARGE (ESD) SENSITIVE


DEVICES
All ESD sensitive components are solid state and a
symbol (Fig. 6) is used to indicate this. When handling any component with this symbol, comply with
the following procedures to reduce the possibility of
electrostatic charge build up on the body and inadvertent discharge into the component. If it is not
known whether the part is ESD sensitive, assume
that it is.

8W-01 GENERAL INFORMATIONWIRING DIAGRAMS

Fig. 5 Symbol Identification

8W - 01 - 3

8W - 01 - 4

8W-01 GENERAL INFORMATIONWIRING DIAGRAMS

(1) Always touch a known good ground before handling the part. This should be repeated while handling the part and more frequently after sliding
across a seat, sitting down from a standing position,
or walking a distance.
(2) Avoid touching electrical terminals of the part,
unless instructed to do so by a written diagnostic
procedure.
(3) When using a voltmeter, be sure to connect the
ground lead first.
(4) Do not remove the part from its protective
packing until it is time to install the part.
(5) Before removing the part from its package,
ground the package to a known good ground on the
vehicle.

sure the power is disconnected from the circuit.


Circuits that are powered up by the vehicle electrical system can cause damage to the equipment and
provide false readings.
Probing Tools - These tools are used for probing
terminals in connectors (Fig. 7). Select the proper
size tool from Special Tool Package 6807, and insert
it into the terminal being tested. Use the other end
of the tool to insert the meter probe.

Fig. 7 Probing Tool

INTERMITTENT AND POOR CONNECTIONS

Fig. 6 Electrostatic Discharge Symbol

TROUBLESHOOTING TOOLS
When diagnosing a problem in an electrical circuit
there are several common tools necessary. These tools
are listed and explained below.
Jumper Wire - This is a test wire used to connect
two points of a circuit. It can be used to bypass an
open in a circuit.
WARNING: NEVER USE A JUMPER WIRE ACROSS
A LOAD, SUCH AS A MOTOR, CONNECTED BETWEEN A BATTERY FEED AND GROUND.
Voltmeter - Used to check for voltage on a circuit.
Always connect the black lead to a known good
ground and the red lead to the positive side of the
circuit.
CAUTION: Most of the electrical components used
in todays vehicle are solid state. When checking
voltages in these circuits use a meter with a 10-megohm or greater impedance.
Ohmmeter - Used to check the resistance between
two points of a circuit. Low or no resistance in a circuit means good continuity.
CAUTION: - Most of the electrical components used
in todays vehicle are Solid State. When checking
resistance in these circuits use a meter with a 10megohm or greater impedance. In addition, make

Most intermittent electrical problems are caused by


faulty electrical connections or wiring. It is also possible for a sticking component or relay to cause a
problem. Before condemning a component or wiring
assembly check the following items.
Connectors are fully seated
Spread terminals, or terminal push out
Terminals in the wiring assembly are fully seated
into the connector/component and locked in position
Dirt or corrosion on the terminals. Any amount of
corrosion or dirt could cause an intermittent problem
Damaged connector/component casing exposing the
item to dirt and moisture
Wire insulation that has rubbed through causing a
short to ground
Wiring broke inside of the insulation

TROUBLESHOOTING TESTS
Before beginning any tests on a vehicles electrical
system, use the Wiring Diagrams and study the circuit. Also refer to the Troubleshooting Wiring Problems section in this section.

TESTING FOR VOLTAGE


(1) Connect the ground lead of a voltmeter to a
known good ground (Fig. 8).
(2) Connect the other lead of the voltmeter to the
selected test point. The vehicle ignition may need to
be turned ON to check voltage. Refer to the appropriate test procedure.

8W-01 GENERAL INFORMATIONWIRING DIAGRAMS

8W - 01 - 5

TESTING FOR A SHORT TO GROUND


(1) Remove the fuse and disconnect all items involved with the fuse.
(2) Connect a test light or a voltmeter across the
terminals of the fuse.
(3) Starting at the fuse block, wiggle the wiring
harness about six to eight inches apart and watch
the voltmeter/test lamp.
(4) If the voltmeter registers voltage or the test
lamp glows, there is a short to ground in that general area of the wiring harness.
TESTING FOR A SHORT TO GROUND ON
FUSES POWERING SEVERAL LOADS
(1) Refer to the wiring diagrams and disconnect or
isolate all items on the fused circuit.
(2) Replace the blown fuse.
(3) Supply power to the fuse by turning ON the ignition switch or re-connecting the battery.
(4) Start connecting the items in the fuse circuit
one at a time. When the fuse blows the circuit with
the short to ground has been isolated.

Fig. 8 Testing for Voltage


TESTING FOR CONTINUITY
(1) Remove the fuse for the circuit being checked
or, disconnect the battery.
(2) Connect one lead of the ohmmeter to one side
of the circuit being tested (Fig. 9).
(3) Connect the other lead to the other end of the
circuit being tested. Low or no resistance means good
continuity.

Fig. 9 Testing for Continuity

TESTING FOR A VOLTAGE DROP


(1) Connect the positive lead of the voltmeter to
the side of the circuit closest to the battery (Fig. 10).
(2) Connect the other lead of the voltmeter to the
other side of the switch or component.
(3) Operate the item.
(4) The voltmeter will show the difference in voltage between the two points.

Fig. 10 Testing for Voltage Drop

TROUBLESHOOTING WIRING PROBLEMS


When troubleshooting wiring problems there are
six steps which can aid in the procedure. The steps

8W - 01 - 6

8W-01 GENERAL INFORMATIONWIRING DIAGRAMS

are listed and explained below. Always check for nonfactory items added to the vehicle before doing any
diagnosis. If the vehicle is equipped with these items,
disconnect them to verify these add-on items are not
the cause of the problem.
(1) Verify the problem.
(2) Verify any related symptoms. Do this by performing operational checks on components that are
in the same circuit. Refer to the wiring diagrams.
(3) Analyze the symptoms. Use the wiring diagrams to determine what the circuit is doing, where
the problem most likely is occurring and where the
diagnosis will continue.
(4) Isolate the problem area.
(5) Repair the problem.
(6) Verify proper operation. For this step, check for
proper operation of all items on the repaired circuit.
Refer to the wiring diagrams.

WIRING REPAIR
When replacing or repairing a wire, it is important
that the correct gauge be used as shown in the wiring diagrams. The wires must also be held securely
in place to prevent damage to the insulation.
(1) Disconnect battery negative cable.
(2) Remove 1 inch of insulation from each end of
the wire.
(3) Place a piece of heat shrink tubing over one
side of the wire. Make sure the tubing will be long
enough to cover and seal the entire repair area.
(4) Spread the strands of the wire apart on each
part of the exposed wires (Fig. 11 example 1).

(5) Push the two ends of wire together until the


strands of wire are close to the insulation (Fig. 11 example 2).
(6) Twist the wires together (Fig. 11 example 3).
(7) Solder the connection together using rosin core
type solder only. Do not use acid core solder.
(8) Center the heat shrink tubing over the joint,
and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant comes out of both
ends of the tubing.
(9) Secure the wire to the existing ones to prevent
chafing or damage to the insulation.
(10) Connect battery and test all affected systems.

TERMINAL/CONNECTOR REPAIRMOLEX
CONNECTORS
(1) Disconnect battery.
(2) Disconnect the connector from its mating half/
component.
(3) Insert the terminal releasing special tool 6742
into the terminal end of the connector (Fig. 12).

Fig. 12 Molex Connector Repair


(4) Using special tool 6742, release the locking fingers on the terminal (Fig. 13).
(5) Pull on the wire to remove it from the connector.
(6) Repair or replace the connector or terminal as
necessary.

Fig. 11 Wire Repair

Fig. 13 Using Special Tool 6742

8W-01 GENERAL INFORMATIONWIRING DIAGRAMS

8W - 01 - 7

CONNECTOR REPLACEMENT
(1)
(2)
from
(3)
(Fig.

Disconnect battery.
Disconnect the connector that is to be repaired
its mating half/component.
Remove connector locking wedge, if required
14).

Fig. 16 Terminal Removal Using Special Tool

CONNECTOR AND TERMINAL REPLACEMENT

Fig. 14 Connector Locking Wedge Tab (Typical)


(4) Position the connector locking finger away from
the terminal using the proper pick from special tool
kit 6680. Pull on the wire to remove the terminal
from the connector (Fig. 15, and Fig. 16).
(5) Reset the terminal locking tang, if it has one.
(6) Insert the removed wire in the same cavity on
the repair connector.
(7) Repeat steps four through six for each wire in
the connector, being sure that all wires are inserted
into the proper cavities. For additional connector pinout identification, refer to the wiring diagrams.
(8) Insert the connector locking wedge into the repaired connector, if required.
(9) Connect connector to its mating half/component.
(10) Connect battery and test all affected systems.

(1) Disconnect battery.


(2) Disconnect the connector (that is to be repaired) from its mating half/component.
(3) Cut off the existing wire connector directly behind the insulator. Remove six inches of tape from
the harness.
(4) Stagger cut all wires on the harness side at 1/2
inch intervals (Fig. 17).
(5) Remove 1 inch of insulation from each wire on
the harness side.
(6) Stagger cut the matching wires on the repair
connector assembly in the opposite order as was done
on the harness side of the repair. Allow extra length
for soldered connections. Check that the overall
length is the same as the original (Fig. 17).

Fig. 17 Stagger Cutting Wires (Typical)

Fig. 15 Terminal Removal

(7) Remove 1 inch of insulation from each wire.


(8) Place a piece of heat shrink tubing over one
side of the wire. Be sure the tubing will be long
enough to cover and seal the entire repair area.
(9) Spread the strands of the wire apart on each
part of the exposed wires (Fig. 11 example 1).

8W - 01 - 8

8W-01 GENERAL INFORMATIONWIRING DIAGRAMS

(10) Push the two ends of wire together until the


strands of wire are close to the insulation (Fig. 11 example 2).
(11) Twist the wires together (Fig. 11 example 3).
(12) Solder the connection together using rosin
core type solder only. Do not use acid core solder.
(13) Center the heat shrink tubing over the joint
and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant comes out of both
ends of the tubing.
(14) Repeat steps 8 through 13 for each wire.
(15) Re-tape the wire harness starting 1-1/2 inches
behind the connector and 2 inches past the repair.
(16) Re-connect the repaired connector.
(17) Connect the battery, and test all affected systems.

TERMINAL REPLACEMENT
(1) Disconnect battery.
(2) Disconnect the connector being repaired from
its mating half.
(3) Remove connector locking wedge, if required
(Fig. 14).
(4) Position the connector locking finger away from
the terminal using the proper pick from special tool
kit 6680. Pull on the wire to remove the terminal
from the connector (Figs. 15 and 16).
(5) Cut the wire 6 inches from the back of the connector.
(6) Remove 1 inch of insulation from the wire on
the harness side.
(7) Select a wire from the terminal repair assembly
that best matches the color wire being repaired.
(8) Cut the repair wire to the proper length and remove 1 inch of insulation.
(9) Place a piece of heat shrink tubing over one
side of the wire. Make sure the tubing will be long
enough to cover and seal the entire repair area.
(10) Spread the strands of the wire apart on each
part of the exposed wires (Fig. 11 example 1).
(11) Push the two ends of wire together until the
strands of wire are close to the insulation (Fig. 11 example 2).
(12) Twist the wires together (Fig. 11 example 3).
(13) Solder the connection together using rosin
core type solder only. Do not use acid core solder.

(14) Center the heat shrink tubing over the joint


and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant comes out of both
ends of the tubing.
(15) Insert the repaired wire into the connector.
(16) Install the connector locking wedge, if required, and reconnect the connector to its mating
half/component.
(17) Re-tape the wire harness starting 1-1/2 inches
behind the connector and 2 inches past the repair.
(18) Connect the battery, and test all affected systems.

DIODE REPLACEMENT
(1) Disconnect the battery.
(2) Locate the diode in the harness, and remove
the protective covering.
(3) Remove the diode from the harness, pay attention to the current flow direction (Fig. 18).

Fig. 18 Diode Identification


(4) Remove the insulation from the wires in the
harness. Only remove enough insulation to solder in
the new diode.
(5) Install the new diode in the harness, making
sure current flow is correct. If necessary, refer to the
appropriate wiring diagram for current flow.
(6) Solder the connection together using rosin core
type solder only. Do not use acid core solder.
(7) Tape the diode to the harness using electrical
tape. Make sure the diode is completely sealed from
the elements.
(8) Re-connect the battery, and test affected systems.

8W-10 FUSE/FUSE BLOCK

8W - 10 - 1

FUSE BLOCK
GENERAL INFORMATION
This section covers the Fuse Block and all circuits
involved with it. For additional information on system operation, refer to the appropriate section of the
wiring diagrams.

DIAGRAM INDEX
Component
ABS Warning Lamp Relay
Buzzer . . . . . . . . . . . .
Circuit Breaker Cavity 2 .
Clutch Interlock Switch .
Fuse 1 . . . . . . . . . . . .
Fuse 3 . . . . . . . . . . . .
Fuse 4 . . . . . . . . . . . .
Fuse 5 . . . . . . . . . . . .
Fuse 6 . . . . . . . . . . . .
Fuse 7 . . . . . . . . . . . .
Fuse 8 . . . . . . . . . . . .
Fuse 9 . . . . . . . . . . . .
Fuse 10 . . . . . . . . . . .
Fuse 11 . . . . . . . . . . .
Fuse 12 . . . . . . . . . . .
Fuse 13 . . . . . . . . . . .
Fuse 14 . . . . . . . . . . .
Fuse 15 . . . . . . . . . . .
Fuse 16 . . . . . . . . . . .
Fuse 20 . . . . . . . . . . .
Fuse Block . . . . . . . . .
Hazard Flasher Relay . . .
Headlamp Switch . . . . .
Horn Relay . . . . . . . . .
Ignition Switch . . . . . . .
Time Delay Relay . . . . .
Turn Signal Flasher . . . .

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Page
. . . .2
. . . .2
. . . .4
. . . .3
. . . .4
. . . .4
. . . .4
. . . .6
. . . .6
. . . .6
. . . .5
. . . .3
. . . .3
. . . .3
. . . .3
. . . .5
. . . .3
. . . .3
. . . .3
. . . .6
. . . .2
. . . .2
. . . .5
. . . .2
. .3, 4
. . . .2
. . . .2

8W-11 POWER DISTRIBUTION

8W - 11 - 1

POWER DISTRIBUTION
GENERAL INFORMATION
This section covers the Power Distribution Center
(PDC) and all circuits involved with it. For additional
information on system operation, refer to the appropriate section of the wiring diagrams.

DIAGRAM INDEX
Component
Page
A/C Compressor Clutch Relay . . . . . . . . . . . . . . .8W-11-3, 5
ABS Power Relay . . . . . . . . . . . . . . . . . . . . . .8W-11-3, 8
ABS Warning Lamp Relay . . . . . . . . . . . . . . . . . . .8W-11-8
Automatic Shut Down Relay . . . . . . . . . . . . . . . .8W-11-3, 6
Buss Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-2
Clutch Pedal Position Switch . . . . . . . . . . . . . . . . .8W-11-4
Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-5
Engine Starter Relay . . . . . . . . . . . . . . . . . . . . .8W-11-3, 4
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . .8W-11-3, 7
Fuse Block Fuse 1 . . . . . . . . . . . . . . . . . . . . . . . .8W-11-9
Fuse Block Fuse 2 . . . . . . . . . . . . . . . . . . . . . . . .8W-11-9
Fuse Block Fuse 3 . . . . . . . . . . . . . . . . . . . . . . . .8W-11-9
Fuse Block Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . .8W-11-8
Fuse Block Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . .8W-11-9
Fuse Block Fuse 14 . . . . . . . . . . . . . . . . . . .8W-11-5, 6, 7
Fuse Block Fuse 15 . . . . . . . . . . . . . . . . . . .8W-11-5, 6, 7
Fuse Block Fuse 16 . . . . . . . . . . . . . . . . . . .8W-11-5, 6, 7
Fuse F1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-2, 8
Fuse F2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-2, 9
Fuse A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-8
Fuse B . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-4, 5, 6, 7
Fuse C . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-4, 5, 6, 7
Fuse E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-9
Fuse F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-9
Fuse G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-9
Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-11-2
Ignition Switch . . . . . . . . . . . . . . . . . . .8W-11-4, 5, 6, 7, 9
Power Distribution Center . . . . . . . . . . . . . . . . . . .8W-11-2
Radiator Fan Control Relay . . . . . . . . . . . . . . . .8W-11-3, 5

8W-15 GROUND DISTRIBUTION

8W - 15 - 1

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94 October 14, 1994

GROUND DISTRIBUTION
GENERAL INFORMATION
This section identifies the grounds, splices that
connect to those grounds, and the components that
connect those grounds. For additional information on
system operation, refer to the appropriate section of
the wiring diagrams. For an illustration of the physical location of each ground, refer to group 8W-90.

DIAGRAM INDEX
Component
G101 . . .
G102 . . .
G103 . . .
G104 . . .
G105 . . .
G106 . . .
G107 . . .
G108 . . .
G109 . . .
G110 . . .
G111 . . .
G201 . . .
G202 . . .
G203 . . .
G301 . . .
G302 . . .
G303 . . .
G304 . . .
S101 . . .
S113 . . .
S121 . . .
S129 . . .
S141 . . .
S142 . . .
S204 . . .
S306 . . .
S308 . . .
S310 . . .
S401 . . .
S403 . . .
S404 . . .

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Page
.8W-15-2
.8W-15-2
.8W-15-2
.8W-15-2
.8W-15-2
.8W-15-3
.8W-15-3
.8W-15-3
.8W-15-4
.8W-15-4
.8W-15-4
.8W-15-4
.8W-15-4
.8W-15-4
.8W-15-5
.8W-15-5
.8W-15-5
.8W-15-5
.8W-15-2
.8W-15-2
.8W-15-3
.8W-15-3
.8W-15-4
.8W-15-4
.8W-15-4
.8W-15-5
.8W-15-5
.8W-15-5
.8W-15-5
.8W-15-5
.8W-15-5

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

8W-20 CHARGING SYSTEM

8W - 20 - 1

CHARGING SYSTEM
CHARGING SYSTEM
2.5L ENGINE
The charging system is an integral part of the battery and starting systems. Because all these systems
work in conjunction, diagnose and test them together.
Circuit A11 connects to the generator output terminal and splices to circuit A0. Circuit A0 connects to
the battery. A fusible link in circuit A11 between the
battery and the generator protects the charging system.
Circuit Z1 provides ground for the generator at terminal 4 of the generator connector. Circuit Z1 attaches to the top of the left side of the engine.
When the ignition switch is in either the START or
RUN positions it connects battery voltage from circuit A1 to the A21 circuit. Circuit A21 connects to the
generator field terminal (terminal 2). Circuit A1 originates in the Power Distribution Center (PDC) and is
connected to battery voltage. 40 amp fuse C in the
PDC protects the A1 circuit.
The Powertrain Control Module (PCM) has an internal voltage regulator that controls generator output. Circuit K20 connects to generator terminal 1
and PCM cavity 20. The PCM controls the generator
field on the K20 circuit.
When the engine operates and there is current in
the generator field, the generator produces a B+ voltage. The generator supplies B+ voltage to the battery
through the A11 and A0 circuits.
HELPFUL INFORMATION
Circuit A21 splices to supply battery voltage to the
coil side of the Automatic Shutdown (ASD) relay. If
battery voltage is not present on the A21 circuit at
the ASD relay, the PCM will not be able to energize
the relay. The ASD relay supplies battery voltage for
the fuel injectors, fuel pump module, ignition coil,
and the heated oxygen sensor.
Ground circuit Z1 also supplies ground for the A/C
compressor clutch.

3.9L AND 5.2L ENGINES


The charging system is an integral part of the battery and starting systems. Because all these systems
work in conjunction, diagnose and test them together.
Circuit A0 from the battery connects to a bus bar
in the Power Distribution Center (PDC). Circuit A11
connects to the PDC buss bar and the output terminal of the generator. A fusible link in circuit A11 between the PDC and the generator protects the
charging system.

Circuit Z1 provides ground for the generator. The


Z1 circuit terminates the rear of the A/C compressor.
When the ignition switch is in either the START or
RUN positions, it connects battery voltage from circuit A1 to the A21 circuit. Circuit A21 connects to the
coil side of the Automatic Shutdown (ASD) relay. Circuit A1 originates in the PDC and is connected to
battery voltage. 40 amp fuse C in the PDC protects
the A1 circuit.
When the ASD relay energizes, it connects circuit
A14 from the PDC to circuit A142. Circuit A142
splices to connect to terminal 2 of the generator
3-way connector supplying battery voltage to the generator field.
The Powertrain Control Module (PCM) has an internal voltage regulator that controls generator output. Circuit K20 connects to generator terminal 1
and PCM cavity 20. The PCM controls the generator
field on the K20 circuit.
When the engine operates and there is current in
the generator field, the generator produces a B+ voltage. The generator supplies B+ voltage to the battery
through the A11 and A0 circuits.
HELPFUL INFORMATION
Circuit A14 connects to fuse D in the PDC. Circuit
A0 from the battery supplies voltage to a bus bar in
the PDC that fuse D connects to.
From the ASD relay, circuit A142 splices to supply
voltage to the fuel injectors, ignition coil, fuel pump
module, and the heated oxygen sensor.

DIAGRAM INDEX2.5L
Component
Battery . . . . . . . . . . . .
Fuse F1 . . . . . . . . . . . .
Fusible Link . . . . . . . . .
Generator . . . . . . . . . . .
Powertrain Control Module

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Page
.8W-20-2
.8W-20-2
.8W-20-2
.8W-20-2
.8W-20-2

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Page
.8W-20-3
.8W-20-3
.8W-20-3
.8W-20-3
.8W-20-3
.8W-20-3

DIAGRAM INDEX3.9L/5.2L
Component
Battery . . . . . . . . . . . .
Fuse F1 . . . . . . . . . . . .
Fusible Link . . . . . . . . .
Generator . . . . . . . . . . .
Power Distribution Center
Powertrain Control Module

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8W-21 STARTING SYSTEM

8W - 21 - 1

STARTING SYSTEM
INDEX
page

page

2.5L Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3.9L and 5.2L Engines . . . . . . . . . . . . . . . . . . . . . . 1

Diagram Index2.5L . . . . . . . . . . . . . . . . . . . . . . . . 2
Diagram Index3.9L/2.5L . . . . . . . . . . . . . . . . . . . . 2

2.5L ENGINE

3.9L and 5.2L ENGINES

The Power Distribution Center (PDC) supplies battery voltage to the engine starter motor solenoid on
circuit T40 when the coil side of the engine starter
motor relay energizes.
Circuit A0 from the battery is double crimped at
the battery positive post. One branch of circuit A0
(battery positive cable) connects to the engine starter
motor. The other A0 branch supplies voltage to a bus
bar in the PDC. Fuse B (30 amp) connects to the bus
bar protects circuit C26. Circuit C26 splices to circuit
A0 which connects to the contact side of the engine
starter motor relay.
In the START position, the ignition switch connects
battery voltage from the PDC on circuit A1 with circuit A41. Circuit A41 feeds the coil side of the engine
starter motor relay. Circuit Z1 provides ground for
the coil side of the relay. The engine starter motor relay is located in the PDC.
Manual transmission equipped vehicles use a
clutch pedal position switch in circuit A41 between
the ignition switch and the engine starter motor relay. Before the relay will energize, the operator has
to depress the clutch pedal to close the clutch pedal
position switch.
When the engine starter motor relay energizes and
the contacts close, circuit T40 supplies battery voltage to the starter motor solenoid. Circuit A0 from the
battery supplies voltage to the engine starter motor
when the solenoid energizes.

HELPFUL INFORMATION
Circuit C26 splices to feed the contact sides of the
radiator fan relay and the A/C compressor clutch relay.
Fuse C, 40 amp, protects circuits A1 and A41.
Fuse C is located in the PDC.
Circuit Z1 also provides ground for the vehicle
speed sensor, A/C compressor clutch, 4x4 switch,
speed control, heated oxygen sensor, and PCM. The
engine will not start if the vehicle loses this
ground. The grounding point for the Z1 ground is
the left fender side shield.

AUTOMATIC TRANSMISSION
The Power Distribution Center (PDC) supplies battery voltage to the engine starter motor solenoid on
circuit T40 when the coil side of the engine starter
motor relay energizes.
Circuit A0 from the battery is double crimped at
the positive battery post. One branch of circuit A0
(battery positive cable) connects to the starter motor.
The other A0 branch supplies voltage to a bus bar in
the PDC. Fuse B (30 amp) connects to the bus bar
and protects circuit C26. Circuit C26 splices to circuit
A0 which connects to the contact side of the starter
motor relay.
The ignition switch supplies battery voltage to the
coil side of the engine starter motor relay on circuit
A41 when the key is moved to the START position
and the PARK/NEUTRAL switch is closed. Ground
for the coil side of the starter motor relay is supplied
by the case grounded PARK/NEUTRAL switch. Circuit T41 connects the coil side of the relay to the
PARK/NEUTRAL switch.
When the starter motor relay energizes and the
contacts close, circuit T40 supplies battery voltage to
the starter motor solenoid. Circuit A0 from the battery supplies voltage to the starter motor when the
solenoid energizes.
HELPFUL INFORMATION
The PARK/NEUTRAL switch closes when the
transmission is in either the PARK or NEUTRAL positions.
Circuit T41 splices to cavity 30 of the powertrain
control module (PCM). This input tells the PCM the
operator is starting the vehicle.
Circuit T41 is spliced to circuit Z1. Circuit Z1 provides ground for the vehicle speed sensor, A/C compressor clutch, 4x4 switch, vehicle speed control,
heated oxygen sensor, and PCM. The engine will
not start if the vehicle loses this ground. The
grounding point for the Z1 ground is the left fender
side shield.

8W - 21 - 2

8W-21 STARTING SYSTEM

MANUAL TRANSMISSION
The Power Distribution Center (PDC) supplies battery voltage to the engine starter motor solenoid on
circuit T40 when the coil side of the engine starter
motor relay energizes.
Circuit A0 from the battery is double crimped at
the positive battery post. One branch of circuit A0
(battery positive cable) connects to the starter motor.
The other A0 branch supplies voltage to a bus bar in
the PDC. Fuse B (30 amp) connects to the bus bar
and protects circuit C26. Circuit C26 splices to circuit
A0 which connects to the contact side of the starter
motor relay.
The ignition switch supplies battery voltage to the
coil side of the engine starter motor relay on circuit
A41 when the key is moved to the START position
and the operator depresses the clutch pedal. When
the operator depresses the clutch pedal, the clutch
pedal position switch closes. Ground for the coil side
of the engine starter motor relay is supplied on circuit T41. This circuit is spliced with circuit Z1. The
Z1 circuit terminates at the left fender side shield.
When the starter motor relay energizes, and the
contacts close, circuit T40 supplies battery voltage to
the starter motor solenoid. Circuit A0 from the battery supplies voltage to the starter motor when the
solenoid energizes.
HELPFUL INFORMATION
Circuit Z1 also provides ground for the vehicle
speed sensor, A/C compressor clutch, 4x4 switch, vehicle speed control, heated oxygen sensor, and PCM.
The engine will not start if the vehicle loses
this ground. The grounding point for the Z1 ground
is the left fender side shield.

DIAGRAM INDEX2.5L
Component
Battery . . . . . . . . . . . . . .
Clutch Pedal Position Switch
Fuse B . . . . . . . . . . . . . .
Fuse C . . . . . . . . . . . . . .
Engine Starter Motor . . . . .
Engine Starter Relay . . . . .
Ignition Switch . . . . . . . . .
Power Distribution Center . .

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Page
.8W-21-3
.8W-21-3
.8W-21-3
.8W-21-3
.8W-21-3
.8W-21-3
.8W-21-3
.8W-21-3

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Page
.8W-21-4, 5
. . .8W-21-4
. . .8W-21-5
. . .8W-21-4
. . .8W-21-4
. . .8W-21-5
. . .8W-21-4
. . .8W-21-4
.8W-21-4, 5
. . .8W-21-5
. . .8W-21-4
. . .8W-21-5

DIAGRAM INDEX3.9L/5.2L
Component
Battery . . . . . . . . . . . . . .
Clutch Pedal Position Switch
Fuse 3 . . . . . . . . . . . . . .
Fuse B . . . . . . . . . . . . . .
Fuse C . . . . . . . . . . . . . .
Fuse E . . . . . . . . . . . . . .
Engine Starter Motor . . . . .
Engine Starter Relay . . . . .
Ignition Switch . . . . . . . . .
Park/Neutral Position Switch
Power Distribution Center . .
Powertrain Control Module .

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8W-30 FUEL/IGNITION

8W - 30 - 1

FUEL/IGNITION
CONTENTS
page

page

FUEL/IGNITION2.5L ENGINE . . . . . . . . . . . . . . 7

FUEL/IGNITION3.9L AND 5.2L ENGINES . . . . 6

GENERAL INFORMATION

3.9L and 5.2L engines. When referring to the circuit


descriptions or wiring diagrams, use the correct subsection.

This section of the wiring diagrams is divided into


two subsections; one for the 2.5L engine, one for the

FUEL/IGNITION2.5L ENGINE
INDEX
page
Automatic Shut Down (ASD) Relay .
Battery Feed . . . . . . . . . . . . . . . . . .
Data Link Connector . . . . . . . . . . . .
Diagram Index . . . . . . . . . . . . . . . .
Distributor Pick-Up . . . . . . . . . . . . .
EGR Solenoid . . . . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor
EVAP/Purge Solenoid . . . . . . . . . . .
Fuel Injector . . . . . . . . . . . . . . . . . .
Fuel Pump Module . . . . . . . . . . . . .

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2
2
5
5
3
4
4
5
2
2

IGNITION SWITCH
When the ignition switch is in the RUN position, it
connects circuit A2 from the Power Distribution Center (PDC) to circuit A22. A 50 amp fuse in cavity E of
the PDC protects the A2 and A22 circuits.
Circuit A22 connects to a bus bar in the fuse block.
The bus bar feeds circuits C1, F21, F20, and A20.
Circuits C1, F20, and A20 are protected by separate
fuses. A circuit breaker protects circuit F21.
Fuse 1, 30 amp, protects circuit C1. Circuit C1
feeds the blower motor switch.
The 30 amp circuit breaker in cavity 2 of the fuse
block protects circuit F21. The F21 circuit feeds the
power window switches.
Fuse 3, 15 amp, protects circuit F20. The F20 circuit is double crimped at the fuse. One branch of circuit F20 feeds just the Airbag Control Module (ACM).
The other branch feeds the overhead console, Powertrain Control Module (PCM), and the back-up lamp
switch.
Fuse 4, 5 amp, is only used on vehicles with ABS.
The fuse protects circuit A20. Circuit A20 provides an

page
Heated Oxygen Sensor . . . . . . . . .
Idle Air Control (IAC) Motor . . . . . .
Ignition Coil . . . . . . . . . . . . . . . . .
Ignition Switch . . . . . . . . . . . . . . .
Manifold Absolute Pressure Sensor
Power (Device) Ground . . . . . . . . .
Throttle Body Temperature Sensor
Throttle Position Sensor . . . . . . . .
Vehicle Speed Sensor . . . . . . . . . .

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3
3
2
1
4
5
4
4
3

input to the ABS control module. Circuit A20 also


splices to the ABS power relay and the ABS warning
lamp relay.
In the START position, the ignition switch connects
circuit A1 from the PDC to circuit A41. Circuit A41
connects to the coil side of the engine starter motor
relay. If the vehicle is equipped with a manual transmission, circuit A41 connects to the clutch pedal position switch before reaching the starter motor relay.
Also in the START position, the ignition switch
provides ground for the brake lamp switch, parking
brake lamp switch, and connects to the ABS module
or Rear Wheel Anti-Lock (RWAL) module.
In the START or RUN positions, the ignition
switch connects circuit A1 from the PDC with circuit
A21. Circuit A1 connects to fuse C in the PDC. The
A21 circuit is double crimped at the fuse block. The
branch from the fuse block is spliced to the Automatic Shut Down (ASD) relay, radiator fan relay and
the daytime running lamps (DRL) module.
At the fuse block, circuit A21 connects to a bus bar
that feeds circuits F14, V34, and G5. Each circuit is
protected by a separate fuse.

8W - 30 - 2

8W-30 FUEL/IGNITION2.5L ENGINE

Fuse 16, 5 amp, feeds circuit G5. The G5 circuit


powers the combination buzzer and the overdrive
lamp.
Fuse 15, 2 amp, feeds circuit V34. Circuit V34
powers the vehicle speed control switch.
Fuse 14, 15 amp, feeds circuit F14. Circuit F14 is
double crimped at fuse 14. One branch of circuit F14
connects to the instrument cluster. The other branch
of circuit F14 connects to the ACM.
In the ACCESSORY position, the ignition switch
connects circuit A1 from the PDC with circuit A31.
Circuit A31 connects to a bus bar in the fuse block
that feeds circuits X22, V6, L5, and X12. Each circuit
is protected by a separate fuse.
Fuse 9, 15 amp, feeds circuit X22. Circuit X22
powers the cigar lighter.
Fuse 10, 20 amp, feeds circuit V6. Circuit V6 powers the wiper system.
Fuse 11, 20 amp, feeds circuit L5. Circuit L5 is
double crimped at fuse 11. One branch of circuit L5
connects to the RWAL module (if equipped). The
other L5 branch connects to the turn signal flasher
in the fuse block.
Fuse 12, 10 amp, feeds circuit X12 which powers
the radio.

AUTOMATIC SHUT DOWN (ASD) RELAY


Circuit A14 from the Power Distribution Center
(PDC) supplies battery voltage to the contact side of
the Automatic Shut Down (ASD) relay. Circuit A21
from fuse 14 in the fuse block supplies battery voltage to the coil side of the ASD relay. The Powertrain
Control Module (PCM) provides the ground path for
the coil side of the relay on circuit K51. Circuit K51
connects to cavity 51 of the PCM connector.
Circuit A142 splices to supply voltage to the fuel
injector, distributor ignition coil, and heated oxygen
sensor. The A142 circuit also feeds circuit A141 which
in turn feeds circuit A61. Circuit A61 supplies voltage
to the fuel pump module.

BATTERY FEED
Circuit A14 from the Power Distribution Center
(PDC) supplies battery voltage to cavity 3 of the Powertrain Control Module (PCM). A 30 amp fuse in the
PDC, cavity D, protects circuit A14.

HELPFUL INFORMATION
Circuit A14 supplies power to the contact side of
the ASD relay.

FUEL INJECTOR
When the Powertrain Control Module (PCM)
grounds the Automatic Shut Down (ASD) relay, the
contacts close and connect circuits A14 and A142. A
30 amp fuse in cavity D of the PDC protects the A14
and A142 circuits.

Circuit A142 supplies battery voltage to the fuel injector. The PCM controls the ground path for the fuel
injector on circuit K11. Circuit K11 connects to cavity
16 of the PCM.

HELPFUL INFORMATION
Circuit A142 splices to supply voltage to the fuel
injector, distributor ignition coil, and heated oxygen
sensor. The A142 circuit also feeds circuit A141 which
in turn feeds circuit A61. Circuit A61 supplies voltage
to the fuel pump module.
For information regarding fuel injector operation,
refer to Group 14.

IGNITION COIL
When the Powertrain Control Module (PCM)
grounds the Automatic Shut Down (ASD) relay and
the contacts close, circuits A14 and A142 are connected. A 30 amp fuse, in cavity D of the PDC, protects the A14 and A142 circuits.
Circuit A142 supplies battery voltage to the distributor ignition coil. The PCM controls the ground path
for the ignition coil on circuit K19. Circuit K19 connects to cavity 19 of the PCM.

HELPFUL INFORMATION
Circuit A142 splices to supply voltage to the fuel
injector, distributor ignition coil, and heated oxygen
sensor. The A142 circuit also feeds circuit A141 which
feeds circuit A61. Circuit A61 supplies voltage to the
fuel pump module.

FUEL PUMP MODULE


FUEL PUMP MOTOR
When the Powertrain Control Module (PCM)
grounds the Automatic Shut Down (ASD) relay and
the contacts close, circuits A14 and A142 are connected. A 30 amp fuse in cavity D of the PDC protects the A14 and A142 circuits.
Circuit A142 feeds circuit A141 which feeds circuit
A61. Circuit A61 supplies voltage to the fuel pump
motor. Circuit Z1 provides ground for the fuel pump
motor. The grounding point for the circuit Z1 is left
fender side shield.
HELPFUL INFORMATION
From the ASD relay, circuit A142 splices to supply
voltage to the fuel injector, ignition coil, and heated
oxygen sensor.

FUEL LEVEL SENSOR


The fuel level sensor is a variable resistor. Circuit
G4 connects the fuel level sensor to the fuel gauge in
the instrument cluster. Circuit F14 from the 15 amp
fuse in cavity 14 of the fuse block supplies voltage to

8W-30 FUEL/IGNITION2.5L ENGINE


the fuel gauge. On circuit G4 the fuel level sensor
draws voltage from circuit F14 through the fuel
gauge.
Circuit G40 connects the fuel level sensor to the
low fuel relay in the instrument cluster. For low fuel
warning lamp operation, refer to group 8E.
Circuit Z1 provides the ground path for the fuel
level sensor. The grounding point for circuit Z1 is the
left fender side shield.
HELPFUL INFORMATION
As current flows through the coils in the fuel
gauge, it creates a magnetic field. The magnetic field
controls the position of the fuel gauge pointer.
The fuel level sensor contains a variable resistor.
As the position of the float arm on the fuel level sensor changes, the resistor changes the current flow
through the fuel gauge circuit. A change in current
flow alters the magnetic field in the fuel gauge,
which changes the pointer position.

IDLE AIR CONTROL (IAC) MOTOR


The Powertrain Control Module (PCM) operates
the Idle Air Control (IAC) motor through 4 circuits K39, K40, K59, and K60. Each circuit connects to
separate cavities in the PCM connector.
Circuit K39 connects to cavity 39 of the PCM connector.
Circuit K40 connects to cavity 40 of the PCM connector.
Circuit K59 connects to cavity 59 of the PCM connector.
Circuit K60 connects to cavity 60 of the PCM connector.

VEHICLE SPEED SENSOR


Circuit K7 supplies 8 volts from the Powertrain
Control Module (PCM) to the vehicle speed sensor.
The K7 circuit connects to cavity 7 of the PCM connector.
Circuit G7 from the vehicle speed sensor provides
an input signal to the PCM. The G7 circuit connects
to cavity 47 of the PCM connector.
The PCM provides a ground for the vehicle speed
sensor signal (circuit G7) through circuit K4. Circuit
K4 connects to cavity 4 of the PCM connector.

HELPFUL INFORMATION
Circuit G7 splices to the speedometer, combination
buzzer, and Daytime Running Lamps (DRL) module .
Circuit K7 splices to supply 8 volts to the pick-up
coil in the distributor.
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Distributor Pick-up coil
Throttle position sensor
Manifold absolute pressure sensor

8W - 30 - 3

Engine coolant temperature sensor


Throttle body temperature sensor

HEATED OXYGEN SENSOR


When the Powertrain Control Module (PCM)
grounds the Automatic Shut Down (ASD) relay, the
contacts close and connect circuits A14 and A142.
Circuit A142 supplies battery voltage to the heated
oxygen sensor. A 30 amp fuse in cavity D of the PDC
protects the A14 and A142 circuits.
Circuit K41 delivers the signal from the heated oxygen sensor to the PCM. Circuit K41 connects to cavity 41 of the PCM.
The PCM provides a ground for the heated oxygen
sensor signal (circuit K41) through circuit K4. Circuit
K4 connects to cavity 4 of the PCM connector.
Circuit Z12 provides a ground for the heater circuit
in the sensor. Circuit Z12 terminates at the right
rear of the cylinder head.

HELPFUL INFORMATION
Circuit A142 splices to supply voltage to the fuel
injector, distributor ignition coil, and heated oxygen
sensor. The A142 circuit also feeds circuit A141 which
feeds circuit A61. Circuit A61 supplies voltage to the
fuel pump module.
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Distributor Pick-up coil
Throttle position sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Throttle body temperature sensor
Circuit Z12 also supplies ground for the data link
connector and the PCM. Circuit Z12 connects to cavities 11 and 12 of the PCM.

DISTRIBUTOR PICK-UP
The Powertrain Control Module (PCM) supplies 8
volts to the distributor pick-up coil on circuit K7. Circuit K7 connects to cavity 7 of the PCM.
The PCM receives the engine speed signal from the
distributor pick-up coil on circuit K24. Circuit K24
connects to cavity 24 of the PCM.
The PCM provides a ground for the distributor
pick-up coil (circuit K24) through circuit K4. Circuit
K4 connects to cavity 4 of the PCM connector.

HELPFUL INFORMATION
Circuit K7 splices to supply 8 volts to the vehicle
speed sensor.
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Distributor Pick-up coil
Throttle position sensor
Manifold absolute pressure sensor

8W - 30 - 4

8W-30 FUEL/IGNITION2.5L ENGINE

Engine coolant temperature sensor


Throttle body temperature sensor

ENGINE COOLANT TEMPERATURE SENSOR


The engine coolant temperature (ECT) sensor provides an input to the Powertrain Control Module
(PCM) on circuit K2. From circuit K2, the engine
coolant temperature sensor draws up to 5 volts from
the PCM. The sensor is a variable resistor. As coolant
temperature changes, the resistance in the sensor
changes, causing a change in current draw. The K2
circuit connects to cavity 2 of the PCM.
The PCM provides a ground for the engine coolant
temperature sensor signal (circuit K2) through circuit
K4. Circuit K4 connects to cavity 4 of the PCM connector and cavity 2 of the sensor connector.

HELPFUL INFORMATION
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Distributor Pick-up coil
Throttle position sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Throttle body temperature sensor

THROTTLE POSITION SENSOR


From the Powertrain Control Module (PCM), circuit K6 supplies 5 volts to the Throttle Position Sensor (TPS). Circuit K6 connects to cavity 6 of the
PCM.
Circuit K22 delivers the TPS signal to the PCM.
Circuit K22 connects to cavity 22 of the PCM.
The PCM provides a ground for the throttle position sensor signal (circuit K22) through circuit K4.
Circuit K4 connects to cavity 4 of the PCM.

HELPFUL INFORMATION
Refer to Group 14 for throttle position sensor operation.
Circuit K6 splices to supply 5 volts to the manifold
absolute pressure sensor.
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Distributor Pick-up coil
Throttle position sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Throttle body temperature sensor

MANIFOLD ABSOLUTE PRESSURE SENSOR


From the Powertrain Control Module (PCM), circuit K6 supplies 5 volts to the Manifold Absolute
Pressure (MAP) sensor. Circuit K6 connects to cavity
6 of the PCM.

Circuit K1 delivers the MAP signal to the PCM.


Circuit K1 connects to cavity 1 of the PCM.
The PCM provides a ground for the MAP sensor
signal (circuit K1) through circuit K4. Circuit K4 connects to cavity 4 of the PCM.

HELPFUL INFORMATION
Refer to Group 14 for MAP sensor operation.
Circuit K6 splices to supply 5 volts to the throttle
position sensor.
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Distributor Pick-up coil
Throttle position sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Throttle body temperature sensor

THROTTLE BODY TEMPERATURE SENSOR


The throttle body temperature sensor provides an
input to the Powertrain Control Module (PCM) on
circuit K21. Circuit K21 connects to cavity 21 of the
PCM.
From circuit K21, the sensor draws voltage from
the PCM. The sensor is a variable resistor. As throttle body temperature changes, the resistance in the
sensor changes, causing a change in current draw.
The PCM provides a ground for the throttle body
temperature sensor signal (circuit K21) through circuit K4. Circuit K4 connects to cavity 4 of the PCM.

HELPFUL INFORMATION
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Distributor Pick-up coil
Throttle position sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Throttle body temperature sensor

EGR SOLENOID
The Powertrain Control Module (PCM) operates
the Exhaust Gas Recirculation (EGR) solenoid by
providing a ground path on circuit K35. Circuit K35
connects to PCM cavity 35. Circuit A21 supplies battery voltage to the EGR solenoid.

HELPFUL INFORMATION
In the RUN or START position, the ignition switch
connects circuit A1 from the fuse block and circuit
A21. Circuit A1 connects to battery voltage and is
protected by a 40 amp fuse in cavity C of the Power
Distribution Center (PDC).
Circuit A21 is double crimped at fuse 14 in fuse
block. This circuit splices to supply battery voltage to

8W-30 FUEL/IGNITION2.5L ENGINE


the EVAP purge solenoid, EGR solenoid, generator
field and provides an input to the PCM.

EVAP/PURGE SOLENOID
The Powertrain Control Module (PCM) operates
the EVAP/purge solenoid by providing a ground path
on circuit K52. Circuit K52 connects to PCM cavity
52. Circuit A21 supplies battery voltage to the EVAP/
Purge solenoid.

HELPFUL INFORMATION
In the RUN or START position, the ignition switch
connects circuit A1 from the fuse block and circuit
A21. Circuit A1 connects to battery voltage and is
protected by a 40 amp fuse in cavity C of the Power
Distribution Center (PDC).
Circuit A21 is double crimped at fuse 14 in fuse
block. This circuit splices to supply battery voltage to
the EVAP purge solenoid, EGR solenoid, generator
field, data link connector and provides an input to
the PCM.

DATA LINK CONNECTOR


Circuit A21 supplies battery voltage to the data
link connector. Circuit A21 originates at the ignition
switch. When the ignition switch is in the START or
RUN position, it connects circuit A1 from the Power
Distribution Center (PDC) with circuit A21.
Circuit D20 connects to cavity 45 of the Powertrain
Control Module (PCM). Circuit D20 is the SCI receive circuit for the PCM.
Circuit D21 connects to cavity 25 of the PCM. Circuit D21 is the SCI transmit circuit for the PCM.
Circuit Z12 provides ground for the data link connector.

HELPFUL INFORMATION
The grounding point for circuit Z12 is the right
rear of the cylinder head.
Circuit Z12 also supplies a ground for the PCM
high current drivers and the heated oxygen sensor.
If the system loses ground for the ganged circuits
at the right rear of the cylinder head, the vehicle will
not operate. Check the connection at the gangedground circuit eyelet.

POWER (DEVICE) GROUND


Circuit Z12 connects to cavities 11 and 12 of the
Powetrain Control Module (PCM). The Z12 circuit
provides ground for PCM internal drivers that operate high current devices like the injectors and ignition coil.

8W - 30 - 5

Internal to the PCM, the power (device) ground circuit connects to the PCM sensor return circuit (from
circuit K4).

HELPFUL INFORMATION
The grounding point for circuit Z12 is the right
rear of the cylinder head.
Circuit Z12 also supplies a ground for the PCM
high current drivers and the heated oxygen sensor.
If the system loses ground for the ganged circuits
at the right rear of the cylinder head, the vehicle will
not operate. Check the connection at the gangedground circuit eyelet.

DIAGRAM INDEX
Component
Page
Automatic Shut-Down Relay . . . . . . . . .8W-30-14, 15, 16, 17
Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-13
Data Link Connector . . . . . . . . . . . . . . . . . . . . . .8W-30-15
Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-19
Distributor Ignition Coil . . . . . . . . . . . . . . . . . . . .8W-30-17
EGR Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-17
Engine Coolant Temperature Sensor . . . . . . . . . . . .8W-30-19
Engine Oil Pressure Sending Unit . . . . . . . . . . . . . .8W-30-17
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . . . . . .8W-30-17
Fuel Injector . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-14
Fuse 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-13
Fuse 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-13
Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-13
Fuse 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-12
Fuse 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-12
Fuse 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-12
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-12
Fuse 14 . . . . . . . . . . . . . . . . . . . . . . . .8W-30-12, 16, 17
Fuse 15 . . . . . . . . . . . . . . . . . . . . . . . .8W-30-12, 16, 17
Fuse 16 . . . . . . . . . . . . . . . . . . . . . . . .8W-30-12, 16, 17
Fuse C . . . . . . . . . . . . . . . . . . . . . . .8W-30-12, 15, 16, 17
Fuse D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-16
Fuse E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-13
Heated Oxygen Sensor . . . . . . . . . . . . . . . . . . . .8W-30-15
Idle Air Control Motor . . . . . . . . . . . . . . . . . . . . .8W-30-18
Ignition Switch . . . . . . . . . . . . . . . . .8W-30-12, 13, 16, 17
MAP Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-19
Powertrain Control Module . . . .8W-30-14, 15, 16, 17, 18, 19
Throttle Body Temperature Sensor . . . . . . . . . . . . .8W-30-14
Throttle Position Sensor . . . . . . . . . . . . . . . . . . .8W-30-14
Vehicle Speed Sensor . . . . . . . . . . . . . . . . . . . . .8W-30-18

8W - 30 - 6

8W-30 FUEL/IGNITION3.9L AND 5.2L ENGINES


FUEL/IGNITION3.9L AND 5.2L ENGINES
INDEX
page

page

Automatic Shut Down (ASD) Relay . . . . . . . . . . . . . 6


Battery Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Camshaft Position Sensor . . . . . . . . . . . . . . . . . . . . 8
Crankshaft Position Sensor . . . . . . . . . . . . . . . . . . . 9
Data Link Connector . . . . . . . . . . . . . . . . . . . . . . . 11
Diagram Index . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
EGR Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Engine Coolant Temperature Sensor . . . . . . . . . . . . 9
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . . . . . . . 10
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Fuel Pump Module . . . . . . . . . . . . . . . . . . . . . . . . . 7
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Heated Oxygen Sensor . . . . . . . . . . . . . . . . . . . . . . 8

Idle Air Control (IAC) Motor . . . . . . . . . . . . . . . . . . . 8


Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Intake Air Temperature Sensor . . . . . . . . . . . . . . . 10
Manifold Absolute Pressure Sensor . . . . . . . . . . . . . 9
Overdrive Solenoid . . . . . . . . . . . . . . . . . . . . . . . . 10
Park/Neutral Position Switch . . . . . . . . . . . . . . . . . 10
Power (Device) Ground . . . . . . . . . . . . . . . . . . . . . 11
TCC Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Throttle Position Sensor . . . . . . . . . . . . . . . . . . . . . 9
Upshift Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Vehicle Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . 8

IGNITION SWITCH

branch from the fuse block connection is spliced to


the A/C compressor clutch relay, PCM, and the Daytime Running Lamps (DRL) module.
At the fuse block, circuit A21 connects to a bus bar
that feeds circuits F14, V34, and G5. Each circuit is
protected by a separate fuse.
Fuse 16, 5 amp, feeds circuit G5. The G5 circuit
powers the combination buzzer, overdrive switch,
transmission oil temperature lamp, and 4 x 4 lamp.
Fuse 15, 2 amp, feeds circuit V34. Circuit V34
powers the vehicle speed control switch.
Fuse 14, 15 amp, feeds circuit F14. Circuit F14 is
double crimped at fuse 14. One branch of circuit F14
connects to the instrument cluster. The other branch,
of circuit F14 connects to the ACM.
In the ACCESSORY position, the ignition switch
connects circuit A1 from the PDC with circuit A31.
Circuit A31 connects to a bus bar in the fuse block
that feeds circuits X22, V6, L5, and X12. Each circuit
is protected by a separate fuse.
Fuse 9, 15 amp, feeds circuit X22. Circuit X22
powers the cigar lighter.
Fuse 10, 20 amp, feeds circuit V6. Circuit V6 powers the wiper system.
Fuse 11, 20 amp, feeds circuit L5. Circuit L5 is
double crimped at fuse 11. One branch of circuit L5
connects to the RWAL module (if equipped). The
other L5 branch connects to the turn signal flasher
in the fuse block.
Fuse 12, 10 amp, feeds circuit X12 which powers
the radio.

When the ignition switch is in the RUN position, it


connects circuit A2 from the Power Distribution Center (PDC) to circuit A22. A 50 amp fuse link in cavity
E of the PDC protects the A2 and A22 circuits.
Circuit A22 connects to a bus bar in the fuse block.
The bus bar feeds circuits C1, F21, F20, and A20.
Circuits C1, F20, and A20 are protected by separate
fuses. A circuit breaker protects circuit F21.
Fuse 1, 30 amp, protects circuit C1. Circuit C1
feeds the blower motor switch.
A 30 amp circuit breaker in cavity 2 of the fuse
block protects circuit F21. The F21 circuit feeds the
power window switches.
Fuse 3, 15 amp, protects circuit F20. The F20 circuit is double crimped at the fuse. One branch of circuit F20 feeds the Airbag Control Module (ACM). The
other branch feeds the overhead console, Powertrain
Control Module (PCM), and the back-up lamp switch
or park/neutral switch, depending on transmission.
Fuse 4, 5 amp, is only used on vehicles with ABS.
The fuse protects circuit A20. Circuit A20 provides an
input to the ABS control module and splices to the
ABS power relay and the ABS warning lamp relay.
In the START position, the ignition switch connects
circuit A1 from the PDC to circuit A41. Circuit A41
connects to the coil side of the starter motor relay. If
the vehicle is equipped with a manual transmission,
circuit A41 connects to the clutch pedal position
switch before reaching the starter motor relay.
Also in the START position, the ignition switch
provides ground for the brake lamp switch, parking
brake lamp switch, and connects to the ABS module
or Rear Wheel Anti-Lock (RWAL) module.
In the START or RUN positions, the ignition
switch connects circuit A1 from the PDC with circuit
A21. Circuit A1 connects to fuse C in the PDC. The
A21 circuit is double crimped at the fuse block. The

AUTOMATIC SHUT DOWN (ASD) RELAY


Circuit A14 from the Power Distribution Center
(PDC) supplies battery voltage to the contact side of
the Automatic Shut Down (ASD) relay.
Circuit A21 from fuse 14 in the fuse block supplies
battery voltage to the coil side of the ASD relay. The

8W-30 FUEL/IGNITION3.9L AND 5.2L ENGINES

8W - 30 - 7

Powertrain Control Module (PCM) provides the


ground path for the coil side of the relay on circuit
K51. Circuit K51 connects to cavity 51 of the PCM
connector.
Circuit A142 splices to supply voltage to the fuel
injectors, ignition coil, and heated oxygen sensor. Circuit A142 also splices to cavity 57 of the PCM. This
input tells the PCM that the ASD relay has energized.

HELPFUL INFORMATION
Circuit A142 splices to supply voltage to the fuel
injectors, ignition coil, and heated oxygen sensor.
One of the splices in circuit A142 connects directly
to injectors 1, 3, 5, 7 and also connects to a splice
that feeds injectors 2, 4, 6, and 8. Refer to the diagrams.
For information about fuel injector operation, refer
to Group 14.

HELPFUL INFORMATION
Along with supplying voltage to the ASD relay contacts, circuit A14 splices to supply voltage to the contact side of the fuel pump relay.
Circuit A21 splices to supply battery voltage to the
coil side of the ASD relay and fuel pump relay.

IGNITION COIL

BATTERY FEED
Circuit A14 from the Power Distribution Center
(PDC) supplies battery voltage to cavity 3 of the Powertrain Control Module (PCM). A 30 amp fuse in cavity D of the PDC protects circuit A14.

When the Powertrain Control Module (PCM)


grounds the Automatic Shut Down (ASD) relay and
the contacts close, they connect circuits A14 and
A142. A 30 amp fuse in cavity D of the Power Distribution Center (PDC) protects the A14 and A142 circuits.
Circuit A142 supplies battery voltage to the ignition coil. The PCM controls the ground path for the
ignition coil on circuit K19. Circuit K19 connects to
cavity 19 of the PCM.

HELPFUL INFORMATION
Circuit A14 supplies power to the contact sides of
the Automatic Shut Down (ASD) relay and fuel pump
relay.

HELPFUL INFORMATION
Circuit A142 splices to supply voltage to the fuel
injectors, ignition coil, and heated oxygen sensor.

FUEL INJECTORS

Circuit A14 from the Power Distribution Center


(PDC) supplies battery voltage to the contact side of
the fuel pump relay. Circuit A21 from fuse 14 in the
fuse block supplies battery voltage to the coil side of
the Automatic Shut Down (ASD) relay. The Powertrain Control Module (PCM) provides the ground
path for the coil side of the relay on circuit K51. Circuit K51 connects to cavity 51 of the PCM connector.
When the PCM grounds the fuel pump relay, the
contacts close, and connect circuits A14 and A141. A
30 amp fuse in cavity D of the PDC protects the A14
and A141 circuits.

When the Automatic Shut Down (ASD) relay contacts close, they connect circuits A14 and A142. Circuit A142 supplies voltage to the fuel injectors. Each
injector has a separate ground circuit controlled by
the Powertrain Control Module (PCM).
Circuit K11 provides ground for injector number
one. The K11 circuit connects to cavity 11 of the
PCM.
Circuit K12 provides ground for injector number
two. The K12 circuit connects to cavity 15 of the
PCM.
Circuit K13 provides ground for injector number
three. The K13 circuit connects to cavity 14 of the
PCM.
Circuit K14 provides ground for injector number
four. The K14 circuit connects to cavity 13 of the
PCM.
Circuit K15 provides ground for injector number
five. The K15 circuit connects to cavity 38 of the
PCM.
Circuit K16 provides ground for injector number
six. The K16 circuit connects to cavity 58 of the
PCM.
On the 5.2L engine, circuit K17 provides ground for
injector number seven. The K17 circuit connects to
cavity 17 of the PCM.
Also on the 5.2L engine, circuit K18 provides
ground for injector number eight. The K18 circuit
connects to cavity 18 of the PCM.

FUEL PUMP RELAY

HELPFUL INFORMATION
Along with supplying voltage to the fuel pump relay contacts, circuit A14 splices to supply voltage to
the contact side of the ASD relay.
Circuit A21 splices to supply battery voltage to the
coil sides of the ASD relay and fuel pump relay.

FUEL PUMP MODULE


FUEL PUMP MOTOR
When the fuel pump relay contacts close, circuit
A141 feeds circuit A61. Circuit A61 supplies voltage
to the fuel pump motor. Circuit Z1 provides ground
for the fuel pump motor. The grounding point for circuit Z1 is the dash panel, left of the master cylinder.

8W - 30 - 8

8W-30 FUEL/IGNITION3.9L AND 5.2L ENGINES

HELPFUL INFORMATION
Circuit A14 splices to supply voltage to the contact
side of the Automatic Shut Down (ASD) relay. Circuit
A142 connects to circuit A14 when the ASD relay
contacts close.

FUEL LEVEL SENSOR


The fuel level sensor is a variable resistor. Circuit
G4 connects the fuel level sensor to the fuel gauge in
the instrument cluster. Circuit F14 from fuse 14 in
the fuse block supplies voltage to the fuel gauge. The
fuel level sensor draws voltage from circuit F14
through the fuel gauge on circuit G4.
Circuit G40 connects the fuel level sensor to the
low fuel relay in the instrument cluster. For low fuel
warning lamp operation, refer to group 8E.
Circuit Z1 provides the ground path for the fuel
level sensor. The grounding point for circuit Z1 is instrument panel left inner fender panel.
HELPFUL INFORMATION
As current flows through the coils in the fuel
gauge, it creates a magnetic field. The magnetic field
controls the position of the fuel gauge pointer.
The fuel level sensor contains a variable resistor.
As the position of the float arm on the fuel level sensor changes, the resistor changes the current flow
through the fuel gauge circuit. A change in current
flow alters the magnetic field in the fuel gauge,
which changes the pointer position.

IDLE AIR CONTROL (IAC) MOTOR


The Powertrain Control Module (PCM) operates
the Idle Air Control (IAC) motor through 4 circuits K39, K40, K59, and K60. Each circuit connects to
separate cavities in the PCM connector.
Circuit K39 connects to cavity 39 of the PCM connector.
Circuit K40 connects to cavity 40 of the PCM connector.
Circuit K59 connects to cavity 59 of the PCM connector.
Circuit K60 connects to cavity 60 of the PCM connector.

VEHICLE SPEED SENSOR


Circuit K7 supplies 8 volts from the Powertrain
Control Module (PCM) to the vehicle speed sensor.
The K7 circuit connects to cavity 7 of the PCM connector.
Circuit G7 from the vehicle speed sensor provides
an input signal to the PCM. The G7 circuit connects
to cavity 47 of the PCM connector.
The PCM provides a ground for the vehicle speed
sensor signal (circuit G7) through circuit K4. Circuit
K4 connects to cavity 4 of the PCM connector.

HELPFUL INFORMATION
Circuit G7 splices to the speedometer, combination
buzzer, and Daytime Running Lamps (DRL) module.
Circuit K7 splices to supply 8 volts to the camshaft
position sensor and crankshaft position sensor.
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Camshaft position sensor
Crankshaft position sensor
Throttle position sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Intake air temperature sensor

HEATED OXYGEN SENSOR


When the Powertrain Control Module (PCM)
grounds the Automatic Shut Down (ASD) relay, the
contacts close, and connect circuits A14 and A142.
Circuit A142 supplies battery voltage to the heated
oxygen sensor. A 30 amp fuse in cavity D of the
Power Distribution Center (PDC) protects the A14
and A142 circuits.
Circuit K41 delivers the signal from the heated
oxygen sensor to the PCM. Circuit K41 connects to
cavity 41 of the PCM.
The PCM provides a ground for the heated oxygen
sensor signal (circuit K41) through circuit K4. Circuit
K4 connects to cavity 4 of the PCM connector.
Circuit Z1 provides a ground for the heater circuit
in the sensor. Circuit Z1 terminates at the left fender
shield.

HELPFUL INFORMATION
Along with supplying voltage to the ASD relay contacts, circuit A14 splices to supply voltage to the contact side of the fuel pump relay.
Circuit A142 splices to supply voltage to the fuel
injectors, ignition coil, and heated oxygen sensor.
Circuit K4 splices to supply ground for the signals
from the following:
Camshaft position sensor
Crankshaft position sensor
Intake air temperature sensor
Throttle position sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Vehicle speed sensor
Circuit Z1 also supplies ground for the 4WD
switch, A/C compressor clutch, vehicle speed sensor,
speed control, starter relay (manual transmission),
and PCM.

CAMSHAFT POSITION SENSOR


The Powertrain Control Module (PCM) supplies 8
volts to the camshaft position sensor (in distributor)
on circuit K7. Circuit K7 connects to cavity 7 of the
PCM.

8W-30 FUEL/IGNITION3.9L AND 5.2L ENGINES


The PCM receives the camshaft position sensor signal on circuit K44. Circuit K44 connects to cavity 44
of the PCM.
The PCM provides a ground for the camshaft position sensor signal (circuit K44) through circuit K4.
Circuit K4 connects to cavity 4 of the PCM connector.

HELPFUL INFORMATION
Circuit K7 splices to supply 8 volts to the crankshaft position sensor and the vehicle speed sensor.
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Crankshaft position sensor
Intake air temperature sensor
Throttle position sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Vehicle speed sensor

CRANKSHAFT POSITION SENSOR


The Powertrain Control Module (PCM) supplies 8
volts to the crankshaft position sensor on circuit K7.
Circuit K7 connects to cavity 7 of the PCM.
The PCM receives the crankshaft position sensor
signal on circuit K24. Circuit K24 connects to cavity
24 of the PCM.
The PCM provides a ground for the crankshaft position sensor (circuit K24) through circuit K4. Circuit
K4 connects to cavity 4 of the PCM connector.

HELPFUL INFORMATION
Circuit K7 splices to supply 8 volts to the camshaft
position sensor and the vehicle speed sensor.
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Camshaft position sensor
Intake air temperature sensor
Throttle position sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Vehicle speed sensor

ENGINE COOLANT TEMPERATURE SENSOR


The engine coolant temperature sensor provides an
input to the Powertrain Control Module (PCM) on
circuit K2. From circuit K2, the engine coolant temperature sensor draws up to 5 volts from the PCM.
The sensor is a variable resistor. As coolant temperature changes, the resistance in the sensor changes,
causing a change in current draw. The K2 circuit
connects to cavity 2 of the PCM.
The PCM provides a ground for the engine coolant
temperature sensor signal (circuit K2) through circuit
K4. Circuit K4 connects to cavity 4 of the PCM connector.

8W - 30 - 9

HELPFUL INFORMATION
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Camshaft position sensor
Crankshaft position sensor
Intake air temperature sensor
Throttle position sensor
Manifold absolute pressure sensor
Vehicle speed sensor

THROTTLE POSITION SENSOR


From the Powertrain Control Module (PCM), circuit K6 supplies 5 volts to the Throttle Position Sensor (TPS). Circuit K6 connects to cavity 6 of the
PCM.
Circuit K22 delivers the TPS signal to the PCM.
Circuit K22 connects to cavity 22 of the PCM.
The PCM provides a ground for the throttle position sensor signal (circuit K22) through circuit K4.
Circuit K4 connects to cavity 4 of the PCM.

HELPFUL INFORMATION
Refer to Group 14 for throttle position sensor operation.
Circuit K6 splices to supply 5 volts to the manifold
absolute pressure sensor.
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Camshaft position sensor
Crankshaft position sensor
Intake air temperature sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Vehicle speed sensor

MANIFOLD ABSOLUTE PRESSURE SENSOR


From the Powertrain Control Module (PCM), circuit K6 supplies 5 volts to the manifold absolute
pressure (MAP) sensor. Circuit K6 connects to cavity
6 of the PCM.
Circuit K1 delivers the MAP signal to the PCM.
Circuit K1 connects to cavity 1 of the PCM.
The PCM provides a ground for the MAP sensor
signal (circuit K1) through circuit K4. Circuit K4 connects to cavity 4 of the PCM.

HELPFUL INFORMATION
Refer to Group 14 for MAP sensor operation.
Circuit K6 splices to supply 5 volts to the throttle
position sensor.
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Camshaft position sensor
Crankshaft position sensor
Intake air temperature sensor

8W - 30 - 10

8W-30 FUEL/IGNITION3.9L AND 5.2L ENGINES

Throttle position sensor


Engine coolant temperature sensor
Vehicle speed sensor

INTAKE AIR TEMPERATURE SENSOR


The intake air temperature sensor provides an input to the Powertrain Control Module (PCM) on circuit K21. Circuit K21 connects to cavity 21 of the
PCM.
From circuit K21, the intake air temperature sensor draws voltage from the PCM. The sensor is a
variable resistor. As intake air temperature changes,
the resistance in the sensor changes, causing a
change in current draw.
The PCM provides a ground for the intake air temperature sensor signal (circuit K21) through circuit
K4. Circuit K4 connects to cavity 4 of the PCM.

HELPFUL INFORMATION
Circuit K4 splices to supply ground for the signals
from the following:
Heated oxygen sensor
Camshaft position sensor
Crankshaft position sensor
Throttle position sensor
Manifold absolute pressure sensor
Engine coolant temperature sensor
Vehicle speed sensor

PARK/NEUTRAL POSITION SWITCH


When closed, the case-grounded PARK/NEUTRAL
position switch provides a ground path on circuit T41
for the coil side of the starter motor relay. Circuit
A41 from the ignition switch provides battery voltage
to the coil side of the relay.
Circuit T41 splices to cavity 30 of the Powertrain
Control Module (PCM). The PARK/NEUTRAL position switch provides an input to the PCM.

HELPFUL INFORMATION
In the START position, the ignition switch connects
circuit A1 from the Power Distribution Center (PDC)
to circuit A41. A 40 amp fuse in cavity C of the PDC
protects circuits A1 and A41.

TCC SOLENOID
The TCC solenoid and overdrive solenoid are
molded together. They are only used on automatic
transmissions. The Powertrain Control Module
(PCM) operates the TCC solenoid by providing a
ground path on circuit K54. Circuit K54 connects to
PCM cavity 54. Circuit A21 supplies battery voltage
to the TCC solenoid.

HELPFUL INFORMATION
In the START or RUN position, the ignition switch
connects circuit A1 from the fuse block and circuit

A21. Circuit A1 connects to battery voltage and is


protected by a 40 amp fuse in cavity C of the PDC.
Circuit A21 is double crimped at fuse 14 in fuse
block. The A21 branch from fuse 14 splices to supply
battery voltage to the EVAP/Purge solenoid, EGR solenoid, TCC solenoid, overdrive solenoid, data link
connector and provides an input to the PCM.

UPSHIFT LAMP
On vehicles equipped with a manual transmission,
the Powertrain Control Module (PCM) provides a
ground path for the instrument cluster upshift lamp
on circuit K54. Circuit F14 provides battery voltage
to the lamp.

OVERDRIVE SOLENOID
The overdrive solenoid and TCC solenoid are
molded together. They are only used on automatic
transmissions. The Powertrain Control Module
(PCM) operates the overdrive solenoid by providing a
ground path on circuit T60. Circuit T60 connects to
PCM cavity 55. Circuit A21 supplies battery voltage
to the overdrive solenoid.

HELPFUL INFORMATION
In the START or RUN position, the ignition switch
connects circuit A1 from the fuse block and circuit
A21. Circuit A1 connects to battery voltage and is
protected by a 40 amp fuse in cavity C of the Power
Distribution Center (PDC).
Circuit A21 is double crimped at fuse 14 in fuse
block. The A21 branch from fuse 14 splices to supply
battery voltage to the EVAP/Purge solenoid, EGR solenoid, TCC solenoid, overdrive solenoid, data link
connector and provides an input to the PCM.

EGR SOLENOID
The Powertrain Control Module (PCM) operates
the Exhaust Gas Recirculation (EGR) solenoid by
providing a ground path on circuit K35. Circuit K35
connects to PCM cavity 35. Circuit A21 supplies battery voltage to the EGR solenoid.

HELPFUL INFORMATION
In the START or RUN position, the ignition switch
connects circuit A1 from the fuse block and circuit
A21. Circuit A1 connects to battery voltage and is
protected by a 40 amp fuse in cavity C of the Power
Distribution Center (PDC).
Circuit A21 is double crimped at fuse 14 in fuse
block. The A21 branch from fuse 14 splices to supply
battery voltage to the EVAP/Purge solenoid, EGR solenoid, TCC solenoid, overdrive solenoid, data link
connector and provides an input to the PCM.

EVAP/PURGE SOLENOID
The Powertrain Control Module (PCM) operates
the EVAP/Purge solenoid by providing a ground path

8W-30 FUEL/IGNITION3.9L AND 5.2L ENGINES


on circuit K52. Circuit K52 connects to PCM cavity
52. Circuit A21 supplies battery voltage to the EVAP
purge solenoid.

HELPFUL INFORMATION
In the START or RUN position, the ignition switch
connects circuit A1 from the fuse block and circuit
A21. Circuit A1 connects to battery voltage and is
protected by a 40 amp fuse in cavity C of the Power
Distribution Center (PDC).
Circuit A21 is double crimped at fuse 14 in fuse
block. The A21 branch from fuse 14 splices to supply
battery voltage to the EVAP/Purge solenoid, EGR solenoid, TCC solenoid, overdrive solenoid, data link
connector and provides an input to the PCM.

DATA LINK CONNECTOR


Circuit A21 supplies battery voltage to the data
link connector. Circuit A21 originates at the ignition
switch. When the ignition switch is in the START or
RUN positions, it connects circuit A1 from the Power
Distribution Center (PDC) with circuit A21.
Circuit D20 connects to cavity 45 of the PCM. Circuit D20 is the SCI receive circuit for the PCM.
Circuit D21 connects to cavity 25 of the PCM. Circuit D21 is the SCI transmit circuit for the PCM.
Circuit Z12 provides ground for the data link connector.

HELPFUL INFORMATION
The grounding point for circuit Z12 is the rear of
the right cylinder head.
Circuit Z12 also supplies a ground for the PCM
high current drivers.
If the system loses ground for the Z12 circuits at
the rear of the right cylinder head, the vehicle will
not operate. Check the connection at the gangedground circuit eyelet.

POWER (DEVICE) GROUND


Circuit Z12 connects to cavities 11 and 12 of the
Powertrain Control Module (PCM). The Z12 circuit
provides ground for PCM internal drivers that operate high current devices like the injectors and ignition coil.
Internal to the PCM, the power (device) ground circuit connects to the PCM sensor return circuit (from
circuit K4).

8W - 30 - 11

HELPFUL INFORMATION
The grounding point for circuit Z12 is the rear of
the right cylinder head.
Circuit Z12 also supplies a ground for the PCM
high current drivers and the heated oxygen sensor.
If the system loses ground for the Z12 circuits at
the right rear of the cylinder head, the vehicle will
not operate. Check the connection at the gangedground circuit eyelet.

DIAGRAM INDEX
Component
Page
Automatic Shut Down Relay . . . . . . . . . . . . . . . . .8W-30-22
Camshaft Position Sensor . . . . . . . . . . . . . . . . . .8W-30-25
Crankshaft Position Sensor . . . . . . . . . . . . . . . . .8W-30-24
Data Link Connector . . . . . . . . . . . . . . . . . . . . . .8W-30-23
Distributor Ignition Coil . . . . . . . . . . . . . . . . . . . .8W-30-21
Engine Coolant Temperature Sensor . . . . . . . . . . . .8W-30-25
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . . . . . .8W-30-23
Exhaust Gas Recirculation Solenoid . . . . . . . . . . . .8W-30-23
Fuel Injector #1 . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-20
Fuel Injector #2 . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-21
Fuel Injector #3 . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-20
Fuel Injector #4 . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-21
Fuel Injector #5 . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-20
Fuel Injector #6 . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-21
Fuel Injector #7 . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-20
Fuel Injector #8 . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-21
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . .8W-30-22, 27
Fuel Tank Gauge Level Sending Unit . . . . . . . . . . .8W-30-27
Fuse 14 . . . . . . . . . . . . . . . . . . . . . . . .8W-30-22, 23, 27
Fuse 15 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-22, 27
Fuse 16 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-22, 27
Fuse C . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-22, 27
Fuse D . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-22, 27
Heated Oxygen Sensor . . . . . . . . . . . . . . . . . . . .8W-30-24
Idle Air Control Motor . . . . . . . . . . . . . . . . . . . . .8W-30-20
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . .8W-30-22, 27
Intake Air Temperature Sensor . . . . . . . . . . . . . . .8W-30-25
MAP Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-26
Powertrain Control Module . . . . . . . . . . . .8W-30-20, 21, 22,
23, 24, 25, 26, 27
Throttle Position Sensor . . . . . . . . . . . . . . . . . . .8W-30-24
Vehicle Speed Sensor . . . . . . . . . . . . . . . . . . . . .8W-30-26

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

8W-31 TRANSMISSION CONTROLS

8W - 31 - 1

TRANSMISSION CONTROLS
OVERDRIVE SWITCH

UPSHIFT LAMP

Automatic transmission equipped vehicles may


have an overdrive switch. The operator disables or
enables overdrive when the switch is depressed.
The overdrive switch consists of a switch connected to
the Powertrain Control Module (PCM), an illumination
lamp and an overdrive ON/OFF indicator lamp.
If overdrive is currently enabled, it is disabled
when the operator depresses the overdrive switch.
Conversely, if the operator already disabled overdrive, it is enabled when the switch is depressed.
Circuit T6 from the overdrive switch connects to cavity
10 of the PCM and provides the overdrive signal. Circuit
Z1 provides ground for the switch. The grounding point
for circuit Z1 is the instrument panel left support.
The PCM turns the overdrive ON/OFF indicator
lamp ON or OFF by providing a ground for the lamp
on circuit T61. Power for the lamp is supplied by circuit G5 from fuse 16 in the fuse block.
When the headlamps or parking lamps are ON, circuit E2 from fuse 13 in the fuse block powers the illumination lamp in the overdrive switch. Circuit E1
from the headlamp switch feeds fuse 13.
Circuit Z1 provides ground for the illumination
lamp in the overdrive switch. The grounding point
for circuit Z1 is the instrument panel left support.

On vehicles equipped with a manual transmission, the


Powertrain Control Module (PCM) provides a ground
path for the instrument cluster upshift lamp on circuit
K54. Circuit F14 provides battery voltage to the lamp.

FOUR-WHEEL DRIVE INDICATOR LAMP SWITCH


Circuit G5 from fuse 16 in the fuse block supplies
voltage for the four-wheel drive indicator lamp. The
ground path for the lamp is provided when the
switch closes. Circuit G1 connects the lamp to the
switch. The switch connects to ground circuit Z1. Circuit Z1 terminates at the left fender side shield.

TCC SOLENOID
The TCC solenoid and overdrive solenoid are
molded together. They are only used on automatic
transmissions. The Powertrain Control Module
(PCM) operates the TCC solenoid by providing a
ground path on circuit K54. Circuit K54 connects to
PCM cavity 54. Circuit A21 supplies battery voltage
to the TCC solenoid.

HELPFUL INFORMATION
In the START or RUN position, the ignition switch
connects circuit A1 from the Power Distribution Center (PDC) and circuit A21. Circuit A1 connects to battery voltage and is protected by a 40 amp fuse in
cavity C of the PDC.
Circuit A21 is double crimped at fuse 14 in fuse
block. The A21 branch from fuse 14 splices to supply
battery voltage to the EVAP/Purge solenoid, EGR solenoid, TCC solenoid, overdrive solenoid, data link
connector and provides an input to the PCM.

OVERDRIVE SOLENOID
The overdrive solenoid and TCC solenoid are molded
together. They are only used on automatic transmissions.
The Powertrain Control Module (PCM) operates the overdrive solenoid by providing a ground path on circuit T60.
Circuit T60 connects to PCM cavity 55. Circuit A21 supplies battery voltage to the overdrive solenoid.

HELPFUL INFORMATION
In the START or RUN position, the ignition switch
connects circuit A1 from the Power Distribution Center (PDC) and circuit A21. Circuit A1 connects to battery voltage and is protected by a 40 amp fuse in
cavity C of the PDC.
Circuit A21 is double crimped at fuse 14 in fuse
block. The A21 branch from fuse 14 splices to supply
battery voltage to the EVAP/Purge solenoid, EGR solenoid, TCC solenoid, overdrive solenoid, data link
connector and provides an input to the PCM.

TRANSMISSION OIL TEMPERATURE LAMP


When the ignition switch is in the RUN position, it
connects circuit A1 from fuse C in the Power Distribution Center (PDC) with circuit A21. Circuit A21 power
fuse 16 in the fuse block. Fuse 16 protects circuit G5.
Circuit G5 supplies voltage to the transmission oil
temperature lamp. The case grounded temperature
sensor supplies ground for the lamp when the transmission oil reaches a calibrated temperature. Circuit
T2 connects the lamp to the sensor.

DIAGRAM INDEX
Component
4WD Indicator Lamp . . . . . . . . . .
4WD Indicator Switch . . . . . . . . . .
Fuse 13 . . . . . . . . . . . . . . . . . . .
Fuse 16 . . . . . . . . . . . . . . . . . . .
Fuse C . . . . . . . . . . . . . . . . . . .
Headlamp Switch . . . . . . . . . . . . .
Ignition Switch . . . . . . . . . . . . . .
Instrument Cluster . . . . . . . . . . . .
Overdrive Solenoid . . . . . . . . . . . .
Powertrain Control Module . . . . . .
TCC Solenoid . . . . . . . . . . . . . . .
Transmission Oil Temperature Lamp
Transmission Oil Temperature Sensor
Transmission Overdrive Switch . . . .

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Page
. . .8W-31-2
. . .8W-31-2
. . .8W-31-3
.8W-31-2, 3
.8W-31-2, 3
. . .8W-31-3
.8W-31-2, 3
. . .8W-31-3
. . .8W-31-3
. . .8W-31-3
. . .8W-31-3
. . .8W-31-2
. . .8W-31-2
. . .8W-31-3

8W-32 ANTI-LOCK BRAKES

8W - 32 - 1

ANTI-LOCK BRAKES
CONTENTS
page

page

ALL WHEEL ANTI-LOCK BRAKE SYSTEM (ABS) . . 1

REAR WHEEL ANTI-LOCK (RWAL) BRAKES

GENERAL INFORMATION

(RWAL) system. When referring to the circuit descriptions or wiring diagrams, ensure that you use
the ones for the appropriate system.

This section of the wiring diagrams is divided into


sub-sections parts; one for the all wheel anti-lock
brake system (ABS); one for the rear wheel anti-lock

... 3

ALL WHEEL ANTI-LOCK BRAKE SYSTEM (ABS)


INDEX
page
ABS Data Link Connector . . . .
ABS Power Relay . . . . . . . . . .
ABS Warning Lamp . . . . . . . . .
Brake Warning Lamp . . . . . . . .
Diagram Index . . . . . . . . . . . . .
Four-Wheel Drive Switch Sense

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2
2
2
2
3
2

GENERAL INFORMATION
Four fuses supply power for the Anti-Lock Brake
System (ABS); fuses A, F and E in the Power Distribution Center (PDC) and fuse 4 in the fuse block.
Fuses A, F and E in the PDC are connected directly
to battery voltage and are HOT all times. Fuse 4 is
HOT when the ignition switch is the RUN position.
In the RUN position, the ignition switch connects
circuit A2 from a 20 amp fuse in cavity E of the PDC
with circuit A22. Circuit A22 connects to a bus bar in
the fuse block. The bus bar feeds circuit A20 through
fuse 4. Fuse 4 is a 5 amp fuse.
Circuit A20 is double crimped at the coil side of the
ABS warning lamp relay. The A20 circuit from the
ABS warning lamp relay splices to supply voltage to
pins 7 and 12 of the ABS control module and the coil
side of the ABS power relay.
Circuits Z7 and Z8 provide ground for the ABS control module. Both grounds terminate on the left
fender side shield. Circuit Z7 connects to cavity 20 of
the 37-way ABS control module connector. Circuit Z8
connects to cavity 1 of the two-way connector.

WHEEL SPEED SENSORS


The all wheel Anti-Lock Brake System (ABS) uses
three wheel speed sensors; a single sensor for both

page
Front Anti-Lock Valve . . . . . . . . . . . . . . . . . . . . . . . .
General Information . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Anti-Lock Valve . . . . . . . . . . . . . . . . . . . . . . . .
Stop Lamp Switch Sense . . . . . . . . . . . . . . . . . . . . .
Wheel Speed Sensors . . . . . . . . . . . . . . . . . . . . . .

2
1
2
2
1

rear wheels and individual sensors for the front


wheels. The single sensor used for the rear wheels
mounts on the top of the rear axle differential housing. Each sensor converts wheel speed into an electrical signal that it transmits to the ABS control
module. A pair of twisted wires connect to each sensor and provide signals to the ABS control module.
Circuits B6 and B7 provide signals to ABS control
module from right front wheel speed sensor. Circuit
B6 which provides the LOW signal, connects to cavity 15 of the ABS control module. Circuit B7 connects
to cavity 2 of the module and provides the HIGH signal.
Circuits B8 and B9 provide signals to ABS control
module from left front wheel speed sensor. Circuit B8
which provides the LOW signal, connects to cavity 16
of the ABS control module. Circuit B9 connects to
cavity 3 of the module and provides the HIGH signal.
Circuit B114 connects to cavity 14 of the ABS control module and to circuit B2 of the rear wheel speed
sensor at the sensor connector. Circuit B113 connects
to cavity 1 of the ABS control module and to circuit
B1 at the rear wheel speed sensor connector. Circuit
B114 provide the rear wheel speed sensor HIGH input while circuit B113 provides the LOW input.

8W - 32 - 2

8W-32 ANTI-LOCK BRAKES

ABS POWER RELAY


When the ABS control module grounds the ABS
power relay on circuit B116, the relay contacts close
connecting circuit A10 from the Power Distribution
Center (PDC) and circuit B120. Circuit A10 connects
to fuse A in the PDC. Circuit A20 from the fuse 4 in
the fuse block splices to feed the coil side of the ABS
power relay.
From the ABS power relay, circuit B120 splices to
supply voltage to the ABS pump motor and all solenoids in the front brake anti-lock valve. Circuit B120
also supplies power to the solenoids in the rear antilock valve. Additionally, circuit B120 provides an input to cavity 34 of the ABS module. The input tells
the module that voltage has been supplied to the
pump motor.

FRONT ANTI-LOCK VALVE


Circuit B120 from the ABS power relay supplies
voltage for the ABS pump motor plus the isolation
and dump solenoids in the front anti-lock valve. The
ABS control module activates the pump motor and
the solenoids by providing separate ground paths for
each.
The ABS module provides a ground path for the
motor on circuit B60. Circuit B60 connects to cavity 2
of the ABS control module two-way connector.
The ABS control module cycles the isolation and
dump solenoids in the front anti-lock valve by providing a ground path for each on separate circuits:
Circuit B248 connects to cavity 30 of the ABS control module and provides ground for the right front
dump solenoid.
Circuit B249 connects to cavity 33 of the ABS control module and provides ground for the right front
isolation solenoid.
Circuit B243 connects to cavity 35 of the ABS control module and provides ground for the left front
dump solenoid.
Circuit B245 connects to cavity 37 of the ABS control module and provides ground for the left front isolation solenoid.
There are two reset switches in the front anti-lock
valve; a left switch and a right switch, both provide
inputs to the ABS control module. Circuit B5 from
the left reset switch connects to ABS module cavity 5
while circuit B18 from the right reset switch connects
to cavity 18.
HELPFUL INFORMATION
The front anti-lock valve is case grounded.

REAR ANTI-LOCK VALVE


Circuit B120 from the ABS power relay supplies
voltage for the isolation and dump solenoids in the

rear anti-lock valve. The ABS control module activates the solenoids by providing separate ground
paths for each.
Circuit B254 connects to cavity 26 of the ABS control module and provides ground for the right rear
dump solenoid.
Circuit B252 connects to cavity 28 of the ABS control module and provides ground for the right rear
isolation solenoid.
The rear anti-lock valve has one reset switch that
provides an input to the ABS control module. Circuit
B19 from the reset switch connects to ABS control
module cavity 19.

ABS WARNING LAMP


The ABS control module operates the ABS warning
lamp through the ABS warning lamp relay. When the
ABS module grounds the warning lamp relay on circuit B47, the relay contacts close and complete the
ground path for the ABS warning lamp. Circuit B47
connects to pin 13 of the ABS module and the coil
side of the relay. Circuit A20 from fuse 4 in the fuse
block supplies power to the coil side of the relay.
Circuit G19 from the ABS warning lamp in the instrument cluster is double crimped at the contact
side of the ABS warning lamp relay. Power for the
bulb is supplied by the printed circuit board in the
instrument cluster. The G19 branch leaving the relay
provides an input to the ABS control module at cavity 24 of the module. Circuit Z1 provides a ground
path for the contact side of the relay.

BRAKE WARNING LAMP


Circuit G9 provides an input to the ABS control
module. The module receives the input when either
the ignition switch is in the START position, the
park brake switch closes, or the brake warning lamp
switch in the hydraulic combination valve closes.

STOP LAMP SWITCH SENSE


On circuit V40, the
when the brake pedal
V40 connects to cavity
and splices to the stop
train Control Module.

ABS control module senses


has been depressed. Circuit
9 of the ABS control module
lamp switch and the Power-

FOUR-WHEEL DRIVE SWITCH SENSE


From circuit G107, the ABS control module senses
when the four-wheel drive indicator lamp switch
closes. Circuit G107 connects to cavity 8 of the ABS
control module and splices to the four-wheel drive indicator lamp switch and instrument panel four-wheel
drive indicator lamp indicator lamp.

ABS DATA LINK CONNECTOR


The DRB scan tool connects to the ABS data link
connector. Circuit D11 and D12 from the ABS control

8W-32 REAR WHEEL ANTI-LOCK BRAKES

8W - 32 - 3

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94 October 14, 1994

module connect to the data link connector. Circuit


D12 connects to cavity 10 of the ABS control module.
The ABS control module transmits data to the DRB
scan tool on circuit D12.
The DRB scan tool receives data from the ABS control module on circuit D11. Circuit D11 connects to
cavity 11 of the ABS control module.
Circuit A14 from fuse F in the Power Distribution
Center (PDC) splices to circuit M1. Circuit M1 supplies battery voltage to pin 2 of the ABS data link
connector.
Ground circuit Z11 connects to pin 8 of the ABS
data link connector. The grounding point for circuit
Z11 is the instrument panel left support.

DIAGRAM INDEX
Component
Page
ABS Control Module . . . . . . . . . . . . . . . . .8W-32-5, 6, 7, 8
ABS Front Hydraulic Valve . . . . . . . . . . . . . . . . . . .8W-32-6
ABS Power Relay . . . . . . . . . . . . . . . . . . . . . . . .8W-32-5
ABS Rear Hydraulic Valve . . . . . . . . . . . . . . . . . . .8W-32-6
ABS Rear Wheel Sensor . . . . . . . . . . . . . . . . . . . .8W-32-7
ABS Warning Lamp Relay . . . . . . . . . . . . . . . . . . .8W-32-5
Brake Warning Lamp Switch . . . . . . . . . . . . . . . . .8W-32-7
Data Link Connector . . . . . . . . . . . . . . . . . . . . . .8W-32-8
Fuse A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-32-5
Fuse E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-32-5
Fuse F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-32-8
Fuse F2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-32-8
4-WD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-32-7
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-32-5, 7
Left Front Wheel Sensor . . . . . . . . . . . . . . . . . . . .8W-32-8
Right Front Wheel Sensor . . . . . . . . . . . . . . . . . . .8W-32-8
Stop Lamp Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-32-8

REAR WHEEL ANTI-LOCK (RWAL) BRAKES


INDEX
page
Brake Warning Lamp Switch . .
Data Link Connector . . . . . . . .
Diagram Index . . . . . . . . . . . .
Four-Wheel Drive Switch Sense
General Information . . . . . . . .

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GENERAL INFORMATION
Four fuses supply power for the Rear Wheel AntiLock (RWAL) Brake System. They are fuses C, and G
in the Power Distribution Center (PDC) and fuses 7
and 11 in the fuse block. Fuses C and G in the PDC
are connected directly to battery voltage and are
HOT all times. Fuse 11 in the fuse block is HOT
when the ignition switch is the RUN Position.
In the RUN position, the ignition switch connects
circuit A1 from a 40 amp fuse in cavity C of the PDC
with circuit A31. Circuit A31 connects to a bus bar in
the fuse block. The bus bar feeds circuit L5 through
fuse 11. Fuse 11 is a 20 amp fuse.
Circuit L5 is double crimped at fuse 11 and connects to cavity 3 of the RWAL control module. The L5
input tells the RWAL module when the vehicle is
running. The other wire connects to the turn signal
flasher.
Circuit F32 provides battery voltage to the RWAL
module at cavity 9. Circuit F32 is HOT at all times.
Fuse 7 in the fuse block protects circuit F32. Circuit

page
Park Brake Switch Input .
Rear Anti-Lock Valve . . . .
Rear Wheel Speed Sensor
Warning Lamp . . . . . . . .

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A3 from the PDC feeds the fuse block bus bar that
powers fuse 7 and circuit F32. Fuse G in the PDC
protects circuit A3.
Circuit Z2 provides ground for the RWAL control
module. The Z2 circle terminates at the instrument
panel left support. If the vehicle has intermittent
wipers, circuit Z2 also provides ground for the intermittent wiper module.

REAR WHEEL SPEED SENSOR


The rear wheel speed sensor is mounted on the top
of the rear axle differential. The sensor converts
wheel speed into an electrical signal that it transmits
to the Rear Wheel Anti-Lock (RWAL) control module.
Circuits B113 and B114, a pair of twisted wires
connect to the sensor to provide signals to the ABS
control module. These circuits also connect to the
rolls test connector used during manufacture of the
vehicle.
Circuit B113 connects to cavity 14 of the RWAL
module and to circuit B1 of the wheel speed sensor
harness. Circuit B114 connects to cavity 13 of the
RWAL module and circuit B2 of the sensor harness.

8W - 32 - 4

8W-32 REAR WHEEL ANTI-LOCK BRAKES

REAR ANTI-LOCK VALVE


The rear anti-lock valve contains an isolation solenoid, a dump solenoid and a reset switch. Each is
powered by the Rear Wheel Anti-Lock (RWAL) module on separate circuits.
Circuit B108 from cavity 8 of the RWAL module
feeds the dump solenoid. The isolation solenoid is
powered on circuit B101 from cavity 1 of the RWAL
module. Circuit Z9 provides ground for both solenoids. Circuit Z9 terminates in the engine compartment at the left fender side shield.
Circuit B111 from cavity 11 of the RWAL module
connects to the reset switch. The case grounded rear
anti-lock valve provides ground for the reset switch.

FOUR-WHEEL DRIVE SWITCH SENSE


From circuit G107, the Rear Wheel Anti-Lock
(RWAL) module senses when the four-wheel drive indicator lamp switch closes. Circuit G107 connects to
cavity 4 of the RWAL module and also connects to
the switch and the four-wheel drive indicator lamp.

WARNING LAMP
The Rear Wheel Anti-Lock (RWAL) module provides ground for the instrument cluster Check AntiLock warning lamp on circuit B102. Circuit F14
provides voltage to the instrument cluster to feed the
warning lamp.

DATA LINK CONNECTOR


Circuit B112 from cavity 12 of the Rear Wheel Anti-Lock (RWAL) module connects to the RWAL data
link connector. System fault codes can be read by momentarily grounding the RWAL diagnostic connector.
Refer to Group 5, Brakes, for more information.

PARK BRAKE SWITCH INPUT


On circuit G11, the Rear Wheel Anti-Lock (RWAL)
module senses when the park brake switch closes.
Circuit G11 from the park brake switch connects to
cavity 5 of the RWAL module. Circuit G11 also connects to the park brake lamp in the instrument cluster and through a diode to circuit G9.

BRAKE WARNING LAMP SWITCH


Circuit G9 from provides an input to the Rear
Wheel Anti-Lock (RWAL) control module. The module
receives the input when either the ignition switch is
in the START position, or the park brake warning
lamp switch in the hydraulic combination valve
closes.

DIAGRAM INDEX
Component
Page
4WD Indicator Switdh . . . . . . . . . . . . . . . . . . . . .8W-32-11
Brake Warning Lamp Switch . . . . . . . . . . . . . . . . .8W-32-9
Data Link Connector (Service) . . . . . . . . . . . . . . . .8W-32-9
Dual Solenoid Hydraulic Valve . . . . . . . . . . . . . . .8W-32-10
Fuse 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-32-9
Fuse C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-32-9
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . .8W-32-9
Instrument Cluster . . . . . . . . . . . . . . . . . . . . . . . .8W-32-9
Park Brake Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-32-9
Rear Wheel Anti-Lock Control Module . . . . . .8W-32-9, 10, 11
Rear Wheel Hydraulic Valve . . . . . . . . . . . . . . . . . .8W-32-11
Rear Wheel Sensor . . . . . . . . . . . . . . . . . . . . . .8W-32-10
Rolls Test Connector (In-Plant Use Only) . . . . . . . .8W-32-10
Stop Lamp Switch . . . . . . . . . . . . . . . . . . . . . . .8W-32-10

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

8W-33 VEHICLE SPEED CONTROL

8W - 33 - 1

VEHICLE SPEED CONTROL


GENERAL INFORMATION
The optional vehicle speed control system is only
available on vehicles equipped with a 3.9L or 5.2L
engine. Vehicle speed control is not available on vehicles equipped with the 2.5L engine.

VEHICLE SPEED CONTROL


The vehicle speed control system is operated by the
Powertrain Control Module (PCM). The vehicle speed
control switches are located in the steering wheel, below the airbag.
Circuit V34 from fuse 15 in the fuse block supplies
battery voltage to the vehicle speed control ON/OFF
switch. Circuit A21 supplies voltage to fuse 15 when
the ignition switch is in the START or RUN positions. In the START or RUN position the ignition
switch connects circuit A21 with circuit A1. Fuse C in
the Power Distribution Center (PDC) protects circuit
A1.
The vehicle speed control ON/OFF switch supplies
voltage to the SET/COAST and RESUME/ACCEL
switches. Both switches send signals to the PCM
(which supplies the ground path for the switches).
The SET/COAST and RESUME/ACCEL switches
have internal resistors that drop the voltage level.
Also, the PCM is programmed with the acceptable
voltage ranges for the signals from each switch.
The PCM controls the vent and vacuum functions
of the speed control servo on circuits V35 and V36.
Depending on the signal it receives from the vehicle
speed control switches, the PCM either applies vacuum to or vents vacuum from the servo. Circuit V36
from cavity 33 of the PCM sends the vacuum signal
to the servo. Circuit V35 from cavity 53 sends the
vent signal.
Circuit V32 signals to the PCM that the speed control switch is in the ON position. The V32 circuit connects to cavity 49 of the PCM. Circuit V32 also
connects to the stop lamp switch.

In the CLOSED position, the stop lamp switch connects circuit V32 with circuit V30 to power the speed
control servo. Circuit Z1 provides ground for the
speed control servo.
Circuit V31 provides the SET/COAST signal to cavity 48 of the PCM. Circuit V33 sends the RESUME/
ACCEL signal to cavity 50 of the PCM.
Circuit V40 connects to cavity 29 of the PCM and
to ground through the stop lamp switch. The stop
lamp switch OPENS when the operator depresses the
brake pedal. The PCM disables speed control when
the stop lamp switch opens. From the stop lamp
switch, circuit Z1 provides ground for circuit V40.

HELPFUL INFORMATION
The grounding point for circuit Z1 (speed control
servo ground) is left fender side shield.
The grounding point for circuit Z1 from the stop
lamp switch is the instrument panel right lower reinforcement support.
Circuit V40 also connects to the ABS control module on vehicles with all wheel anti-lock brakes.
Circuit V40 also connects to the RWAL control
module on vehicles with rear wheel anti-lock brakes.

DIAGRAM INDEX
Component
ABS Control Module . . . . .
Fuse 15
Fuse C . . . . . . . . . . . . . .
Ignition Switch . . . . . . . . .
Powertrain Control Module . .
RWAL Control Module . . . .
Stop Lamp Switch . . . . . . .
Vehicle Speed Control Servo
Vehicle Speed Control Switch

Page
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. . .8W-33-2
. . .8W-33-2
.8W-33-2, 3
. . .8W-33-3
. . .8W-33-3
. . .8W-33-2
. . .8W-33-2

8W-40 INSTRUMENT CLUSTER

8W - 40 - 1

INSTRUMENT CLUSTER
INDEX
page
Diagram Index

............................ 3

INSTRUMENT CLUSTER
The instrument cluster contains the gauges and
warning lamps. All gauges have magnetic movements.
When the ignition switch is in the START or RUN
position, circuit A21 feeds circuit F14 through a bus
bar in the fuse block and fuse 14. Circuit A1 from
fuse C in the Power Distribution Center (PDC) supplies voltage to circuit A21. Circuit A21 is HOT at all
times.
Circuit F14 connects to cavity D of the left cluster
connector. Circuit F14 provides battery voltage for
the warning lamps (except seat belt indicator lamp),
transmission up shift lamp, and all gauges.
Circuit E2 from fuse 13 in the fuse block feeds the
illumination lamps. Circuit E1 from the headlamp
switch powers fuse 13 when the parking lamps or
headlamp are ON.
Circuit Z1 provides ground for illumination and indicator lamps. The grounding point for circuit Z1 is
the instrument panel lower right reinforcement support.

ENGINE COOLANT TEMPERATURE GAUGE


Circuit G20 connects the engine coolant temperature gauge to the engine coolant temperature sensor.
The sensor is a variable resistor and case grounded
to the engine. Circuit F14 connects to the instrument
cluster left connector and supplies voltage for the
gauge.
The gauge uses two coils. Current passing through
the coils creates a magnetic field. Position of the
gauge needle is controlled by the amount of current
passing through the coils to ground at the sensor.
FUEL GAUGE
Circuit G4 connects the fuel level sensor to the fuel
gauge in the instrument cluster. Circuit F14 from
fuse 14 in the fuse block supplies voltage to the fuel
gauge. The fuel level sensor draws voltage from circuit F14 through the fuel gauge on circuit G4.
As current flows through the coils in the fuel
gauge, it creates a magnetic field. The magnetic field
controls the position of the fuel gauge pointer.
The fuel level sensor contains a variable resistor.
As the position of the float arm on the fuel level sensor changes, the resistor changes the current flow
through the fuel gauge circuit. A change in current

page
Instrument Cluster

......................... 3

flow alters the magnetic field in the fuel gauge,


which changes the pointer position.
Circuit Z1 provides the ground path for the fuel
level sensor. The grounding point for circuit Z1 is instrument panel lower right reinforcement support.

LOW FUEL WARNING LAMP


Circuit G40 connects the fuel level sensor to the
low fuel relay in the instrument cluster. When the
fuel level in the fuel tank reaches a calibrated level,
the low fuel warning lamp relay illuminates the
lamp.
OIL PRESSURE GAUGE
The case grounded oil pressure sensor is a variable
resistor that connects to circuits G60 and G6. Circuit
G60 connects to the oil pressure gauge. Circuit G6
connects to the oil pressure warning lamp.
Circuit F14 connects to the instrument cluster at
the left connector and supplies battery voltage to oil
pressure gauge. The gauge uses two coils. Current
passing through the coils creates a magnetic field.
Position of the gauge needle is controlled by the
amount of current passing through the coils to
ground at the sensor.
OIL PRESSURE WARNING LAMP
The case grounded oil pressure sensor is a variable
resistor that connects to circuits G60 and G6. Circuit
G60 connects to the oil pressure gauge. Circuit G6
connects to the oil pressure warning lamp.
Circuit F14 connects to the instrument cluster at
the left connector and supplies battery voltage to oil
pressure lamp.
TACHOMETER
Tachometers are available on vehicles equipped
with 3.9L and 5.2L engines only. The tachometer
module in the instrument cluster operates the tachometer.
The Powertrain Control Module (PCM) signals the
tachometer module on circuit G21. The PCM provides
engine speed information to the tachometer module.
Circuit X1 from the horn relay provides voltage for
the tachometer module. Circuit F14 also supplies
voltage to the tachometer module.

8W - 40 - 2

8W-40 INSTRUMENT CLUSTER

Circuit Z1 provides ground for the tachometer module. The grounding point for circuit Z1 is the instrument cluster lower right reinforcement support.

SPEEDOMETER
The speedometer and odometer receive a signal
from the vehicle speed sensor on circuit G7. Circuit
G7 connects to the Powertrain Control Module
(PCM).
ABS WARNING LAMP
ALL-WHEEL ANTI-LOCK BRAKES
The ABS module controls the ABS warning lamp
through the ABS warning lamp relay. When the ABS
module grounds the warning lamp relay on circuit
B47, the relay contacts close and complete the
ground path for the ABS warning lamp. Circuit B47
connects to pin 13 of the ABS module and the coil
side of the relay. Circuit A20 from fuse 4 in the fuse
block supplies power to the coil side of the relay.
Circuit G19 from the ABS warning lamp in the instrument cluster is double crimped at the contact
side of the ABS warning lamp relay. Power for the
bulb is supplied by circuit F14.
REAR WHEEL ANTI-LOCK (RWAL) BRAKES
The RWAL module provides ground for the instrument cluster Check Anti-Lock warning lamp on circuit B102. Circuit F14 provides voltage to the
instrument cluster to feed the warning lamp.

MALFUNCTION INDICATOR LAMP (MIL)


The Powertrain Control Module (PCM) provides
ground for the MIL on circuit G3. Circuit G3 connects to cavity 32 of the PCM. For information regarding diagnostic trouble code access using the MIL,
refer to Group 14, Fuel Systems.
LOW WASHER FLUID
Circuit G29 connects the low washer fluid switch to
the warning lamp in the instrument cluster. Circuit
F14 supplies battery voltage to the lamp.
When the low washer fluid switch closes, it connects circuits G29 and Z1. Circuit Z1 provides a
ground path, illuminating the warning lamp. Circuit
Z1 also provides ground for the windshield washer
pump motor. The grounding point for circuit Z1 is the
left fender side shield.
SEAT BELT INDICATOR WARNING LAMP
The seat belt indicator warning lamp is activated
by the combination buzzer on circuit G13. Circuit
G13 supplies power to instrument cluster for the
lamp. Circuit Z1 provides ground for the lamp. The
Z1 circuit terminates a the instrument panel right
lower reinforcement support.

HIGH-BEAM INDICATOR LAMP


Circuit G34 supplies power for the high-beam indicator lamp. The ground path for the lamp is through
circuit Z1. If the vehicle has Daytime Running
Lamps (DRL), the DRL module powers circuit G34.
On vehicles not equipped with DRL, circuit G34
splices to circuit L3. Circuit L3 feeds the high beam
circuit of the headlamps. Circuit Z1 grounds at the
Instrument Panel lower right reinforcement support.
TURN SIGNAL INDICATOR LAMPS
Circuits L61 and L60 power the Turn Signal Indicator Lamps. Circuit L61 powers the left indicator
lamp. Circuit L60 powers the right indicator lamp.
Circuit Z1 provides ground for the lamps. The
grounding point for circuit Z1 is the Instrument
Panel lower right reinforcement support.
CLUSTER GROUND
Circuit Z1 from the instrument cluster left connector provides ground for the illumination lamps and
indicator lamps. The termination point for circuit Z1
is the instrument panel right lower reinforcement
support.
Circuit Z1 also provides ground for the fuel gauge
sending unit.
PARK BRAKE LAMP
Circuit F14 supplies power to the park brake lamp.
Ground for the park brake lamp is through the case
grounded park brake switch on circuit G11.
If the vehicle is equipped with Rear Wheel AntiLock (RWAL) brakes, circuit G11 provides an input to
the RWAL module and splice to circuit G9.
MANUAL TRANSMISSION UP-SHIFT LAMP
Circuit F14 supplies power for the manual transmission up-shift lamp. The lamp illuminates when
the Powertrain Control Module (PCM) provides
ground for the lamp on circuit K54. Circuit K54 connects to cavity 54 of the PCM.
AIRBAG WARNING LAMP
Circuit F14 supplies power for the airbag warning
lamp. The lamp illuminates when the Airbag Control
Module (ACM) provides ground for the lamp on circuit R41.
HELPFUL INFORMATION
If the warning lamps dont operate, check fuse 14
in the fuse block.
If the indicator lamps and illumination lamps
dont operate, check fuse 13 in the fuse block.
Inspect the ground at the instrument panel lower
right reinforcement support.

8W-40 INSTRUMENT CLUSTER


DIAGRAM INDEX
Component
Page
ABS Control Module . . . . . . . . . . . . . . . . . . . . . .8W-40-4
Airbag Control Module . . . . . . . . . . . . . . . . . . . . .8W-40-5
Airbag Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-5
Anti-Lock Lamp . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-4
Combination Buzzer . . . . . . . . . . . . . . . . . . . . . . .8W-40-9
Daytime Running Lamps Module . . . . . . . . . . . . . .8W-40-7
Engine Coolant Temperature Gauge . . . . . . . . . . . . .8W-40-8
Engine Coolant Temperature Sending Unit . . . . . . . . .8W-40-8
Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . .8W-40-5
Engine Oil Pressure Lamp . . . . . . . . . . . . . . . . . . .8W-40-4
Engine Oil Pressure Sending Unit/Switch . . . . . . .8W-40-4, 5
Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-5
Fuel Tank Gauge Level Sending Unit . . . . . . . . . .8W-40-5, 6
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-7
Fuse 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-7
Fuse 14 . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-4, 5, 6, 8
Fuse C . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-4, 5, 6, 8
Fuse G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-7
Headlamp Switch . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-7
High Beam Indicator . . . . . . . . . . . . . . . . . . . . . .8W-40-7
Ignition Switch . . . . . . . . . . . . . . . . . . . . .8W-40-4, 5, 6, 8
Illumination Lamps . . . . . . . . . . . . . . . . . . . . . . .8W-40-7
Instrument Cluster . . . . . . . . . . . . . . . .8W-40-4, 5, 6, 7, 8
Left Turn Signal Indicator . . . . . . . . . . . . . . . . . . .8W-40-9
Low Fuel Lamp . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-6
Low Fuel Warning Lamp Module . . . . . . . . . . . . . .8W-40-6
Low Washer Fluid Lamp . . . . . . . . . . . . . . . . . . . .8W-40-4
Malfunction Indicator Lamp . . . . . . . . . . . . . . . . . .8W-40-4
Park Brake Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-40-5
Park Brake Warning Lamp . . . . . . . . . . . . . . . . . . .8W-40-5
Powertrain Control Module . . . . . . . . . . . . . . .8W-40-4, 5, 8
Right Turn Signal Indicator . . . . . . . . . . . . . . . . . .8W-40-9
RWAL Control Module . . . . . . . . . . . . . . . . . . . . .8W-40-4
Seat Belt Lamp . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-9
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-6
Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-8
Turn Signal Lamps . . . . . . . . . . . . . . . . . . . . . . .8W-40-9
Turn Signal Switch . . . . . . . . . . . . . . . . . . . . . . .8W-40-9
Up-Shift Lamp . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-5
Vehicle Speed Sensor . . . . . . . . . . . . . . . . . . . . . .8W-40-6
Washer Fluid Level Sensor . . . . . . . . . . . . . . . . . .8W-40-4

8W - 40 - 3

8W-41 HORN/CIGAR LIGHTER

8W - 41 - 1

HORN/CIGAR LIGHTER
HORN
The horn system uses two switches and a horn relay. The horn switches are in the steering wheel
along with the speed control switches (if equipped).
Circuit A3 from fuse G in the Power Distribution
Center (PDC) feeds a fuse block bus bar that powers
circuit X1 through fuse 6. Circuit X1 is HOT at all
times and powers the coil and contact sides of the
horn relay.
When the horn switch is depressed, circuit X3 provides ground for the coil side of the relay and the
contacts close. When the contacts close, circuit X2
supplies voltage to the horn.

HELPFUL INFORMATION
The horn switch is grounded to the steering wheel.
Circuit X1 is double crimped at the horn relay. The
circuit connects to the instrument cluster and supplies power to the tachometer module (if equipped).

CIGAR LIGHTER
In the ACCESSORY or RUN position, the ignition
switch supplies voltage to fuse 9 in the fuse block on
circuit A31. Fuse 9 feeds circuit X22 which connects
to the cigar lighter. When the lighter is depressed,
the contacts inside of the lighter element close and
voltage flows to ground on circuit Z1.

HELPFUL INFORMATION
In the ACCESSORY or RUN position,the ignition
switch connects circuit A1 from Power Distribution
Center (PDC) with circuit A31. Circuit A1 is protected by fuse C.
Circuit Z1 terminates at the instrument panel
lower right reinforcement support.

DIAGRAM INDEX
Component
Cigar Lighter .
Fuse 6 . . . . .
Fuse 9
Fuse C . . . . .
Fuse G . . . . .
Horn . . . . . . .
Horn Relay . . .
Horn Switches
Ignition Switch

Page
. . . . . . . . . . . . . . . . . . . . . . . . . .8W-41-2
. . . . . . . . . . . . . . . . . . . . . . . . . .8W-41-2
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.8W-41-2
.8W-41-2
.8W-41-2
.8W-41-2
.8W-41-2
.8W-41-2

8W-42 AIR CONDITIONING/HEATER

8W - 42 - 1

AIR CONDITIONING/HEATER
CONTENTS
page

page

AIR CONDITIONING/HEATER2.5L ENGINE . . . 1

AIR CONDITIONING/HEATER3.9 AND 5.2L


ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

GENERAL INFORMATION

Heater only applications use the same blower motor circuitry as the Air Conditioning/Heater systems.
Separate diagrams for the heater only system are
provided.

This section of the wiring diagrams is divided into


two sub-sections; one for the 2.5L engine, one for the
3.9L and 5.2L engines. When referring to the circuit
descriptions or wiring diagrams, ensure that you use
the ones for the appropriate engine.

AIR CONDITIONING/HEATER2.5L ENGINE


INDEX
page

page

Air Conditioning Operation . . . . . . . . . . . . . . . . . . . 1


Blower Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Diagram Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

General Information . . . . . . . . . . . . . . . . . . . . . . . . 1
Radiator Fan Relay and Motor . . . . . . . . . . . . . . . . 2

GENERAL INFORMATION

powers fuse 1. Fuse 1 protects circuit C1 which supplies battery voltage to the blower motor.
The ground path for the blower motor is through
circuit H6 to the blower motor resistor block and
then through the fan switch in the A/C heater controls to circuit Z1. The blower motor resistor block
consists of four resistors connected in series. Ground
circuit Z1, which is the ground circuit, terminates at
the instrument panel lower right reinforcement.
Each resistor in the blower motor resistor block is
spliced to the fan switch on separate circuits; C4, C5,
C6, and C7. Depending on fan switch position, voltage passes through one or more resistors to ground.
Blower motor fan speed is controlled by the number
of resistors voltage passes through to ground.
When the fan switch is in the LOW position, circuit
C4 provides the ground path. In the M1 position, circuit C5 provides ground. In the M2 position, the
ground path is through circuit C6. Circuit C7 provides path for ground when the switch is in the
HIGH position.

Several fuses supply power for the air conditioning/


heater system. Fuse B from the Power Distribution
Center (PDC) supplies battery voltage on circuit C26
to the contact sides of the A/C compressor clutch relay and radiator fan relay. Circuit C26 is HOT at all
times.
In the START or RUN positions, the ignition
switch connects circuit A1 from fuse C in the PDC to
circuit A21. Circuit A21 feeds the coil side of the radiator fan relay and fuse 16 in the fuse block.
In the RUN position only, the ignition switch connects circuit A2 from fuse E in the PDC to circuit
A22. Circuit A22 supplies voltage to a bus bar in the
fuse block. Fuse 1 connects to bus bar and protects
circuit C1 which feeds the blower motor.
Circuit E2 from fuse 13 in the fuse block powers
the illumination lamps in the A/C heater control
switch.

BLOWER MOTOR
When the ignition switch is in the RUN position,
circuit A2 from fuse E in the Power Distribution Center (PDC) connects with circuit A22. Circuit A22 supplies voltage to a bus bar in the fuse block that

AIR CONDITIONING OPERATION


When the A/C-Heater control switch is moved to an
A/C position or defrost position, and the A/C high
pressure, and low pressure switches close, the Pow-

8W - 42 - 2

8W-42 AIR CONDITIONING/HEATER2.5L ENGINE

ertrain Control Module (PCM) receives an A/C request signal on circuit C20. Circuit C20 connects to
cavity 27 of the PCM.
After receiving the A/C request signal, the PCM
supplies ground for the radiator fan relay and the
A/C clutch relay. The coil side of the A/C clutch relay
is powered from contact side of the radiator fan relay.
The PCM supplies ground for the coil side of the
radiator fan relay on circuit C27. Circuit C27 connects to cavity 31 of the PCM. Circuit A21 from fuse
16 in the fuse block supplies battery voltage to the
coil side of the radiator fan relay. Circuit C26 from
fuse B in the Power Distribution Center (PDC) supplies voltage to the contact side of the relay.
When the PCM grounds the radiator fan relay, the
contacts close and connect circuits C26 and C25. Circuit C25 supplies power to the radiator fan motor
and the coil side of the A/C compressor clutch relay.
The PCM controls ground for the A/C clutch relay
on circuit C13. Circuit C13 connects to cavity 34 of
the PCM and splices to circuit C12. Circuit C12 connects to the coil side of the relay. Circuit C12 has an
in-line diode.
Circuit C26 provides voltage to the contact side of
the relay. When the relay contacts close, circuit C26
connects to circuit C3. Circuit C3 feeds the A/C compressor clutch. Ground for the compressor clutch is
provided on circuit Z1 which terminates on the engine at left rear of the cylinder head.
The A/C compressor clutch connector has a built-in
diode. The diode controls the induced voltage that results from the magnetic field collapsing when the
clutch disengages. The diode provides a current path
to protect other components and systems.

HELPFUL INFORMATION
Circuit C21 from the A/C heater control switch connects to the low pressure switch. Circuit C22 from
the low pressure switch connects to the high pressure
switch. Circuit C20 connects to the high pressure
switch and the PCM.

RADIATOR FAN RELAY AND MOTOR


The Powertrain Control Module (PCM) supplies
ground for the coil side of the radiator fan relay on
circuit C27. Circuit C27 connects to cavity 31 of the
PCM. Circuit A21 from the ignition switch supplies
battery voltage to the coil side of the radiator fan relay. Circuit C26 from fuse B in the Power Distribution Center (PDC) supplies voltage to the contact side
of the relay.
When the PCM grounds the radiator fan relay, the
contacts close and connect circuits C26 and C25. Circuit C25 supplies power to the radiator fan motor.
Circuit Z1 provides ground for the radiator fan motor. The Z1 circuit terminates at the left fender side
shield.

HELPFUL INFORMATION
Circuit C26 also powers the coil side of the A/C
compressor clutch relay.

DIAGRAM INDEX
Component
Page
A/C Compressor Clutch . . . . . . . . . . . . . . . . . . . . .8W-42-4
A/C Compressor Clutch Relay . . . . . . . . . . . . . . . .8W-42-4
A/C High Pressure Switch . . . . . . . . . . . . . . . . . . .8W-42-6
A/C Low Pressure Switch . . . . . . . . . . . . . . . . . . .8W-42-6
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-4
Blower Motor Resistor . . . . . . . . . . . . . . . . . . . . .8W-42-6
Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-4
Fuse 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-4
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-6
Fuse 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-6
Fuse 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-5
Fuse B . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-4, 5
Fuse C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-5
Fuse E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-4
Fuse G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-6
Headlamp Switch . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-6
HVAC Switch . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-6
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-42-4, 5
Powertrain Control Module . . . . . . . . . . . . . . .8W-42-4, 5, 6
Radiator Fan Control Relay . . . . . . . . . . . . . . . . . .8W-42-5
Radiator Fan Motor . . . . . . . . . . . . . . . . . . . . . . .8W-42-5

8W-42 AIR CONDITIONING/HEATER3.9L AND 5.2L ENGINES

8W - 42 - 3

AIR CONDITIONING/HEATER3.9 AND 5.2L ENGINES


GENERAL INFORMATION
Several fuses supply power for the air conditioning/
heater system. Fuse B from the Power Distribution
Center (PDC) supplies battery voltage on circuit C26
to the contact side of the A/C compressor clutch relay.
Circuit C26 is HOT at all times.
In the START or RUN positions, the ignition
switch connects circuit A1 from fuse C in the PDC to
circuit A21. Circuit A21 feeds the coil side of the A/C
compressor clutch relay.
In the RUN position only, the ignition switch connects circuit A2 from fuse E in the PDC to circuit
A22. Circuit A22 supplies voltage to a bus bar in the
fuse block. Fuse 1 connects to the bus bar and protects circuit C1 which feeds the blower motor.
Circuit E2 from fuse 13 in the fuse block powers
the illumination lamps in the A/C heater control
switch.

BLOWER MOTOR
When the ignition switch is in the RUN position,
circuit A2 from fuse E in the Power Distribution Center (PDC) connects with circuit A22. Circuit A22 supplies voltage to a bus bar in the fuse block that
supplies powers fuse 1. Fuse 1 protects circuit C1
which supplies battery voltage to the blower motor.
The ground path for the blower motor is through
circuit H6 to the blower motor resistor block and
then through the fan switch in the A/C heater controls to circuit Z1. The blower motor resistor block
consists of four resistors connected in series. Ground
circuit Z1 terminates at the instrument panel lower
right reinforcement.
Each resistor in blower motor resistor block is
spliced to the fan switch on separate circuits; C4, C5,
C6, and C7. Depending on fan switch position, voltage passes through one or more resistors to ground.
Blower motor fan speed is controlled by the number
of resistors voltage passes through to ground.
When the fan switch is in the LOW position, circuit
C4 provides the ground path. In the M1 position, circuit C5 provides ground. In the M2 position, the
ground path is through circuit C6. Circuit C7 provides path for ground when the switch is in the
HIGH position.

AIR CONDITIONING OPERATION


When the A/C-Heater control switch is moved to an
A/C position or defrost position, and the A/C low
pressure and high pressure switches are closed, the
Powertrain Control Module (PCM) receives an A/C
request signal on circuit C20. Circuit C20 connects to
cavity 27 of the PCM.

After receiving the A/C request signal, the PCM


supplies ground for the coil side of the A/C clutch relay on circuit C13. Circuit C13 connects to cavity 34
of the PCM. Circuit A21 supplies battery voltage to
the coil side of the relay. Circuit C26 from fuse B in
the Power Distribution Center (PDC) supplies voltage to the contact side of the relay.
When the PCM grounds the A/C compressor clutch
relay, the contacts close and connect circuits C26 and
C3. Circuit C3 supplies voltage to the A/C compressor
clutch. Ground for the compressor clutch is provided
on circuit Z1 which terminates at the left fender side
shield.
The A/C compressor clutch connector has a built-in
diode. The diode controls the induced voltage that results from the magnetic field collapsing when the
clutch disengages. The diode provides a current path
to protect other components and systems.

HELPFUL INFORMATION
Circuit C21 from the A/C heater control switch
connects to the low pressure switch. Circuit C22 from
the low pressure switch connects to the high pressure
switch. Circuit C20 connects to the high pressure
switch and the PCM.
Circuit A21 splices to circuit A0 which connects to
contact side of the starter motor relay.

DIAGRAM INDEX
Component
Page
A/C Compressor Clutch . . . . . . . . . . . . . . . . . . . . .8W-42-7
A/C Compressor Clutch Relay . . . . . . . . . . . . . . . .8W-42-7
A/C High Pressure Switch . . . . . . . . . . . . . . . . . . .8W-42-8
A/C Low Pressure Switch . . . . . . . . . . . . . . . . . . .8W-42-8
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . .8W-42-7, 10
Blower Motor Resistor . . . . . . . . . . . . . . . . . .8W-42-8, 10
Fuse 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-7, 10
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-8, 10
Fuse 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-8, 10
Fuse 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-7, 9
Fuse B . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-7, 9
Fuse C . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-7, 9
Fuse E . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-7, 10
Fuse G . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-8, 10
Headlamp Switch . . . . . . . . . . . . . . . . . . . . . .8W-42-8, 10
HVAC Switch . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-8, 10
Ignition Switch . . . . . . . . . . . . . . . . . . . . . .8W-42-7, 9, 10
Powertrain Control Module . . . . . . . . . . . . . . .8W-42-7, 8, 9
Radiator Fan Motor . . . . . . . . . . . . . . . . . . . . . . .8W-42-9
Radiator Fan Relay . . . . . . . . . . . . . . . . . . . . . . .8W-42-9

8W-43 AIRBAG SYSTEM

8W - 43 - 1

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94 October 14, 1994

AIRBAG SYSTEM
AIRBAG CONTROL MODULE (ACM)

AIRBAG WARNING LAMP

Two circuits provide battery voltage to the Airbag


Control Module (ACM); F14 and F20. Circuits F14
and F20 are connected to separate bus bars in the
fuse block. Different circuits from the Power Distribution Center (PDC) and the ignition switch supply
battery voltage to the fuse block bus bars.
Circuit F20 supplies battery voltage to the ACM
only when the ignition switch is in the RUN position.
Circuit F14 circuit powers the ACM when the ignition switch is in either the START or RUN position.
In either the START or RUN positions, the ignition
switch connects circuit A21 circuit with circuit A1
from fuse C in the PDC. Circuit A21 circuit supplies
battery voltage to the fuse block bus bar that feeds
circuit F14. Fuse 14 in the fuse block protects circuit
F14. Circuit F14 connects to cavity 1 of the ACM.
When the ignition switch is in the RUN position, it
connects circuit A2 from fuse E in the PDC to circuit
A22. Circuit A22 supplies battery voltage to the fuse
block bus bar that feeds circuit F20. Fuse 3 in the
fuse block protects circuit F20. Circuit F20 connects
to cavity 2 of the ACM.
The ACM is case grounded and has an external
dedicated ground, circuit Z6. Circuit Z6 connects to
the right fender side shield.

Circuit R41 connects the airbag warning lamp to


cavity 7 of the ACM 13-way connector. The airbag
warning lamp is part of the instrument cluster. Refer
to section 8W-40, Instrument Cluster.

AIRBAG DATA LINK CONNECTOR

HELPFUL INFORMATION
Circuit F14 is double crimped at fuse 14 in the fuse
block to feed the instrument cluster.

The DRB scan tool connects to the airbag data link


connector. A twisted pair of wires, circuits D1 and
D2, send and transmit data between the ACM and
the DRB scan tool. Circuit D1 connects to cavity 4 of
the ACM 13-way connector and cavity 6 of the data
link connector. Circuit D2 connects to cavity 3 of the
ACM 13-way connector and cavity 1 of the data link
connector.
Circuit A4 from fuse F in the Power Distribution
Center (PDC) feeds PDC fuse F2. Fuse F2 powers circuit M1. Circuit M1 supplies battery voltage to pin 2
of the airbag diagnostic connector.
If the vehicle has ABS, circuits D12 and D11 from
the ABS control module connect to the airbag data
link connector. Circuit D12 connects to cavity 10 of
the ABS control module and cavity 7 of the airbag
data link connector. Circuit D11 connects to cavity 11
of the ABS control module and cavity 3 of the airbag
data link connector.
Ground circuit Z11 connects to pin 8 of the data
link connector. The grounding point for circuit Z11 is
the instrument panel left support.

AIRBAG IMPACT SENSORS

DIAGRAM INDEX

Two airbag impact sensors provide input to the Airbag Control Module (ACM). Each sensor has two circuits that connect to the ACM.
From the left impact sensor, Circuit R47 connects
to the ACM at cavity 6 of the 13-way connector. Circuit R49 connects to cavity 5 of the 13-way connector.
From the right impact sensor, Circuit R46 connects
to the ACM at cavity 13 of the 13-way connector. Circuit R48 connects to cavity 12 of the 13-way connector.

AIRBAG SQUIB (AIRBAG IGNITER)


Two circuits, R43 and R45, connect the ACM to the
drivers side airbag squib (igniter) after passing
through the clock spring connector. Circuit R43 connects to cavity 2 of the ACM 4-way connector; circuit
R45 connects to cavity 1 of the ACM 4-way connector.
R43 and R45 are a twisted pair of wires.

Component
Airbag Control Module
Clock Spring . . . . . .
Data Link Connector .
Fuse 3 . . . . . . . . . .
Fuse 14 . . . . . . . . . .
Fuse C . . . . . . . . . .
Fuse E . . . . . . . . . .
Ignition Switch . . . . .
Instrument Cluster . . .
Left Impact Sensor . .
Right Impact Sensor .
Squib . . . . . . . . . . .

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Page
.8W-43-2
.8W-43-2
.8W-43-2
.8W-43-2
.8W-43-3
.8W-43-2
.8W-43-2
.8W-43-2
.8W-43-2
.8W-43-2
.8W-43-2
.8W-43-2

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

8W-44 INTERIOR LIGHTING

8W - 44 - 1

INTERIOR LIGHTING
INDEX
page
Ash Receiver Lamp and Cigar Lamp . . .
Combination Buzzer . . . . . . . . . . . . . . . .
Courtesy Lamp and Ignition Switch Lamp
Day/Night Mirror . . . . . . . . . . . . . . . . . .
Diagram Index . . . . . . . . . . . . . . . . . . .

...
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1
2
1
2
2

GENERAL INFORMATION
Circuit M1 supplies power to the underhood lamp,
glove box lamp, dome lamp, and the time delay relay.
Circuit M50 from the time delay relay powers the
courtesy lamp and ignition switch lamp. Circuit E2
supplies power to the ash receiver and cigar lighter
lamp.
Fuse 13 in the fuse block protects circuit E2. Circuit M1 is protected by the ignition off draw (IOD)
fuse (fuse F2) in the Power Distribution Center
(PDC).

COURTESY LAMP AND IGNITION SWITCH LAMP


Circuit M50 from the time delay relay supplies
voltage to the courtesy lamp and the ignition switch
lamp. Circuit Z1 provides ground for both lamps. The
grounding point for circuit Z1 is the instrument
panel lower right reinforcement support.
Circuit M1 supplies voltage to the time delay relay.
Circuit M2 provides ground for the relay.

TIME DELAY RELAY


The time delay relay is used to allow a time-ON
function for the ignition switch lamp and the courtesy lamp. Power for the relay is received on the M1
circuit from the IOD fuse (fuse F2) in the Power Distribution Center (PDC).
Circuit M2 provides ground for the time delay relay
through the right and left door ajar switches and the
headlamp switch. When a door is opened, or the
headlamp switch is moved to the dome lamp position,
a ground path is provided for the relay on circuit M2.
This energizes the relay, causing the contacts to
close.
When the relay contacts close, power is provided
through the relay to circuit M50. The M50 circuit
supplies current to the ignition switch lamp and the
courtesy lamp. Circuit Z1 provides ground for the
lamps. Circuit Z1 terminates at the instrument panel
lower right reinforcement support. Circuit Z1 also
provides ground for the ash receiver lamp and the cigar lamp.

page
Dome Lamp . . . . .
General Information
Glove Box Lamp . .
Time Delay Relay .
Underhood Lamp .

..
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..

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1
1
1
1
1

HELPFUL INFORMATION
Circuit M1 splices to supply voltage to the glove
box lamp, dome lamp, overhead console, ABS diagnostic connector, power mirror switch, and radio.

ASH RECEIVER LAMP AND CIGAR LAMP


Circuit E2 from fuse 13 in the fuse block supplies
voltage to the ash receiver lamp and the cigar lighter
lamp. Circuit E1 from the headlamp switch supplies
voltage to fuse 13 when the parking lamps or headlamps are on.
Circuit Z1 provides ground for both lamps. The Z1
circuit terminates at the instrument panel lower
right reinforcement support. Circuit Z1 also provides
ground for the courtesy lamp and the ignition switch
lamp.

HELPFUL INFORMATION
Circuit E2 splices to supply voltage to illumination
lamps in the instrument cluster.

GLOVE BOX LAMP


Circuit M1, from the IOD fuse (fuse F2) in the
Power Distribution Center (PDC), powers the glove
box lamp. A case grounded switch, in series after the
lamp, closes when the glove box door is opened. The
switch completes a path to ground.

UNDERHOOD LAMP
Circuit M1 from the IOD fuse in the Power Distribution Center (PDC) supplies battery voltage for the
underhood lamp. A mercury switch, in series after
the lamp, connects the lamp to ground on circuit Z1.
When the hood is raised, mercury inside the switch
moves to a position where it connects circuit M1 to
ground circuit Z1, illuminating the lamp. Circuit Z1
terminates at the left fender side shield.
The underhood lamp is wired in parallel with other
components on circuit M1.

DOME LAMP
Circuit M1, from the IOD fuse (fuse F2) in the
Power Distribution Center (PDC), supplies power to

8W - 44 - 2

8W-44 INTERIOR LIGHTING

the dome lamp. This circuit is HOT at all times. The


ground path for the lamp is provided in two different
ways.
One way is through the door ajar switches. Circuit
M2 connects to the door ajar switches from the dome
lamp. The switches are case-grounded to the body.
When a door is opened, the plunger in the switch
closes, completing a path to ground.
The second ground path is through the headlamp
switch. Circuit M2 is spliced in with the door ajar
switches. When the operator turns the headlamp
switch to the dome lamp ON position, a ground path
is provided through the switch.

DAY/NIGHT MIRROR
The day/night mirror receives power from circuit
F20 when the ignition switch is in the RUN position.
Circuit Z1 provides ground for the day/night mirror.
The grounding point for circuit Z1 is the windshield
header.
When the back-up lamps switch closes, circuit L1
provides a signal to the day/night mirror. The day
night mirror turns OFF when the vehicle is in reverse.

COMBINATION BUZZER
The conbination buzzer module sounds an audible
warning tone. The tone sounds for seat belt warning
and when the ignition key is in the ignition switch
while the drivers door is open. The tone also sounds
when the ignition key is in the ON position while the
drivers side seat belt is not buckled. Refer to Group
8U for buzzer operation.
Fuses 7 and 16 in the fuse block protect the combination buzzer. Fuse 7 powers circuit F32 which
connects to the buzzer. Circuit A3 from fuse G in the
Power Distribution Center (PDC) supplies power to
the fuse block for fuse 7 and circuit F32.
Circuit G5 from fuse 16 also provides voltage to the
combination buzzer when the ignition switch is in
the START or RUN positions. The ignition switch
connects circuit A1 from fuse C in the PDC to circuit
A21. Circuit A21 connects to the fuse block.
When the parking lamps or headlamps are ON, the
headlamp switch connects circuit G16 from the drivers side door jamb switch to circuit G26. Circuit G26

connects to the combination buzzer and the key-in


switch. Circuit G16 from the drivers side door switch
also connects to the key-in switch.
Circuit G13 from the buzzer powers the seat belt
warning lamp in the instrument cluster. Circuit Z1
at the instrument cluster provides ground for the
lamp.
Circuit G10 from the buzzer connects to the seat
belt switch. When the seat belt switch closes, a path
to ground is completed on circuit Z1.
Circuit Z1 also grounds the combination buzzer
module.

HELPFUL INFORMATION
Circuit F32 also powers the stop lamp switch.
Circuit G5 is double crimped at the combination
buzzer. The G5 branch from the buzzer splices to
power the four-wheel drive lamp and the overdrive
lamp.

DIAGRAM INDEX
Component
Page
Ash Receiver Lamp . . . . . . . . . . . . . . . . . . . . . . .8W-44-4
Cigar Lighter Lamp . . . . . . . . . . . . . . . . . . . . . . .8W-44-4
Combination Buzzer . . . . . . . . . . . . . . . . . . . . . . .8W-44-5
Courtesy Lamp . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-3
Day/Night Mirror. . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-6
Dome Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-3
Door Ajar Switch . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-5
Fuse 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-6
Fuse 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-5
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-4
Fuse 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-4
Fuse 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-5
Fuse C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-5
Fuse F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-3, 4
Fuse F2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-3, 4
Fuse G . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-4, 5
Glove Box Lamp . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-4
Headlamp Switch . . . . . . . . . . . . . . . . . . . . .8W-44-3, 4, 5
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-44-5, 6
Ignition Switch Lamp . . . . . . . . . . . . . . . . . . . . . .8W-44-3
Overhead Console . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-6
Key-In Switch . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-3
Seat Belt Switch . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-5
Time Delay Relay . . . . . . . . . . . . . . . . . . . . . . . .8W-44-3
Underhood Lamp . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-4

8W-47 AUDIO SYSTEM

8W - 47 - 1

AUDIO SYSTEM
GENERAL INFORMATION
Two radio systems are available in this vehicle; the
radio with standard speaker system and a radio with
premium speaker system. The premium speaker system uses a power amplifier and radio choke relay not
used on the standard speaker system. When referencing the circuit descriptions or the diagrams, ensure that you use the correct ones.

RADIO OPERATION
In the ACCESSORY or RUN position, the ignition
switch connects circuit A1 from fuse C in the Power
Distribution Center (PDC) with circuit A31. Circuit
A31 powers a bus bar in the fuse block that feeds circuit X12 through fuse 12. Circuit X12 supplies battery voltage to the radio. The radio is case grounded.

RADIO MEMORY
Circuit M1 from the Ignition Off Draw (IOD) fuse
(fuse F2) in the Power Distribution Center (PDC)
supplies power for the radio memory. The IOD fuse is
removed during vehicle shipping to prevent excessive
battery draw.
Circuit A4 from fuse F in the PDC supplies voltage
to the IOD fuse. Circuit A4 is HOT at all times.

RADIO ILLUMINATION
When the parking lamps or headlamps are on, circuits E2 and L7 from the headlamp switch power the
radio illumination lamps. Fuse 13 in the fuse block powers circuit E2 which feeds the radio illumination lamp.
Circuit E1 from the headlamp switch supplies power to
fuse 13. Circuit L7 supplies voltage for the radio lamps.
The radio case ground completes the ground path for
the illumination and park lamp circuits.

HELPFUL INFORMATION
When the headlamp switch is in the park lamps or
headlamp ON position, it connects circuit F33 from
fuse 8 in the fuse block with circuits E1 and L7. Circuit E1 is powered by a variable resistor in the headlamp switch used to adjust illumination lamp
brightness.
Circuit A3 from fuse G in the PDC feeds the fuse
block bus bar that powers circuit F33 through fuse 8.
Circuits A3 and F33 are HOT at all times.

RADIO CHOKE RELAYPREMIUM RADIO ONLY


The radio choke relay supplies voltage to the amplifier circuits in the speakers. The radio supplies
power to the coil side of the relay on circuit X60. Circuit Z1 provides ground for the coil side of the relay.
Circuit X1 from fuse 6 in the fuse block supplies
power to the contact side of the relay. Circuit A3 from

fuse G in the Power Distribution Center (PDC) connects to the fuse block bus bar that feeds circuit X1
through fuse 6. Circuits A3 and X1 are HOT at all
times.
When the radio supplies power for the relay, the
contact close and connect circuits X1 and X13. Circuit X13 supplies voltage to the amplifier circuits in
the speakers. Circuit X15 provides ground for the
amplifier circuit of the speakers.

SPEAKERSSTANDARD RADIO
Circuit X53 feeds the speaker in the left front door.
Circuit X55 is the return from the speaker to the radio.
Circuit X54 feeds the right front door speaker. Circuit X56 is the return from the speaker to the radio.
Circuit X51 feeds the speaker in the left rear of the
vehicle. Circuit X57 is the return from the speaker to
the radio.
Circuit X52 feeds the right rear speaker. Circuit
X58 is the return from the speaker to the radio.

SPEAKERSPREMIUM RADIO
When the radio choke relay energizes, circuit X13
supplies voltage to the amplifier circuits in each
speaker. Circuit X15 supplies ground for the amplifier
circuit. Circuit X15 grounds to the rear of the radio.
Circuit X53 feeds the speaker in the left front of
the vehicle. Circuit X55 is the return from the
speaker to the radio.
Circuit X54 feeds the right front door speaker. Circuit X56 is the return from the speaker to the radio.
Circuit X51 feeds the speaker in the left rear of the
vehicle. Circuit X57 is the return from the speaker to
the radio.
Circuit X52 feeds the right rear speaker. Circuit
X58 is the return from the speaker to the radio.

DIAGRAM INDEX
Component
Page
Fuse 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-6
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-3, 5
Fuse C . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-3, 5
Fuse F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-2, 4
Fuse G . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-2, 4, 6
Headlamp Switch . . . . . . . . . . . . . . . . . . . . . . .8W-47-2, 4
Ignition Off-Draw Fuse (Fuse F2) . . . . . . . . . . . . .8W-47-2, 4
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-47-3, 5
Left Door Speaker . . . . . . . . . . . . . . . . . . . . . .8W-47-3, 6
Left Rear Speaker . . . . . . . . . . . . . . . . . . . . . .8W-47-3, 6
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-2, 3, 4, 5
Radio Choke Relay . . . . . . . . . . . . . . . . . . . . . . .8W-47-6
Right Door Speaker . . . . . . . . . . . . . . . . . . . . .8W-47-3, 6
Right Rear Speaker . . . . . . . . . . . . . . . . . . . . .8W-47-3, 6

8W-49 OVERHEAD CONSOLE

8W - 49 - 1

OVERHEAD CONSOLE
OVERHEAD CONSOLE
When the ignition switch is in the RUN position,
circuit F20 from fuse 3 in the fuse block supplies
power to the overhead console. If the vehicle is
equipped with Daytime Running Lamps (DRL), circuit F20 is double crimped at the overhead console
and connects to the DRL module.
When the headlamps or parking lamps are ON, circuits L7 and E2 provide voltage to the overhead console for illumination. Voltage on circuit L7 informs
the overhead console that the headlamps or parking
lamps are ON. Circuit E2 from fuse 13 in the fuse
block powers the illumination lamps in the overhead
console. Circuit E1 from the headlamp switch feeds
fuse 13 and circuit E2.
Circuit Z2 provides ground for the compass. The
grounding point for circuit Z2 is the windshield
header.

AMBIENT TEMPERATURE SENSOR


The ambient temperature sensor is a variable resistor. Circuit G31 supplies voltage from the overhead console to the sensor. Circuit G32 is the signal
return from the sensor to the overhead console.
LAMPS
Circuit M1 supplies voltage for the reading lamps
and dome lamp in the overhead console. The ignition
off draw (IOD) fuse (fuse F2) in the Power Distribution Center (PDC) supplies voltage to circuit M1. Circuit A4 from fuse F in PDC feeds the IOD fuse.
Circuit Z1 grounds the reading lamps. The grounding point for circuit Z1 is the windshield header. Circuit M2 also provides ground for the reading lamps
and dome lamp.
The M2 circuit supplies ground for the overhead
console lamp in two ways. One way is through the
door jamb switches. Circuit M2 connects to the door
jamb switches. The switches are case-grounded to the
body. When a door is opened, the plunger in the
switch closes, completing a path to ground.
The second ground path is through the headlamp
switch. When the operator turns the headlamp
switch to the dome lamp ON position, a ground path
provided on circuit M2 through the switch.

HELPFUL INFORMATION
If the vehicle has DRL, circuit Z1 also provides
ground for the DRL module.
Circuit M1 splices to supply voltage for the radio
memory, courtesy lamp, time delay relay, underhood
lamp, and glove box lamp.
Circuit E2 splices to provide voltage to the instrument cluster illumination lamps, the ash receiver
lamp, cigar lighter lamp and radio lamp.
Circuit A3 from fuse G in the PDC supplies power
to fuse 8 in the fuse block. Circuit F33 from fuse 8
supplies voltage to the headlamp switch for circuits
L7 and E1. Circuit E1 supplies power to circuit E2
through fuse 13.
In the RUN position, the ignition switch connects
circuit A2, from fuse E in the PDC, with circuit A2.
Circuit A2 powers circuit F20 through fuse 3 in the
fuse block.

DIAGRAM INDEX
Component
Ambient Temperature Sensor . . . . . . . . .
Automatic Day/Night Mirror . . . . . . . . . .
Fuse 3 . . . . . . . . . . . . . . . . . . . . . . .
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . .
Fuse 13 . . . . . . . . . . . . . . . . . . . . . . .
Fuse E . . . . . . . . . . . . . . . . . . . . . . .
Fuse F . . . . . . . . . . . . . . . . . . . . . . .
Fuse F2 . . . . . . . . . . . . . . . . . . . . . . .
Fuse G . . . . . . . . . . . . . . . . . . . . . . .
Headlamp Switch . . . . . . . . . . . . . . . . .
Ignition Switch . . . . . . . . . . . . . . . . . .
Left Door Jamb Switch . . . . . . . . . . . . .
Overhead Console . . . . . . . . . . . . . . . .
Right Door Jamb Switch . . . . . . . . . . . .
Time Delay Relay . . . . . . . . . . . . . . . .
Transmission Range/Back-Up Lamp Switch

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Page
. . .8W-49-3
. . .8W-49-3
. . .8W-49-2
. . .8W-49-2
. . .8W-49-2
. . .8W-49-2
. . .8W-49-2
. . .8W-49-2
. . .8W-49-2
. . .8W-49-2
. . .8W-49-2
. . .8W-49-3
.8W-49-2, 3
. . .8W-49-3
. . .8W-49-2
. . .8W-49-3

8W-50 FRONT LIGHTING

8W - 50 - 1

FRONT LIGHTING
INDEX
page

page

Daytime Running Lamp (DRL) Module . . . . . . . . . . . 2


Diagram Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fog Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Headlamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Off-Road Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Parking Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

HEADLAMPS

The headlamp switch has an internal circuit


breaker.
For the left front parking lamp, turn signal, side
marker lamp, and left headlamp, the Z1 circuit
grounding point is on the dash panel, near the
blower motor resistor block.
For the right front parking lamp, turn signal, side
marker lamp, and right headlamp, the Z1 circuit
grounding point is on the right fender side shield.
For the left and rear parking lamps, turn signals,
side marker lamps, and the rear license plate lamp,
the Z1 circuit grounding point is the left inner fender
panel. The Z1 circuit also provides ground for the
fuel level sensor.

The headlamp switch has three positions: ON,


PARK (parking lamps) and OFF. Two circuits, L2 and
L20, connect the headlamp switch to the headlamp
dimmer/optical horn switch located in the multi-function switch. The multi-function switch feeds the low
and high beams of the headlamps.

HEADLAMP SWITCH IN OFF OR PARKING


LAMP POSITION
Circuit A3 from fuse G in the Power Distribution
Center (PDC) supplies battery voltage to the headlamp switch. The headlamp switch has an internal
circuit breaker that connects circuit A3 to circuit
L20.
In the OFF and PARK positions, the headlamp
switch feeds circuit L20 which connects to the multifunction switch. Circuit L20 powers the high-beam
circuit when the operator flashes the headlamps with
the turn signal stalk of the multi-function switch.
The multi-function switch connects circuit L20 to circuit L3. Circuit L3 feeds the high beam of the headlamps.
HEADLAMP SWITCH IN ON POSITION
When the headlamp switch is in the ON position,
the A3 circuit from the Power Distribution Center
(PDC) connects to circuit L2. Circuit L2 connects to
the multi-function switch and feeds the L4 circuit.
The L4 circuit powers the low beam of the headlamps.
When the operator selects high beam operation,
with the turn signal stalk of the multi-function
switch, circuit L2 connects to the L3 circuit. Circuit
L3 powers high beam operation.
HEADLAMP GROUND
Although circuit Z1 provides ground for both the
right and left headlamps, it has different termination
points for each. For the right headlamp, the Z1 circuit terminates at the dash panel, near the blower
motor resistor block. For the left headlamp, the Z1
circuit terminates at the left fender side shield.
HELPFUL INFORMATION
Check fuse G in the PDC.

PARKING LAMPS
Circuit A3 in the Power Distribution Center (PDC)
connects to a bus bar in the fuse block. One of the
four circuits powered by the bus bar is circuit F33.
Circuit F33 connects to the headlamp switch. Fuse G
in the PDC protects the A3 circuit. Fuse 8 in the fuse
block protects circuit F33.
The headlamp switch has three positions: ON,
PARK (parking lamps) and OFF, plus a dimmer
switch. When the headlamp switch is in the PARK or
ON position, the switch connects circuit F33 to circuit L7. From the headlamp switch, circuit L7
branches to power the front parking lamps and rear
tail lamps, side marker lamps, and rear license plate
lamps.

GROUND CIRCUIT
Circuit Z1 provides a ground for the parking lamps,
tail lamps, and rear license plate lamps. The grounding point for circuit Z1 is the dash panel, left of the
brake master cylinder.
HELPFUL INFORMATION
If the vehicle is equipped with factory installed fog
lamps, circuit L7 splices to feed the park lamp relay.
Check fuse G in PDC.
Check fuse 8 in the fuse block.
Circuit L7 also feeds the radio, if equipped.
When the headlamp switch is in the PARK or ON
position, the dimmer circuit, F33, also connects to
circuit E1. Circuit E1 feeds circuit E2, which powers

8W - 50 - 2

8W-50 FRONT LIGHTING

the ash receiver lamp, instrument cluster illumination lamps, under hood lamp, glove box lamp and radio lamp. Fuse 13 in the fuse block protects circuits
E1 and E2.

FOG LAMPS
The fog lamps are controlled by the fog lamp
switch, park lamp relay and high beam relay. The fog
lamps operate only when the headlamp switch is in
the ON position, and the operator has selected lowbeam operation. When the headlamps are in highbeam operation, the fog lamps will not operate.
Circuit A3 from fuse G in the Power Distribution
Center (PDC) supplies voltage to circuit F39 through
fuse 20 in the fuse block, Circuit F39 splices to supply power to the contact side of the park lamp relay.
Circuit L7 supplies power to the coil side of the
park lamp relay. Circuit L35 connects to the coil side
of the relay and to circuit Z1 through the fog lamp
switch. Ground for the coil side of the relay is provided on circuit Z1 through the fog lamp switch.
When the fog lamp switch closes, the park lamp relay contacts close connecting circuits F39 and L36.
Circuit L36 powers the contact side of the high beam
relay. When the headlamp high beams are off, the
high beam relay is not energized and voltage flows
through the normally closed contacts to circuit L39.
Circuit L39 supplies voltage to the fog lamps and
the illumination lamp in the fog lamp switch. Circuit
Z1 provides ground for the fog lamps.
If the high beam lamps are on, circuit L3 from the
headlamp switch energizes the high beam relay.
When the high beam relay energizes, the contacts
open and power is not supplied to the fog lamps. Circuit Z1 provides ground for the coil side of the high
beam relay.
The grounding point for circuit Z1 is the left fender
side shield.

HELPFUL INFORMATION
Circuit L3 powers the high beam circuit of the
headlamps.

OFF-ROAD LAMPS
Circuit A3 from fuse G in the Power Distribution
Center (PDC) supplies voltage to circuit F39 through
fuse 20 in the fuse block. Circuit F39 splices to supply power to the off-road lamp switch.
When the off road lamp switch closes, circuit F39
powers the illumination lamp in the switch and circuit L31. Circuit L31 feeds the off-road lamps. Circuit Z1 provides ground for the off-road lamps. The
grounding point for circuit Z1 is the left fender side
shield.

DAYTIME RUNNING LAMP (DRL) MODULE


On vehicles built for sale in Canada, the low-beam
headlamps operate when the ignition switch is in the
RUN position.
When the ignition switch is in the RUN position,
circuit A1 from fuse C in the Power Distribution Center (PDC) connects to circuit A21 at the fuse block.
Circuit A21 is double crimped at a fuse block bus bar
and supplies power to the DRL module.
Circuit L20 from the headlamp switch connects to
the DRL module. Circuit L20 is HOT at all times.
The DRL module receives the vehicle speed sensor
input from circuit G7. Circuit G34 from the DRL
module provides power for the high beam indicator
lamp in the instrument cluster.
Circuit L4 powers the LOW beams of the left and
right headlamps. When the headlamp switch is OFF,
the DRL module powers the low beams on circuit L4.
When the headlamps are ON, the multi-function
switch powers the low beams on circuit L4.
Circuit L3 feeds the high beams of the headlamps.
When the operator flashes the headlamps with the
stalk of the multi-function switch, the DRL senses
voltage on circuit L3. When it senses voltage on circuit L3, the DRL module stops supplying power to
the low beams on circuit L4.
Circuit Z1 provides ground for the DRL module.
Circuit Z1 terminates at the left fender side shield.

DIAGRAM INDEX
Component
Page
Daytime Running Lamps (DRL) Module . . . . . . . . . .8W-50-6
Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-3
Fog Lamp Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-50-7
Fog Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-8
Fuse 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-6
Fuse G . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-3, 6, 7
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-3
Fuse 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-7
Headlamp Switch . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-3
Headlamps2.5L . . . . . . . . . . . . . . . . . . . . . . . .8W-50-4
Headlamps3.9L/5.2L . . . . . . . . . . . . . . . . . . . . .8W-50-5
High Beam Relay . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-7
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-6
Off-Road Lamp Switch . . . . . . . . . . . . . . . . . . . . .8W-50-7
Off-Road Lamps . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-8
Park Lamp Relay . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-7
Park/Turn Signal Lamps3.9L/5.2L . . . . . . . . . . . . .8W-50-5
Park/Turn Signal Lamps2.5L . . . . . . . . . . . . . . . .8W-50-4
Side Marker Lamps3.9L/5.2L . . . . . . . . . . . . . . .8W-50-5
Side Marker Lamps2.5L . . . . . . . . . . . . . . . . . . .8W-50-4

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

8W-51 REAR LIGHTING

8W - 51 - 1

REAR LIGHTING
INDEX
page

page

Diagram Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Back-up Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Stop Lamps and CHMSL Lamps . . . . . . . . . . . . . . . 1


Tail Lamps and Rear License Plate Lamps . . . . . . . 1

TAIL LAMPS AND REAR LICENSE PLATE LAMPS

STOP LAMPS AND CHMSL LAMPS

Circuit A3 in the Power Distribution Center (PDC)


connects to a bus bar in the fuse block. One of the
four circuits powered by the bus bar is circuit F33.
Circuit F33 connects to the headlamp switch. Fuse G
in the PDC protects the A3 circuit. Fuse 8 in the fuse
block protects circuit F33.
The headlamp switch has three positions: ON,
PARK (parking lamps) and OFF, plus a dimmer
switch. When the headlamp switch is in the PARK or
ON position, the switch connects circuit F33 to circuit L7. From the headlamp switch, circuit L7
branches to power the front parking lamps and rear
tail lamps, side marker lamps, and rear license plate
lamps.

Circuit A3 from fuse G in the Power Distribution


Center (PDC) supplies voltage to circuit F32 through
fuse 7 in the fuse block. Circuit F32 connects to the
stop lamp switch.
When the operator depresses the brake pedal, the
stop lamp switch closes, and connects circuit F32 to
circuit L50. Circuit L50 connects to the Center High
Mounted Stop Lamp (CHMSL) and multi-function
switch. The multi-function switch supplies power to
the L62 and L63 circuits. Circuit L62 powers the
right stop lamp. Circuit L63 powers the left stop
lamp.
If the vehicle is equipped with trailer tow, a jumper
harness connects in line with circuits L62 and L63.
Circuit D7 connects to circuit L62. Circuit D8 connects to circuit L63. Circuits D7 and D8 splice to the
trailer tow harness.

GROUND CIRCUIT
Circuit Z1 provides a ground for the parking lamps,
tail lamps, and rear license plate lamps. The grounding point for circuit Z1 is the left inner fender panel.
There are two different license plate lamp systems;
a one lamp system or a two lamp system. If the vehicle is not equipped with a step bumper, it has the
one lamp system. Circuit H4 from the license plate
lamp connects to circuit Z1.
If the vehicle has a step bumper, it uses the two
lamp license plate lamp system. Circuit X2 from each
lamp connects to circuit Z1.
HELPFUL INFORMATION
If the vehicle is equipped with factory installed fog
lamps, circuit L7 splices to feed the park lamp relay.
If the vehicle is equipped with factory installed
trailer tow, circuit L7 splices to the trailer tow harness.
Check fuse G in PDC.
Check fuse 8 in the fuse block.
Circuit L7 also feeds the radio, if equipped.
When the headlamp switch is in the PARK or ON
position, the dimmer circuit, F33, also connects to
circuit E1. Circuit E1 feeds circuit E2, which powers
the ash receiver lamp, instrument cluster illumination lamps, under hood lamp, glove box lamp and radio lamp. Fuse 13 protects circuits E1 and E2.

GROUND CIRCUIT
Circuit Z1 provides a ground for the stop lamps,
back-up lamps and CHMSL lamps. The Z1 circuit
has more than one branch. Circuit Z1 also supplies
ground path for the tail lamps, parking lamps, side
marker lamps, rear license plate lamp, back-up
lamps, and turn signals. Both branches of circuit Z1
terminate at the dash panel, left of the brake master
cylinder.
HELPFUL INFORMATION
Check for blown fuse in circuit F32.
Check for continuity across the stop lamp switch
when it is closed.
If the vehicle is equipped with Rear Wheel AntiLock (RWAL) brakes, circuit F32 connects to the
RWAL module.

BACK-UP LAMPS
In the RUN position, the ignition switch connects
circuit A2 from fuse E in the Power Distribution Center (PDC) to circuit A22. Circuit A22 feeds a bus bar
in the fuse block that powers circuit F20 through
fuse 3.
Circuit F20 supplies power to the back-up lamp
switch. On automatic transmission equipped vehicles,
the back-up lamp switch is part of an assembly that
includes the PARK/NEUTRAL position switch.

8W - 51 - 2

8W-51 REAR LIGHTING

When the operator puts the transmission in REVERSE, the back-up lamp switch connects circuit
F20 to circuit L1. Circuit L1 feeds the back-up lamps.
If the vehicle is equipped with trailer tow, a jumper
harness connects circuit B2 in line with circuit L1.
Circuit B2 splices to the trailer tow harness.

GROUND CIRCUIT
Circuit Z1 provides ground for the back-up lamps.
Circuit Z1 also supplies a ground path for the tail
lamps, parking lamps, CHMSL lamps, rear license
plate lamp, stop lamps, and turn signals. The
grounding point for circuit Z1 is the dash panel, left
of the brake master cylinder.
HELPFUL INFORMATION
Check for blown fuses in circuits A2 and F20.
Check for continuity across the back-up lamp
switch when it is closed.
Circuit F20 feeds the overhead console and airbag
control module.
Circuit L1 also connects to the day/night mirror.

DIAGRAM INDEX
Component
Back-Up Lamp Switch . . . . . . .
Back-Up Lamps . . . . . . . . . . . .
Center High Mounted Stop Lamps
Fuse G . . . . . . . . . . . . . . . . .
Fuse 7 . . . . . . . . . . . . . . . . .
Fuse 3 . . . . . . . . . . . . . . . . .
Fuse E . . . . . . . . . . . . . . . . .
Fuse 8 . . . . . . . . . . . . . . . . .
Headlamp Switch . . . . . . . . . . .
Ignition Switch . . . . . . . . . . . .
License Plate Lamp . . . . . . . . .
Powertrain Control Module . . . .
RWAL Module . . . . . . . . . . . .
Stop Lamp Switch . . . . . . . . . .
Tail, Stop and Turn Signal Lamps
Turn Signal/Hazard Flasher Switch

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Page
. . .8W-51-3
. . .8W-51-4
. . .8W-51-5
.8W-51-3, 5
. . .8W-51-5
. . .8W-51-3
. . .8W-51-3
. . .8W-51-3
. . .8W-51-3
. . .8W-51-3
. . .8W-51-3
. . .8W-51-3
. . .8W-51-5
. . .8W-51-5
. . .8W-51-4
. . .8W-51-5

8W-52 TURN SIGNALS

8W - 52 - 1

TURN SIGNALS
TURN SIGNALS
In the ACCESSORY or RUN position, the ignition
switch connects circuit A1 from fuse C in the Power
Distribution Center (PDC) to circuit A31. Circuit A31
feeds circuit L5 through fuse 11 in the fuse block.
Circuit L5 powers the turn signal flasher. Circuit
L6 from the flasher connects to the multi-function
switch to supply power to the turn signals. The
multi-function switch connects to the turn signal and
side marker lamps on circuits L60, L61, L62 and
L63.

RIGHT TURN SIGNAL


When the operator selects the right turn signal, the
multi-function switch connects power from circuit L6
to circuits L60 and L62. Circuit L62 feeds the right
rear turn signal/hazard flasher/stop lamp.
Circuit L60 feeds the right front turn signal/hazard
flasher lamp and side marker lamp. Circuit L60 also
splices to power the turn signal indicator lamp on the
instrument cluster.
LEFT TURN SIGNAL
When the operator selects the left turn signal, the
multi-function switch connects power from circuit L6
to circuits L61 and L63. Circuit L63 feeds the left
rear turn signal/hazard flasher/stop lamp.
Circuit L61 feeds the left front turn signal/hazard
flasher lamp and side marker lamp. Circuit L61 also
splices to power the turn signal indicator lamp on the
instrument cluster.
GROUND CIRCUIT
Circuit Z1 provides a ground for the parking lamps,
turn/tail/stop lamps, and rear license plate lamps.
The grounding point for circuit Z1 is the dash panel,
left of the brake master cylinder.
HELPFUL INFORMATION
Check fuse C in the PDC.
Check fuse 11 in the fuse block.
If the vehicle is equipped with Rear Wheel AntiLock (RWAL) brakes, circuit L4 also feeds the RWAL
module.

HAZARD FLASHERS
Circuit A15 from the battery positive post supplies
power to the hazard flasher fuse (fuse F1) in the
Power Distribution Center (PDC). Circuit A15 has an
in-line fusible link.

Circuit L9 from the hazard flasher fuse supplies


battery voltage to the hazard warning flasher. Circuit
L19 from the flasher connects to the multi-function
switch.
When the operator depress the hazard flasher button, the multi-function switch connects circuit L19 to
circuits L60, L61, L62, and L63. Circuit L62 powers
the right rear turn signal/stop lamp. Circuit L63
powers the left rear turn signal/stop lamp. Circuit
L60 powers the right indicator lamp. Circuit L61
powers the left indicator lamp.
Circuit L60 also splices to feed the instrument cluster right indicator lamp. Circuit L61 splices to feed
the instrument cluster left indicator lamp.

GROUND CIRCUIT
Circuit Z1 provides a ground for the parking lamps,
turn/tail/stop lamps, and rear license plate lamps at
the left inner fender panel.
Circuit Z1 also provides a ground for the back-up
lamps and Center High Mounted Stop Lamp
(CHMSL) at the left inner fender panel.
Circuit Z1 also provide ground for the indicator
lamps, and side marker lamps at the left inner
fender panel.
HELPFUL INFORMATION
Check the fusible link in the A15 circuit.

DIAGRAM INDEX
Component
Fuse G . . . . . . . . . . . .
Fuse 7 . . . . . . . . . . . .
Fuse F2 (IOD Fuse) . . . .
Fuse C . . . . . . . . . . . .
Fusible Link . . . . . . . . .
Hazard Flasher . . . . . . .
Ignition Switch . . . . . . .
RWAL Module . . . . . . .
Stop Lamp Switch . . . . .
Turn Signal/Hazard Flasher
Turn Signal Flasher . . . .

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Switch
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Page
. . .8W-52-3
. . .8W-52-3
. . .8W-52-2
. . .8W-52-2
. . .8W-52-2
. . .8W-52-2
. . .8W-52-2
. . .8W-52-3
. . .8W-52-3
.8W-52-3, 4
. . .8W-52-2

8W-53 WIPERS

8W - 53 - 1

WIPERS
INDEX
page

page

Diagram Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Low Washer Fluid Warning Lamp . . . . . . . . . . . . . . 2

WipersIntermittent . . . . . . . . . . . . . . . . . . . . . . . . 1
WipersStandard . . . . . . . . . . . . . . . . . . . . . . . . . . 1

WIPERSSTANDARD

control module. Circuit Z2 terminates at the instrument panel lower right reinforcement support.
When the operator moves the wiper switch to the
LOW speed position, the switch passes voltage to circuit V3. Circuit V3 feeds the wiper motor LOW speed
brushes. If the operator selects wiper HIGH speed
operation, the wiper switch passes current to circuit
V4. Circuit V4 feeds the wiper motor HIGH speed
brushes.
If the operator selects wiper DELAY operation, the
wiper switch provides an input to the intermittent
wiper control module on circuit V8. The DEALY portion of the wiper switch contains a variable resistor.
The variable resistor connects to the intermittent
wiper module on circuit V9. Voltage for the resistor is
supplied by circuit V6 through the wiper switch. The
amount of delay selected by the operator determines
the voltage drop through the resistor and the voltage
level received by the intermittent wiper module.
After the intermittent wiper control module determines the amount of delay selected, it cycles the wipers by periodically energizing circuit V17 which
connects to circuit V3 through the wiper switch. Circuit V3 powers the wiper motor LOW speed brushes.
As the windshield wiper motor turns, the park
switch, internal to the motor, moves from its
grounded position (down) to the powered RUN (up)
position. Circuit V7 provides an input to the intermittent wiper control module when the wiper switch
is in the OFF position. The intermittent wiper control module powers the park switch in the wiper motor on circuit V5.
The intermittent windshield wiper system is also
equipped with a pulse wipe feature. To activate this
feature, the operator presses the washer switch momentarily. When the washer switch closes, voltage
from circuit V6 passes through the switch to circuit
V10. Circuit V10 provides a signal to the intermittent wiper control module and supplies voltage for
the windshield washer pump. When the control module receives the signal on circuit V10, it cycles the
wipers on circuit V3 while the washer fluid pump operates.
The washer motor operates whenever the washer
switch closes and supplies voltage to the motor on

Fuse 10 in the fuse block powers the standard


wiper system. The standard wiper system operates at
either LOW or HIGH speeds.
In the ACCESSORY or RUN position, the ignition
switch connects circuit A1 from fuse C in the Power
Distribution Center (PDC) with circuit A31. Circuit
A31 supplies voltage to circuit V6 through fuse 10 in
the fuse block.
Circuit V6 splices to supply power to the wiper
switch circuitry in the multi-function switch and to
the park switch in the wiper motor. The wiper system is case grounded at the wiper motor.
When the operator moves the wiper switch to the
LOW position, battery voltage passes through the
switch to circuit V3. Circuit V3 feeds the wiper motor
LOW speed brushes. If the operator selects wiper
HIGH speed operation, the wiper switch passes current to circuit V4. Circuit V4 feeds the wiper motor
HIGH speed brushes.
As the windshield wiper motor turns, the park
switch, internal to the motor, moves from its DOWN
position to the UP position. When the wiper switch is
turned OFF, the V5 circuit prevents the wipers from
stopping in any position but park.
The windshield washer uses a pump motor located
inside the windshield washer fluid reservoir. When
the washer switch is pressed, power is supplied
through the wiper switch to the pump motor on circuit V10. Circuit Z1 provides ground for the pump
motor. The Z1 circuit terminates at the left headlamp
ground at the left fender side shield.

WIPERSINTERMITTENT
Fuse 10 in the fuse block powers the intermittent
wiper system. The intermittent wiper system operates at either DELAY, LOW or HIGH speeds.
In the ACCESSORY or RUN position, the ignition
switch connects circuit A1 from fuse C in the Power
Distribution Center (PDC) with circuit A31. Circuit
A31 supplies voltage to circuit V6 through fuse 10 in
the fuse block.
Circuit V6 splices to supply power to the wiper
switch circuitry in the multi-function switch, the intermittent wiper module and the park switch in the
wiper motor. The wiper motor is case grounded. Circuit Z2 provides ground for the intermittent wiper

8W - 53 - 2
circuit V10. Circuit Z1 provides ground for the pump
motor. Circuit Z1 terminates at the left fender side
shield.

HELPFUL INFORMATION
Circuit V3 is double crimped at the multi-function
switch to allow either the wiper switch or intermittent wiper control module to power the wiper motor
LOW speed brushes.
Ground circuit Z2 is double crimped at the intermittent wiper control module to provide ground for
the Rear Wheel Anti-Lock (RWAL) module.

LOW WASHER FLUID WARNING LAMP


The low washer fluid warning lamp is located in
the instrument cluster. Circuit G29 connects the
warning lamp to the low washer fluid sensor in the
washer fluid reservoir. The switch in the sensor
closes when the fluid level drops below a calibrated
level. When the switch closes, voltage flows through
the warning lamp to ground on circuit Z1. Circuit Z1
terminates at the left fender side shield.

8W-53 WIPERS
DIAGRAM INDEX
Component
Page
Fuse C . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-53-3, 4, 5
Fuse 10 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-53-3, 4, 5
Ignition Switch . . . . . . . . . . . . . . . . . . . . . .8W-53-3, 4, 5
Intermittent Wiper Switch . . . . . . . . . . . . . . . . . . .8W-53-4
Intermittent Wiper Motor . . . . . . . . . . . . . . . . . . . .8W-53-5
Intermittent Wiper Control Module . . . . . . . . . . . .8W-53-4, 5
Low Washer Fluid Sensor . . . . . . . . . . . . . . . . .8W-53-3, 5
Standard Wiper Motor . . . . . . . . . . . . . . . . . . . . .8W-53-3
Standard Wiper Switch . . . . . . . . . . . . . . . . . . . . .8W-53-3
Windshield Washer Pump Motor . . . . . . . . . . . . .8W-53-3, 5

8W-54 TRAILER TOW

8W - 54 - 1

TRAILER TOW
TRAILER TOW
The trailer tow jumper harness connects to the circuits for the stop lamps, turn signals, tail lamps and
back-up lamps. The harness wires are taped back
and sealed at the time of vehicle delivery.
Circuit D7 connects to circuit L62 which powers
the right turn signal/stop lamp. Circuit D8 connects
to circuit L63 which supplies power to left turn signal/stop lamp. Circuit B2 connects to circuit L1 for
the back-up lamps. The trailer tow harness also contains tail lamp circuit L7, and circuit X2. Circuit X2
is connected to ground circuit Z1.

DIAGRAM INDEX
Component
Page
Back-Up Lamps . . . . . . . . . . . . . . . . . . . . . . . . . .8W-54-2
Tail, Stop and Turn Signal Lamps . . . . . . . . . . . . . .8W-54-2
Trailer Tow Harness . . . . . . . . . . . . . . . . . . . . . . .8W-54-2

8W-60 POWER WINDOWS

8W - 60 - 1

POWER WINDOWS
POWER WINDOWS
In the RUN position, the ignition switch connects
circuit A2 from fuse E in the Power Distribution Center (PDC) to circuit A22. Circuit A22 powers circuit
F21 through the circuit breaker in cavity 2 of the
fuse block. Circuit F21 supplies battery voltage to the
left and right power window switches.
Circuit Z1 provides ground for the system through
the left power window switch. The grounding point
for circuit Z1 is the instrument panel lower right
panel reinforcement support.
The left power door switch contains two switches
for the left and right windows. The right power window switch on the passengers side of the vehicle only
operates the right window.

LEFT POWER WINDOW


Circuit F21 supplies voltage to the left power window switch. When the switch for the left window is
put in the DOWN position, the switch supplies voltage to the left power window motor on circuit Q21.
The ground path from the motor is on circuit Q11
back through the switch to ground on circuit Z1.
When the left power window switch is put in the
UP position, circuit Q11 supplies voltage to the power
window motor. The ground path from the motor is on
circuit Q21 back through switch to ground on circuit
Z1.
RIGHT POWER WINDOW
The right power window can be operated by either
the right power window switch on the drivers side or
the switch on the passenger side. The switch on the
passengers side of the vehicle is wired in series between the drivers side switch and the motor.
DRIVER SIDE SWITCH OPERATION
Circuit F21 supplies voltage to the right power
window switches for raising and lowering the windows. When the drivers side switch is put in the
DOWN position, the switch supplies voltage to circuit
Q26. Circuit Q26 connects to the down side of the
passenger side switch. Voltage passes through the
passenger side switch to the window motor on circuit
Q22. The ground path from the motor is on circuit

Q12 back through the passenger side switch to circuit Q16, through the drivers side switch to ground
on circuit Z1.
When the drivers side switch is put in the UP position, the switch supplies voltage to circuit Q16. Circuit Q16 connects to the UP side of the passenger
side switch. Voltage passes through the passengers
side switch to the window motor on circuit Q12. The
ground path from the motor is on circuit Q22 back
through the passengers side switch to circuit Q26,
through the drivers side switch to ground on circuit
Z1.
PASSENGER SIDE SWITCH OPERATION
Circuit F21 splices to supply voltage to the right
window switch on the passenger side of the vehicle.
When the passenger side switch is put in the DOWN
position, the switch supplies voltage to the motor on
circuit Q22. The ground path from the motor is on
circuit Q12 back through the passenger side switch
to circuit Q16, through the drivers side switch to
ground on circuit Z1.
In the UP position, the passenger side switch supplies voltage to the window motor on circuit Q12. The
ground path from the motor is on circuit Q22 back
through the passenger side switch to circuit Q26,
through the drivers side switch to ground on circuit
Z1.

HELPFUL INFORMATION
Check fuse E in the PDC.
Check the circuit breaker in cavity 2 of the fuse
block.

DIAGRAM INDEX
Component
Circuit Breaker (Cavity 2 of Fuse Block)
Fuse E . . . . . . . . . . . . . . . . . . . . .
Ignition Switch . . . . . . . . . . . . . . . .
Left Window Lift Motor . . . . . . . . . .
Left Door Power Window Switch . . . .
Right Window Lift Motor . . . . . . . . .
Right Door Power Window Switch . . .

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Page
.8W-60-2, 3
.8W-60-2, 3
.8W-60-2, 3
. . .8W-60-2
. . .8W-60-2
. . .8W-60-3
. . .8W-60-3

8W-61 POWER DOOR LOCKS

8W - 61 - 1

POWER DOOR LOCKS


POWER DOOR LOCKS
Fuse G in the Power Distribution Center (PDC)
supplies voltage to the fuse block on circuit A3. Fuse
5, in the fuse block, supplies battery voltage on circuit F35 to both door lock switches.
The ground path for the door lock system is
through two cavities in the left door lock switch on
the Z1 circuit. The grounding point is located at the
instrument panel lower right reinforcement support.

LEFT DOOR SWITCH OPERATION (LOCK)


When the left door lock switch is moved to the
LOCK position, voltage is supplied on circuit P35 to
the LOCK bus bar inside the right door switch. Battery voltage is passed through the right door switch
to both door lock motors on circuit P33.
The ground path for each motor is through circuit
P34 to the right door switch. The ground circuit continues through the UNLOCK bus bar in the right
door switch to circuit P36. From circuit P36 the
ground circuit passes through the UNLOCK bus bar
in the left door switch and then to ground on circuit
Z1.
LEFT DOOR SWITCH OPERATION (UNLOCK)
When the left door lock switch is moved to the UNLOCK position, voltage is supplied on circuit P36 to
the UNLOCK bus bar inside the right door switch.
Battery voltage is passed through the right door
switch to both door lock motors on circuit P34.
The ground path for each motor is through circuit
P33 to the right door switch. The ground circuit continues through the LOCK bus bar in the right door
switch to circuit P35. From circuit P35 the ground
circuit passes through the LOCK bus bar in the left
door switch and then to ground on Z1 circuit.

RIGHT DOOR SWITCH OPERATION (LOCK)


When the right door switch is moved to the LOCK
position, voltage is supplied to both door lock motors
on circuit P33. The ground path for each motor is
through circuit P34 to the right door switch. The
ground circuit continues through the UNLOCK bus
bar in the right door switch to circuit P36. From circuit P36 the ground circuit passes through the UNLOCK bus bar in the left door switch and then to
ground on circuit Z1
RIGHT DOOR SWITCH OPERATION (UNLOCK)
When the right door switch is moved to the UNLOCK position, voltage is supplied to both door lock
motors on circuit P34. The ground path for each motor is through circuit P33 to the right door switch.
The ground circuit continues through the LOCK bus
bar in the right door switch to circuit P35. From circuit P35 the ground circuit passes through the LOCK
bus bar in the left door switch and then to ground on
circuit Z1.
HELPFUL INFORMATION
Check fuse G in the PDC.
Check fuse 5 in the fuse block.

DIAGRAM INDEX
Component
Fuse G . . . . . . . . . . .
Fuse 5 . . . . . . . . . . .
Left Door Motor . . . . .
Left Door Lock Switch .
Right Door Lock Switch
Right Door Motor . . . .

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Page
.8W-61-2, 3
.8W-61-2, 3
. . .8W-61-3
. . .8W-61-2
. . .8W-61-3
. . .8W-61-3

8W-62 POWER MIRRORS

8W - 62 - 1

POWER MIRRORS
POWER MIRRORS
A single switch operates both the left and right
power mirrors. Each mirror has two motors; a LEFT/
RIGHT motor and a UP/DOWN motor. The motors
switch polarity to allow mirror adjustment.
Circuit A4 from fuse F in the Power Distribution
Center (PDC) supplies battery voltage to the Ignition
Off-Draw (IOD) fuse (fuse F2) in the PDC. The IOD
fuse powers the power mirror switch on circuit M1.
Circuit Z1 connects to the power mirror switch and
supplies ground for the power mirror system. The
grounding point for circuit Z1 is the instrument
panel lower right reinforcement support.

RIGHT POWER MIRROR OPERATION


In the RIGHT position, the power mirror switch
supplies power to the right mirror LEFT/RIGHT motor on circuit P70 when a rightward adjustment is
made. Circuit P74 provides the ground path the for
rightward adjustments.
When the operator makes a leftward adjustment,
polarity reverses. For leftward adjustments, the
switch supplies battery voltage the right mirror
LEFT/RIGHT motor on circuit P74. Circuit P70 supplies ground for leftward adjustments.
During UPWARD adjustments, the switch supplies
voltage to the right mirror UP/DOWN motor on circuit P72. Circuit P70 supplies ground during UPWARD adjustments.
For DOWNWARD adjustments, the polarity is reversed, the switch powers the right mirror UP/
DOWN motor on circuit P70. Circuit P72 supplies the
ground path.
LEFT POWER MIRROR OPERATION
In the LEFT position, the power mirror switch supplies power to the left mirror LEFT/RIGHT motor on
circuit P73 when a RIGHTWARD adjustment is

made. Circuit P71 provides the ground path the for


RIGHTWARD adjustments.
When the operator makes LEFTWARD adjustment,
polarity reverses. For LEFTWARD adjustments, the
switch supplies battery voltage the left mirror LEFT/
RIGHT motor on circuit P71. Circuit P73 supplies
ground for LEFTWARD adjustments.
During UPWARD adjustments, the switch supplies
voltage to the left mirror UP/DOWN motor on circuit
P75. Circuit P73 supplies ground during UPWARD
adjustments.
For DOWNWARD adjustments, the polarity is reversed, the switch powers the left mirror UP/DOWN
motor on circuit P73. Circuit P75 supplies the ground
path.

HELPFUL INFORMATION
Check fuse F in the PDC.
Check the IOD fuse (fuse F2) in the PDC.
Circuit M1 supplies voltage to the radio memory,
lamp, underhood lamp, time delay relay, dome lamp,
overhead console lamps and glove box lamp. Check
for proper operation of these items.
Move the switch to its various positions and listen
for the motors to click or try to move. Some movement or clicking indicates a poor connection or a mechanical problem with a mirror.

DIAGRAM INDEX
Component
Fuse F . . . . . . . . .
Fuse F2 (IOD Fuse) .
Left Mirror Motors . .
Power Mirror Switch
Right Mirror Motors .

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Page
.8W-62-2
.8W-62-2
.8W-62-2
.8W-62-2
.8W-62-2

8W-70 SPLICE INFORMATION

8W - 70 - 1

SPLICE INFORMATION
GENERAL INFORMATION
This section identifies all splices shown in the diagrams. It also shows the splices in their entirety. All
circuits that are part of the splices are shown, and

the systems they affect are referenced. For viewing


the location of each splice in the vehicle, refer to Section 8W-95.

SPLICE INDEX
Component
Page
S101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-2
S102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-2
S103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-2
S104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-2
S105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-3
S106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-3
S107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-3
S108 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-4
S109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-4
S110 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-4
S111 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-4
S112 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-4
S113 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-5
S114 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-5
S115 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-5
S116 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-5
S117 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-6
S118 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-6
S119 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-6
S120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-6
S121 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-7
S122 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-7
S123 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-7
S124 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-7
S125 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-8
S126 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-8
S127 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-8
S128 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-8
S129 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-9
S130 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-9
S131 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-9
S132 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-10
S133 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-10
S134 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-10
S135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-11
S136 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-11
S137 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-11
S138 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-11
S139 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-11
S140 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-12
S141 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-12
S142 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-70-12

Component
S143 . . . .
S144 . . . .
S145 . . . .
S201 . . . .
S202 . . . .
S203 . . . .
S204 . . . .
S205 . . . .
S206 . . . .
S207 . . . .
S208 . . . .
S209 . . . .
S210 . . . .
S211 . . . .
S212 . . . .
S213 . . . .
S214 . . . .
S215 . . . .
S216 . . . .
S301 . . . .
S302 . . . .
S303 . . . .
S304 . . . .
S305 . . . .
S306 . . . .
S307 . . . .
S308 . . . .
S309 . . . .
S310 . . . .
S311 . . . .
S312 . . . .
S313 . . . .
S314 . . . .
S315 . . . .
S316 . . . .
S317 . . . .
S318 . . . .
S401 . . . .
S402 . . . .
S403 . . . .
S404 . . . .
S405 . . . .

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Page
.8W-70-12
.8W-70-12
.8W-70-13
.8W-70-13
.8W-70-13
.8W-70-13
.8W-70-14
.8W-70-14
.8W-70-14
.8W-70-15
.8W-70-15
.8W-70-15
.8W-70-15
.8W-70-16
.8W-70-16
.8W-70-16
.8W-70-17
.8W-70-17
.8W-70-17
.8W-70-17
.8W-70-17
.8W-70-18
.8W-70-18
.8W-70-18
.8W-70-19
.8W-70-19
.8W-70-19
.8W-70-19
.8W-70-20
.8W-70-20
.8W-70-20
.8W-70-20
.8W-70-21
.8W-70-21
.8W-70-21
.8W-70-21
.8W-70-22
.8W-70-22
.8W-70-22
.8W-70-22
.8W-70-23
.8W-70-23

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

8W-80 CONNECTOR PIN OUTS

8W - 80 - 1

CONNECTOR PIN OUTS


GENERAL INFORMATION
The pages referenced in this section show the connector, the circuits in the connector, and the pin that

circuit occupies. Individual connector numbers are


referenced on diagram pages throughout Group 8W.

CONNECTOR LOCATIONS
Component
Page
C101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-3
C102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-3
C103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-3
C104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-3
C105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-3
C106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-4
C107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-4
C108 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-4
C109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-4
C110 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-4
C111 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-5
C112 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-5
C113 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-5
C114 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-5
C115 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-5
C116 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-6
C117 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-7
C118 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-7
C119 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-7
C120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-8
C121 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-8
C122 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-8
C123 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-8
C124 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-8
C125 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-8
C126 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-9
C127 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-9
C128 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-9
C129 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-9
C130 (2.5L) . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-10
C130 (3.9L/5.2L) . . . . . . . . . . . . . . . . . . . . . . . .8W-80-11
C131 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-12
C132 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-12
C133 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-12
C134 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-12
C135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-12
C136 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-12
C137 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-13
C138 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-13
C139 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-13
C140 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-13
C141 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-13
C142 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-13
C143 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-13
C144 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-14
C145 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-14
C146 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-14
C147 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-80-14

Component
C148 . . . .
C149 . . . .
C150 . . . .
C151 . . . .
C152 . . . .
C153 . . . .
C154 . . . .
C155 . . . .
C156 . . . .
C157 . . . .
C158 . . . .
C159 . . . .
C160 . . . .
C161 . . . .
C162 . . . .
C163 . . . .
C164 . . . .
C165 . . . .
C166 . . . .
C167 . . . .
C168 . . . .
C201 . . . .
C202 . . . .
C203 . . . .
C204 . . . .
C205 . . . .
C206 . . . .
C207 . . . .
C208 . . . .
C209 . . . .
C210 . . . .
C211 . . . .
C212 . . . .
C213 . . . .
C214 . . . .
C215 . . . .
C216 . . . .
C217 . . . .
C218 . . . .
C219 . . . .
C220 . . . .
C221 . . . .
C222 . . . .
C223 . . . .
C224 . . . .
C225 . . . .
C226 . . . .
C227 . . . .

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Page
.8W-80-14
.8W-80-14
.8W-80-15
.8W-80-15
.8W-80-15
.8W-80-15
.8W-80-15
.8W-80-15
.8W-80-16
.8W-80-16
.8W-80-16
.8W-80-16
.8W-80-16
.8W-80-16
.8W-80-17
.8W-80-17
.8W-80-17
.8W-80-17
.8W-80-18
.8W-80-18
.8W-80-18
.8W-80-19
.8W-80-19
.8W-80-19
.8W-80-19
.8W-80-20
.8W-80-20
.8W-80-20
.8W-80-20
.8W-80-21
.8W-80-21
.8W-80-21
.8W-80-21
.8W-80-21
.8W-80-22
.8W-80-22
.8W-80-22
.8W-80-22
.8W-80-22
.8W-80-23
.8W-80-23
.8W-80-23
.8W-80-23
.8W-80-24
.8W-80-24
.8W-80-24
.8W-80-24
.8W-80-24

8W - 80 - 2
Component
C228 . . . .
C229 . . . .
C230 . . . .
C231 . . . .
C232 . . . .
C233 . . . .
C234 . . . .
C235 . . . .
C236 . . . .
C301 . . . .
C302 . . . .
C303 . . . .
C304 . . . .
C305 . . . .
C306 . . . .
C307 . . . .
C308 . . . .
C309 . . . .
C310 . . . .
C311 . . . .
C312 . . . .
C313 . . . .
C314 . . . .
C315 . . . .
C316 . . . .
C317 . . . .
C318 . . . .
C319 . . . .
C320 . . . .
C321 . . . .
C322 . . . .

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.

8W-80 CONNECTOR PIN OUTS


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Page
.8W-80-25
.8W-80-25
.8W-80-25
.8W-80-26
.8W-80-26
.8W-80-26
.8W-80-26
.8W-80-26
.8W-80-27
.8W-80-27
.8W-80-27
.8W-80-27
.8W-80-28
.8W-80-28
.8W-80-28
.8W-80-28
.8W-80-28
.8W-80-29
.8W-80-29
.8W-80-29
.8W-80-29
.8W-80-29
.8W-80-30
.8W-80-30
.8W-80-30
.8W-80-30
.8W-80-30
.8W-80-30
.8W-80-31
.8W-80-31
.8W-80-31

Component
C323 . . . .
C324 . . . .
C325 . . . .
C326 . . . .
C327 . . . .
C328 . . . .
C329 . . . .
C330 . . . .
C331 . . . .
C332 . . . .
C333 . . . .
C334 . . . .
C335 . . . .
C336 . . . .
C337 . . . .
C338 . . . .
C339 . . . .
C340 . . . .
C401 . . . .
C402 . . . .
C403 . . . .
C404 . . . .
C405 . . . .
C406 . . . .
C407 . . . .
C408 . . . .
C409 . . . .
C410 . . . .
C411 . . . .
C412 . . . .
C413 . . . .

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Page
.8W-80-31
.8W-80-31
.8W-80-31
.8W-80-32
.8W-80-32
.8W-80-32
.8W-80-32
.8W-80-32
.8W-80-33
.8W-80-33
.8W-80-33
.8W-80-33
.8W-80-34
.8W-80-34
.8W-80-34
.8W-80-34
.8W-80-35
.8W-80-35
.8W-80-36
.8W-80-36
.8W-80-36
.8W-80-36
.8W-80-37
.8W-80-37
.8W-80-37
.8W-80-37
.8W-80-38
.8W-80-38
.8W-80-38
.8W-80-38
.8W-80-38

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

1995 AN Dakota
Publication No. 81-370-5110
TSB 08-55-94
October 14, 1994

8W-90 CONNECTOR LOCATIONS

8W - 90 - 1

CONNECTOR LOCATIONS
GENERAL INFORMATION
This section provides illustrations identifying component and connector locations in the vehicle. A con-

nector index is provided. Use the wiring diagrams in


each section for connector number identification. Refer to the index for the proper figure number.

CONNECTOR LOCATIONS
Connector #
C101 . . . . .
C102 . . . . .
C103 . . . . .
C104 . . . . .
C105 . . . . .
C106 . . . . .
C107 . . . . .
C108 . . . . .
C109 . . . . .
C110 . . . . .
C111 . . . . .
C112 . . . . .
C113 . . . . .
C114 . . . . .
C115 . . . . .
C116 . . . . .
C117 . . . . .
C118 . . . . .
C119 . . . . .
C120 . . . . .
C121 . . . . .
C122 . . . . .
C123 . . . . .
C124 . . . . .
C125 . . . . .
C126 . . . . .
C127 . . . . .
C128 . . . . .
C129 . . . . .
C130 . . . . .
C131 . . . . .
C132 . . . . .
C133 . . . . .
C133 . . . . .
C133 . . . . .
C134 . . . . .
C134 . . . . .
C134 . . . . .
C135 . . . . .
C135 . . . . .
C135 . . . . .
C136 . . . . .
C137 . . . . .
C138 . . . . .
C139 . . . . .
C140 . . . . .
C140 . . . . .
C141 . . . . .

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Color
BK .
BK .
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BK .
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BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
GY .
BK .
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BK .
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BK .
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BK .
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BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .

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Location
Fig.
Rear of Right Headlamp . . . . . . . . . 2
Right Side Marker Lamp . . . . . . . .2
Right Front Turn Signal Lamp . . .. . .2
Airbag Right Impact Sensor . . . . . .1
Right Fender Side Shield3.9L, 5.2L .1
Right Fender Side Shield3.9L, 5.2L .1
Right Fender Side Shield . . . . . . . .1
Right Fender Side Shield
Right Fender Side Shield . . . . . . . .1
Windshield Wiper Motor . . . . . . . . .2
Left Side of Dash Panel . . . . . . . .21
Near Bulkhead Connector
Washer Fluid Reservoir . . . . . . . . .2
Washer Fluid Reservoir . . . . . . . . .2
Below Master Cylinder . . . . . . . . . .2
Left of Vacuum Brake Booster . .2, 10
ABS Hydraulic Unit . . . . . . . . . . . .2
ABS Hydraulic Unit . . . . . . . . . . . .2
ABS Hydraulic Unit . . . . . . . . . . . .2
Near Battery . . . . . . . . . . . . . . . .2
Near Battery, Below PDC
Below ABS Hydraulic Unit . . . . . . . .2
Below Battery Tray . . . . . . . . . . . .3
Rear of Left Headlamp . . . . . . . . . .2
Air Bag Left Impact Sensor . . . . . . .1
Left Front Turn Signal Lamp . . . . . .2
Left Front Side Marker Lamp . . . . . .2
Right Fender Side Shield2.5L . . . .1
Right Fender Side Shield3.9L, 5.2L .1
At PCM, Right Fender Side Shield . .1
Near Blower Motor Resistor Block . .1
On Receiver/Drier . . . . . . . . . . . . .1
Right Side of Dash Panel2.5L . . . .1
Rear of Fuel Rail3.9L . . . . . . . . .6
Rear of Fuel Rail5.2L . . . . . . . . .7
Right Side of Dash Panel2.5L . . . .1
Right of Distributor3.9L . . . . . . .6
Right of Distributor5.2L . . . . . . .7
Right Side of Dash Panel2.5L . . . .1
On Throttle Body3.9L . . . . . . . . .6
On Throttle Body5.2L . . . . . . . . .7
Below Windshield Wiper Motor . . . .5
Below Windshield Wiper Motor
Radiator Fan Motor . . . . . . . . . . . .3
Speed Control Servo . . . . . . . . . . .1
No. 2 Injector3.9L . . . . . . . . . . .6
No. 2 Injector5.2L . . . . . . . . . . .7
No. 4 Injector3.9L . . . . . . . . . . .6

Connector #
C141 . . . . .
C142 . . . . .
C142 . . . . .
C143 . . . . .
C144 . . . . .
C144 . . . . .
C145 . . . . .
C145 . . . . .
C146 . . . . .
C146 . . . . .
C147 . . . . .
C148 . . . . .
C148 . . . . .
C148 . . . . .
C149 . . . . .
C149 . . . . .
C150 . . . . .
C150 . . . . .
C150 . . . . .
C151 . . . . .
C151 . . . . .
C151 . . . . .
C152 . . . . .
C153 . . . . .
C153 . . . . .
C153 . . . . .
C154 . . . . .
C154 . . . . .
C154 . . . . .
C155 . . . . .
C156 . . . . .
C156 . . . . .
C156 . . . . .
C157 . . . . .
C157 . . . . .
C158 . . . . .
C159 . . . . .
C160 . . . . .
C161 . . . . .
C162 . . . . .
C163 . . . . .
C164 . . . . .
C164 . . . . .
C164 . . . . .
C165 . . . . .
C166 . . . . .
C167 . . . . .
C168 . . . . .

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Color
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .

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Location
No. 4 Injector5.2L . . . . . . . .
No. 6 Injector3.9L . . . . . . . .
No. 6 Injector5.2L . . . . . . . .
No. 8 Injector5.2L . . . . . . . .
No. 1 Injector3.9L . . . . . . . .
No. 1 Injector5.2L . . . . . . . .
No. 3 Injector3.9L . . . . . . . .
No. 3 Injector5.2L . . . . . . . .
No. 5 Injector3.9L . . . . . . . .
No. 5 Injector5.2L . . . . . . . .
No. 7 Injector5.2L . . . . . . . .
Rear of Generator2.5L . . . . .
Rear of Generator3.9L . . . . .
Rear of Generator5.2L . . . . .
Near No.2 Injector3.9L . . . . .
Near No.2 Injector5.2L . . . . .
On Thermostat Housing2.5L . .
Next to Generator3.9L . . . . . .
Next to Generator5.2L . . . . . .
Side of A/C Compressor2.5L .
Side of A/C Compressor3.9L .
Side of A/C Compressor5.2L .
On A/C Line at Compressor
Side of Throttle Body2.5L . . .
Rear of Throttle Body3.9L . . .
Rear of Throttle Body5.2L . . .
On Throttle Body2.5L . . . . . .
On Throttle Body3.9L . . . . . .
On Throttle Body5.2L . . . . . .
Rear of Engine . . . . . . . . . . . .
Rear Left of Engine Block2.5L
Near Distributor3.9L . . . . . . .
Near Distributor5.2L . . . . . . .
Distributor3.9L . . . . . . . . . .
Distributor5.2L . . . . . . . . . .
Left Side of Transmission . . . . .
Left Side of Transmission . . . . .
Back-up Lamp Switch . . . . . . .
Top Front of Engine . . . . . . . .
Top of Transmission . . . . . . . .
On Transfer Case . . . . . . . . . .
Ignition Coil2.5L . . . . . . . . .
Ignition Coil3.9L . . . . . . . . .
Ignition Coil5.2L . . . . . . . . .
Starter Motor . . . . . . . . . . . . .
On Throttle Body2.5L . . . . . .
On Throttle Body2.5L . . . . . .
Distributor2.5L . . . . . . . . . .

Fig.
. . .7
. . .6
. . .7
. . .7
. . .6
. . .7
. . .6
. . .7
. . .6
. . .7
. . .7
. . .5
. . .6
. . .7
. . .6
. . .7
. . .5
. . .6
. . .7
. . .5
. . .6
. . .7
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.5
.6
.7
.5
.6
.7
.8
.5
.6
.7
.6
.7
.8
.8
.8
.8
.8
.8
.5
.6
.7
.4
.5
.5
.5

8W - 90 - 2
Connector #
C201 . . . . .
C202 . . . . .
C203 . . . . .
C204 . . . . .
C205 . . . . .
C206 . . . . .
C207 . . . . .
C208 . . . . .
C209 . . . . .
C210 . . . . .
C211 . . . . .
C212 . . . . .
C213 . . . . .
C214 . . . . .
C215 . . . . .
C216 . . . . .
C217 . . . . .
C218 . . . . .
C219 . . . . .
C220 . . . . .
C221 . . . . .
C222 . . . . .
C223 . . . . .
C224 . . . . .
C225 . . . . .
C226 . . . . .
C227 . . . . .
C228 . . . . .
C229 . . . . .
C230 . . . . .
C231 . . . . .
C232 . . . . .
C233 . . . . .
C234 . . . . .
C235 . . . . .
C236 . . . . .
C301 . . . . .
C302 . . . . .
C303 . . . . .
C304 . . . . .
C305 . . . . .
C306 . . . . .
C307 . . . . .
C308 . . . . .
C309 . . . . .
C310 . . . . .
C311 . . . . .
C312 . . . . .
C313 . . . . .
C314 . . . . .
C315 . . . . .
C316 . . . . .
C317 . . . . .
C318 . . . . .
C319 . . . . .
C320 . . . . .
C321 . . . . .

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8W-90 CONNECTOR LOCATIONS


Color
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
GY .
BK .
GY .
BK .
BK .
BK .
BK .
BK .
BK .
GY .
RD .
BK .
BK .
BK .
BK .
BK .
BK .
BK
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
RD .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK . .
BK .
BK .
BK .
BK .

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Location
Fig.
Bottom Right Side of I.P. . . . . . . .10
Behind Right Kick Panel . . . . .10, 11
Right Middle of I.P. . . . . . . . . . . .10
Right End of I.P. . . . . . . . . . . . . .12
Lower Right of I.P . . . . . . . . .10, 15
Overhead Console
Left of Steering Column . . . . .10, 11
Right Side of Dash Panel . . . . . . . .1
Rear of Airbag Control Module . . . .11
Behind Top of Glove Box . . . . . . .11
Rear of Radio . . . . . . . . . . . . . . .9
Rear of Radio . . . . . . . . . . . . . . .9
Ash Receiver
Rear of Airbag Control Module . . . .11
Rear of Cigar Lighter . . . . . . . . . . .9
Rear of A/C Heater Controls . . . . . .9
Behind Bottom Center of I.P. . . . . . .9
Stop Lamp Switch . . . . . . . . . . . .11
Right of Steering Column . . . . . . .10
Rear of Cluster . . . . . . . . . . . . . . .9
Rear of Cluster . . . . . . . . . . . . . . .9
Behind Headlamp Switch . . . . . . . .9
Above Headlamp Switch . . . . . .9, 10
Behind Knee Bolster . . . . . . . . . . .9
Bottom Edge of Knee Bolster
Rear of Headlamp Switch . . . . . . . .9
Lower Left of I.P . . . . . . . . . . . .10
Center Left of I.P. . . . . . . . . .10, 15
Near Steering Column Support . . . .13
Front Left of Steering Column . . . .13
Ignition Switch . . . . . . . . . . . . . .13
Ignition Switch . . . . . . . . . . . . . .13
Steering Column . . . . . . . . . . . . .13
Lower Left of I.P. . . . . . . . . . . . . .9
Top of Clutch Pedal
Behind Left Kick Panel . . . .9, 16, 17
Behind Left Door Panel . . . . . . . .15
Behind Left Door Panel . . . . . . . .15
Behind Left Door Panel . . . . . . . .15
Behind Left Door Panel . . . . . . . .15
Behind Left Door Panel . . . . . . . .15
Behind Left Door Panel . . . . . . . .15
Behind Left Door Panel . . . . . . . .15
Behind Right Door Panel . . . . . . .15
Behind Right Door Panel . . . . . . .15
Behind Right Door Panel . . . . . . .15
Behind Right Door Panel . . . . . . .15
Behind Right Door Panel . . . . . . .15
Behind Right Door Panel . . . . . . .15
Behind Right Door Panel . . . . . . .15
Right Rear Speaker . . . . . . . .16, 17
Right Rear Speaker . . . . . . . .16, 17
Center Rear of Headliner . . . . .16, 17
Left Rear Speaker . . . . . . . . .16, 17
Left Rear Speaker . . . . . . . . .16, 17
Floor Console . . . . . . . . . . . .16, 17
Below Drivers Seat . . . . . . . . .16, 17

Connector #
C322 . . . . .
C323 . . . . .
C324 . . . . .
C325 . . . . .
C326 . . . . .
C327 . . . . .
C328 . . . . .
C329 . . . . .
C330 . . . . .
C331 . . . . .
C332 . . . . .
C333 . . . . .
C334 . . . . .
C335 . . . . .
C336 . . . . .
C337 . . . . .
C338 . . . . .
C339 . . . . .
C340 . . . . .
C401 . . . . .
C402 . . . . .
C403 . . . . .
C404 . . . . .
C405 . . . . .
C406 . . . . .
C407 . . . . .
C408 . . . . .
C409 . . . . .
C410 . . . . .
C411 . . . . .
C412 . . . . .
C413 . . . . .
C414 . . . . .
C415 . . . . .
C416 . . . . .
D101 . . . . .
D102. . . . . .

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Color
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
GY .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
BK .
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. . . .

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D102. . . . . . . . . . . . .
D102 . . . . . . . . . . . .
D201
G101
G102
G103
G104
G105

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G106
G107
G107
G108
G108
G109
G109
G110
G111

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Location
Fig.
Rear of Bed . . . . . . . . . . . . .14, 19
Right Rear of Frame . . . . . . . .14, 19
Left End of Bed . . . . . . . . . . . . .19
Rear of Bed . . . . . . . . . . . . .14, 19
Frame Near Left Rear Wheel . . . . .19
Top of Fuel Tank . . . . . . . . . . . . .19
Frame Near Left Rear Wheel . . . . .19
Tailgate, Behind CHMSL . . . . . . . .20
Vehicle Speed Sensor . . . . . . . . . .8
Rear of Left Fog Lamp . . . . . . . . .18
Above Overhead Console . . . . . . . .12
Rear of Rear View Mirror . . . . . . .12
Rear of Knee Bolster . . . . . . . . . .18
Rear of Knee Bolster . . . . . . . . . .18
Rear of Knee Bolster . . . . . . . . . .18
Right of Steering Column . . . . . . .18
Right of Steering Column . . . . . . .18
Right of Washer Fluid Reservoir . . .18
Rear of Right Fog Lamp . . . . . . . .18
Right Rear Turn Signal Lamp . . . . .14
Left Rear Turn Signal Lamp . . . . . .14
Right Back-Up Lamp . . . . . . . . . .14
Left Back-Up Lamp . . . . . . . . . . .14
Tailgate, Behind CHMSL . . . . . . . .20
Tailgate, Behind CHMSL . . . . . . . .20
Rear of Left Headlamp . . . . . . . . . .2
Rear of Right Headlamp . . . . . . . . .2
Rear of Left Headlamp . . . . . . . . . .2
Rear of Right Headlamp . . . . . . . . .2
Top of Rear Axle . . . . . . . . . . . . .19
Radiator Center Support . . . . . . . . .1
Left Side of Dash Panel . . . . . . . .21
Behind Step Bumper . . . . . . . . . .14
Behind Step Bumper . . . . . . . . . .14
Rear of Frame
Between PCM and A/C Clutch Relay
A/C Compressor Clutch
Connector2.5L . . . . . . . . . . . .5
A/C Compressor Clutch
Connector3.9L . . . . . . . . . . . .6
A/C Compressor Clutch
Connector5.2L . . . . . . . . . . . .7
Near T/O for Park Brake Switch . . . .
Dash Panel, Near Resistor Block . . .2
Bracket on Brake Master Cylinder . . .2
Left Fender Side Shield . . . . . . . . . .
Above ABS Hydraulic Unit . . . . . . .2
Radiator Top Support, Above
Headlamp . . . . . . . . . . . . . . . . .2
Rear of Cylinder Head2.5L . . . . . .5
Below A/C Compressor3.9L . . . . .6
Below A/C Compressor5.2L . . . . .7
Rear of Engine2.5L Engine . . . . .5
Right Side of Engine3.9L/5.2L
Below A/C Compressor3.9L . . . . .6
Below A/C Compressor5.2L . . . . .7
Battery Negative Post
Rear of Cylinder Head2.5L Engine .5

8W-90 CONNECTOR LOCATIONS


Connector #
G111 . . . . .
G201 . . . . .
G202 . . . . .
G203 . . . . .
G301 . . . . .

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Color
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Location
Fig.
Battery Negative Post3.9L/5.2L
Right Side of Dash Panel . . . . . . . .1
Left of Radio . . . . . . . . . . . . . . . .9
Left of Radio . . . . . . . . . . . . . . . .9
Dash Panel, Left of Master Cylinder .2

Connector #
G302 . . . . .
G303 . . . . .
G304 . . . . .

8W - 90 - 3
Color
Location
Fig.
. . . . . . . Center of Windshield Header . . . . .12
. . . . . . . Near PDC . . . . . . . . . . . . . . . . .18
. . . . . . . Dash Panel, Left of Master
Cylinder . . . . . . . . . . . . . . . . . .2

Fig. 1 Engine Compartment Wiring ConnectorsRight Side

8W - 90 - 4
8W-90 CONNECTOR LOCATIONS

Fig. 2 Engine Compartment Wiring ConnectorsLeft Side

8W-90 CONNECTOR LOCATIONS


8W - 90 - 5

8W - 90 - 6

8W-90 CONNECTOR LOCATIONS

Fig. 3 Engine Compartment Wiring ConnectorsLeft Side

Fig. 4 Starter Motor Wiring Connectors

8W - 90 - 7

Fig. 5 Engine Wiring Connectors2.5L

8W-90 CONNECTOR LOCATIONS

8W-90 CONNECTOR LOCATIONS

Fig. 6 Engine Wiring Connectors3.9L

8W - 90 - 8

8W - 90 - 9

Fig. 7 Engine Wiring Connectors5.2L

8W-90 CONNECTOR LOCATIONS

8W-90 CONNECTOR LOCATIONS

Fig. 8 Transmission Wiring Connectors

8W - 90 - 10

Fig. 9 Instrument Panel Wiring Connectors

8W-90 CONNECTOR LOCATIONS


8W - 90 - 11

Fig. 10 Instrument Panel Wiring Connectors

8W - 90 - 12
8W-90 CONNECTOR LOCATIONS

Fig. 11 Instrument Panel to Body Wiring Connectors

8W-90 CONNECTOR LOCATIONS


8W - 90 - 13

8W - 90 - 14

8W-90 CONNECTOR LOCATIONS

Fig. 12 Overhead Console Wiring Connectors

Fig. 13 Steering Column Wiring Connectors

8W-90 CONNECTOR LOCATIONS

Fig. 14 Rear End Lighting Connectors

Fig. 15 Door Wiring Connectors

8W - 90 - 15

8W-90 CONNECTOR LOCATIONS

Fig. 16 Cab Wiring Connectors

8W - 90 - 16

Fig. 17 Extended Cab Wiring Connectors

8W-90 CONNECTOR LOCATIONS


8W - 90 - 17

8W-90 CONNECTOR LOCATIONS

Fig. 18 Fog Lamp Wiring Connectors

8W - 90 - 18

8W - 90 - 19

Fig. 19 Frame Wiring Connectors

8W-90 CONNECTOR LOCATIONS

8W - 90 - 20

8W-90 CONNECTOR LOCATIONS

Fig. 20 CHMSL Wiring Connectors

Fig. 21 Underhood Lamp Wiring Connectors

8W-95 SPLICE LOCATIONS

8W - 95 - 1

SPLICE LOCATIONS
GENERAL INFORMATION
The illustrations referenced in this section show
the general location of each splice. Individual splice

numbers are referenced on diagram pages throughout Group 8W.

SPLICE LOCATIONS
Splice
Number
S101. . .
S102 . .
S103 . .
S104 . .
S105 . .
S106 . .
S107 . .
S108 . .
S109 . .
S110 . .
S111 . .
S112 . .
S113 . .
S114 . .
S115 . .
S116 . .
S117 . .
S118 . .
S119 . .
S120 . .
S121 . .

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S122 . . . . . .
S123 . . . . . .
S124 . . . . . .
S125 . . . . . .
S126
S127
S128
S129

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S130
S131
S132
S133

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S134
S135
S135
S136

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S137
S138
S139
S140

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Locations
Fig.
Below Coolant Reservoir . . . . . . . . . . . . .1, 2
After Coolant Reservoir . . . . . . . . . . . . . . .1
After Coolant Reservoir . . . . . . . . . . . . .1, 2
Before T/O for Right Headlamp Ground . . . . .1
After Wiper Motor T/O . . . . . . . . . . . . . .1, 2
Before Bulkhead Connector . . . . . . . . . . .1, 2
Near Washer Fluid Reservoir . . . . . . . . . .1, 2
Below Washer Fluid Reservoir . . . . . . . . .1, 2
Below Washer Fluid Reservoir . . . . . . . . .1, 2
Below Washer Fluid Reservoir . . . . . . . . .1, 2
Below Washer Fluid Reservoir . . . . . . . . .1, 2
Between Washer Fluid Reservoir and PDC .1, 2
Before T/O for Left Headlamp Ground . . . .1, 2
Before T/O for Left Headlamp Ground . . . .1, 2
After T/O for Left Headlamp Ground . . . . . . .1
Below PDC . . . . . . . . . . . . . . . . . . . . .1, 2
Below PDC . . . . . . . . . . . . . . . . . . . . . . .1
Near PDC Connector . . . . . . . . . . . . . . .1, 2
Before Wiper Motor T/O . . . . . . . . . . . . . . .2
Near Blower Motor Resistor Block . . . . . . . .2
Between PCM and Blower Motor Resistor
Block . . . . . . . . . . . . . . . . . . . . . . . .2, 3
After PCM . . . . . . . . . . . . . . . . . . . . . . . .2
After T/O for Injector No. 1 . . . . . . . . . . .2, 3
Between Blower Motor Resistor and Wiper
Motor . . . . . . . . . . . . . . . . . . . . . . . . .2
Between Data Link Connector T/O and
Speed Control Servo T/O . . . . . . . . . . . . .3
Before T/O for Low Washer Fluid Level Sensor .2
Below PDC . . . . . . . . . . . . . . . . . . . . . . .2
Near PCM Connector . . . . . . . . . . . . . . . . .3
Between PCM and Blower Motor Resistor
Block . . . . . . . . . . . . . . . . . . . . . . . . .3
Near Blower Motor Resistor Block . . . . . . . .3
Near Blower Motor Resistor Block . . . . . . . .3
After T/O for Injector No. 6 . . . . . . . . . . . .3
Between Take Outs for Injector No. 4
and No. 6 . . . . . . . . . . . . . . . . . . . . . .3
Before T/O For IAC Motor . . . . . . . . . . . . . .3
Near T/O for Injector No. 7, 3.9L/5.2L . . . . . .3
After T/O for Temperature Sensor, 2.5L . . . . .4
Between T/O for Injector No. 7 and T/O
for Oil Pressure Sending Unit . . . . . . . . . .3
Above Bulkhead Connector . . . . . . . . . . . . .2
Between PCM and A/C Compressor Clutch Relay
Between PCM and A/C Compressor Clutch Relay
After Battery Positive Post . . . . . . . . . . . . .4

Splice
Number
S141 . . . . .
S142 . . . . .
S143 . . . . .

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S144 . . . . . .
S145 . . . . . .
S201 . . . . . .
S202
S203
S204
S205
S206

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S207 . . . . . .
S208
S209
S210
S211
S212
S213
S214
S215
S216
S301
S302
S303
S304

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S305 . . . . . .
S306 . . . . . .
S307
S308
S309
S310
S311
S312
S313
S314
S315
S316
S317

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Locations
Fig.
Before T/O for Temperature Sending Unit . . . .4
Before T/O for Oil Pressure Sending Unit . . . .4
Before Oil Pressure Sending Unit T/O and
Engine Ground T/O . . . . . . . . . . . . . . . .4
Before T/O for IAC Motor . . . . . . . . . . . . . .4
Before T/O for Ignition Coil . . . . . . . . . . . . .4
Between Radio Take Outs and Stop Lamp
Switch Take Out . . . . . . . . . . . . . . . . . .5
Before T/O for Stop Lamp Switch . . . . . . . .5
Before T/O for A/C-Heater Controls . . . . . . . .5
In A/C-Heater Controls T/O . . . . . . . . . . . . .5
After A/C-Heater Controls T/O . . . . . . . . . . .5
Between A/C-Heater Controls T/O and
IP Cluster T/Os . . . . . . . . . . . . . . . . . . .5
Between A/C-Heater Controls T/O and
IP Cluster T/Os . . . . . . . . . . . . . . . . . . .5
Before IP Cluster Take Outs . . . . . . . . . . . .5
In T/O for Overdrive Switch . . . . . . . . . . . .5
Near Overdrive Switch T/O . . . . . . . . . . . . .5
After Overdrive Switch T/O . . . . . . . . . . . . .5
Near Fuse Block . . . . . . . . . . . . . . . . . . . .5
Near Fuse Block . . . . . . . . . . . . . . . . . . . .5
Diode Before Bulkhead Connector . . . . . . . . .5
Diode Before Bulkhead Connector . . . . . . . . .5
Before Park Brake Switch T/O . . . . . . . . . . .5
Near T/O for Left Door Speaker . . . . . . . . . .6
Before T/O for Right Door Speaker . . . . . . . .6
After T/O for Right Door Speaker . . . . . . . . .6
Between CHMSL T/O and Fuel Pump
Module T/O . . . . . . . . . . . . . . . . . . . . .7
Between CHMSL T/O and Fuel Pump
Module T/O . . . . . . . . . . . . . . . . . . . . .7
Between CHMSL T/O and Fuel Pump
Module T/O . . . . . . . . . . . . . . . . . . . . .7
Before T/O for Stop Lamp Switch . . . . . . . .7
Before Overhead Console and T/O for Ground .9
Before Take Outs for Fog Lamps . . . . . . . . .8
After T/O for Fog Lamp Ground . . . . . . . . . .8
After Fog Lamp Switch T/O . . . . . . . . . . . . .8
Before Park Lamp Relay and High Beam Relay .8
In Fog Lamp Switch T/O . . . . . . . . . . . . . .8
In Trailer Tow Harness . . . . . . . . . . . . . . . .7
In Trailer Tow Harness . . . . . . . . . . . . . . . .7
In Trailer Tow Harness . . . . . . . . . . . . . . . .7
In Trailer Tow Harness . . . . . . . . . . . . . . . .7

8W - 95 - 2
Splice
Number
S318 . . . . .
S401 . . . . .
S402 . . . . .

8W-95 SPLICE LOCATIONS

Locations
Fig.
. In Trailer Tow Harness . . . . . . . . . . . . . . . .7
. Before T/O for Right Back-Up Lamp . . . . . .11
. In CHMSL Harness, Before Lamps . . . . . . .10

Splice
Number
S403 . . . . .
S404 . . . . .
S405 . . . . .

Locations
Fig.
. In CHMSL Harness, Before Lamps . . . . . . .10
. Before T/O for Left Back-Up Lamp . . . . . . .11
. Between License Plate Lamps . . . . . . . . . .11

Fig. 1 Engine Compartment Splices3.9L, 5.2L

8W-95 SPLICE LOCATIONS


8W - 95 - 3

Fig. 2 Engine Compartment Splices2.5L

8W - 95 - 4
8W-95 SPLICE LOCATIONS

Fig. 3 Engine Harness Splices3.9L, 5.2L

8W-95 SPLICE LOCATIONS


8W - 95 - 5

Fig. 4 Engine Harness Splices2.5L

8W - 95 - 6
8W-95 SPLICE LOCATIONS

8W-95 SPLICE LOCATIONS

Fig. 5 Instrument Panel Splices

Fig. 6 Door Splices

8W - 95 - 7

8W-95 SPLICE LOCATIONS

Fig. 7 Frame Splices

8W - 95 - 8

8W - 95 - 9

Fig. 8 Fog Lamp Splices

8W-95 SPLICE LOCATIONS

8W - 95 - 10

8W-95 SPLICE LOCATIONS

Fig. 9 Overhead Console Harness Splice

Fig. 10 CHMSL Harness Splices

8W - 95 - 11

Fig. 11 Rear Lighting Splices

8W-95 SPLICE LOCATIONS

ENGINE

9 - 1

ENGINE
CONTENTS
page

page

ENGINE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 5
LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . 67
LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . 99
2.5L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

3.9L ENGINE SERVICE PROCEDURES . . . . . . . 49


5.2L ENGINE SERVICE PROCEDURES . . . . . . . 82
STANDARD SERVICE PROCEDURES . . . . . . . . . 1

STANDARD SERVICE PROCEDURES


INDEX
page

page

Engine Performance . . . . . . . . . . . . . . . . . . . . . . . . 2
Form-In-Place Gaskets . . . . . . . . . . . . . . . . . . . . . . 1
Honing Cylinder Bores . . . . . . . . . . . . . . . . . . . . . . 2

Hydrostatic Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Measuring with Plastigage . . . . . . . . . . . . . . . . . . . . 3
Repair Damaged or Worn Threads . . . . . . . . . . . . . 4

FORM-IN-PLACE GASKETS

SURFACE PREPARATION
Parts assembled with form-in-place gaskets may be
disassembled without unusual effort. In some instances, it may be necessary to lightly tap the part
with a mallet or other suitable tool to break the seal
between the mating surfaces. A flat gasket scraper
may also be lightly tapped into the joint but care
must be taken not to damage the mating surfaces.
Scrape or wire brush all gasket surfaces to remove
all loose material. Inspect stamped parts to ensure
gasket rails are flat. Flatten rails with a hammer on
a flat plate, if required. Gasket surfaces must be free
of oil and dirt. Make sure the old gasket material is
removed from blind attaching holes.

There are several places where form-in-place gaskets are used on the engine. DO NOT use form-inplace gasket material unless specified. Care
must be taken when applying form-in-place gaskets.
Bead size, continuity and location are of great importance. Too thin a bead can result in leakage while too
much can result in spill-over. A continuous bead of
the proper width is essential to obtain a leak-free
joint.
Two types of form-in-place gasket materials are
used in the engine area (Mopar Silicone Rubber Adhesive Sealant and Mopar Gasket Maker). Each have
different properties and cannot be used interchangeably.

MOPAR SILICONE RUBBER ADHESIVE


SEALANT
Mopar Silicone Rubber Adhesive Sealant, normally
black in color, is available in 3 ounce tubes. Moisture
in the air causes the sealant material to cure. This
material is normally used on flexible metal flanges.
It has a shelf life of a year and will not properly cure
if over aged. Always inspect the package for the expiration date before use.
MOPAR GASKET MAKER
Mopar Gasket Maker, normally red in color, is
available in 6 cc tubes. This anaerobic type gasket
material cures in the absence of air when squeezed
between smooth machined metallic surfaces. It will
not cure if left in the uncovered tube. DO NOT use
on flexible metal flanges.

GASKET APPLICATION
Assembling parts using a form-in-place gasket requires care.
Mopar Silicone Rubber Adhesive Sealant should be
applied in a continuous bead approximately 3 mm
(0.12 inch) in diameter. All mounting holes must be
circled. For corner sealing, a 3 or 6 mm (1/8 or 1/4
inch) drop is placed in the center of the gasket contact area. Uncured sealant may be removed with a
shop towel. Components should be torqued in place
while the sealant is still wet to the touch (within 10
minutes). The use of a locating dowel is recommended during assembly to prevent smearing the
material off location.
Mopar Gasket Maker should be applied sparingly
to one gasket surface. The sealant diameter should
be 1.00 mm (0.04 inch) or less. Be certain the material surrounds each mounting hole. Excess material

9 - 2

ENGINE

To provide best vehicle performance and lowest vehicle emissions, it is most important that the tune-up
be done accurately. Use the specifications listed on
the Vehicle Emission Control Information label found
on the engine compartment hood.
(1) Test cranking amperage draw (refer to Group
8B, Battery/Starter/Generator Service for the proper
procedures).
(2) Tighten the intake manifold bolts (refer to
Group 11, Exhaust System and Intake Manifold for
the proper specifications).
(3) Perform cylinder compression test:
(a) Check engine oil level and add oil, if necessary.
(b) Drive the vehicle until engine reaches normal
operating temperature.
(c) Select a route free from traffic and other
forms of congestion, observe all traffic laws and
briskly accelerate through the gears several times.
The higher engine speed may help clean out valve
seat deposits which can prevent accurate compression readings.

bled to determine the cause of low compression


unless some malfunction is present.
(4) Clean or replace spark plugs as necessary. Adjust gap (refer to Group 8D, Ignition System for gap
adjustment and torque).
(5) Test resistance of spark plug cables (refer to
Group 8D, Ignition System).
(6) Inspect the primary wire. Test coil output voltage, primary and secondary resistance. Replace parts
as necessary (refer to Group 8D, Ignition System and
make necessary adjustment).
(7) Set ignition timing to specifications (refer to
Specification Label on engine compartment hood).
(8) Perform a combustion analysis.
(9) Test fuel pump for pressure (refer to Group 14,
Fuel System for the proper specifications).
(10) Inspect air filter element (refer to Group 0,
Lubrication and Maintenance for the proper procedure).
(11) Inspect crankcase ventilation system (refer to
Group 0, Lubrication and Maintenance for the proper
procedure).
(12) For emission controls, refer to Group 25,
Emission Controls System for service procedures.
(13) Inspect and adjust accessory belt drives (refer
to Group 7, Cooling System for the proper adjustments).
(14) Road test vehicle as a final test.

CAUTION: DO NOT overspeed the engine.

HONING CYLINDER BORES

can easily be wiped off. Components should be


torqued in place within 15 minutes. The use of a locating dowel is recommended during assembly to prevent smearing the material off location.

ENGINE PERFORMANCE

(d) Remove all spark plugs from engine. As spark


plugs are being removed, check electrodes for abnormal firing indicatorsfouled, hot, oily, etc.
Record cylinder number of spark plug for future
reference.
(e) Disconnect coil wire from distributor and secure to good ground to prevent a spark from starting a fire.
(f) Be sure throttle blades are fully open during
the compression check.
(g) Insert compression gage adaptor into the
No.1 spark plug hole. Crank engine until maximum
pressure is reached on gauge. Record this pressure
as No.1 cylinder pressure.
(h) Repeat Step 3g for all remaining cylinders.
(i) Compression should not be less than 689 kPa
(100 psi) and not vary more than 172 kPa (25 psi)
from cylinder to cylinder.
(j) If cylinder(s) have abnormally low compression pressures, repeat steps 3a through 3h.
(k) If the same cylinder(s) repeat an abnormally
low reading, it could indicate the existence of a
problem in the cylinder.
The recommended compression pressures are
to be used only as a guide to diagnosing engine
problems. An engine should NOT be disassem-

Before honing, stuff plenty of clean shop towels under the bores and over the crankshaft to keep abrasive materials from entering the crankshaft area.
(1) Used carefully, the Cylinder Bore Sizing Hone
equipped with 220 grit stones, is the best tool for this
job. In addition to deglazing, it will reduce taper and
out-of-round as well as removing light scuffing, scoring or scratches. Usually a few strokes will clean up
a bore and maintain the required limits.
CAUTION: DO NOT use rigid type hones to remove
cylinder wall glaze.
(2) Deglazing of the cylinder walls may be done if
the cylinder bore is straight and round. Use a cylinder surfacing hone, Honing Tool C-3501, equipped
with 280 grit stones (C-3501-3810). 20-60 strokes, depending on the bore condition, will be sufficient to
provide a satisfactory surface. Using honing oil
C-3501-3880 or a light honing oil available from major oil distributors.
CAUTION: DO NOT use engine or transmission oil,
mineral spirits or kerosene.
(3) Honing should be done by moving the hone up
and down fast enough to get a crosshatch pattern.

ENGINE
The hone marks should INTERSECT at 50 to 60
for proper seating of rings (Fig. 1).
(4) A controlled hone motor speed between 200 and

Fig. 1 Cylinder Bore Crosshatch Pattern


300 RPM is necessary to obtain the proper crosshatch angle. The number of up and down strokes per
minute can be regulated to get the desired 50 to 60
angle. Faster up and down strokes increase the crosshatch angle.
(5) After honing, it is necessary that the block be
cleaned to remove all traces of abrasive. Use a brush
to wash parts with a solution of hot water and detergent. Dry parts thoroughly. Use a clean, white, lintfree cloth to check that the bore is clean. Oil the
bores after cleaning to prevent rusting.

9 - 3

CHECK NO.3 BEARING: Shim No.2 and No.4


main bearing.
CHECK NO.4 BEARING: Shim No.3 main bearing (3.9L). Shim No.3 and No.5 main bearing (2.5L
and 5.2L).
CHECK NO.5 BEARING: Shim No.4 main bearing (2.5L and 5.2L).
Remove all shims before assembling engine.
METHOD - 2 (ALTERNATIVE)The weight of
the crankshaft is supported by a jack under the counterweight adjacent to the bearing being checked.
(3) Place a piece of Plastigage across the entire
width of the bearing cap shell (Fig. 2). Position the
Plastigage approximately 6.35 mm (1/4 inch) off center and away from the oil holes. In addition, suspect
areas can be checked by placing the Plastigage in
that area. Tighten the bearing cap bolts of the bearing being checked to 41 Nzm (30 ft. lbs.) torque plus
1/4 turn (2.5L Engine). Tighten the bearing cap bolts
of the bearing being checked to 115 Nzm (85 ft. lbs.)
torque (3.9L and 5.2L Engines). DO NOT rotate the
crankshaft or the Plastigage may be smeared,
giving inaccurate results.
(4) Remove the bearing cap and compare the width

MEASURING WITH PLASTIGAGE


CRANKSHAFT MAIN BEARING CLEARANCE
Engine crankshaft bearing clearances can be determined by use of Plastigage, or equivalent. The following is the recommended procedures for the use of
Plastigage:
(1) Remove oil film from surface to be checked.
Plastigage is soluble in oil.
(2) The total clearance of the main bearings can
only be determined by removing the weight of the
crankshaft. This can be accomplished by either of two
methods:
METHOD - 1 (PREFERRED)Shim the bearings adjacent to the bearing to be checked. This will
remove the clearance between upper bearing shell
and the crankshaft. Place a minimum of 0.254 mm
(0.010 inch) shim between the bearing shell and the
adjacent bearing cap. Tighten the bolts to 18 Nzm (13
ft. lbs.) torque.
CHECK NO.1 BEARING: Shim No.2 main bearing.
CHECK NO.2 BEARING: Shim No.1 and No.3
main bearing.

Fig. 2 Placement of Plastigage in Bearing Shell


of the flattened Plastigage with the scale provided on
the package (Fig. 3). Plastigage generally comes in 2
scales (one scale is in inches and the other is a metric scale). Locate the band closest to the same width.
This band shows the amount of clearance. Differences in readings between the ends indicate the
amount of taper present. Record all readings taken
(refer to Engine Specifications).
(5) Plastigage is available in a variety of clearance
ranges. The 0.025-0.076 mm (0.001-0.003 inch) range
is usually the most appropriate for checking engine
bearing clearances.

CONNECTING ROD BEARING CLEARANCE


Engine connecting rod bearing clearances can be
determined by use of Plastigage, or equivalent. The
following is the recommended procedures for the use
of Plastigage:
(1) Remove oil film from surface to be checked.
Plastigage is soluble in oil.

9 - 4

ENGINE
CAUTION: Be sure that the tapped holes maintain
the original center line.
Heli-Coil tools and inserts are readily available
from automotive parts jobbers.

HYDROSTATIC LOCK

Fig. 3 Clearance Measurement


(2) Place a piece of Plastigage across the entire
width of the bearing cap shell (Fig. 2). Position the
Plastigage approximately 6.35 mm (1/4 inch) off center and away from the oil holes. In addition, suspect
areas can be checked by placing the Plastigage in the
suspect area.
(3) The crankshaft must be turned until the connecting rod to be checked starts moving toward the
top of the engine. Only then should the rod cap with
Plastigage in place be assembled. Tightened the 2.5L
rod cap nut to 54 Nzm (40 ft. lbs.) torque. Tighten the
3.9L and 5.2L rod cap nut to 61 Nzm (45 ft. lbs.)
torque. DO NOT rotate the crankshaft or the
Plastigage may be smeared, giving inaccurate
results.
(4) Remove the bearing cap and compare the width
of the flattened Plastigage with the scale provided on
the package (Fig. 3). Plastigage generally comes in 2
scales (one scale is in inches and the other is a metric scale). Locate the band closest to the same width.
This band shows the amount of clearance. Differences in readings between the ends indicate the
amount of taper present. Record all readings taken
(refer to Engine Specifications).
(5) Plastigage is available in a variety of clearance
ranges. The 0.025-0.076 mm (0.001-0.003 inch) range
is usually the most appropriate for checking engine
bearing clearances.

REPAIR DAMAGED OR WORN THREADS


Damaged or worn threads can be repaired. Essentially, this repair consists of:
Drilling out worn or damaged threads.
Tapping the hole with a special Heli-Coil Tap, or
equivalent.
Installing an insert into the tapped hole.
This brings the hole back to its original thread
size.

When an engine is suspected of hydrostatic lock


(regardless of what caused the problem), follow the
steps below.
(1) Perform the Fuel Pressure Release Procedure
(refer to Group 14, Fuel System).
(2) Disconnect the negative cable from the battery.
(3) Inspect air cleaner, induction system and intake manifold to ensure system is dry and clear of
foreign material.
(4) Place a shop towel around the spark plugs to
catch any fluid that may possibly be under pressure
in the cylinder head. Remove the plugs from the engine.
CAUTION: DO NOT use the starter motor to rotate
the crankshaft. Severe damage could occur.
(5) With all spark plugs removed, rotate the crankshaft using a breaker bar and socket.
(6) Identify the fluid in the cylinders (i.e. coolant,
fuel, oil, etc.).
(7) Make sure all fluid has been removed from the
cylinders.
(8) Repair engine or components as necessary to
prevent this problem from occurring again.
(9) Squirt engine oil into the cylinders to lubricate
the walls. This will prevent damage on restart.
(10) Install new spark plugs. Tighten the 2.5L engine spark plugs to 27 Nzm (20 ft. lbs.) torque.
Tighten the 3.9L or 5.2L engine spark plugs to 41
Nzm (30 ft. lbs.) torque.
(11) Drain engine oil. Remove and discard the oil
filter.
(12) Install the drain plug. Tighten the 2.5L engine
drain plug to 27 Nzm (20 ft. lbs.) torque. Tighten the
3.9L or 5.2L engine drain plug to 34 Nzm (25 ft. lbs.)
torque.
(13) Install a new oil filter.
(14) Fill engine crankcase with the specified
amount and grade of oil (refer to Group 0, Lubrication and Maintenance).
(15) Connect the negative cable to the battery.
(16) Start the engine and check for any leaks.

ENGINE

9 - 5

ENGINE DIAGNOSIS
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine tune-ups.
These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or mechanical (e.g., a strange noise).
Refer to the Service DiagnosisPerformance chart
and the Service DiagnosisMechanical chart for possible causes and corrections of malfunctions. Refer to
Group 14, Fuel System for the fuel system diagnosis.

GENERAL INFORMATION
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine tune-ups.
These malfunctions may be classified as either mechanical (e.g., a strange noise), or performance (e.g.,
engine idles rough and stalls).
Refer to the Service DiagnosisMechanical Chart
and the Service DiagnosisPerformance Chart for
possible causes and corrections of malfunctions. Refer
to Group 14, Fuel System for the fuel system diagnosis.
Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can
not be isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis
is provided within the following diagnosis:
Cylinder Compression Pressure Test.
Cylinder Combustion Pressure Leakage Test.
Engine Cylinder Head Gasket Failure Diagnosis.
Intake Manifold Leakage Diagnosis.

INTAKE MANIFOLD LEAKAGE DIAGNOSIS


An intake manifold air leak is characterized by
lower than normal manifold vacuum. Also, one or
more cylinders may not be functioning.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR THE FAN.
DO NOT WEAR LOOSE CLOTHING.
(1) Start the engine.
(2) Spray a small stream of water at the suspected
leak area.
(3) If a change in RPMS, the area of the suspected
leak has been found.
(4) Repair as required.

CYLINDER COMPRESSION PRESSURE TEST


The results of a cylinder compression pressure test
can be utilized to diagnose several engine malfunctions.

Ensure the battery is completely charged and the


engine starter motor is in good operating condition.
Otherwise the indicated compression pressures may
not be valid for diagnosis purposes.
(1) Clean the spark plug recesses with compressed
air.
(2) Remove the spark plugs.
(3) Secure the throttle in the wide-open position.
(4) Disconnect the ignition coil.
(5) Insert a compression pressure gauge and rotate
the engine with the engine starter motor for three
revolutions.
(6) Record the compression pressure on the 3rd
revolution. Continue the test for the remaining cylinders.
Refer to Engine Specifications for the correct engine compression pressures.

ENGINE CYLINDER HEAD GASKET FAILURE


DIAGNOSIS
A leaking engine cylinder head gasket usually results in loss of power, loss of coolant and engine misfiring.
An engine cylinder head gasket leak can be located
between adjacent cylinders or between a cylinder and
the adjacent water jacket.
An engine cylinder head gasket leaking between
adjacent cylinders is indicated by a loss of power
and/or engine misfire.
An engine cylinder head gasket leaking between a
cylinder and an adjacent water jacket is indicated by
coolant foaming or overheating and loss of coolant.

CYLINDER-TO-CYLINDER LEAKAGE TEST


To determine if an engine cylinder head gasket is
leaking between adjacent cylinders; follow the procedures outlined in Cylinder Compression Pressure
Test. An engine cylinder head gasket leaking between
adjacent cylinders will result in approximately a 5070% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE
TEST
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR THE FAN.
DO NOT WEAR LOOSE CLOTHING.
Remove the radiator cap.
Start the engine and allow it to warm up until the
engine thermostat opens.
If a large combustion/compression pressure leak exists, bubbles will be visible in the coolant.

9 - 6

ENGINE

If bubbles are not visible, install a radiator pressure tester and pressurize the coolant system.
If a cylinder is leaking combustion pressure into
the water jacket, the tester pointer will pulsate with
every combustion stroke of the cylinder.

CYLINDER COMBUSTION PRESSURE LEAKAGE


TEST
The combustion pressure leakage test provides an
accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
Exhaust and intake valve leaks (improper seating).
Leaks between adjacent cylinders or into water
jacket.
Any causes for combustion/compression pressure
loss.
WARNING: DO NOT REMOVE THE RADIATOR CAP
WITH THE SYSTEM HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM COOLANT CAN
OCCUR.
Check the coolant level and fill as required. DO
NOT install the radiator cap.
Start and operate the engine until it attains normal operating temperature, then turn the engine
OFF.
Remove the spark plugs.
Remove the oil filler cap.
Remove the air cleaner.
Calibrate the tester according to the manufacturers instructions. The shop air source for testing
should maintain 483 kPa (70 psi) minimum, 1 379
kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
Perform the test procedures on each cylinder according to the tester manufacturers instructions.
While testing, listen for pressurized air escaping
through the throttle body, tailpipe and oil filler cap
opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal,
with no more than 25% leakage.
FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the cylinder.
Refer to the Cylinder Combustion Pressure Leakage Test Diagnosis chart.

INSPECTION (ENGINE OIL LEAKS IN GENERAL)


Begin with a through visual inspection of the engine, particularly at the area of the suspected leak. If
an oil leak source is not readily identifiable, the following steps should be followed:
(1) Do not clean or degrease the engine at this
time because some solvents may cause rubber to
swell, temporarily stopping the leak.

(2) Add an oil soluble dye (use as recommended by


manufacturer). Start the engine and let idle for approximately 15 minutes. Check the oil dipstick to
make sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light.
(3) Using a black light, inspect the entire engine
for fluorescent dye, particularly at the suspected area
of oil leak. If the oil leak is found and identified, repair per service manual instructions.
(4) If dye is not observed, drive the vehicle at various speeds for approximately 24km (15 miles), and
repeat step (3).
If the oil leak source is not positively identified at this time, proceed with the air leak detection test method as follows:
(1) Disconnect the breather cap to air cleaner hose
at the breather cap end. Cap or plug breather cap
nipple.
(2) Remove the PCV valve from the cylinder head
cover. Cap or plug the PCV valve grommet.
(3) Attach an air hose with pressure gauge and
regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to
more than 20.6 kpa (3 PSI) of test pressure.
(4) Gradually apply air pressure from 1 psi to 2.5
psi maximum while applying soapy water at the suspected source. Adjust the regulator to the suitable
test pressure that provide the best bubbles which
will pinpoint the leak source. If the oil leak is detected and identified, repair per service manual procedures.
(5) If the leakage occurs at the rear oil seal area,
refer to the section, Inspection for Rear Seal Area
Leak.
(6) If no leaks are detected, turn off the air supply
and remove the air hose and all plugs and caps. Install the PCV valve and breather cap hose. Proceed
to step 7.
(7) Clean the oil off the suspect oil leak area using
a suitable solvent. Drive the vehicle at various
speeds approximately 24 km (15 miles). Inspect the
engine for signs of an oil leak by using a black light.

INSPECTION FOR REAR SEAL AREA LEAKS


Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the engine, a more involved inspection is necessary. The following steps should be followed to help pinpoint the
source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:

ENGINE
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, distributor seal,
camshaft bore cup plugs oil galley pipe plugs, oil
filter runoff, and main bearing cap to cylinder
block mating surfaces. See Group 9, Engines for
proper repair procedures of these items.
(4) If no leaks are detected, pressurized the crankcase as outlined in the, Inspection (Engine oil Leaks
in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is detected between the crankshaft and seal while slowly
turning the crankshaft, it is possible the crankshaft
seal surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be
polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and

9 - 7

scratches. The crankshaft seal flange is especially


machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled. Refer to the service DiagnosisMechanical,
under the Oil Leak row for components inspections
on possible causes and corrections.
(7) After the oil leak root cause and appropriate
corrective action have been identified, Refer to Group
9, EnginesCrankshaft Rear Oil Seals, for proper replacement procedures.

ENGINE OIL PRESSURE


(1) Remove oil pressure sending unit.
(2) Install Oil Pressure Line and Gauge Tool
C-3292. Start engine and record pressure. Refer to
Oil Pressure in Engine Specifications for the proper
pressures.

9 - 8

ENGINE
SERVICE DIAGNOSISPERFORMANCE

ENGINE
SERVICE DIAGNOSISMECHANICAL

9 - 9

9 - 10

ENGINE
SERVICE DIAGNOSISLUBRICATION

2.5L ENGINE

9 - 11

2.5L ENGINE
INDEX
page
Camshaft, Crankshaft and Intermediate Shafts
Timing Procedure . . . . . . . . . . . . . . . . . . . . .
Checking Engine Oil Pressure . . . . . . . . . . . . .
Crankshaft and Intermediate Shaft . . . . . . . . . .
Crankshaft Oil Seals Service . . . . . . . . . . . . . .
Crankshaft Service . . . . . . . . . . . . . . . . . . . . .
Cylinder Block, Piston and Connecting Rod
Assembly Service . . . . . . . . . . . . . . . . . . . .
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder Head and Valve Assembly Service . . .
Cylinder Head ComponentsIn-Vehicle Service
Engine Assembly . . . . . . . . . . . . . . . . . . . . . .
Engine Core Plugs . . . . . . . . . . . . . . . . . . . . .

.
.
.
.
.

.
.
.
.
.

.
.
.
.
.

18
44
28
29
30

.
.
.
.
.
.

.
.
.
.
.
.

.
.
.
.
.
.

34
24
19
21
14
38

page
Engine Front Mounts . . . . . . . . . . . . . . . . . . . . . . .
Engine Lubrication System . . . . . . . . . . . . . . . . . .
Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Rear Support . . . . . . . . . . . . . . . . . . . . . . .
General Information . . . . . . . . . . . . . . . . . . . . . . . .
Intermediate Shaft Service . . . . . . . . . . . . . . . . . .
Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pump Service . . . . . . . . . . . . . . . . . . . . . . . . .
Solid Mount Compressor Bracket Service . . . . . . .
Timing System and Seals Service . . . . . . . . . . . . .
Valve ServiceCylinder Head Removed . . . . . . . .

13
39
13
13
11
32
45
42
42
15
16
25

GENERAL INFORMATION
SPECIFICATION

Fig. 1 Engine Identification


ENGINE IDENTIFICATION NUMBER OR CODE
The engine identification number is located on the
rear of the cylinder block just below the cylinder
head (Fig. 1).
BLOCK: The four cylinder cast iron blocks have
cast-in recesses in the bottom of each cylinder bore to
provide connecting rod clearance; especially for 2.5L
engines. The bores are also siamese to minimize engine length. A partial open deck is used for cooling
and weight reduction with oil filter, water pump, and
distributor mounting bosses molded into the front
(radiator side) of the block. Nominal wall thickness is
4.5 mm (0.177 in.). Five main bearing bulkheads and

a block skirt extending 3 mm (0.115 in.) below the


crankshaft center line add to the blocks high rigidity
with light weight.
CRANKSHAFT: A nodular cast iron crankshaft is
used in the 2.5L engine. This crankshaft has 5 main
bearings, with number 3 flanged to control thrust.
The 60 mm (2.362 in.) diameter main and 50 mm
(1.968 in.) diameter crank pin journals all have undercut radiused fillets that are deep rolled for added
strength. To optimize bearing loading, 4 counterweights are used. Hydrodynamic seals (installed in
diecast aluminum retainers) provide end sealing
where the crankshaft exits the block. Anaerobic gasket material is used for retainer-to-block sealing. No
vibration damper is used. A sintered iron timing belt

9 - 12

2.5L ENGINE

sprocket is mounted on the crankshaft nose. This


sprocket provides motive power; via timing belt to
the camshaft and intermediate shaft sprockets (also
sintered iron) providing timed valve, distributor, and
oil pump actuation.
PISTONS: The 2.5L TBI pistons have valve cuts to
provide valve clearance and also have cast-in steel
struts at the pin bosses for autothermic control. The
2.5L engine is designed for 8.9:1 compression ratio.
The standard 2.5L piston is dished and is a lightweight design to further enhance engine smoothness.
All TBI 2.5L engines use pressed-in piston pins to attach forged steel connecting rods.
CYLINDER HEAD: The cylinder head is cast aluminum with in-line valves arranged with alternating
exhaust and intake. The intake and exhaust ports
are located in the rearward, facing side of the head.
The intake ports feed fast-burn design combustion
chambers with spark plugs located close to the center
line of the combustion chamber for optimum efficiency. An integral oil gallery within the cylinder
head supplies oil to the hydraulic lash adjusters,
camshaft, and valve mechanisms.
CAMSHAFT: The nodular iron camshaft has five
bearing journals. Flanges at the rear journal control
camshaft end play. A sintered iron timing belt
sprocket is mounted on the cam nose, and a hydrodynamic oil seal is used for oil control at the front of
the camshaft.
ACCESSORY SHAFT: The iron accessory shaft
has two bearing journals and is housed in the forward facing side of the block. A hydrodynamic seal,
installed in an aluminum housing attached to the
block, provides retention, shaft thrust, and oil control. The accessory shaft is driven by the timing belt

through a sintered iron sprocket mounted on the


nose of the accessory shaft. The accessory shaft in
turn drives the oil pump and distributor.
VALVES: The valves are actuated by roller cam
followers which pivot on stationary hydraulic lash
adjusters. The valve train with 40.6 mm (1.60 in.) diameter intake valves and 35.4 mm (1.39 in.) diameter exhaust valves employ viton rubber valve stem
seals. Valve springs, spring retainers, and locks are
conventional.
INTAKE MANIFOLDS: The intake manifold is a
four branch design aluminum casting. The long
branch fan design enhances low and midspeed torque
and also features an integrally cast water crossover
passage to warm incoming fuel/air mixture, plus
EGR mounting boss and PCV inlet.
EXHAUST MANIFOLDS: All exhaust manifolds
are made of nodular cast iron for strength and high
temperatures. All naturally aspirated engines exit exhaust gasses through a machined, articulated joint
connection to the exhaust pipe. All manifolds intermesh with the intake manifold at the cylinder head.
2.5L engines use a four branch design with cylinders one and four joined and cylinder two and three
joined to exit at the outlet.
ENGINE LUBRICATION: System is full flow filtration, pressure feed type. The oil pump is mounted
within the crankcase and driven by the auxiliary
shaft. Pressurized oil is routed through the main oil
gallery, to the main and rod bearings, then to the
lower balance shaft assemblies. Pistons are lubricated from directed holes in connecting rod assemblies. Camshaft and valve mechanisms are lubricated
from a full-length cylinder head oil gallery supplied
from the crankcase main oil gallery.

2.5L ENGINE

9 - 13

ENGINE MOUNTS

Fig. 2 Front Engine Mounts

ENGINE FRONT MOUNTS


REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Position fan to assure clearance for radiator
and hose(s).
(3) Raise vehicle on hoist.
(4) Support the engine. Use a suitable lifting fixture or 2 (1 inch) thick wooden spacers placed full
length or width of exposed oil pan to provide a jacking surface.
(5) Remove insulator support to crossmember
bracket thru-bolts and nuts (Fig. 2).
(6) Raise the engine SLIGHTLY.
(7) Remove insulator support assembly from the
engine block (Fig. 2).
INSTALLATION
(1) With engine raised SLIGHTLY, install insulator
support assembly to engine block. Tighten the bolts
to 54 Nzm (40 ft. lbs.) torque.
(2) If removed, install the insulator bracket to the
crossmember. Tighten the bolt to 41 Nzm (30 ft. lbs.)
torque.
(3) Lower engine with lifting fixture or jack while
guiding insulator supports into crossmember brackets.

(4) Install and tighten the thru-bolt nut to 68 Nzm


(50 ft. lbs.) torque (Fig. 2).
(5) Remove lifting fixture or jack.
(6) Lower the vehicle.
(7) Connect the negative cable to the battery.

ENGINE REAR SUPPORT


REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Raise vehicle on a hoist.
(3) Support the transmission with a jack.
(4) Remove rear engine support bracket thru-bolt
and nut (Fig. 3).
(5) Raise the transmission and engine slightly.
(6) Remove stud nuts and insulator from transmission mounting crossmember (Fig. 3). Remove insulator.
INSTALLATION
(1) If the rear engine support bracket was removed,
position the bracket to the transmission (Fig. 3).
Tighten the stud nuts to 41 Nzm (30 ft. lbs.) torque.
(2) Install the insulator onto transmission mounting crossmember. Tighten the stud nuts to 41 Nzm
(30 ft. lbs) torque.
(3) Lower the transmission and engine while align-

9 - 14

2.5L ENGINE
(16) Disconnect the starter motor wires.
(17) Remove upper transmission housing bolts.
(18) Lower the vehicle.
(19) Support transmission with a transmission stand.
(20) Install an engine lifting fixture. Attach a
chain hoist to fixture eyebolt.
(21) Loosen engine mount through bolts.
(22) Remove engine to transmission struts and
bolts.
(23) Raise engine until front mount insulators clear
the crossmember retaining brackets. Move engine forward until drive pinion shaft clears the clutch disc.
(24) Remove engine from engine compartment and
install on engine repair stand.
(25) Remove the engine lifting fixture.

Fig. 3 Rear Engine Support


ing the rear engine support bracket to the insulator.
(4) Install thru-bolt in bracket and insulator.
Tighten thru-bolt nut to 68 Nzm (50 ft. lbs.) torque
(Fig. 3).
(5) Remove transmission jack.
(6) Lower the vehicle.
(7) Connect the negative cable to the battery.

ENGINE ASSEMBLY
REMOVAL
(1) Scribe the hood hinge outlines on the hood. Remove the hood.
(2) Drain cooling system (refer to Group 7, Cooling
System for the proper procedure).
(3) Remove the battery.
(4) Remove the air cleaner.
(5) Disconnect the radiator and heater hoses. Remove electric cooling fan and radiator (refer to Group
7, Cooling System).
(6) Remove air conditioning compressor mounting
bolts and set compressor aside (if equipped).
(7) Remove the vacuum lines.
(8) Disconnect the accelerator linkage and speed
control (if equipped).
(9) Perform the Fuel System Pressure Release procedure (refer to Group 14, Fuel System).
(10) Disconnect the fuel lines and brackets.
(11) If equipped, remove the power steering hoses
and cap ends of open hoses.
(12) Disconnect the body wiring harness.
(13) Raise the vehicle on a hoist.
(14) Disconnect exhaust pipe at manifold.
(15) Remove starter motor.

INSTALLATION
(1) Attach an engine lifting fixture to the engine.
Attach a chain hoist to fixture eyebolt.
(2) Remove engine from repair stand and position
in engine compartment.
(3) Move engine rearward until drive pinion shaft
engages the clutch disc or torque converter.
(4) Install engine to transmission struts and bolts.
(5) Loose install engine mount through bolts and
nuts.
(6) lower engine mount into mount brackets. Tighten
the thru-bolt nuts to 68 Nzm (50 ft. lbs.) torque.
(7) Remove transmission stand from the transmission.
(8) Raise the vehicle on a hoist.
(9) Install transmission to clutch housing bolts.
Tighten the bolts to 41 Nzm (30 ft. lbs.) torque.
(10) Connect the starter motor wires.
(11) Install starter motor.
(12) Install exhaust pipe to manifold. Tighten the
bolts to 27 Nzm (20 ft. lbs.).
(13) Lower the vehicle.
(14) Install vacuum lines.
(15) Connect the fuel lines and brackets.
(16) Connect the accelerator linkage and speed
control (if equipped).
(17) Position and install the radiator. Install the
fan shroud (refer to Group 7, Cooling System). Connect the radiator and heater hoses.
(18) Connect body wiring harness.
(19) Connect power steering hoses, if so equipped.
(20) If equipped, install the air conditioning compressor to bracket. If system was opened, evacuate
and charge the air conditioning system (refer to
Group 24, Heater and Air Conditioning).
(21) Fill the cooling system (refer to Group 7, Cooling System for the proper procedure).
(22) Install battery.
(23) Install the air cleaner.
(24) Start the engine and warm to operating temperature. Adjust the engine, if necessary.

2.5L ENGINE

9 - 15

Fig. 4 Solid Mount Compressor Bracket 2.5L Engines


(25) Line up the hood to the scribe marks. Install
the hood.
(26) Road test vehicle.

SOLID MOUNT COMPRESSOR BRACKET SERVICE


When service procedures require solid mount bracket
removal and installation for example: cylinder head removal, etc., it is important that bracket fasteners numbered 1 through 7 (Fig. 4) be removed and installed in
sequence, as instructed in Removal and Installation.

ACCESSORIES REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove (and install/adjust) belts, Refer to Accessory Drive Belts in Cooling System, Group 7.
(3) Remove air conditioning compressor (in vehicle
with lines and set aside) (Fig. 4).
(4) Remove generator pivot bolt and remove generator (in vehicle: turn wiring side up and disconnect).
(5) Remove air conditioner compressor belt idler.
SOLID MOUNT BRACKETREMOVAL
(1) Remove five side mounting bolts #1, #4 , #5, #6,
and #7 (Fig. 4).
(2) Remove front mounting nut, #2, and remove (or
loosen) front bolt #3*.
*In vehicle: fully loosen bolt and remove with assembly.

(3) Rotate solid mount bracket away from engine


and slide on stud (#2 nut mounting stud) until free.
Front mounting bolt and spacer will be removed with
bracket.
(4) If in vehicle, replace front mounting bolt No.3
in WET hole to prevent further coolant loss.

SOLID MOUNT BRACKETINSTALLATION


(1) Front mounting bolt and spacer need to be installed simultaneously with bracket.
(2) Install bracket on front (#2 nut) mounting stud
and slide bracket over timing belt cover into position.
(3) Loosen assembly bracket to engine fasteners
(numbered #1 through #7 in Fig. 4).
CAUTION: Fasteners MUST BE TIGHTENED IN SEQUENCE and to specified torque.
(4) Tighten in the following alphabetical sequence:
(a) Bolt #1 to 30 Nzm (30 in. lbs.)
(b) Nut #2 and Bolt #3 to 54 Nzm (40 ft. lbs.).
(c) Tighten Bolts #1 (second tightening) #4 and
#5 to 54 Nzm (40 ft. lbs.).
(d) Bolts #6 and #7 to 54 Nzm (40 ft. lbs.).
(5) Install generator and A/C compressor. Tighten
compressor mounting bracket bolts to 54 Nzm (40 ft.
lbs.).
(6) Connect the negative cable to the battery.

9 - 16

2.5L ENGINE

Fig. 1 Timing System and Seals

TIMING SYSTEM AND SEALS SERVICE


Refer to (Fig. 1) for parts identification and torque
specifications

(3) Remove nuts holding cover to cylinder head.


(4) Remove screws holding cover to cylinder block.
(5) Remove both halves of timing belt cover and
lay aside (Fig. 3)

TIMING BELT SERVICE


(1) Remove Solid Mount Compressor Bracket. Refer to procedure outlined in this section.
(2) Remove screws retaining water pump pulley
and bolts retaining crankshaft pulley (Fig. 2) and lay
pulley aside.

Fig. 2 Crankshaft and Water Pump Pulley

Fig. 3 Timing Belt Cover

2.5L ENGINE
(6) Loosen timing belt tensioner screw (Fig. 4) and
remove timing belt.

9 - 17

(4) Hold engine sprocket with Special Tool C-4687


(with adaptor Tool C-4687-1) while removing/installing screw (Fig. 6).

Fig. 4 Remove Timing Belt


SERVICING FRONT OIL SEALS
(1) With timing belt removed, remove crankshaft
sprocket bolt.
(2) Remove crankshaft sprocket using Special Tool
C-4685, Insert and 5.9 in. long screw (Fig. 5).
(3) Install crankshaft sprocket using plate L-4524,
Thrust Bearing/washer and 5.9 in. long screw (Fig. 5).

Fig. 6 Removing/Installing Camshaft or Intermediate


Shaft Sprocket Screw
(5) Remove crankshaft seal using Special Tool
6341-A. Remove intermediate and camshaft seals using Special Tool C-4679 (Fig. 7).
CAUTION: Do not nick shaft seal surface or seal
bore.
(6) Shaft seal lip surface must be free of varnish,
dirt or nicks. Polish with 400 grit paper if necessary.
(7) Install engine crankshaft seal into retainer using Special Tool 6342 and 6343. Install Intermediate
and Camshaft seals using Special Tool C-4680. Install seals until flush (Fig. 8).

Fig. 5 Crankshaft Sprocket

Fig. 7 Removing Crankshaft, Intermediate Shaft and


Camshaft Oil Seal

9 - 18

2.5L ENGINE
(3) Install timing belt.

Fig. 10 Camshaft Timing

Fig. 8 Installing Crankshaft,Intermediate Shaft, and


Camshaft Seal

CAMSHAFT, CRANKSHAFT AND INTERMEDIATE


SHAFTS TIMING PROCEDURE
(1) Remove all spark plugs. Turn crankshaft and
intermediate shaft until markings on sprockets are
in line, see arrows (Fig. 9).

Fig. 11 Adjusting Drive Belt Tension


(4) Rotate crankshaft two full revolutions and recheck timing.
CAUTION: Do not allow oil or solvents to contact
the timing belt as they can deteriorate the rubber
and cause tooth skipping.

Fig. 9 Crankshaft and Intermediate Shaft Timing


(2) Turn camshaft until arrows on hub are inline
with No. 1 camshaft cap to cylinder parting line.
Small hole (arrow Fig. 10) must be in vertical center
line.

(5) Rotate crankshaft until number 1 cylinder is at


the TDC position.
(6) Put belt tension Special Tool C-4703 horizontally on large hex of timing belt tensioner pulley and
loosen tensioner lock nut.
(7) Reset belt tension Special Tool C-4703 index if
necessary to have axis within 15 of horizontal.(Fig.
11)
(8) Turn engine clockwise from TDC two crank revolutions to TDC. Do not reverse rotate crankshaft or attempt to rotate engine using cam or
accessory shaft attaching screw.
(9) Hold weighted wrench in position while tightening bolt on tensioner to 61 Nzm (45 ft. lbs.) torque.

2.5L ENGINE
(10) Position both halves of timing belt cover together (Fig. 4).
(11) Install fasteners holding cover to cylinder
head and block. Tighten fasteners to 4 Nzm (40 in.
lbs.) torque.
(12) Valve Timing Check; (timing belt cover installed). With number one cylinder at TDC, small
hole in sprocket must be centered in timing belt
cover hole (Fig. 10). If hole is not aligned correctly
perform procedure again.
(13) Install spark plugs.

CYLINDER HEAD AND VALVE ASSEMBLY SERVICE


CYLINDER HEAD COVER AND CURTAIN
A curtain aiding air/oil separation is installed on
the cylinder head below the cylinder head cover
(Figs. 1 and 2).
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove timing belt cover (refer to Timing Belt
Service in this section).
(3) Remove the cylinder head cover bolts (Fig. 2).
(4) Remove cylinder head cover and curtain from
cylinder head. Do not misplace the rubber bumpers
on curtain.

9 - 19

CLEANING
Before installation, clean cylinder head and cover
mating surfaces.
CURTAIN INSTALLATION
Install curtain manifold side first with cutouts over
cam towers and contacting cylinder head floor, then
press opposite distributor side into position below cylinder head rail. Curtain is retained in position with
rubber bumpers (Fig. 1).
COVER INSTALLATION
Before installation, clean cylinder head and cover
mating surfaces. Make certain rails are flat.
(1) Install a new gasket on valve cover.
CAUTION: Do not allow oil or solvents to contact
the timing belt as they can deteriorate the rubber
and cause tooth skipping.
(2) Install curtain, cover and gasket assembly to
head and tighten to 12 Nzm (105 in.lbs.).
(3) Install timing belt cover (refer to Timing Belt
Service in this section).
(4) Connect the negative cable from the battery.

9 - 20

2.5L ENGINE

Fig. 1 Cylinder Head and Valve Assembly

2.5L ENGINE

Fig. 2 Cylinder Head Cover and Curtain

9 - 21

Fig. 3 Suspending Camshaft Sprocket

CYLINDER HEAD COMPONENTSIN-VEHICLE


SERVICE
Removal and installation of cylinder head or camshaft require separation of camshaft timing sprocket
from camshaft. To maintain camshaft, intermediate
shaft, and crankshaft timing during service procedures, the timing belt is left indexed on the sprocket
while the assembly is suspended under light tension
(Fig. 3).
When removing the sprocket from the camshaft,
you must maintain adequate tension on the sprocket
and belt assembly to prevent the belt from disengaging with the intermediate or crankshaft timing
sprockets. Refer to Timing System and Seals for removal and installation of camshaft sprocket procedure and to Camshaft Service for removal and
installation of camshaft procedures.
CAUTION: Failure to maintain adequate tension on
camshaft, intermediate, and crankshaft sprocket
belt can result in lost engine timing. If timing is
lost, refer to Timing System and Seals for procedure and (Fig. 4).

CAMSHAFT SERVICE
Refer to TIMING SYSTEM AND SEALS for camshaft timing belt and sprocket removal and installation, and CYLINDER HEAD In Vehicle Service.
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove timing belt cover (refer to Timing Belt
Service in this section).

Fig. 4 Engine Sprocket Timing


(3) Remove the cylinder head cover and curtain.
(4) Mark rocker arms for reinstallation in the
same position (Fig. 5).
(5) Loosen camshaft bearing cap screws several
revolutions (Fig. 6).

9 - 22

2.5L ENGINE

Fig. 5 Rocker Arm and Lash Adjuster


(6) Jar camshaft at rear of cam to loosen (break
free) the bearing caps. Use a soft faced mallet.
CAUTION: Care should be exercised not to cock the
camshaft during removal. Cocking of the camshaft
could cause damage to the cam or bearing thrust
surfaces.
(7) Remove screws and caps such that cam does
not cock.

Fig. 7 Camshaft
CAMSHAFT END PLAY
(1) Oil camshaft journals and install camshaft
without cam followers. Tighten screws to specified
torque.
(2) Using a suitable tool, move camshaft as far
rearward as it will go.
(3) Zero dial indicator (Fig. 8).
(4) Move camshaft as far forward as it will go.
(5) End play travel: 0.13 - 0.33 mm (0.005 - 0.013
in.)
(6) Remove bearing caps and camshaft.

INSPECTION
Check bearing cap and oil feed holes for blockage.
Inspect bearing cap and cylinder head journals for
wear and/or oversize, Refer to CYLINDER HEAD,
Inspect and Specifications.

Fig. 8 Camshaft End Play


Fig. 6 Camshaft Cap Removal Sequence
Camshaft bearing journals and lobe wear. Lobe
wear should not exceed .25 mm (.010 in.). To measure
cam lobe wear (Fig. 7), measure lobe diameter in two
places at the largest diameter (over the nose). Take
first reading with micrometer in unworn area at the
edge of the lobe. Take second reading in the worn
area where rocker arm contacts the lobe. Subtract
second reading from the first. The difference is the
cam lobe wear.

INSTALLATION
(1) Install cam followers in correct order as removed.
(2) Apply Mopar Gasket Maker to No.1 and No.5
bearing cap (Fig. 9).
(3) Align camshaft bearing caps in proper sequence
with Cap No. 1 at timing belt end and Cap No. 5 at
transmission end. Arrows on Caps No. 1, 2, 3, 4
must point toward timing belt to prevent cap breakage (Fig. 10).
(4) Caps must be installed before camshaft seals
are installed.

2.5L ENGINE

9 - 23

Fig. 11 Removing and Installing Valve Spring

Fig. 9 Cam Tower Cap Sealing

(2) Rotate cam until base circle is in contact position with rocker arm. Depress valve spring with Special Tool C-4682 (Fig. 11) and slide rocker arm in
place. Keep rockers in order. It is possible for the
valve spring retainer locks to become dislocated when
depressing the valve spring. Check and make sure
the locks are in their proper location.
(3) Install valve cover as previously outlined in
this section.

VALVE SPRINGS AND VALVE STEM SEALS

Fig. 10 Camshaft Bearing Caps Installation


LASH ADJUSTER (TAPPET) NOISE
A tappet-like noise may be produced from several
items. Refer to Lash Adjuster and Tappet Noise - Diagnosis in Standard Service Procedures, this Group.
VALVE COMPONENTS REPLACECYLINDER
HEAD NOT REMOVED
ROCKER ARM AND HYDRAULIC LASH
ADJUSTER
REMOVAL
(1) Remove valve cover.
(2) For each rocker arm, rotate cam until base circle
is in contact with rocker arm. Depress valve spring using Special Tool C-4682 (Fig. 11) and slide rocker arm
out. Keep rocker arms in order for reassembly.
(3) Remove hydraulic lash adjuster.
INSTALLATION
(1) Install hydraulic lash adjusters making sure
that adjusters are at least partially full of oil. This is
indicated by little or no plunger travel when the lash
adjuster is depressed.

REMOVAL
(1) Remove rocker arms as previously outlined in
this section.
(2) Rotate crankshaft until piston is at TDC on
compression.
(3) With air hose attached to adapter tool installed
in spark plug hole, apply 90-120 psi air pressure.
(4) Using Special Tool C-4682 (Fig. 11) compress
valve springs and remove valve locks.
(5) Remove valve spring.
(6) Remove valve stem seal by gently prying sideto-side with a screwdriver blade. Once dislodged from
guide post, seal may be easily removed.
INSTALLATION
(1) Install valve seals (Fig. 12) as outlined in step
(2) of Valve Gear Reassembly - After Valve Service in this section.
(2) Using Special Tool C-4682 compress valve
springs only enough to install locks. Correct alignment of tool is necessary to avoid nicking valve stems
(air pressure required), piston at TDC.
(3) Install rocker arms as previously outlined in
this section.

9 - 24

2.5L ENGINE

Fig. 12 Valve Stem Seals

CYLINDER HEAD
REMOVAL
(1) Perform fuel system pressure release procedure
before attempting any repairs. Refer to Fuel System Group 14.
(2) Disconnect negative battery cable. Drain cooling system. Refer to Cooling System, Group 7.
(3) Remove air cleaner and disconnect all vacuum
lines, electrical wiring and fuel lines from throttle
body.
(4) Remove throttle linkage.
(5) Loosen power steering pump and remove belt.
(6) Remove power brake vacuum hose from intake
manifold.
(7) Remove water hoses from water crossover.
(8) Raise vehicle and remove exhaust pipe from
manifold.
(9) Remove power steering pump assembly and set
aside.
(10) Disconnect coil wiring connector and coil wire
from coil.
(11) Disconnect dipstick tube from thermostat
housing and ROTATE bracket from stud.DO NOT
bend the bracket.
(12) Refer to Solid Mount Compressor Bracket removal in, this Group.
(13) Remove cylinder head cover and curtain from
head.
(14) Remove cylinder head bolts.
INSPECT HEAD AND CAMSHAFT BEARING
JOURNALS
(1) Cylinder head must be flat within 0.1 mm (.004
in.)(Fig. 13).
(2) Inspect camshaft journals for scoring and journal caps for oversize markings. When servicing cylinder head or camshaft, it is necessary to be certain
that oversized camshafts are used only in oversized
heads. Identify oversize components follows:

Fig. 13 Checking Cylinder Head Flatness


Cylinder Head: Top of bearing caps painted green
and O/SJ stamped rearward of oil gallery plug on
end of head.
Camshaft: Barrel of camshaft painted green and
O/SJ stamped on end of shaft.

CLEANING
Remove all gasket material from cylinder head and
block. Be careful not gouge or scratch aluminum
head sealing surface.
INSTALLATION
CAUTION: Head bolt diameter is 11 mm. These
bolts are identified with 11 on the head of the bolt.
10 mm bolts will thread into the 11 mm hole but will
strip the cylinder block bolt hole.
Since the Cylinder head bolts are torqued using a new procedure they should be examined
BEFORE reuse. If the threads are necked down
the bolts should be replaced. (Fig. 14).
Necking can be checked by holding a scale or
straight edge against the threads. If all the threads
do not contact the scale the bolt should be replaced.

Fig. 14 Checking Bolts for Stretching (Necking)


(1) Position new head gasket on the cylinder block.

2.5L ENGINE
(2) Tighten the cylinder head bolts in the sequence
shown in (Fig. 15). Using the 4 step torque turn
method, tighten according to the following values:
First All to 61 Nzm (45 ft. lbs.)
Second All to 88 Nzm (65 ft. lbs.)
Third All (again) to 88 Nzm (65 ft. lbs.)
Fourth + 1/4 Turn Do use a not torque wrench
for this step.
Bolt torque after 1/4 turn should be over 90 ft.
lbs. If not, replace the bolt.
(3) Rotate dipstick tube on bracket.
(4) Tighten bracket retaining nut to 23 Nzm (200
in. lbs.)
(5) Install cylinder head cover and curtain. Refer
to cover sealing of this group for procedure.

9 - 25

amount specified in (Fig. 17). Readings should be


taken for lengthwise and crosswise (with respect to
cylinder head) movement for each valve. Ream the
guides for valves with oversize stems if dial indicator
reading is excessive or if the stems are scuffed or
scored.

Fig. 16 Checking Wear on Valve GuideTypical

Fig. 15 Cylinder Head Tightening Sequence

VALVE SERVICECYLINDER HEAD REMOVED


VALVES AND VALVE SPRINGS
REMOVAL
(1) With cylinder head removed, compress valve
springs using Tool C-3422-B.
(2) Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs.
(3) Before removing valves, remove any burrs
from valve stem lock grooves to prevent damage to the valve guides. Identify valves to insure
installation in original location.
VALVE INSPECTION
(1) Clean valves thoroughly and discard burned,
warped and cracked valves.
(2) Measure valve stems for wear.
(3) If valve stems are worn more than 0.05 mm
(.002 in.) replace valve.
VALVE GUIDES
(1) Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
(2) Checking Valve Guide Wear:
Insert valve with valve head positioned 10 mm
(.400 in.) above cylinder head gasket surface.
Move valve to and from the indicator (Fig. 16). The
total dial indicator reading should not exceed the

Fig. 17 Valve Guide Specification


(3) Service valves with oversize stems and oversize
seals are available in 0.15 mm, (.005 in.) 0.40 mm,
(.015 in.) and 0.80 mm(.031 in.) oversize.
Oversize seals must be used with oversize
valves.
Reamers sizes to accommodate the oversize valve
stem are shown in (Fig. 17).
(4) Slowly turn reamer by hand and clean guide
thoroughly before installing new valve. Do not attempt to ream the valve guides from standard
directly to 0.80 mm (.030 in.). Use step procedure of 0.15 mm (0.005 in.), 0.40 mm (0.015 in.)
and 0.80 mm (0.030 in.) so the valve guides may
be reamed true in relation to the valve seat. After reaming guides, the seat runout should be
measured and resurfaced if necessary. See Refacing Valves and Valve Seats.
Replace cylinder head if guide does not clean
up with 0.80 mm (0.030 in.) oversize reamer, or
if guide is loose in cylinder head.

9 - 26

2.5L ENGINE

Fig. 18 Testing Valve Springs

Fig. 20 Valve Dimensions

TESTING VALVE SPRINGS


(1) Whenever valves have been removed for inspection, reconditioning or replacement, valve springs
should be tested. As an example, the compression
length of the spring to be tested is 33.34 mm (1-5/16
inches). Turn table until surface is in line with the
33.34 mm (1-5/16 in.) mark on the threaded stud and
the zero mark on the front. Place spring over stud on
the table and lift compressing lever to set tone device
(Fig. 18). Pull on torque wrench until ping is heard.
Take reading on torque wrench at this instant. Multiply this reading by two. This will give the spring
load at test length. Fractional measurements are indicated on the table for finer adjustments. Refer to
specifications to obtain specified height and allowable
tensions. Discard the springs that do not meet specifications.
(2) Inspect each valve spring for squareness with a
steel square and surface plate, test springs from both
ends. If the spring is more than 1.5 mm (1/16 in.) out
of square, install a new spring.

less than .794 mm (1/32 in.) margin should be discarded.


(3) When refacing valve seats, it is important that
the correct size valve guide pilot be used for reseating stones. A true and complete surface must be obtained.
(4) Measure the concentricity of valve seat using a
valve seat dial indicator. Total runout should not exceed. 0.051 mm (0.002 in.) (total indicator reading).

Fig. 21 Refacing Intake and Exhaust Valves

Fig. 19 Intake and Exhaust Valves


REFACING VALVES AND VALVE SEATS
(1) The intake and exhaust valve seats and valve
face have a 45 degree angle.
(2) Inspect the remaining margin after the valves
are refaced (Fig. 21). Exhaust valves with less than
1.191 mm (3/64 in.) margin and intake valves with

(5) Inspect the valve seat with Prussian blue to determine where the valve contacts the seat. To do this,
coat valve seat LIGHTLY with Prussian blue then
set valve in place. Rotate the valve with light pressure. If the blue is transferred to the center of valve
face, contact is satisfactory. If the blue is transferred
to top edge of the valve face, lower valve seat with a
15 degrees stone. If the blue is transferred to the bottom edge of valve face raise valve seat with a 65 degrees stone.
Intake valve seat diameter 40.45 mm (1.593 in.)
Exhaust valve seat diameter 34.84 mm (1.371 in.)

2.5L ENGINE
Valve seats which are worn or burned can be reworked, provided that correct angle and seat width
are maintained. Otherwise cylinder head must be replaced.
(6) When seat is properly positioned the width of
intake seats should be 1.75 to 2.25 mm (0.69 to .088
in.) The width of the exhaust seats should be 1.50 to
2.00 mm (0.059 to 0.078 in.) (Fig. 22 Dimension 1).
(7) Check valve tip to valve spring seat dimensions
after grinding to seats or faces. Grind valve tip to
give 49.76 to 51.04 mm (1.960 to 2.009 in.) over valve
spring seat when installed in the head (Fig. 23). The
valve tip diameter should be no less than 7.0 mm
(0.275 in.), if necessary, the tip chamfer should be reground to prevent seal damage when the valve is installed.
(8) Check the valve spring installed height after
refacing the valve and seat (Fig. 24).
CAUTION: If more than 0.5 mm (0.020 in.) must be
ground from the valve tip, check the clearance between the rocker arm and the valve spring retainer.
If the clearance is below 1.25 mm (0.050 in.), grind
the rocker arm ears until proper clearance is obtained.

9 - 27

CLEANING
Clean all valve guides, valves and valve spring assemblies thoroughly suitable cleaning solution before
reassembling.
VALVE GEAR REASSEMBLY AFTER VALVE
SERVICE
(1) Coat valve stems with lubrication oil and insert
in cylinder head.
(2) Install new valve stem seals on all valves. The
valve stem seals should be pushed firmly and
squarely over valve guide. The lower edge of the seal
should be resting on the valve guide boss.
CAUTION: When oversize valves are used, the corresponding oversize valve seal must also be used.
Excessive guide wear may result if oversize seals
are not used with oversize valves.
(3) Install valve spring seats and springs and retainers. Compress valve springs only enough to install locks, taking care not to misalign the direction
of compression. Nicked valve stems may result from
misalignment of the valve spring compressor.
CAUTION: When depressing the valve spring retainers with Special Tool C-3422-B the locks can become dislocated. Check to make sure both locks
are in their correct location after removing tool.

Fig. 22 Refacing Valve Seats

Fig. 24 Checking Spring Installed Height and Spring


Retainer Clearance

Fig. 23 Valve Tip to Valve Spring Seat Dimensions

(4) Check installed height of springs. Measurement


is to be taken from the lower edge of the valve spring
to its upper edge. Do not include the spring seat or
retainer flange (Fig. 24). Correct height is 41.2 mm
to 42.7 mm (1.62 to 1.68 inches.). If seats have been
reground an additional spring seat may be required
to maintain correct installed spring height.
(5) Install adjusters, rocker arms in order, and
camshaft as previously described, see Camshaft-Install. Check for clearance between the projecting ears

9 - 28

2.5L ENGINE

(either side of valve tip) of the rocker arms and the


valve spring retainers. At least 1.25 mm (0.050 in.)
clearance must be present, if necessary, the rocker
arm ears may be ground to obtain this clearance
(Fig. 24).
(6) Checking dry lash. Dry lash is the amount of
clearance that exists between the base circle of an installed cam and the rocker arm roller when the adjuster is drained of oil and completely collapsed.
Specified dry lash is 0.62 to 1.52 mm (0.024 to 0.060

in.). To completely collapse adjuster for dry lash measurement, pry off retainer cap, disassemble, drain
the adjuster of oil, reassemble, and install. After performing dry lash check, refill adjuster with oil (do not
reuse retainer cap/s) and allow 10 minutes for adjuster/s to bleed down before rotating cam.

CRANKSHAFT AND INTERMEDIATE SHAFT

Fig. 1 Crankshaft and Intermediate Shaft Assemblies and Oil Seals

2.5L ENGINE

9 - 29

CRANKSHAFT OIL SEALS SERVICE


(1) Pry out rear seal with screwdriver. Be careful
not to nick or damage crankshaft flange seal surface
or retainer bore (Fig. 2).

Fig. 4 Rear Crankshaft Seal Retainer Sealing

Fig. 2 Removing Rear Crankshaft Oil Seal


(2) Place Special Tool C-4681 on crankshaft (Fig.
3).
(3) Lightly coat seal O.D. with Loctite Stud N
Bearing Mount or equivalent.
(4) Place seal over Tool C-4681 and tap in place
with a plastic hammer.

Fig. 5 Front Crankshaft Oil Seal Retainer

Fig. 3 Installing Rear Crankshaft Oil Seal


REAR CRANKSHAFT SEAL RETAINER AND
OIL SEAL
When retainer removal is required, use Mopar Gasket Maker applied as shown in (Fig. 4) to provide retainer to block sealing during re-installation.
FRONT CRANKSHAFT SEAL RETAINER
See Timing System and Seals Section for timing
belt covers, belt, crankshaft sprocket and oil seals removal and installation.
(1) Remove retainer screws (Fig. 5).

Fig. 6 Front Crankshaft Seal Retainer Sealing


For reassembly Mopar Gasket Maker is applied to
the retainer as shown in (Fig. 6). This material cures
in the absence of air providing retainer to block sealing.
(2) Install retainer and tighten screws to 12 Nzm
(105 in. lbs.).

9 - 30

2.5L ENGINE

CRANKSHAFT SERVICE
CRANKSHAFT MAIN BEARINGS
Bearing caps are not interchangeable and should
be marked at removal to insure correct assembly. Upper and lower bearing halves are NOT interchangeable. Lower main bearing halves of 1, 2, 4 and 5 are
interchangeable. Upper main bearing halves of 1, 2,
4 and 5 are interchangeable.
CRANKSHAFT MAIN JOURNALS
The crankshaft journals should be checked for excessive wear, taper and scoring. Limits of taper or
out-of-round on any crankshaft journals should be
held to 0.025 mm (.001 in.). Journal grinding should
not exceed 0.305 mm (0.012 in.) under the standard
journal diameter. Do NOT grind thrust faces of Number 3 main bearing. Do NOT nick crank pin or bearing fillets. After grinding, remove rough edges from
crankshaft oil holes and clean out all passages.

MAIN BEARING SERVICECRANKSHAFT NOT


REMOVED
REMOVAL
(1) Remove oil pan and identify bearing caps before removal.
(2) Remove bearing caps one at a time. Remove upper half of bearing by inserting Special Main Bearing
Tool C-3059 (Fig. 8) into the oil hole of crankshaft.
(3) Slowly rotate crankshaft clockwise, forcing out
upper half of bearing shell.

CAUTION: With the nodular cast iron crankshafts


used it is important that the final paper or cloth polish after any journal regrind be in the same direction as normal rotation in the engine.
Upper and lower Number 3 bearing halves are
flanged to carry the crankshaft thrust loads and are
NOT interchangeable with any other bearing halves
in the engine (Fig. 7). All bearing cap bolts removed
during service procedures are to be cleaned and oiled
before installation. Bearing shells are available in
standard and the following undersized: 0.025 mm
(0.001 in.), 0.051 mm (.002 in.), 0.076 mm (0.003 in.),
0.254 mm (0.010 in.), and 0.305 mm (0.012 in.).
Never install an undersize bearing that will reduce
clearance below specifications.

Fig. 8 Removing and Installing Upper Main Bearing


With Special Tool C-3059
INSTALLATION
Only one main bearing should be selectively
fitted while all other main bearing caps are
properly tightened.
When installing a new upper bearing shell, slightly
chamfer the sharp edges from the plain side.
(1) Start bearing in place, and insert Main Bearing
Tool C-3059 into oil hole of crankshaft (Fig. 8).
(2) Slowly rotate crankshaft counter-clockwise sliding the bearing into position. Remove Special Main
Bearing Tool C-3059.

CHECKING CRANKSHAFT END PLAY


(1) Mount a dial indicator to front of engine, locating probe on nose of crankshaft (Fig. 9).
(2) Move crankshaft all the way to the rear of its
travel.
(3) Zero the dial indicator.
(4) Move crankshaft all the way to the front and
read the dial indicator. Refer to (Fig. 10) for specifications.

Fig. 7 Main Bearing Identification

OPTIONAL CRANKSHAFT END PLAY CHECK


(1) Move crankshaft all the way to the rear of its
travel using the appropriate tool inserted between a

2.5L ENGINE

Fig. 9 Checking Crankshaft End Play


main bearing cap and a crankshaft cheek, using care
not to damage any bearing surface. Do not loosen
main bearing cap.
(2) Use a feeler gauge between number three
thrust bearing and machined crankshaft surface to
determine end play.

9 - 31

Fig. 11 Checking Crankshaft Oil Clearance with


Plastigage

Fig. 12 Installing Main Bearing Upper Shell

Fig. 10 Crankshaft Specifications


CRANKSHAFT BEARING CLEARANCE
(1) Refer to Measuring Main, Connecting Rod
Bearing Clearance in Standard Service Procedures.
Refer to (Fig. 10) for specifications.
CAUTION: Do not rotate crankshaft or the
Plastigage maybe smeared.
(2) Install the main bearing shells with the lubrication groove in the cylinder block (Fig. 12). The 1,
2, 4 and 5 main bearings are full groove to pro-

vide full time oiling to the connecting rod. Only


the number 3 is half-groove.
(3) Make certain oil holes in block line up with oil
hole in bearings and bearing tabs seat in the block
tab slots.
(4) Oil the bearings and journals and install crankshaft.
(5) Install main bearing cap No.1 on timing belt
end .
(6) Install main bearing cap No.5 on transmission
end.
Since the main bearing bolts are torqued using a new procedure they should be examined
BEFORE reuse. If the threads are necked down
the bolts should be replaced (Fig. 15).

9 - 32

2.5L ENGINE
INTERMEDIATE SHAFT SERVICE
REMOVAL
CAUTION: The oil pump and distributor must be removed before attempting to remove intermediate
shaft.

Fig. 13 Main Bearing Caps

Fig. 14 Installing Main Bearing Caps


Necking can be checked by holding a scale or
straight edge against the threads or by running a
M11 x 1.50 nut the full length of the thread. If
all the threads do not contact the scale or if the
nut does not run down smoothly the bolt
should be replaced.
(7) Before installing the bolts the threads should
be oiled with engine oil.
(8) Install both bolts in each cap finger tight, then
alternately torque each bolt to assemble the cap
properly.
(9) Tighten the bolts to 41 Nzm plus 1/4 turn (30
ft.lbs. plus 1/4 turn). (Fig. 14)

(1) Hold sprocket with Tool C-4687 and adaptor


Tool C-4687-1 when removing or installing screw
(Fig. 16).
(2) See Timing System and Seals for intermediate
seal removal and replacement.

Fig. 16 Removing/Installing Intermediate Shaft


Sprocket

Fig. 17 Intermediate Shaft Retainer


(3) Remove retainer screws (Fig. 17).
(4) Remove retainer and lay aside.
(5) Remove intermediate shaft.

Fig. 15 Checking Bolts For Stretching (Necked down)

2.5L ENGINE
INSTALLATION
(1) Lubricate distributor drive gear when installing.
(2) Apply Mopar Gasket Maker as shown in (Fig.
18) and install intermediate shaft retainer.
(3) Install retaining screws and torque to 12 Nzm
(105 in. lbs.).

9 - 33

(2) Install front bushing using Special Tool


C-4697-1 and Special Tool Handle C-4171 until tool is
flush with block.
(3) Remove rear bushing using Special Tool
C-4686-2 and Special Tool Handle C-4171 (Fig. 20).
(4) Install rear bushing using Special Tool
C-4686-1 and Special Tool Handle C-4171 until tool is
flush with block.

Fig. 20 Intermediate Shaft BushingRear

Fig. 18 Intermediate Shaft Retainer Sealing


INTERMEDIATE SHAFT BUSHING SERVICE
(1) Remove front bushing using Special Tool
C-4697-2 with Special Tool Handle C-4171 (Fig. 19).

Fig. 21 Intermediate Shaft Journal Specifications

Fig. 19 Intermediate Shaft BushingFront

9 - 34

2.5L ENGINE

CYLINDER BLOCK, PISTON AND CONNECTING ROD ASSEMBLY SERVICE

Fig. 1 Cylinder Block, Piston and Connecting Rod Assembly


PISTON AND CONNECTING RODREMOVAL
(1) Remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons
covered during this operation. Mark piston with
matching cylinder number (Fig. 2).

(4) Squirt hole on connecting rod must face timing


belt end of engine.
(5) Pistons and connecting rods must be removed
from top of cylinder block. Rotate crankshaft so that
each connecting rod is centered in cylinder bore.
(6) Remove connecting rod cap. Install connecting
rod bolt protectors on connecting rod bolts (Fig. 4).
Push each piston and rod assembly out of cylinder
bore.
Be careful not to nick crankshaft journals.
(7) After removal, install bearing cap on the mating rod.

Fig. 2 Piston Marking


(2) Remove oil pan. Inspect connecting rods and
connecting rod caps for cylinder identification. Identify them if necessary. (Fig. 3)
(3) Valve relief toward manifold side of engine.

Fig. 3 Identify Connecting Rod to Cylinder

2.5L ENGINE

9 - 35

tained. Refer to Honing Cylinder Bores outlined


in the Standard Service Procedures for specification and procedures.
Measure the cylinder bore at three levels in directions A and B (Fig. 5). Top measurement should be
10 mm ( 3/8 in.) down and bottom measurement
should be 10 mm ( 3/8 in.) up from bottom of bore.
Refer to (Fig. 6) for specifications.

Fig. 4 Connecting Rod Protectors


CYLINDER BLOCK CLEANING AND
INSPECTION
(1) Clean cylinder block thoroughly and check all
core hole plugs for evidence of leaking.
(2) If new core plugs are installed, Refer to Engine
Core Oil and Cam Plugs.
(3) Examine block and cylinder bores for cracks or
fractures.

Fig. 6 Piston Size Location and Clearance Chart

Fig. 5 Checking Cylinder Bore Size


CYLINDER BORE INSPECTION
The cylinder walls should be checked for out- ofround and taper with Tool C-119 (Fig. 5). If the cylinder walls are badly scuffed or scored, the cylinder
block should be rebored and honed, and new pistons
and rings fitted. Whatever type of boring equipment
is used, boring and honing operation should be
closely coordinated with the fitting of pistons and
rings in order that specified clearances may be main-

Fig. 7 Piston Installation and Sizing Information


SIZING PISTONS
Piston and cylinder wall must be clean and dry.
Piston diameter should be measured 90 degrees to
piston pin at size location shown in (Fig. 7). Cylinder
bores should be measured halfway down the cylinder

9 - 36

2.5L ENGINE

bore and transverse to the engine crankshaft center


line shown in (Fig. 5). Refer to (Fig. 6) for specifications.
Pistons and cylinder bores should be measured at normal room temperature, 70F. (21C).

(2) Check piston ring to groove clearance: (Fig. 10).

PISTON RINGREMOVAL
(1) ID mark on face of upper and intermediate piston rings must point toward piston crown.
(2) Using a suitable ring expander, remove upper
and intermediate piston rings (Fig. 8).

Fig. 10 Measuring Piston Ring Groove Clearance


Refer to specification (Fig. 11).

Fig. 8 Piston RingsRemoving and Installing


(3) Remove the upper oil ring side rail, lower oil
ring side rail and then oil ring expander from piston.
(4) Clean ring grooves of any carbon deposits.

FITTING RINGS
(1) Wipe cylinder bore clean. Insert ring and push
down with piston to ensure it is square in bore. The
ring gap measurement must be made with the ring
positioning at least 12 mm (0.50 in.) from bottom of
cylinder bore. Check gap with feeler gauge (Fig. 9).

Fig. 11 Piston Ring Specifications


PISTON RINGSINSTALLATION
(1) The No. 1 and No. 2 piston rings have a different cross section. Install rings with manufacturers
I.D. mark facing up, to the top of the piston. (Fig. 13)
CAUTION: Install piston rings in the following order:

Fig. 9 Piston Ring Gap


Refer to specifications (Fig. 11).

(a) Oil ring expander.


(b) Upper oil ring side rail.
(c) Lower oil ring side rail.
(d) No. 2 Intermediate piston ring.
(e) No. 1 Upper piston ring.
(2) Install the side rail by placing one end between
the piston ring groove and the expander. Hold end
firmly and press down the portion to be installed until side rail is in position. Do not use a piston ring
expander to install side rails. (Fig. 12).
(3) Install upper side rail first and then the lower
side rail.

2.5L ENGINE

9 - 37

(4) Install No. 2 piston ring and then No. 1 piston


ring (Fig. 8).

Fig. 14 Installing Piston

Fig. 12 Installing Side Rail


(5) Position piston ring end gaps as shown in (Fig.
13).
(6) Position oil ring expander gap at least 45 from
the side rail gaps but not on the piston pin center or
on the thrust direction. Staggering ring gap is important for oil control.

Fig. 15 Piston Markings

Fig. 13 Piston Ring End Gap Position


PISTON AND CONNECTING ROD ASSEMBLY
INSTALLATION
(1) Before installing pistons, and connecting rod
assemblies into the bore, be sure that compression
ring gaps are staggered so that neither is in line with
oil ring rail gap.
(2) Before installing the ring compressor, make
sure the oil ring expander ends are butted and the
rail gaps located as shown in (Fig. 13).
(3) Immerse the piston head and rings in clean engine oil, slide the ring compressor, over the piston
and tighten with the special wrench. Be sure position of rings does not change during this operation.

(4) The valve cut should be toward the manifold


side of the engine. (Fig. 15)
(5) Install connecting rod bolt protectors on rod
bolts. (Fig. 4)
(6) Rotate crankshaft so that the connecting rod
journal is on the center of the cylinder bore. Insert
rod and piston into cylinder bore and guide rod over
the crankshaft journal.
(7) Tap the piston down in cylinder bore, using a
hammer handle. At the same time, guide connecting
rod into position on connecting rod journal.
(8) Install rod caps. Install nuts on cleaned and
oiled rod bolts and tighten nuts to 54 Nzm (40 ft. lb.)
Plus 1/4 turn.

CONNECTING RODS
(1) Follow procedure specified in the Standard Service Procedures Section for Measuring Main Bearing
Clearance and Connecting Rod Bearing Clearance
(Fig. 16). Refer to specifications (Fig. 19).
CAUTION: Do not rotate crankshaft or the Plastigage may be smeared.
The rod bearing bolts should be examined before reuse. If the threads are necked down the
bolts should be replaced. (Fig. 17)

9 - 38

2.5L ENGINE

Fig. 16 Checking Connecting Rod Bearing


Clearance

Fig. 18 Checking Connecting Rod Side Clearance

Necking can be checked by holding a scale or


straight edge against the threads. If all the threads
do not contact the scale the bolt should be replaced.

Fig. 19 Connecting Rod Specifications

Fig. 17 Checking Bolts for Stretching (Necked)


(2) Before installing the nuts the threads should be
oiled with engine oil.
(3) Install nuts on each bolt finger tight than alternately torque each nut to assemble the cap properly.
(4) Tighten the nuts to 54 Nzm PLUS 1/4 turn (40
ft. lbs. PLUS 1/4 turn). Do not use a torque
wrench for last step.
(5) Using a feeler gauge, check connecting rod side
clearance (Fig. 18). Refer to connecting rod specifications (Fig. 19).

ENGINE CORE PLUGS


REMOVAL
Using a blunt tool such as a drift or a screwdriver
and a hammer, strike the bottom edge of the cup

plug (Fig. 20). With the cup plug rotated, grasp


firmly with pliers or other suitable tool and remove
plug (Fig. 20).
CAUTION: Do not drive cup plug into the casting as
restricted cooling can result and cause serious engine problems.

INSTALLATION
Thoroughly clean inside of cup plug hole in cylinder
block or head. Be sure to remove old sealer. Lightly
coat inside of cup plug hole with sealer. Make certain
the new plug is cleaned of all oil or grease. Using
proper drive plug, drive plug into hole so that the
sharp edge of the plug is at least 0.5 mm (0.020 in.)
inside the lead-in chamfer (Fig. 20).
It is in not necessary to wait for curing of the sealant. The cooling system can be refilled and the vehicle placed in service immediately.

2.5L ENGINE

9 - 39

cylinder block (Fig. 2). Modified oil pickup, pump and


check valve provide increased oil flow to the main oil
gallery.

MAIN/ROD BEARINGS
A diagonal hole in each bulkhead feeds oil to each
main bearing. Drilled passages within the crankshaft
route oil from main bearing journals to crankpin
journals (Fig. 2).
ACCESSORY SHAFT
Two separate holes supply oil to the accessory
shaft.

Fig. 20 Core Hole Plug Removal

ENGINE LUBRICATION SYSTEM


OIL PAN
A formed steel oil pan provides lower engine protection as well as serving as the engine oil reservoir
(Fig. 1). Pan side flanges to block are sealed with
gaskets. The 2.5L engine pickup is unsupported and
the lower end has a box type strainer (Fig. 4).
PRESSURE LUBRICATION
Oil drawn up through the pickup tube is pressurized by the pump and routed through the full flow filter to the main oil gallery running the length of the

CAMSHAFT/HYDRAULIC LIFTERS
A vertical hole at the number five bulkhead routes
(through a restrictor) pressurized oil up past a cylinder head bolt to an oil gallery running the length of
the cylinder head. Hydraulic adjusters are supplied
directly from this gallery while diagonal holes supply
oil to the camshaft journals. The camshaft journals
are partially slotted to allow a predetermined
amount of pressurized oil to pass into the bearing
cap cavities with small holes directed to spray lubricate the camshaft lobes.
SPLASH LUBRICATION
Oil returning to the pan from pressurized components supplies lubrication to the valve stems. Cylinder bores and wrist pins are splash lubricated from
directed holes in the connecting rods.

Fig. 1 Engine Lubrication System

2.5L ENGINE

Fig. 2 Engine Lubrication Components

9 - 41

9 - 42

2.5L ENGINE

OIL PAN
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Disconnect air pump relief valve rubber hose.
(3) Raise vehicle and drain engine oil.
(4) Remove clutch housing to block strut and housing lower cover (Fig. 3).

Fig. 5 Sealing, Front and Rear End Seals

Fig. 3 Block and Clutch Housing Strut and Cover


(5) Remove lower radiator hose support bracket
(Fig. 4).
(6) Raise the engine as follows:
(a) Slightly loosen (relieve tension only) on right
insulator-to-bracket thru-bolt.
(b) Loosen LEFT insulator-to-bracket thru-bolt,
(enough to clear bracket).
(c) Loosen transmission to crossmember mounting bracket.
(7) Raise (rotate) engine left side up approximately
2 inches. Remove oil pan.

(3) Install oil pan. Tighten bolts to 23 Nzm (17 ft.


lbs.) torque.
(4) Lower engine. Tighten insulator to bracket
thru-bolts to 68 Nzm (50 ft-lbs) torque.
(5) Install lower radiator hose bracket. Tighten
bolt to 54 Nzm (40 ft. lbs.) torque.
(6) Install clutch housing lower cover and housing
to block strut. Tighten cover bolts to 6 Nzm (40 in.
lbs.) torque. Tighten the strut bolt and washer assemblies to 95 Nzm (70 ft. lbs.) torque.
(7) Connect the negative cable to the battery.

OIL PUMP SERVICE


OIL PICKUP
(1) Remove screw on pump cover holding oil
pick-up tube to oil pump (Fig. 6).
(2) Remove oil pick-up tube. When reinstalling
make sure to use a new O-Ring on pickup tube.

Fig. 4 Lower Radiator Hose Support Bracket


INSTALLATION
(1) Clean oil pan and all gasket surfaces.
(2) Install oil pan side gaskets. Apply Mopar Silicone Rubber Adhesive Sealant, or equivalent, to the
ENDS of oil pan end seals (Fig. 5).

Fig. 6 Oil Pick-Up


REMOVAL
Remove two (2) screws holding oil pump to cylinder
block assembly (Fig. 7).

2.5L ENGINE

9 - 43

(2) Limits:
0.03 mm (0.001 in.) min
0.09 mm (0.0035 in.) max.
(3) Thickness: 23.96 mm (0.9435 in.) min. Outer
Diameter: 62.7 mm (2.469 in.) min (Fig. 9).
(4) Install with large chamfered edge in pump
body (Fig. 9).

Fig. 9 Measuring Outer Rotor


Clearance: 0.20 mm (0.008 in.) max. (Fig. 10)

Fig. 7 Oil Pump Assembly


INSPECTION
(1) Check rotor end clearance with feeler gauge as
shown in (Fig. 8).

Fig. 10 Clearance Between Rotors

Fig. 8 Checking Rotor End Clearance

9 - 44

2.5L ENGINE

Clearance: 0.35 mm (0.014 in.) max. (Fig. 11)

Fig. 14 Measuring Inner Rotor Thickness


Fig. 11 Outer Rotor Clearance
Clearance: 0.076 mm (0.003 in.) max. (Fig. 12)

Fig. 15 Checking Oil Pump PressureTypical

Fig. 12 Oil Pump Cover


Oil pressure relief valve spring: Free length: 49.5
mm (1.95 inches.). Load: 89 N at 34 mm. Load: (20
lbs. at 1.34 inches.) (Fig. 13).

INSTALLATION
(1) Apply Mopar Gasket Maker to pump body-toblock interface (machined surface).
(2) Lubricate oil pump rotor & shaft and drive
gear.
(3) Turn crankshaft and intermediate shaft until
markings on sprockets are in line (arrows Fig. 16).
(4) Slot in oil pump shaft must be parallel to center line of crankshaft when intermediate shaft and
crankshaft are properly timed (Fig. 17).
(5) Install pump full depth and rotate back and
forth slightly to ensure proper positioning and alignment through full surface contact of pump and block
machined interface surfaces (Fig. 7).
CAUTION: Pump must be held in fully seated position (described above) while installing screws.

Fig. 13 Oil Pressure Relief Valve


Thickness: 23.96 mm (0.9435 in.) Minimum (Fig.
14).

(6) Tighten screws to 23 Nzm (200 in. lbs.).

CHECKING ENGINE OIL PRESSURE


(1) Remove pressure sending unit and install Special Tool S-94 with gauge assembly C-3292 (Fig. 18).

2.5L ENGINE

9 - 45

Fig. 18 Checking Oil Pump PressureTypical

Fig. 16 Crankshaft and Intermediate Shaft Timing

Fig. 19 Engine Oil Filter and Antidrain Back Valve


Fig. 17 Oil Pump Shaft Alignment
(2) Warm engine at high idle until thermostat
opens.
CAUTION: If oil pressure is 0 at idle, Do Not Run
engine at 3000 RPM.
(3) Oil Pressure: Curb Idle 25 kPa (4 psi) minimum 3000 RPM 170-550 kPa (25-80 psi).

OIL FILTER
ANTI-DRAIN BACK VALVE
Installation: Apply liquid (Teflon Type) sealant to
valve-to-block threads (Fig. 19). Tighten assembly to
55 Nzm (40 ft. lbs.).

FILTER
CAUTION: When servicing the oil filter (Fig. 19)
avoid deforming the filter can by installing the remove/install tool band strap against the can-to-base
lock seam. The lock-seam joining the can to the
base is reinforced by the base plate.
(1) Using Tool C-4065, turn filter counter-clockwise
to remove from base. Properly discard filter.
(2) Wipe base clean, then inspect gasket contact
surface.
(3) Lubricate gasket of new filter with clean engine
oil.
(4) Install new filter until gasket contacts base.
Tighten filter 1 turn or 20 Nzm (15 ft. lbs.). Use filter
wrench if necessary.
(5) Start engine and check for leaks.

9 - 46

2.5L ENGINE
ENGINE SPECIFICATIONS

2.5L ENGINE
ENGINE SPECIFICATIONSCONT.

9 - 47

9 - 48

2.5L ENGINE
TORQUE SPECIFICATIONS

3.9L ENGINE

9 - 49

3.9L ENGINE SERVICE PROCEDURES


INDEX
page
Camshaft . . . . . . . . . . . . . . . . . . . . . .
Cylinder Head Cover . . . . . . . . . . . . . .
Cylinder Heads . . . . . . . . . . . . . . . . . .
Distributor Bushing . . . . . . . . . . . . . . .
Engine Assembly . . . . . . . . . . . . . . . .
Engine Front Mounts . . . . . . . . . . . . . .
Engine Rear Support . . . . . . . . . . . . . .
Front Crankshaft Oil Seal Replacement
General Information . . . . . . . . . . . . . .
Hydraulic Tappets . . . . . . . . . . . . . . . .

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54
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page
Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rocker Arms and Push Rods . . . . . . . . . . . . .
Timing Chain Cover . . . . . . . . . . . . . . . . . . . .
Valve Components ReplaceClyinder Head Not
Removed . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve Stem Seal and Spring Replacement . . . .
Valve Timing . . . . . . . . . . . . . . . . . . . . . . . . . .
Valves and Valve Springs . . . . . . . . . . . . . . . .
Vibration Damper . . . . . . . . . . . . . . . . . . . . . .

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54
55
60
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GENERAL INFORMATION
The 3.9 Liter (238 CID) six-cylinder engine is a VType, lightweight, single cam, overhead valve engine
with hydraulic roller tappets (Fig. 1).

Fig. 2 Firing Order

Fig. 1 Engine Description


This engine is designed for unleaded fuel.
Engine lubrication system consists of a rotor type
oil pump and a full flow oil filter.
The cylinders are numbered from front to rear; 1,
3, 5 on the left bank and 2, 4, 6 on the right bank.
The firing order is 1-6-5-4-3-2 (Fig. 2).
The engine serial number is stamped into a machined pad located on the left, front corner of the cylinder block. When component part replacement is
necessary, use the engine type and serial number for
reference (Fig. 3).

Fig. 3 Engine Identification Number

ENGINE FRONT MOUNTS


REMOVAL2WD
(1) Disconnect the negative cable from the battery.
(2) Raise hood and position fan to assure clearance
for radiator top tank and hose.

9 - 50

3.9L ENGINE

CAUTION: DO NOT lift the engine by the intake


manifold.
(3) Install engine lifting fixture.
(4) Raise vehicle on hoist.
(5) Remove bolts and washers holding front support insulator assembly and the strut to the engine
block (Figs. 4 and 5). Move the strut out of the way.
(6) Remove the insulator thru-bolt (Figs. 4 and 5).
(7) Raise engine with lifting fixture SLIGHTLY.
Remove the insulator assembly.

Fig. 5 Engine Left Front Insulator Mount2WD


Vehicles
supported during any service procedures involving
the front support assemblies.

Fig. 4 Engine Right Front Insulator Mount2WD


Vehicles
INSTALLATION2WD
(1) If the engine insulator bracket was removed,
install the bracket to the crossmember. Tighten the
bolts to 68 Nzm (50 ft. lbs.) torque.
(2) With the engine raised SLIGHTLY, position insulator assembly onto the engine block (Figs. 4 and
5). Position the strut onto the insulator assembly and
install bolts and washers. Tighten the bolts to 41
Nzm (30 ft. lbs.) torque.
(3) Lower engine with lifting fixture while guiding
insulator assembly into the engine insulator bracket.
(4) Install insulator to bracket thru-bolt. Tighten
the thru-bolt nut to 68 Nzm (50 ft. lbs.) torque.
(5) Remove lifting fixture.
(6) Connect the negative cable to the battery.
REMOVAL4WD
On 4-WD vehicles the engine front support brackets attach directly to engine block and the axle housing. The brackets provide a solid interconnection for
these units (Fig. 6). Engine and front axle must be

Fig. 6 Engine and Axle Interconnect4WD Vehicles


(1) Disconnect the negative cable from the battery.
(2) Position fan to assure clearance for radiator top
tank and hose.
CAUTION: DO NOT lift the engine by the intake
manifold.
(3) Install engine lifting fixture.
(4) Raise vehicle on hoist.
(5) Install front axle support fixture.
(6) On the LEFT SIDE, remove the bolt that attaches the engine/pinion nose/transmission bracket
and the engine front support bracket to the engine
block (Fig. 7). On the RIGHT SIDE, remove the bolt
that attaches the engine/disconnect housing/transmission bracket and the engine front support bracket
to the engine block (Fig. 8).

3.9L ENGINE

9 - 51

(7) Remove the thru-bolt and nut from the front


support assembly and the engine front support
bracket. Remove the stud nut and washer assembly
attaching front support assembly to the engine front
support bracket (Figs. 7 and 8).
(8) Remove thru-bolts attaching front support assembly to front axle housing (Fig. 7) or axle disconnect housing (Fig. 8).
(9) Remove front support assembly to frame mount
bracket thru-bolt. Raise engine slightly to clear front
support assembly stud (Figs. 7 and 8). Remove the
front support assembly.

Fig. 8 Engine and Axle Front Support4WD


Vehicles
(6) Remove engine lifting fixture.
(7) Connect the negative cable to the battery.

ENGINE REAR SUPPORT


Fig. 7 Engine and Axle Front Support4WD
Vehicles
INSTALLATION4WD
(1) Position front support assembly in frame mount
bracket and align with axle housing (left side) attaching points or axle disconnect housing (right side). Install the thru-bolts (Figs. 7 and 8). Tighten the nuts
to 102 Nzm (75 ft. lbs.) torque.
(2) Lower engine while guiding engine front support bracket onto front support assembly stud. Install
stud nut and thru-bolt (Figs. 7 and 8). Tighten stud
nut to 41 Nzm (30 ft. lbs.) torque. Tighten the thrubolt nut to 102 Nzm (75 ft. lbs.) torque.
(3) On the LEFT SIDE, position the bolt that attaches the engine/pinion nose/transmission bracket
and the engine front support bracket to the engine
block (Fig. 7). On the RIGHT SIDE, position the bolt
that attaches the engine/disconnect housing/transmission bracket and the engine front support bracket
to the engine block (Fig. 8). Tighten the bolts to 41
Nzm (30 ft. lbs.) torque.
(4) Remove the front axle support fixture.
(5) Lower the vehicle.

REMOVAL2WD
(1) Disconnect the negative cable from the battery.
(2) Raise the vehicle on a hoist.
(3) Support the transmission with a jack.
(4) TRANSMISSION
AUTOMATIC
Remove engine support bracket/insulator thru-bolt
(Fig. 9).
Raise the transmission and engine slightly.
Remove stud nuts attaching insulator to crossmember (Fig. 9). Remove insulator.
MANUAL
Remove the stud nuts attaching the insulator to
the transmission extension (Fig. 10).
Raise the transmission and engine slightly.
Remove stud nuts attaching insulator to crossmember (Fig. 10). Remove insulator.
INSTALLATION2WD
(1) If the engine support bracket (Automatic Transmissions) was removed, position the bracket to the

9 - 52

3.9L ENGINE
MANUAL
Install the insulator onto crossmember. Tighten
the stud nuts to 41 Nzm (30 ft. lbs) torque.
Lower the transmission and engine while aligning
the insulator studs into the transmission extension.
Install the stud nuts. Tighten the stud nuts to 41
Nzm (30 ft. lbs) torque.
(3) Remove transmission jack.
(4) Lower the vehicle.
(5) Connect the negative cable to the battery.

Fig. 9 Rear Insulator Automatic Transmission2WD

REMOVAL4WD
(1) Disconnect the negative cable from the battery.
(2) Raise the vehicle on a hoist.
(3) Support the transmission with a transmission
jack.
(4) TRANSMISSION
AUTOMATIC
Remove stud nuts holding the insulator to the
crossmember (Fig. 11).
Raise rear of transmission SLIGHTLY.
Remove bolts holding the insulator to the insulator
bracket (Fig. 11). Remove the insulator.

Fig. 10 Rear Insulator Manual Transmission2WD


transmission extension (Fig. 9). Tighten the bolts to
68 Nzm (50 ft. lbs.) torque.
(2) TRANSMISSION
AUTOMATIC
Install the insulator onto crossmember. Tighten
the stud nuts to 41 Nzm (30 ft. lbs) torque.
Lower the transmission and engine while aligning
the engine support bracket to the insulator.
Install thru-bolt in bracket and insulator. Tighten
thru-bolt nut to 68 Nzm (50 ft. lbs.) torque.

Fig. 11 Rear Insulator Automatic Transmission


4WD
MANUAL
Remove stud nuts holding the insulator to the
crossmember (Fig. 12).
Raise rear of transmission SLIGHTLY.

3.9L ENGINE
Remove bolts holding the insulator to the transmission (Fig. 12). Remove the insulator.

Fig. 12 Rear Insulator Manual Transmission4WD


INSTALLATION4WD
(1) TRANSMISSION
AUTOMATIC
If the insulator bracket was removed, install the
bracket to the transmission (Fig. 11). Tighten the
bolts to 28 Nzm (250 in. lbs.) torque.
Install the bolts holding insulator to insulator
bracket. Tighten the bolts to 28 Nzm (250 in. lbs.)
torque.
Lower rear of transmission while aligning the insulator studs into the mounting support bracket. Install stud nuts and tighten to 28 Nzm (250 in. lbs.)
torque.
MANUAL
Install the bolts holding insulator to insulator
bracket. Tighten the bolts to 28 Nzm (250 in. lbs.)
torque.
Lower rear of transmission while aligning the insulator studs into the mounting support bracket. Install stud nuts and tighten to 28 Nzm (250 in. lbs.)
torque.
(2) Remove the transmission jack.
(3) Lower the vehicle.
(4) Connect the negative cable to the battery.

9 - 53

ENGINE ASSEMBLY
REMOVAL
(1) Scribe hood hinge outlines on hood. Remove the
hood.
(2) Remove the battery.
(3) Drain cooling system (refer to Group 7, Cooling
System for the proper procedure).
(4) Remove the air cleaner.
(5) Disconnect the radiator and heater hoses. Remove radiator (refer to Group 7, Cooling System).
(6) Set fan shroud aside.
(7) Remove the vacuum lines.
(8) Remove the distributor cap and wiring.
(9) Disconnect the accelerator linkage.
(10) Remove throttle body.
(11) Disconnect the fuel line.
(12) Disconnect the starter wires.
(13) Disconnect the oil pressure wire.
(14) Discharge the air conditioning system, if
equipped (refer to Group 24, Heating and Air Conditioning for service procedures).
(15) Disconnect the air conditioning hoses.
(16) Disconnect the power steering hoses, if
equipped.
(17) Remove starter motor (refer to Group 8B, Battery/Starter/Generator Service).
(18) Remove the generator (refer to Group 8B, Battery/Starter/Generator Service).
(19) Raise and support the vehicle on a hoist.
(20) Disconnect exhaust pipe at manifold.
(21) Refer to Group 21, Transmissions for transmission removal.
CAUTION: DO NOT lift the engine by the intake
manifold.
(22) Install an engine lifting fixture.
(23) 2WD VEHICLESRemove engine front
mount bolts.
(24) 4WD VEHICLESThe engine and front driving axle (engine/axle/transmission) are connected
through insulators and support brackets. Separate
the engine as follows:
LEFT SIDERemove 2 bolts attaching (engine/
pinion nose/transmission) bracket to transmission
bell housing. Remove 2 bracket to pinion nose adaptor bolts. Separate engine from insulator by removing
upper nut washer assembly and bolt from engine
support bracket.
RIGHT SIDERemove 2 bracket to axle (disconnect housing) bolts and 1 bracket to bell housing bolt.
Separate engine from insulator by removing upper
nut washer assembly and bolt from engine support
bracket.
(25) Lower the vehicle.
(26) On automatic transmission vehicles, disconnect the engine from the torque converter drive plate.

9 - 54

3.9L ENGINE

On manual transmission vehicles, move engine forward until drive pinion shaft clears the clutch disc.
Remove engine from engine compartment.
(27) Install engine assembly on engine repair
stand.

INSTALLATION
(1) Remove engine from the repair stand and position in the engine compartment.
(2) Install an engine support fixture.
(3) Raise and support the vehicle on a hoist.
(4) Refer to Group 21, Transmissions for transmission installation.
(5) Install the front engine mounts.
(6) Lower the vehicle.
(7) Remove engine lifting fixture.
(8) Install the generator (refer to Group 8B, Battery/Starter/Generator Service).
(9) Install starter motor (refer to Group 8B, Battery/Starter/Generator Service).
(10) Connect power steering hoses, if equipped.
(11) Connect air conditioning hoses.
(12) Evacuate and charge the air conditioning system, if equipped (refer to Group 24, Heater and Air
Conditioning for service procedures).
(13) Using a new gasket, install throttle body.
Tighten the throttle body bolts to 23 Nzm (200 in.
lbs.) torque.
(14) Connect the accelerator linkage.
(15) Connect the starter wires.
(16) Connect the oil pressure wire.
(17) Install the distributor cap and wiring.
(18) Connect the vacuum lines.
(19) Connect the fuel line.
(20) Install the radiator (refer to Group 7, Cooling
System). Connect the radiator hoses and heater
hoses.
(21) Install fan shroud in position.
(22) Fill cooling system (refer to Group 7, Cooling
System for the proper procedure).
(23) Install the air cleaner.
(24) Install the battery.
(25) Warm engine and adjust.
(26) Install hood and line up with the scribe
marks.
(27) Road test vehicle.

CYLINDER HEAD COVER


A steel backed silicon gasket is used with the cylinder head cover (Fig. 1). This gasket can be used
again.

REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Disconnect closed ventilation system and evaporation control system from cylinder head cover.
(3) Remove cylinder head cover and gasket. The
gasket may be used again.

Fig. 1 Cylinder Head Cover Gasket


CLEANING
Clean cylinder head cover gasket surface.
Clean head rail, if necessary.
INSPECTION
Inspect cover for distortion and straighten, if necessary.
Check the gasket for use in head cover installation.
If damaged, use a new gasket.
INSTALLATION
(1) The cylinder head cover gasket can be used
again. Install the gasket onto the head rail.
(2) Position the cylinder head cover onto the gasket. Tighten the bolts to 11 Nzm (95 in. lbs.) torque.
(3) Install closed crankcase ventilation system and
evaporation control system.
(4) Connect the negative cable to the battery.

VALVE COMPONENTS REPLACECLYINDER HEAD


NOT REMOVED
ROCKER ARMS AND PUSH RODS
REMOVAL
(1) Disconnect spark plug wires by pulling on the
boot straight out in line with plug.
(2) Remove cylinder head cover and gasket.
(3) Remove the rocker arm bolts and pivots (Fig.
2). Place them on a bench in the same order as removed.
(4) Remove the push rods and place them on a
bench in the same order as removed.
INSTALLATION
(1) Rotate the crankshaft until the V6 mark lines
up with the TDC mark on the timing chain case
cover. This mark is located 147 ATDC from the No.1
firing position.
(2) Install the push rods in the same order as removed.

3.9L ENGINE

9 - 55

valve stem as a guide. DO NOT force seal against top


of guide. When installing the valve retainer locks,
compress the spring only enough to install the locks.
(11) Follow the same procedure on the remaining 5
cylinders using the firing sequence 1-6-5-4-3-2. Make
sure piston in cylinder is at TDC on the valve spring
that is being removed.
(12) Remove adapter from the No.1 spark plug
hole.
(13) Install rocker arms.
(14) Install covers and coil wire to distributor.
(15) Install air cleaner.
(16) Road test vehicle.

CYLINDER HEADS
The alloy cast iron cylinder heads (Fig. 3) are held
in place by 8 bolts. The spark plugs are located in
the peak of the wedge between the valves.

Fig. 2 Rocker Arms


(3) Install rocker arm and pivot assemblies in the
same order as removed. Tighten the rocker arm bolts
to 28 Nzm (21 ft. lbs.) torque.
CAUTION: DO NOT rotate or crank the engine during or immediately after rocker arm installation. Allow the hydraulic roller tappets adequate time to
bleed down (about 5 minutes).
(4) Install cylinder head cover.
(5) Connect spark plug wires.

VALVE STEM SEAL AND SPRING REPLACEMENT


This procedure is done with the cylinder head installed.
(1) Set engine basic timing to Top Dead Center
(TDC).
(2) Remove the air cleaner.
(3) Remove cylinder head covers and spark plugs.
(4) Remove coil wire from distributor and secure to
good ground to prevent engine from starting.
(5) Using suitable socket and flex handle at crankshaft retaining bolt, turn engine so the No.1 piston is
at TDC on the compression stroke.
(6) Remove rocker arms.
(7) With air hose attached to an adapter installed
in No.1 spark plug hole, apply 620-689 kPa (90-100
psi) air pressure.
(8) Using Valve Spring Compressor Tool MD998772-A, compress valve spring and remove retainer
valve locks and valve spring.
(9) Install seals on the exhaust valve stem and position down against valve guides.
(10) The intake valve stem seals should be pushed
firmly and squarely over the valve guide using the

Fig. 3 Cylinder Head Assembly


REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Drain cooling system (refer to Group 7, Cooling
System for the proper procedures).
(3) Remove the intake manifold-to-generator
bracket support rod. Remove the generator.
(4) Remove closed crankcase ventilation system.
(5) Disconnect the evaporation control system.
(6) Remove the air cleaner.
(7) Perform fuel system pressure release procedure
(before attempting any repairs Refer to Group 14,
Fuel Systems).
(8) Disconnect the fuel line .
(9) Disconnect accelerator linkage and if so
equipped, the speed control and transmission kickdown cables.
(10) Remove the return spring.
(11) Remove distributor cap and wires.
(12) Disconnect the coil wires.
(13) Disconnect heat indicator sending unit wire.
(14) Disconnect heater hoses and bypass hose.

9 - 56

3.9L ENGINE

(15) Remove cylinder head covers and gaskets.


(16) Remove intake manifold and throttle body as
an assembly. Discard the flange side gaskets and the
front and rear cross-over gaskets.
(17) Remove exhaust manifolds.
(18) Remove rocker arm assemblies and push rods.
Identify to ensure installation in original locations.
(19) Remove the head bolts from each cylinder
head and remove cylinder heads. Discard the cylinder head gasket.
(20) Remove spark plugs.

CLEANING
Clean all surfaces of cylinder block and cylinder
heads.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
INSPECTION
Inspect all surfaces with a straightedge if there is
any reason to suspect leakage. If out-of-flatness exceeds 0.00075 mm/mm (0.00075 inch/inch) times the
span length in any direction, either replace head or
lightly machine the head surface.
FOR EXAMPLE:A 305 mm (12 inch) span is
0.102 mm (0.004 inch) out-of-flat. The allowable outof-flat is 305 x 0.00075 (12 x 0.00075) equals 0.23
mm (0.009 inch). This amount of out-of-flat is acceptable.
The cylinder head surface finish should be
1.78-3.00 microns (70-125 microinches).
Inspect push rods. Replace worn or bent rods.
INSTALLATION
(1) Position the new cylinder head gaskets onto the
cylinder block.
(2) Position the cylinder heads onto head gaskets
and cylinder block.
(3) Starting at top center, tighten all cylinder head
bolts, in sequence, to 68 Nzm (50 ft. lbs.) torque (Fig.
4). Repeat procedure, tighten all cylinder head bolts
to 143 Nzm (105 ft. lbs.) torque. Repeat procedure to
confirm that all bolts are at 143 Nzm (105 ft. lbs.)
torque.
CAUTION: When tightening the rocker arm bolts,
make sure the piston in that cylinder is NOT at
TDC. Contact between the valves and piston could
occur.
CAUTION: DO NOT rotate or crank the engine during or immediately after rocker arm installation. Allow the hydraulic roller tappets adequate time to
bleed down (about 5 minutes).
(4) Install push rods and rocker arm assemblies in
their original position. Tighten the bolts to 28 Nzm
(21 ft. lbs.) torque.

Fig. 4 Cylinder Head Bolt Tightening Sequence


(5) Install the intake manifold and throttle body
assembly (refer to Group 11, Exhaust System and Intake Manifold).
(6) Install exhaust manifolds. Tighten the bolts
and nuts to 34 Nzm (25 ft. lbs.) torque.
(7) Adjust spark plugs to specifications (refer to
Group 8D, Ignition System). Install the plugs and
tighten to 41 Nzm (30 ft. lbs.) torque.
(8) Install coil wires.
(9) Connect heat indicator sending unit wire.
(10) Connect the heater hoses and bypass hose.
(11) Install distributor cap and wires.
(12) Hook up the return spring.
(13) Connect the accelerator linkage and if so
equipped, the speed control and transmission kickdown cables.
(14) Install the fuel line.
(15) Install the generator and drive belt. Tighten
generator mounting bolt to 41 Nzm (30 ft. lbs.)
torque. Tighten the adjusting strap bolt to 23 Nzm
(200 in. lbs.) torque. Refer to Group 7, Cooling System for adjusting the belt tension.
(16) Install the intake manifold-to-generator
bracket support rod. Tighten the bolts.
(17) Place the cylinder head cover gaskets in position and install cylinder head covers. Tighten the
bolts to 11 Nzm (95 in. lbs.) torque.
(18) Install closed crankcase ventilation system.
(19) Connect the evaporation control system.
(20) Install the air cleaner.
(21) Install the heat shields. Tighten the bolts to
41 Nzm (30 ft. lbs.) torque.
(22) Fill cooling system (refer to Group 7, Cooling
System for proper procedure).
(23) Connect the negative cable to the battery.

VALVES AND VALVE SPRINGS


The valves are arranged in-line and inclined 18.
The rocker pivot support and the valve guides are
cast integral with the heads.

3.9L ENGINE

9 - 57

This procedure requires the removal of the cylinder


head.

REMOVAL
(1) Remove the cylinder head.
(2) Compress valve springs using Valve Spring
Compressor Tool MD-998772-A
(3) Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs.
(4) Before removing valves, remove any burrs from
valve stem lock grooves to prevent damage to the
valve guides. Identify valves to ensure installation in
original location.
VALVE CLEANING
Clean valves thoroughly. Discard burned, warped
and cracked valves.
Remove carbon and varnish deposits from inside of
valve guides with a reliable guide cleaner.

Fig. 6 Measuring Valve Guide Wear

VALVE INSPECTION
Measure valve stems for wear. If wear exceeds
0.051 mm (0.002 inch), replace the valve.
VALVE GUIDES
Measure valve stem guide clearance as follows:
(a) Install Valve Guide Sleeve Tool C-3973 over
valve stem and install valve (Fig. 5). The special
sleeve places the valve at the correct height for
checking with a dial indicator.

Fig. 7 Reamer Sizes


Use a 2 step procedure so the valve guides are
reamed true in relation to the valve seat:
Step 1Ream to 0.0763 mm (0.003 inch).
Step 2Ream to 0.381 mm (0.015 inch).

REFACING VALVES / VALVE SEATS


The intake and exhaust valves have a 43-1/4 to
43-3/4 face angle and a 44-1/4 to 44-3/4 seat angle
(Fig. 8).

Fig. 5 Positioning Valve with Tool C-3973


(b) Attach Dial Indicator Tool C-3339 to cylinder
head and set it at right angle of valve stem being
measured (Fig. 6).
(c) Move valve to and from the indicator. The total dial indicator reading should not exceed 0.432
mm (0.017 inch). Ream the guides for valves with
oversize stems if dial indicator reading is excessive
or if the stems are scuffed or scored.
Service valves with oversize stems are available
(Fig. 7).
Slowly turn reamer by hand and clean guide thoroughly before installing new valve. Ream the valve
guides from standard to 0.381 mm (0.015 inch).

VALVES
Inspect the remaining margin after the valves are
refaced (Fig. 9). Valves with less than 1.190 mm
(0.047 inch) margin should be discarded.
VALVE SEATS
CAUTION: DO NOT un-shroud valves during valve
seat refacing (Fig. 10).
(1) When refacing valve seats, it is important that
the correct size valve guide pilot be used for reseating stones. A true and complete surface must be obtained.
(2) Measure the concentricity of valve seat using a
dial indicator. Total runout should not exceed 0.051
mm (0.002 inch) total indicator reading.

9 - 58

3.9L ENGINE

Fig. 10 Refacing Valve Seats

Fig. 8 Valve Face and Seat Angles

VALVE SPRING INSPECTION


Whenever valves have been removed for inspection,
reconditioning or replacement, valve springs should
be tested. As an example the compression length of
the spring to be tested is 1-5/16 inch. Turn table of
Universal Valve Spring Tester Tool until surface is in
line with the 1-5/16 inch mark on the threaded stud.
Be sure the zero mark is to the front (Fig. 11). Place
spring over stud on the table and lift compressing lever to set tone device. Pull on torque wrench until
ping is heard. Take reading on torque wrench at this
instant. Multiply this reading by 2. This will give the
spring load at test length. Fractional measurements
are indicated on the table for finer adjustments. Refer to specifications to obtain specified height and allowable tensions. Discard the springs that do not
meet specifications.

Fig. 9 Intake and Exhaust Valves


(3) Inspect the valve seat with Prussian blue to determine where the valve contacts the seat. To do this,
coat valve seat LIGHTLY with Prussian blue then set
valve in place. Rotate the valve with light pressure.
If the blue is transferred to the center of valve face,
contact is satisfactory. If the blue is transferred to
the top edge of valve face, lower valve seat with a 15
stone. If the blue is transferred to bottom edge of
valve face raise valve seat with a 60 stone.
(4) When seat is properly positioned the width of
intake seats should be 1.016-1.524 mm (0.040-0.060
inch). The width of the exhaust seats should be
1.524-2.032 mm (0.060-0.080 inch).

Fig. 11 Testing Valve Spring for Compressed Length


INSTALLATION
(1) Coat valve stems with lubrication oil and insert
them in cylinder head.

3.9L ENGINE
(2) If valves or seats are reground, check valve
stem height. If valve is too long, replace cylinder
head.
(3) Install new seals on all valve guides. Install
valve springs and valve retainers.
(4) Compress valve springs with Valve Spring
Compressor Tool MD-998772-A, install locks and release tool. If valves and/or seats are ground, measure
the installed height of springs. Make sure the measurement is taken from bottom of spring seat in cylinder head to the bottom surface of spring retainer. If
spacers are installed, measure from the top of spacer.
If height is greater than 42.86 mm (1-11/16 inches),
install a 1.587 mm (1/16 inch) spacer in head counterbore. This should bring spring height back to normal 41.27 to 42.86 mm (1-5/8 to 1-11/16 inch).

HYDRAULIC TAPPETS
Before disassembling any part of the engine to correct tappet noise, check the oil pressure. If vehicle
has no oil pressure gauge, install a reliable gauge at
the pressure sending unit. The pressure should be
between 207-552 kPa (30-80 psi) at 3,000 RPM.
Check the oil level after the engine reaches normal
operating temperature. Allow 5 minutes to stabilize
oil level, check dipstick.
The oil level in the pan should never be above the
FULL mark or below the ADD OIL mark on dipstick.
Either of these 2 conditions could be responsible for
noisy tappets.

OIL LEVEL
HIGH
If oil level is above the FULL mark, it is possible
for the connecting rods to dip into the oil. With the
engine running, this condition could create foam in
the oil pan. Foam in oil pan would be fed to the hydraulic tappets by the oil pump causing them to lose
length and allow valves to seat noisily.
LOW
Low oil level may allow oil pump to take in air.
When air is fed to the tappets, they lose length which
allows valves to seat noisily. Any leaks on intake side
of oil pump through which air can be drawn will create the same tappet action. Check the lubrication
system from the intake strainer to the pump cover,
including the relief valve retainer cap. When tappet
noise is due to aeration, it may be intermittent or
constant, and usually more than 1 tappet will be
noisy. When oil level and leaks have been corrected,
operate the engine at fast idle. Run engine for a sufficient time to allow all of the air inside the tappets
to be bled out.

9 - 59

TAPPET NOISE DIAGNOSIS


(1) To determine source of tappet noise, operate engine at idle with cylinder head covers removed.
(2) Feel each valve spring or rocker arm to detect
noisy tappet. The noisy tappet will cause the affected
spring and/or rocker arm to vibrate or feel rough in
operation.
Worn valve guides or cocked springs are
sometimes mistaken for noisy tappets. If such is
the case, noise may be dampened by applying
side thrust on the valve spring. If noise is not
appreciably reduced, it can be assumed the
noise is in the tappet. Inspect the rocker arm
push rod sockets and push rod ends for wear.
(3) Valve tappet noise ranges from light noise to a
heavy click. A light noise is usually caused by excessive leak down around the unit plunger or by the
plunger partially sticking in the tappet body cylinder.
The tappet should be replaced. A heavy click is
caused by a tappet check valve not seating or by foreign particles becoming wedged between the plunger
and the tappet body. This will cause the plunger to
stick in the down position. This heavy click will be
accompanied by excessive clearance between the
valve stem and rocker arm as valve closes. In either
case, tappet assembly should be removed for inspection and cleaning.
The valve train generates a noise very much like a
light tappet noise during normal operation. Care
must be taken to ensure that tappets are making the
noise. In general, if more than one tappet seems to
be noisy, its probably not the tappets.
REMOVAL
(1) Remove the air cleaner.
(2) Remove cylinder head cover.
(3) Remove rocker assembly and push rods. Identify push rods to ensure installation in original location.
(4) Remove intake manifold.
(5) Remove yoke retainer and aligning yokes.
(6) Slide Hydraulic Tappet Remover/Installer Tool
C-4129-A through opening in cylinder head and seat
tool firmly in the head of tappet.
(7) Pull tappet out of bore with a twisting motion.
If all tappets are to be removed, identify tappets to
ensure installation in original location.
(8) If the tappet or bore in cylinder block is scored,
scuffed, or shows signs of sticking, ream the bore to
next oversize. Replace with oversize tappet.
CAUTION: The plunger and tappet bodies are not
interchangeable. The plunger and valve must always be fitted to the original body. It is advisable to
work on one tappet at a time to avoid mixing of
parts. Mixed parts are not compatible. DO NOT disassemble a tappet on a dirty work bench.

9 - 60

3.9L ENGINE

DISASSEMBLE
(1) Pry out plunger retainer spring clip (Fig. 12).
(2) Clean varnish deposits from inside of tappet
body above plunger cap.
(3) Invert tappet body and remove plunger cap,
plunger, check valve, check valve spring, check valve
retainer and plunger spring (Fig. 12). Check valve
could be flat or ball.
ASSEMBLE
(1) Clean all tappet parts in a solvent that will remove all varnish and carbon.
(2) Replace tappets that are unfit for further service with new assemblies.
(3) If plunger shows signs of scoring or wear, install a new tappet assembly. If valve is pitted, or
valve seat on end of plunger is prevented from seating, install a new tappet assembly.
(4) Assemble tappets (Fig. 12).

(2) Insert a 6.350 mm (1/4 inch) spacer between


rocker arm pad and stem tip of No.1 intake valve. Allow spring load to bleed tappet down giving in effect
a solid tappet.
(3) Install a dial indicator so plunger contacts
valve spring retainer as nearly perpendicular as possible. Zero the indicator.
(4) Rotate the crankshaft clockwise (normal running direction) until the valve has lifted 0.254 mm
(0.010 inch). The timing of the crankshaft should
now read from 10 before top dead center to 2 after
top dead center. Remove spacer.
CAUTION: DO NOT turn crankshaft any further
clockwise as valve spring might bottom and result
in serious damage.
(5) If reading is not within specified limits:
(a) Check sprocket index marks.
(b) Inspect timing chain for wear.
(c) Check accuracy of DC mark on timing indicator.

VIBRATION DAMPER

Fig. 12 Hydraulic Tappet Assembly


INSTALLATION
(1) Lubricate tappets.
(2) Install tappets and push rods in their original
positions. Ensure that the oil feed hole in the side of
the tappet body faces up (away from the crankshaft).
(3) Install aligning yokes with ARROW toward
camshaft.
(4) Install yoke retainer. Tighten the bolts to 23
Nzm (200 in. lbs.) torque. Install intake manifold.
(5) Install push rods in original positions.
(6) Install rocker arms.
(7) Install cylinder head cover.
(8) Start and operate engine. Warm up to normal
operating temperature.

REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove fan shroud retainer bolts and set
shroud back over engine.
(3) Remove the cooling system fan.
(4) Remove the serpentine belt (refer to Group 7,
Cooling System).
(5) Remove the vibration damper pulley.
(6) Remove vibration damper bolt and washer from
end of crankshaft.
(7) Install bar and screw from Puller Tool Set
C-3688. Install 2 bolts with washers through the
puller tool and into the vibration damper (Fig. 1).

CAUTION: To prevent damage to valve mechanism,


engine must not be run above fast idle until all hydraulic tappets have filled with oil and have become
quiet.

Fig. 1 Vibration Damper Assembly

VALVE TIMING
(1) Turn crankshaft until the No.6 exhaust valve is
closing and No.6 intake valve is opening.

(8) Pull vibration damper off of the crankshaft.

INSTALLATION
(1) Position the vibration damper onto the crankshaft.

3.9L ENGINE

9 - 61

(2) Place installing tool, part of Puller Tool Set


C-3688 in position and press the vibration damper
onto the crankshaft (Fig. 2).

Fig. 3 Removal of Front Crankshaft Oil Seal

Fig. 2 Installing Vibration Damper


(3) Install the crankshaft bolt and washer. Tighten
the bolt to 183 Nzm (135 ft. lbs.) torque.
(4) Install the crankshaft pulley. Tighten the pulley bolts to 23 Nzm (200 in. lbs.) torque.
(5) Install the serpentine belt (refer to Group 7,
Cooling System).
(6) Install the cooling system fan. Tighten the bolts
to 23 Nzm (17 ft. lbs.) torque.
(7) Position the fan shroud and install the bolts.
Tighten the retainer bolts to 11 Nzm (95 in. lbs.)
torque.
(8) Connect the negative cable to the battery.

(2) Place a torque wrench and socket over camshaft sprocket attaching bolt. Apply torque in the direction of crankshaft rotation to take up slack; 41
Nzm (30 ft. lbs.) torque with cylinder head installed
or 20 Nzm (15 ft. lbs.) torque with cylinder head removed. With a torque applied to the camshaft
sprocket bolt, crankshaft should not be permitted to
move. It may be necessary to block the crankshaft to
prevent rotation.
(3) Hold a scale with dimensional reading even
with the edge of a chain link. With cylinder heads installed, apply 14 Nzm (30 ft. lbs.) torque in the reverse direction. With the cylinder heads removed,
apply 20 Nzm (15 ft. lbs.) torque in the reverse direction. Note the amount of chain movement (Fig. 4).

TIMING CHAIN COVER


REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Drain cooling system (refer to Group 7, Cooling
System).
(3) Remove the serpentine belt (refer to Group 7,
Cooling System).
(4) Remove water pump (refer to Group 7, Cooling
System).
(5) Remove power steering pump (refer to Group
19, Steering).
(6) Remove vibration damper.
(7) Remove fuel lines (refer to Group 14, Fuel System).
(8) Loosen oil pan bolts and remove the front bolt
at each side.
(9) Remove the cover bolts.
(10) Remove chain case cover and gasket using extreme caution to avoid damaging oil pan gasket.
(11) Place a suitable tool behind the lips of the oil
seal to pry the oil seal outward. Be careful not to
damage the crankshaft seal surface of cover (Fig. 3).
TIMING CHAIN STRETCH
(1) Place a scale next to the timing chain so that
any movement of the chain may be measured.

Fig. 4 Measuring Timing Chain Wear and Stretch


(4) Install a new timing chain, if its movement exceeds 3.175 mm (1/8 inch).
(5) If chain is not satisfactory, remove camshaft
sprocket attaching bolt and remove timing chain with
crankshaft and camshaft sprockets.
(6) Place both camshaft sprocket and crankshaft
sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores.
(7) Place timing chain around both sprockets.
(8) Turn crankshaft and camshaft to line up with
keyway location in crankshaft sprocket and in camshaft sprocket.
(9) Lift sprockets and chain (keep sprockets tight
against the chain in position as described).

9 - 62

3.9L ENGINE

(10) Slide both sprockets evenly over their respective shafts and use a straightedge to check alignment
of timing marks (Fig. 5).

Fig. 5 Alignment of Timing Marks


(11) Install the camshaft bolt. Tighten the bolt to
68 Nzm (50 ft. lbs.) torque.
(12) Check camshaft end play. The end play should
be 0.051-0.152 mm (0.002-0.006 inch) with a new
thrust plate and up to 0.254 mm (0.010 inch) with a
used thrust plate. If not within these limits install a
new thrust plate.

Fig. 6 Placing Oil Seal on Installation Tool 6635

CLEANING
Be sure mating surfaces of chain case cover and
cylinder block are clean and free from burrs.
The water pump mounting surface must be
cleaned.
INSTALLATION
(1) Using a new cover gasket, carefully install
chain case cover to avoid damaging oil pan gasket.
Use a small amount of Mopar Silicone Rubber Adhesive Sealant, or equivalent, at the joint between timing chain cover gasket and the oil pan gasket. Finger
tighten the timing chain cover bolts at this time.
CAUTION: If chain cover is replaced for any reason,
make sure the oil hole (passenger side of cover) is
plugged.
(2) Place the smaller diameter of the oil seal over
Front Oil Seal Installation Tool 6635 (Fig. 6). Seat
the oil seal in the groove of the tool.
(3) Position the seal and tool onto the crankshaft
(Fig. 7).
(4) Tighten the 4 lower chain case cover bolts to
13Nzm (10 ft.lbs.) to prevent the cover from tipping
during seal installation.
(5) Using the vibration damper bolt, tighten the
bolt to draw the seal into position on the crankshaft
(Fig. 8).
(6) Loosen the 4 bolts tightened in step 4 to allow
realignment of front cover assembly.
(7) Tighten the 4 lower chain case cover bolts to
13Nzm (10 ft.lbs.) to prevent the cover from tipping
during seal installation.

Fig. 7 Position Tool and Seal onto Crankshaft


(8) Remove the vibration damper bolt and seal installation tool.
(9) Install vibration damper.
(10) Install water pump and housing assembly using new gaskets (refer to Group 7, Cooling System).
Tighten bolts to 41 Nzm (30 ft. lbs.) torque.
(11) Install power steering pump (refer to Group
19, Steering).
(12) Install the serpentine belt (refer to Group 7,
Cooling System).
(13) Install the cooling system fan. Tighten the
bolts to 23 Nzm (17 ft. lbs.) torque.
(14) Position the fan shroud and install the bolts.
Tighten the bolts to 11 Nzm (95 in. lbs.) torque.
(15) Fill cooling system (refer to Group 7, Cooling
System for the proper procedure).
(16) Connect the negative cable to the battery.

3.9L ENGINE

9 - 63

Fig. 9 Camshaft and Sprocket Assembly

Fig. 8 Installing Oil Seal

FRONT CRANKSHAFT OIL SEAL REPLACEMENT


The oil seal can be replaced without removing the
timing chain cover provided the cover is not misaligned.
(1) Disconnect the negative cable from the battery.
(2) Remove vibration damper.
(3) If front seal is suspected of leaking, check front
oil seal alignment to crankshaft. The Seal Installation/Alignment Tool 6635, should fit with minimum
interference. If tool does not fit, the cover must be removed and installed properly.
(4) Place a suitable tool behind the lips of the oil
seal to pry the oil seal outward. Be careful not to
damage the crankshaft seal bore of cover.
(5) Place the smaller diameter of the oil seal over
Front Oil Seal Installation Tool 6635 (Fig. 6). Seat
the oil seal in the groove of the tool.
(6) Position the seal and tool onto the crankshaft
(Fig. 7).
(7) Using the vibration damper bolt, tighten the
bolt to draw the seal into position on the crankshaft
(Fig. 8).
(8) Remove the vibration damper bolt and seal installation tool.
(9) Inspect the seal flange on the vibration damper.
(10) Install the vibration damper.
(11) Connect the negative cable to the battery.

CAMSHAFT
This procedure requires that the engine is removed
from the vehicle.
The camshaft has an integral oil pump and distributor drive gear (Fig. 9).

REMOVAL
(1) Remove intake manifold.
(2) Remove cylinder head covers.
(3) Remove timing case cover and timing chain.
(4) Remove rocker arms.
(5) Remove push rods and tappets. Identify each
part so it can be installed in the original location.
(6) Remove distributor and lift out the oil pump
and distributor drive shaft.
(7) Remove camshaft thrust plate; note location of
oil tab (Fig. 10).

Fig. 10 Timing Chain Oil Tab Installation


(8) Install a long bolt into front of camshaft to facilitate removal of the camshaft. Remove camshaft,
being careful not to damage cam bearings with the
cam lobes.

REMOVALBEARING
(1) With engine completely disassembled, drive out
rear cam bearing core hole plug.
(2) Install proper size adapters and horseshoe
washers (part of Camshaft Bearing Remover/Installer

9 - 64

3.9L ENGINE

Tool C-3132-A) at back of each bearing shell. Drive


out bearing shells (Fig. 11).

Fig. 11 Camshaft Bearings Removal and Installation


with Tool C-3132-A
INSTALLATIONBEARING
(1) Install new camshaft bearings with Camshaft
Bearing Remover/Installer Tool C-3132-A by sliding
the new camshaft bearing shell over proper adapter.
(2) Position rear bearing in the tool. Install horseshoe lock and by reversing removal procedure, carefully drive bearing shell into place.
(3) Install remaining bearings in the same manner.
Bearings must be carefully aligned to bring oil holes
into full register with oil passages from the main
bearing. If the camshaft bearing shell oil holes are
not in exact alignment, remove and install them correctly. Install a new core hole plug at the rear of
camshaft. Be sure this plug does not leak.
INSTALLATION
(1) Lubricate camshaft lobes and camshaft bearing
journals and insert the camshaft to within 51 mm (2
inches) of its final position in cylinder block.
Whenever an engine has been rebuilt, a new
camshaft and/or new tappets installed, add 1
pint of Mopar Crankcase Conditioner, or equivalent. The oil mixture should be left in engine
for a minimum of 805 km (500 miles). Drain at
the next normal oil change.
(2) Install Camshaft Gear Installer Tool C-3509
with tongue back of distributor drive gear (Fig. 12).

(3) Hold tool in position with a distributor lockplate bolt. This tool will restrict camshaft from being
pushed in too far and prevent knocking out the welch
plug in rear of cylinder block. Tool should remain
installed until the camshaft and crankshaft
sprockets and timing chain have been installed.
(4) Install camshaft thrust plate and chain oil tab.
Make sure tang enters lower right hole in
thrust plate. Tighten bolts to 24 Nzm (210 in. lbs.)
torque. Top edge of tab should be flat against thrust
plate in order to catch oil for chain lubrication.
(5) Place both camshaft sprocket and crankshaft
sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores.
(6) Place timing chain around both sprockets.
(7) Turn crankshaft and camshaft to line up with
keyway location in crankshaft sprocket and in camshaft sprocket.
(8) Lift sprockets and chain (keep sprockets tight
against the chain in position as described).
(9) Slide both sprockets evenly over their respective shafts and use a straightedge to check alignment
of timing marks (Fig. 13).

Fig. 13 Alignment of Timing Marks


(10) Install the camshaft bolt/cup washer. Tighten
bolt to 68 Nzm (50 ft. lbs.) torque.
(11) Measure camshaft end play. Refer to Specifications for proper clearance. If not within limits install
a new thrust plate.
(12) Each tappet reused must be installed in the
same position from which it was removed. When
camshaft is replaced, all of the tappets must be
replaced.

DISTRIBUTOR BUSHING
DISTRIBUTER REMOVAL
Refer to Group 8D, Ignition Systems for the proper
procedure.

Fig. 12 Camshaft Holding Tool C-3509Installed


Position

REMOVALDRIVE SHAFT BUSHING


(1) Insert Distributor Drive Shaft Bushing Puller
Tool C-3052 into old bushing and thread down until a
tight fit is obtained (Fig. 14).

3.9L ENGINE
(2) Hold puller screw and tighten puller nut until
bushing is removed.

Fig. 14 Distributor Driveshaft Bushing Removal


INSTALLATIONDRIVE SHAFT BUSHING
(1) Slide new bushing over burnishing end of Distributor Drive Shaft Bushing Driver/Burnisher Tool
C-3053. Insert the tool and bushing into the bore.
(2) Drive bushing and tool into position, using a
hammer (Fig. 15).

9 - 65

DISTRIBUTOR INSTALLATION
Refer to the Component Removal/Installation section of Group 8D, Ignition Systems for the proper
procedure. See Distributor. After the distributor has
been installed, its rotational position must be set using the SET SYNC mode of the DRB scan tool. Refer
to Checking Distributor Position following the Distributor Installation section in Group 8D, Ignition
system. Do not attempt to adjust ignition timing
by rotating the distributor. It has no effect on
ignition timing. Adjusting distributor position
will effect fuel synchronization only.
Before installing the distributor, the oil pump drive
shaft must be aligned to number one cylinder.
(1) Rotate crankshaft until No.1 cylinder is at top
dead center on the firing stroke.
(2) When in this position, the timing mark on vibration damper should be under 0 on the timing indicator.
(3) Install the shaft so that after the gear spirals
into place, it will index with the oil pump shaft. The
slot on top of oil pump shaft should be aligned towards left front intake manifold attaching bolt hole
(Fig. 17).

Fig. 15 Distributor Driveshaft Bushing Installation


(3) As the burnisher is pulled through the bushing,
the bushing is expanded tight in the block and burnished to correct size (Fig. 16). DO NOT ream this
bushing.
CAUTION: This procedure MUST be followed when
installing a new bushing or seizure to shaft may occur.

Fig. 16 Burnishing Distributor Driveshaft Bushing

Fig. 17 Position of Oil Pump Shaft Slot

OIL PAN
REMOVAL2WD
(1) Disconnect the negative cable from the battery.
(2) Remove engine oil dipstick.
(3) Disconnect distributor cap and position away
from cowl.
(4) Raise vehicle.
(5) Drain engine oil.
(6) Remove exhaust pipe.
(7) Loosen side engine mount bolts.
(8) Raise engine by way of oil pan using a block of
wood between the jack and oil pan.
(9) When engine is high enough, place bolts (similar in size to the engine mount bolts) in the engine
mount attaching points on the frame brackets.

9 - 66

3.9L ENGINE

(10) Lower engine so bottom of engine mounts rest


on the replacement bolts placed in the engine mount
frame brackets.
(11) Remove oil pan and one-piece gasket.

REMOVAL4WD
(1) Disconnect the negative cable from the battery.
(2) Remove engine oil dipstick.
(3) Raise vehicle.
(4) Drain engine oil.
(5) Remove front driving axle (refer to Group 3,
Drive Axles and Group 2, Front Suspension for the
proper procedures).
(6) Remove exhaust pipe.
(7) Remove transmission lower (dust) cover.
(8) Remove oil pan and one-piece gasket.
CLEANING
Clean the block and pan gasket surfaces.
Trim or remove excess sealant film in the rear
main cap oil pan gasket groove. DO NOT remove
the sealant inside the rear main cap slots.
If present, trim excess sealant from inside the engine.
Clean oil pan in solvent and wipe dry with a clean
cloth.
Clean oil screen and pipe thoroughly in clean solvent. Inspect condition of screen.
INSPECTION
Inspect oil drain plug and plug hole for stripped or
damaged threads. Repair as necessary.
Inspect oil pan mounting flange for bends or distortion. Straighten flange, if necessary.
INSTALLATION2WD
(1) Fabricate 4 alignment dowels from 1 1/2 x 5/16
inch bolts. Cut the head off the bolts and cut a slot
into the top of the dowel. This will allow easier installation and removal with a screwdriver (Fig. 1).

Fig. 1 Fabrication of Alignment Dowels


(2) Install the dowels in the cylinder block (Fig. 2).
(3) Apply small amount of Mopar Silicone Rubber
Adhesive Sealant, or equivalent in the corner of the
cap and the cylinder block.

Fig. 2 Position of Dowels in Cylinder Block


(4) Slide the one-piece gasket over the dowels and
onto the block.
(5) Position the oil pan over the dowels and onto
the gasket.
(6) Install the oil pan bolts. Tighten the bolts to 24
Nzm (215 in. lbs.) torque.
(7) Remove the dowels. Install the remaining oil
pan bolts. Tighten these bolts to 24 Nzm (215 in. lbs.)
torque.
(8) Install the drain plug. Tighten drain plug to 34
Nzm (25 ft. lbs.) torque.
(9) Raise engine by way of oil pan with a wood
block placed between jack and oil pan.
(10) Remove temporary bolts from frame brackets
and lower engine. Tighten side engine mount bolts to
specifications.
(11) Install exhaust pipe.
(12) Lower vehicle.
(13) Connect the distributor cap.
(14) Install dipstick.
(15) Connect the negative cable to the battery.
(16) Fill crankcase with oil to proper level.

INSTALLATION4WD
(1) Fabricate 4 alignment dowels from 1 1/2 x 5/16
inch bolts. Cut the head off the bolts and cut a slot
into the top of the dowel. This will allow easier installation and removal with a screwdriver (Fig. 1).
(2) Install the dowels in the cylinder block (Fig. 2).
(3) Apply small amount of Mopar Silicone Rubber
Adhesive Sealant, or equivalent in the corner of the
cap and the cylinder block.
(4) Slide the one-piece gasket over the dowels and
onto the block.
(5) Position the oil pan over the dowels and onto
the gasket.

3.9L ENGINE
(6) Install the oil pan bolts. Tighten the bolts to 24
Nzm (215 in. lbs.) torque.
(7) Remove the dowels. Install the remaining oil
pan bolts. Tighten these bolts to 24 Nzm (215 in. lbs.)
torque.
(8) Install the drain plug. Tighten drain plug to 34
Nzm (25 ft. lbs.) torque.
(9) Install front driving axle (refer to Group 3,
Drive Axles and Group 2, Front Suspension for the
proper procedures).

(10)
(11)
(12)
(13)
(14)
(15)

9 - 67

Install exhaust pipe.


Lower vehicle
Connect the distributor cap.
Install dipstick.
Connect the negative cable to the battery.
Fill crankcase with oil to proper level.

LUBRICATION SYSTEM
A geartype positive displacement pump is
mounted at the underside of the rear main bearing
cap. The pump draws oil through the screen and inlet tube from the sump at the rear of the oil pan. The
oil is driven between the drive and idler gears and
pump body, then forced through the outlet to the
block. An oil gallery in the block channels the oil to
the inlet side of the full flow oil filter. After passing
through the filter element, the oil passes from the
center outlet of the filter through an oil gallery that
channels the oil up to the main gallery which extends the entire length on the right side of the block.
The oil then goes down to the No. 1 main bearing,
back up to the left side of the block and into the oil
gallery on the left side of the engine.
Galleries extend downward from the main oil gallery to the upper shell of each main bearing. The
crankshaft is drilled internally to pass oil from the
main bearing journals to the connecting rod journals.
Each connecting rod bearing has half a hole in it, oil

passes through the hole when the rods rotate and the
hole lines up, oil is then thrown off as the rod rotates. This oil throwoff lubricates the camshaft lobes,
distributor drive gear, cylinder walls, and piston
pins.
The hydraulic valve tappets receive oil directly
from the main oil gallery. The camshaft bearings receive oil from the main bearing galleries. The front
camshaft bearing journal passes oil through the camshaft sprocket to the timing chain. Oil drains back to
the oil pan under the number one main bearing cap.
The oil supply for the rocker arms and bridged
pivot assemblies is provided by the hydraulic valve
tappets which pass oil through hollow push rods to a
hole in the corresponding rocker arm. Oil from the
rocker arm lubricates the valve train components.
The oil then passes down through the push rod guide
holes, and the oil drain back passages in the cylinder
head past the valve tappet area, and returns to the
oil pan.

FIG. 2 OIL LUBRICATION SYSTEM

9 - 68
3.9L ENGINE

3.9L ENGINE

9 - 69

OIL PUMP
OIL PUMP PRESSURE
The MINIMUM oil pump pressure is 41.4 kPa (6
psi) at curb idle. The MAXIMUM oil pump pressure
is 207-552 kPa (30-80 psi) at 3,000 RPM or more.
CAUTION: If oil pressure is ZERO at curb idle, DO
NOT run engine at 3,000 RPM.

REMOVAL
(1) Remove the oil pan.
(2) Remove the oil pump from rear main bearing
cap.

Fig. 4 Oil Pump

DISASSEMBLE
(1) Remove the relief valve as follows:
(a) Remove cotter pin. Drill a 3.175 mm (1/8
inch) hole into the relief valve retainer cap and insert a self-threading sheet metal screw into cap.
(b) Clamp screw into a vise and while supporting
oil pump, remove cap by tapping pump body using
a soft hammer. Discard retainer cap and remove
spring and relief valve (Fig. 3).

Fig. 5 Checking Oil Pump Cover Flatness


Measure thickness and diameter of outer rotor. If
outer rotor thickness measures 20.9 mm (0.825 inch)
or less or if the diameter is 62.7 mm (2.469 inches) or
less, replace outer rotor (Fig. 6).

Fig. 3 Oil Pressure Relief Valve


(2) Remove oil pump cover (Fig. 4).
(3) Remove pump outer rotor and inner rotor with
shaft (Fig. 4).
(4) Wash all parts in a suitable solvent and inspect
carefully for damage or wear.

INSPECTION
Mating surface of the oil pump cover should be
smooth. Replace pump assembly if cover is scratched
or grooved.
Lay a straightedge across the pump cover surface
(Fig. 5). If a 0.038 mm (0.0015 inch) feeler gauge can
be inserted between cover and straightedge, pump
assembly should be replaced.

Fig. 6 Measuring Outer Rotor Thickness


If inner rotor measures 20.9 mm (0.825 inch) or
less, replace inner rotor and shaft assembly (Fig. 7).
Slide outer rotor into pump body. Press rotor to the
side with your fingers and measure clearance between rotor and pump body (Fig. 8). If clearance is
0.356 mm (0.014 inch) or more, replace oil pump assembly.

9 - 70

3.9L ENGINE

Fig. 10 Measuring Clearance Over Rotors


Fig. 7 Measuring Inner Rotor Thickness

Inspect oil pressure relief valve plunger for scoring


and free operation in its bore. Small marks may be
removed with 400-grit wet or dry sandpaper.
The relief valve spring has a free length of approximately 49.5 mm (1.95 inches). The spring should
test between 19.5 and 20.5 pounds when compressed
to 34 mm (1-11/32 inches). Replace spring that fails
to meet these specifications (Fig. 11).
If oil pressure was low and pump is within specifications, inspect for worn engine bearings or other
reasons for oil pressure loss.

Fig. 8 Measuring Outer Rotor Clearance in Housing


Install inner rotor and shaft into pump body. If
clearance between inner and outer rotors is 0.203
mm (0.008 inch) or more, replace shaft and both rotors (Fig. 9).

Fig. 11 Proper Installation of Retainer Cap

Fig. 9 Measuring Clearance Between Rotors


Place a straightedge across the face of the pump,
between bolt holes. If a feeler gauge of 0.102 mm
(0.004 inch) or more can be inserted between rotors
and the straightedge, replace pump assembly (Fig.
10).

ASSEMBLE
(1) Install pump rotors and shaft, using new parts
as required.
(2) Position the oil pump cover onto the pump
body. Tighten cover bolts to 11 Nzm (95 in. lbs.)
torque.
(3) Install the relief valve and spring. Insert the
cotter pin.
(4) Tap on a new retainer cap.
(5) Prime oil pump before installation by filling rotor cavity with engine oil.
INSTALLATION
(1) Install oil pump. During installation slowly rotate pump body to ensure driveshaft-to-pump rotor
shaft engagement.

3.9L ENGINE

9 - 71

(2) Hold the oil pump base flush against mating


surface on No.4 main bearing cap. Finger tighten
pump attaching bolts. Tighten attaching bolts to 41
Nzm (30 ft. lbs.) torque.
(3) Install the oil pan.

PISTON / CONNECTING ROD ASSEMBLY


The pistons are elliptically turned so that the diameter at the pin boss is less than its diameter
across the thrust face. This allows for expansion under normal operating conditions. Under operating
temperatures, expansion forces the pin bosses away
from each other, causing the piston to assume a more
nearly round shape.
All pistons are machined to the same weight, regardless of size, to maintain piston balance.
The piston pin rotates in the piston only and is retained by the press interference fit of the piston pin
in the connecting rod.

REMOVAL
(1) Remove the engine from the vehicle.
(2) Remove the cylinder head.
(3) Remove the oil pan.
(4) Remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons covered
during this operation.
(5) Be sure the connecting rod and connecting rod
cap are identified with the cylinder number. Remove
connecting rod cap. Install connecting rod bolt guide
set on connecting rod bolts.
(6) Pistons and connecting rods must be removed
from top of cylinder block. When removing piston and
connecting rod assemblies, rotate crankshaft to center the connecting rod in the cylinder bore and at
BDC. Be careful not to nick crankshaft journals.
(7) After removal, install bearing cap on the mating rod.
INSPECTION
All measurements are at 21C (70
33F).
Check the crankshaft connecting rod journal for excessive wear, taper and scoring.
Check the cylinder block bore for out-of-round,
taper, scoring and scuffing.
Check the pistons for taper and elliptical shape before they are fitted into the cylinder bore (Fig. 1).
FITTING PISTONS
Piston and cylinder wall must be clean and dry.
Specified clearance between the piston and the cylinder wall is 0.013-0.038 mm (0.0005-0.0015 inch) at
21C (70F).
Piston diameter should be measured at the top of
skirt, 90 to piston pin axis. Cylinder bores should be

Fig. 1 Piston Measurements


measured halfway down the cylinder bore and transverse to the engine crankshaft center line.
Pistons and cylinder bores should be measured at
normal room temperature, 21C (70F).

FITTING RINGS
(1) Measurement of end gaps:
(a) Measure piston ring gap 2 inches from bottom of cylinder bore. An inverted piston can be
used to push the rings down to ensure positioning
rings squarely in the cylinder bore before measuring.
(b) Insert feeler gauge in the gap. The top compression ring gap should be between 0.254-0.508
mm (0.010-0.020 inch). The second compression
ring gap should be between 0.508-0.762 mm (0.0200.030 inch). The oil ring gap should be 0.254-1.270
mm (0.010-0.050 inch).
(c) Rings with insufficient end gap may be filed
to the correct dimension. Rings with excess gaps
should not be used.
(2) Install rings and confirm ring side clearance:
(a) Install oil rings being careful not to nick or
scratch the piston.
(b) Install the compression rings using Installation Tool C-4184. The top compression may be installed with either side up. The second compression
ring must be installed with the identification mark
face up (toward top of piston) and the chamfer
should face down. An identification mark on the
ring is a drill point, a stamped letter O, an oval
depression or the word TOP.
(c) Measure side clearance between piston ring
and ring land (Fig. 2). Clearance should be 0.038-

9 - 72

3.9L ENGINE

0.076 mm (0.0015-0.0030 inch) for the compression


rings. The steel rail oil ring should be free in
groove, but should not exceed 0.203 mm (0.0080
inch) side clearance.

Fig. 2 Measuring Piston Ring Side Clearance


(d) Pistons with insufficient or excessive side
clearance should be replaced.
(3) Orient the rings:
(a) Arrange top compression ring 90 counterclockwise from the oil ring rail gap (Fig. 3).
(b) Arrange second compression ring 90 clockwise from the oil ring rail gap (Fig. 3).

Fig. 3 Proper Ring Installation


CONNECTING ROD BEARINGS
Fit all rods on a bank until completed. DO NOT alternate from one bank to another, because connecting
rods and pistons are not interchangeable from one
bank to another.
The bearing caps are not interchangeable and
should be marked at removal to ensure correct assembly.
Each bearing cap has a small V-groove across the
parting face. When installing the lower bearing shell,
make certain that the V-groove in the shell is in line
with the V-groove in the cap. This provides lubrica-

tion of the cylinder wall in the opposite bank.


The bearing shells must be installed so that the
tangs are in the machined grooves in the rods and
caps.
Limits of taper or out-of-round on any crankshaft
journals should be held to 0.025 mm (0.001 inch).
Bearings are available in 0.025 mm (0.001 inch),
0.051 mm (0.002 inch), 0.076 mm (0.003 inch), 0.254
mm (0.010 inch) and 0.305 mm (0.012 inch) undersize. Install the bearings in pairs. DO NOT use a
new bearing half with an old bearing half. DO
NOT file the rods or bearing caps.

INSTALLATION
(1) Be sure that compression ring gaps are staggered so that neither is in-line with oil ring rail gap.
(2) Before installing the ring compressor, make
sure the oil ring expander ends are butted and the
rail gaps located properly (Fig. 3).
(3) Immerse the piston head and rings in clean engine oil. Slide Piston Ring Compressor Tool C-385
over the piston and tighten with the special wrench
(part of Tool C-385). Be sure position of rings
does not change during this operation.
(4) Install connecting rod bolt protectors on rod
bolts, the long protector should be installed on the
numbered side of the connecting rod.
(5) Rotate crankshaft so that the connecting rod
journal is on the center of the cylinder bore. Be sure
connecting rod and cylinder bore number are the
same. Insert rod and piston into cylinder bore and
guide rod over the crankshaft journal.
(6) Tap the piston down in cylinder bore, using a
hammer handle. At the same time, guide connecting
rod into position on crankshaft journal.
(7) The notch or groove on top of piston must be
pointing toward front of engine. The larger chamfer
of the connecting rod bore must be installed toward
crankshaft journal fillet.
(8) Install rod caps. Be sure connecting rod, connecting rod cap and cylinder bore number are the
same. Install nuts on cleaned and oiled rod bolts and
tighten nuts to 61 Nzm (45 ft. lbs.) torque.
(9) Install the oil pan.
(10) Install the cylinder head.
(11) Install the engine into the vehicle.

CRANKSHAFT
A crankshaft which has undersize journals will be
stamped with 1/4 inch letters near the notch of the
No.6 crankshaft counterweight (Fig. 4).
FOR EXAMPLE: R2 stamped on the No.6 crankshaft counterweight indicates that the No.2 rod journal is 0.025 mm (0.001 in) undersize. M4 indicates
that the No.4 main journal is 0.025 mm (0.001 in)
undersize. R3 M2 indicates that the No.3 rod journal
and the No.2 main journal are 0.025 mm (0.001 in)
undersize.

3.9L ENGINE

9 - 73

CLEANING
Clean Loctite 515 residue and sealant from the cylinder block and rear cap mating surface. Do this before applying the Loctite drop and the installation of
rear cap.

Fig. 4 Location of Crankshaft Identification


When a crankshaft is replaced, all main and connecting rod bearings should be replaced with new
bearings. Therefore, selective fitting of the bearings
is not required when a crankshaft and bearings are
replaced.

INSTALLATION
(1) Lightly oil the new upper seal lips with engine
oil.
(2) Install the new upper rear bearing oil seal with
the white paint facing towards the rear of the engine.
(3) Position the crankshaft into the cylinder block.
(4) Lightly oil the new lower seal lips with engine
oil.
(5) Install the new lower rear bearing oil seal into
the bearing cap with the white paint facing towards
the rear of the engine.
(6) Apply 5 mm (0.20 in) drop of Loctite 515, or
equivalent, on each side of the rear main bearing cap
(Fig. 5). DO NOT over apply sealant or allow the
sealant to contact the rubber seal. Assemble bearing
cap to cylinder block immediately after sealant application.

REMOVAL
(1) Remove the oil pan.
(2) Remove the oil pump from the rear main bearing cap.
(3) Remove the vibration damper.
(4) Remove the timing chain cover.
(5) Identify bearing caps before removal. Remove
bearing caps and bearings one at a time.
(6) Lift the crankshaft out of the block.
(7) Remove and discard the crankshaft rear oil
seals.
(8) Remove and discard the front crankshaft oil
seal.
INSPECTION OF JOURNALS
The crankshaft connecting rod and main journals
should be checked for excessive wear, taper and scoring. The maximum taper or out-of-round on any
crankshaft journal is 0.025 mm (0.001 inch).
Journal grinding should not exceed 0.305 mm
(0.012 inch) under the standard journal diameter. DO
NOT grind thrust faces of No.2 main bearing. DO
NOT nick crank pin or bearing fillets. After grinding,
remove rough edges from crankshaft oil holes and
clean out all oil passages.
CAUTION: After any journal grind, it is important
that the final paper or cloth polish be in the same
direction as the engine rotates.

Fig. 5 Sealant Application to Bearing Cap


(7) To align the bearing cap, use cap slot, alignment dowel and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than 2 times for proper engagement.
(8) Clean and oil all cap bolts. Install all main
bearing caps. Install all cap bolts and alternately
tighten to 115 Nzm (85 ft. lbs.) torque.
(9) Install oil pump.
(10) Install the timing chain cover.
(11) Install the vibration damper.
(12) Apply Mopar Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap to block joint to
provide cap to block and oil pan sealing (Fig. 6). Apply enough sealant until a small amount is squeezed
out. Withdraw nozzle and wipe excess sealant off the
oil pan seal groove.
(13) Install new front crankshaft oil seal.

9 - 74

3.9L ENGINE

(14) Immediately install the oil pan.

(5) Slowly rotate crankshaft clockwise, forcing out


upper half of bearing shell.

Fig. 6 Apply Sealant to Bearing Cap to Block Joint

CRANKSHAFT MAIN BEARINGS


Bearing caps are not interchangeable and should
be marked at removal to ensure correct assembly.
Upper and lower bearing halves are NOT interchangeable. Lower main bearing halves of No.1 and 3
are interchangeable.
Upper and lower No.2 bearing halves are flanged
to carry the crankshaft thrust loads. They are NOT
interchangeable with any other bearing halves in the
engine (Fig. 7). Bearing shells are available in standard and the following undersizes: 0.25 mm (0.001
inch), 0.051 mm (0.002 inch), 0.076 mm (0.003 inch),
0.254 mm (0.010 inch) and 0.305 mm (0.012 inch).
Never install an undersize bearing that will reduce
clearance below specifications.

Fig. 8 Upper Main Bearing Removal and Installation


with Tool C-3059
INSTALLATION
Install the bearings in pairs. DO NOT use a
new bearing half with an old bearing half.
Only one main bearing should be selectively fitted
while all other main bearing caps are properly tightened. All bearing capbolts removed during service
procedures are to be cleaned and oiled before installation.
When installing a new upper bearing shell, slightly
chamfer the sharp edges from the plain side.
(1) Start bearing in place, and insert Crankshaft
Main Bearing Remover/Installer Tool C-3059 into oil
hole of crankshaft (Fig. 8).
(2) Slowly rotate crankshaft counterclockwise sliding the bearing into position. Remove Tool C-3059.
(3) Install the bearing caps. Clean and oil the
bolts. Tighten the capbolts to 115 Nzm (85 ft. lbs.)
torque.
(4) Install the oil pump.
(5) Install the oil pan.

CRANKSHAFT REAR OIL SEALS

Fig. 7 Main Bearing Identification


REMOVAL
(1) Remove the oil pan.
(2) Remove the oil pump from the rear main bearing cap.
(3) Identify bearing caps before removal. Remove
bearing caps one at a time.
(4) Remove upper half of bearing by inserting
Crankshaft Main Bearing Remover/Installer Tool
C-3059 into the oil hole of crankshaft (Fig. 8).

The service seal is a 2 piece, viton seal. The upper


seal half can be installed with crankshaft removed
from engine or with crankshaft installed. When a
new upper seal is installed, install a new lower seal.
The lower seal half can only be installed with the
rear main bearing cap removed.

UPPER SEAL REPLACEMENTCRANKSHAFT


REMOVED
(1) Remove the crankshaft. Discard the old upper
seal.
(2) Clean the cylinder block rear cap mating surface. Make sure the seal groove is free of debris.

3.9L ENGINE
(3) Lightly oil the new upper seal lips with engine
oil.
(4) Install the new upper rear bearing oil seal with
the white paint facing towards the rear of the engine.
(5) Position the crankshaft into the cylinder block.
(6) Lightly oil the new lower seal lips with engine
oil.
(7) Install the new lower rear bearing oil seal into
the bearing cap with the white paint facing towards
the rear of the engine.
(8) Apply 5 mm (0.20 in) drop of Loctite 515, or
equivalent, on each side of the rear main bearing cap
(Fig. 5). DO NOT over apply sealant or allow the
sealant to contact the rubber seal. Assemble bearing
cap to cylinder block immediately after sealant application.
(9) To align the bearing cap, use cap slot, alignment dowel and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than 2 times for proper engagement.
(10) Clean and oil all cap bolts. Install all main
bearing caps. Install all cap bolts and alternately
tighten to 115 Nzm (85 ft. lbs.) torque.
(11) Install oil pump.
(12) Apply Mopar Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap to block joint to
provide cap to block and oil pan sealing (Fig. 6). Apply enough sealant until a small amount is squeezed
out. Withdraw nozzle and wipe excess sealant off the
oil pan seal groove.
(13) Install new front crankshaft oil seal.
(14) Immediately install the oil pan.

UPPER SEAL REPLACEMENTCRANKSHAFT


INSTALLED
(1) Remove the oil pan.
(2) Remove the oil pump from the rear main bearing cap.
(3) Remove the rear main bearing cap. Remove
and discard the old lower oil seal.
(4) Carefully remove and discard the old upper oil
seal.
(5) Clean the cylinder block mating surfaces before
oil seal installation. Check for burr at the oil hole on
the cylinder block mating surface to rear cap.
(6) Lightly oil the new upper seal lips with engine
oil. To allow ease of installation of the seal, loosen at
least the 2 main bearing caps forward of the rear
bearing cap.
(7) Rotate the new upper seal into the cylinder
block being careful not to shave or cut the outer surface of the seal. To assure proper installation, use the
installation tool provided with the kit. Install the
new seal with the white paint facing towards the
rear of the engine.
(8) Install the new lower rear bearing oil seal into
the bearing cap with the white paint facing towards
the rear of the engine.

9 - 75

(9) Apply 5 mm (0.20 in) drop of Loctite 515, or


equivalent, on each side of the rear main bearing cap
(Fig. 5). DO NOT over apply sealant or allow the
sealant to contact the rubber seal. Assemble bearing
cap to cylinder block immediately after sealant application. Be sure the white paint faces toward the rear
of the engine.
(10) To align the bearing cap, use cap slot, alignment dowel and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than 2 times for proper engagement.
(11) Install the rear main bearing cap with cleaned
and oiled cap bolts. Alternately tighten ALL cap bolts
to 115 Nzm (85 ft. lbs.) torque.
(12) Install oil pump.
(13) Apply Mopar Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap to block joint to
provide cap to block and oil pan sealing (Fig. 6). Apply enough sealant until a small amount is squeezed
out. Withdraw nozzle and wipe excess sealant off the
oil pan seal groove.
(14) Immediately install the oil pan.

LOWER SEAL REPLACEMENT


(1) Remove the oil pan.
(2) Remove the oil pump from the rear main bearing cap.
(3) Remove the rear main bearing cap and discard
the old lower seal.
(4) Clean the rear main cap mating surfaces including the oil pan gasket groove.
(5) Carefully install a new upper seal (refer to Upper Seal Replacement - Crankshaft Installed procedure above).
(6) Lightly oil the new lower seal lips with engine
oil.
(7) Install a new lower seal in bearing cap with the
white paint facing the rear of engine.
(8) Apply 5 mm (0.20 in) drop of Loctite 515, or
equivalent, on each side of the rear main bearing cap
(Fig. 5). DO NOT over apply sealant or allow the
sealant to contact the rubber seal. Assemble bearing
cap to cylinder block immediately after sealant application.
(9) To align the bearing cap, use cap slot, alignment dowel and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than 2 times for proper engagement.
(10) Install the rear main bearing cap with cleaned
and oiled cap bolts. Alternately tighten the cap bolts
to 115 Nzm (85 ft. lbs.) torque.
(11) Install oil pump.
(12) Apply Mopar Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap to block joint to
provide cap to block and oil pan sealing (Fig. 6). Apply enough sealant until a small amount is squeezed
out. Withdraw nozzle and wipe excess sealant off the
oil pan seal groove.

9 - 76

3.9L ENGINE

(13) Immediately install the oil pan.

CYLINDER BLOCK
Remove the engine assembly from the vehicle.

DISASSEMBLE
(1) Remove the cylinder head.
(2) Remove the oil pan.
(3) Remove the piston/connecting rod assemblies.
CLEANING
Clean cylinder block thoroughly and check all core
hole plugs for evidence of leaking.
INSPECTION
Examine block for cracks or fractures.
The cylinder walls should be checked for out-ofround and taper with Cylinder Bore Indicator Tool
C-119. The cylinder block should be bored and honed
with new pistons and rings fitted if:
The cylinder bores show more than 0.127 mm
(0.005 inch) out-of-round.
The cylinder bores show a taper of more than
0.254 mm (0.010 inch).
The cylinder walls are badly scuffed or scored.
Boring and honing operation should be closely coordinated with the fitting of pistons and rings so
specified clearances may be maintained.
Refer to Standard Service Procedures in the beginning of this Group for the proper honing of cylinder
bores.
OIL LINE PLUG
The oil line plug is located in the vertical passage
at the rear of the block between the Oil-To-Filter and
Oil-From-Filter passages (Fig. 9). Improper installation or plug missing could cause erratic, low or no oil
pressure.
The oil plug must come out the bottom. Use flat
dowel, down the oil pressure sending unit hole from
the top, to remove oil plug.
(1) Remove oil pressure sending unit from back of
block.
(2) Insert a 3.175 mm (1/8 inch) finish wire or
equivalent into passage.
(3) Plug should be 190.0 to 195.2 mm (7-1/2 to
7-11/16 inches) from machined surface of block (Fig.
9). If plug is too high, use a suitable flat dowel to position properly.
(4) If plug is to low, remove oil pan and rear main
bearing cap. Use suitable flat dowel to position properly. Coat outside diameter of new plug with Mopar
(Stud and Bearing Mount Adhesive), or equivalent.
Plug should be 54.0 to 57.7 mm (2-1/8 to 2-5/16
inches) from bottom of the block.
(5) Assemble engine and check oil pressure.

Fig. 9 Oil Line Plug


ENGINE CORE OIL / CAMSHAFT PLUGS
Engine core plugs have been pressed into the oil
galleries behind the camshaft thrust plate (Fig. 10).
This will reduce internal leakage and help maintain
higher oil pressure at idle.

Fig. 10 Location of Cup Plugs in Oil Galleries


REMOVAL
(1) Using a blunt tool such as a drift or a screwdriver and a hammer, strike the bottom edge of the
cup plug (Fig. 11).
(2) With the cup plug rotated, grasp firmly with
pliers or other suitable tool and remove plug (Fig.
11).

3.9L ENGINE

9 - 77

INSTALLATION
(1) Coat edges of plug and core hole with Mopar
Gasket Maker, or equivalent.
CAUTION: DO NOT drive cup plug into the casting
as restricted coolant flow can result and cause serious engine problems.
(2) Using proper plug driver, drive cup plug into
hole. The sharp edge of the plug should be at least
0.50 mm (0.020 inch) inside the lead-in chamfer.
It is not necessary to wait for curing of the sealant.
The cooling system can be filled and the vehicle
placed in service immediately.

Fig. 11 Core Hole Plug Removal


CLEANING
Thoroughly clean inside of cup plug hole in cylinder
block or head. Be sure to remove old sealer.
Make certain the new plug is cleaned of all oil or
grease.

ASSEMBLE
(1) Install the
(2) Install the
(3) Install the
(4) Install the

piston/connecting rod assembly.


oil pan.
cylinder head.
engine into the vehicle.

9 - 78

3.9L ENGINE
ENGINE SPECIFICATIONS

3.9L ENGINE
ENGINE SPECIFICATIONSCONT.

9 - 79

9 - 80

3.9L ENGINE
ENGINE SPECIFICATIONSCONT.

OVERSIZE AND UNDERSIZE ENGINE COMPONENT MARKINGS

3.9L ENGINE
TORQUE SPECIFICATIONS

9 - 81

9 - 82

5.2L ENGINE
5.2L ENGINE SERVICE PROCEDURES
INDEX
page

Camshaft . . . . . . . . . . . . . . . . . . . . . .
Cylinder Head Cover . . . . . . . . . . . . . .
Cylinder Heads . . . . . . . . . . . . . . . . . .
Distributor . . . . . . . . . . . . . . . . . . . . . .
Engine Assembly . . . . . . . . . . . . . . . .
Engine Front Mounts . . . . . . . . . . . . . .
Engine Rear Support . . . . . . . . . . . . . .
Front Crankshaft Oil Seal Replacement
General Information . . . . . . . . . . . . . .
Hydraulic Tappets . . . . . . . . . . . . . . . .

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95
86
87
97
85
82
84
95
82
91

page
Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rocker Arms and Push Rods . . . . . . . . . . . . .
Timing Chain Cover . . . . . . . . . . . . . . . . . . . .
Valve Components ReplaceClyinder Head Not
Removed . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve Guides . . . . . . . . . . . . . . . . . . . . . . . . .
Valve Stem Seal and Spring Replacement . . . .
Valve Timing . . . . . . . . . . . . . . . . . . . . . . . . . .
Valves and Valve Springs . . . . . . . . . . . . . . . .
Vibration Damper . . . . . . . . . . . . . . . . . . . . . .

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87
89
87
92
89
92

GENERAL INFORMATION
The 5.2 Liter (318 CID) eight-cylinder engine is a
V-Type lightweight, single cam, overhead valve engine with hydraulic roller tappets (Fig. 1).

Fig. 2 Firing Order

Fig. 1 Engine Description


This engine is designed for unleaded fuel.
Engine lubrication system consists of a rotor type
oil pump and a full flow oil filter.
The cylinders are numbered from front to rear; 1,
3, 5, 7 on the left bank and 2, 4, 6, 8 on the right
bank. The firing order is 1-8-4-3-6-5-7-2 (Fig. 2).
The engine serial number is stamped into a machined pad located on the left, front corner of the cylinder block. When component part replacement is
necessary, use the engine type and serial number for
reference (Fig. 3).

Fig. 3 Engine Identification Number

ENGINE FRONT MOUNTS


REMOVAL2WD
(1) Disconnect the negative cable from the battery.
(2) Raise hood and position fan to assure clearance
for radiator top tank and hose.

5.2L ENGINE

9 - 83

CAUTION: DO NOT lift the engine by the intake


manifold.
(3) Install engine lifting fixture.
(4) Raise vehicle on hoist.
(5) Remove bolts and washers holding front support insulator assembly and the strut to the engine
block (Figs. 4 and 5). Move the strut out of the way.
(6) Remove the insulator thru-bolt (Figs. 4 and 5).
(7) Raise engine with lifting fixture SLIGHTLY.
Remove the insulator assembly.

Fig. 5 Engine Left Front Insulator Mount2WD


Vehicles
supported during any service procedures involving
the front support assemblies.

Fig. 4 Engine Right Front Insulator Mount2WD


Vehicles
INSTALLATION2WD
(1) If the engine insulator bracket was removed,
install the bracket to the crossmember. Tighten the
bolts to 68 Nzm (50 ft. lbs.) torque.
(2) With the engine raised SLIGHTLY, position insulator assembly onto the engine block (Figs. 4 and
5). Position the strut onto the insulator assembly and
install bolts and washers. Tighten the bolts to 41
Nzm (30 ft. lbs.) torque.
(3) Lower engine with lifting fixture while guiding
insulator assembly into the engine insulator bracket.
(4) Install insulator to bracket thru-bolt. Tighten
the thru-bolt nut to 68 Nzm (50 ft. lbs.) torque.
(5) Remove lifting fixture.
(6) Connect the negative cable to the battery.
REMOVAL4WD
On 4-WD vehicles the engine front support brackets attach directly to engine block and the axle housing. The brackets provide a solid interconnection for
these units (Fig. 6). Engine and front axle must be

Fig. 6 Engine and Axle Interconnect4WD Vehicles


(1) Disconnect the negative cable from the battery.
(2) Position fan to assure clearance for radiator top
tank and hose.
CAUTION: DO NOT lift the engine by the intake
manifold.
(3) Install engine lifting fixture.
(4) Raise vehicle on hoist.
(5) Install front axle support fixture.
(6) On the LEFT SIDE, remove the bolt that attaches the engine/pinion nose/transmission bracket
and the engine front support bracket to the engine
block (Fig. 7). On the RIGHT SIDE, remove the bolt
that attaches the engine/disconnect housing/transmission bracket and the engine front support bracket
to the engine block (Fig. 8).

9 - 84

5.2L ENGINE

(7) Remove the thru-bolt and nut from the front


support assembly and the engine front support
bracket. Remove the stud nut and washer assembly
attaching front support assembly to the engine front
support bracket (Figs. 7 and 8).
(8) Remove thru-bolts attaching front support assembly to front axle housing (Fig. 7) or axle disconnect housing (Fig. 8).
(9) Remove front support assembly to frame mount
bracket thru-bolt. Raise engine slightly to clear front
support assembly stud (Figs. 7 and 8). Remove the
front support assembly.

Fig. 8 Engine and Axle Front Support4WD


Vehicles
(6) Remove engine lifting fixture.
(7) Connect the negative cable to the battery.

ENGINE REAR SUPPORT


Fig. 7 Engine and Axle Front Support4WD
Vehicles
INSTALLATION4WD
(1) Position front support assembly in frame mount
bracket and align with axle housing (left side) attaching points or axle disconnect housing (right side). Install the thru-bolts (Figs. 7 and 8). Tighten the nuts
to 102 Nzm (75 ft. lbs.) torque.
(2) Lower engine while guiding engine front support bracket onto front support assembly stud. Install
stud nut and thru-bolt (Figs. 7 and 8). Tighten stud
nut to 41 Nzm (30 ft. lbs.) torque. Tighten the thrubolt nut to 102 Nzm (75 ft. lbs.) torque.
(3) On the LEFT SIDE, position the bolt that attaches the engine/pinion nose/transmission bracket
and the engine front support bracket to the engine
block (Fig. 7). On the RIGHT SIDE, position the bolt
that attaches the engine/disconnect housing/transmission bracket and the engine front support bracket
to the engine block (Fig. 8). Tighten the bolts to 41
Nzm (30 ft. lbs.) torque.
(4) Remove the front axle support fixture.
(5) Lower the vehicle.

REMOVAL2WD
(1) Disconnect the negative cable from the battery.
(2) Raise the vehicle on a hoist.
(3) Support the transmission with a jack.
(4) Remove engine support bracket/insulator thrubolt (Fig. 9).
(5) Raise the transmission and engine slightly.
(6) Remove stud nuts attaching insulator to crossmember (Fig. 9). Remove insulator.
INSTALLATION2WD
(1) If the engine support bracket was removed, position the bracket to the transmission extension (Fig.
9). Tighten the bolts to 68 Nzm (50 ft. lbs.) torque.
(2) Install the insulator onto crossmember. Tighten
the stud nuts to 41 Nzm (30 ft. lbs) torque.
(3) Lower the transmission and engine while aligning the engine support bracket to the insulator.
(4) Install thru-bolt in bracket and insulator.
Tighten thru-bolt nut to 68 Nzm (50 ft. lbs.) torque.
(5) Remove transmission jack.
(6) Lower the vehicle.

5.2L ENGINE

9 - 85

Fig. 9 Rear Insulator2WD Vehicles


(7) Connect the negative cable to the battery.

REMOVAL4WD
(1) Disconnect the negative cable from the battery.
(2) Raise the vehicle on a hoist.
(3) Support the transmission with a transmission
jack.
(4) Remove stud nuts holding the insulator to the
crossmember (Fig. 10).
(5) Raise rear of transmission SLIGHTLY.
(6) Remove bolts holding the insulator to the insulator bracket (Fig. 10). Remove the insulator.
INSTALLATION4WD
(1) If the insulator bracket was removed, install
the bracket to the transmission (Fig. 10). Tighten the
bolts to 28 Nzm (250 in. lbs.) torque.
(2) Install the bolts holding insulator to insulator
bracket. Tighten the bolts to 28 Nzm (250 in. lbs.)
torque.
(3) Lower rear of transmission while aligning the
insulator studs into the mounting support bracket.
Install stud nuts and tighten to 28 Nzm (250 in. lbs.)
torque.
(5) Remove the transmission jack.
(6) Lower the vehicle.
(7) Connect the negative cable to the battery.

ENGINE ASSEMBLY
REMOVAL
(1) Scribe hood hinge outlines on hood. Remove the
hood.
(2) Remove the battery.
(3) Drain cooling system (refer to Group 7, Cooling

Fig. 10 Rear Insulator4WD Vehicles


System for the proper procedure).
(4) Remove the air cleaner.
(5) Disconnect the radiator and heater hoses. Remove radiator (refer to Group 7, Cooling System).
(6) Set fan shroud aside.
(7) Remove the vacuum lines.
(8) Remove the distributor cap and wiring.
(9) Disconnect the accelerator linkage.
(10) Remove throttle body.
(11) Perform the Fuel System Pressure Release
procedure (refer to Group 14, Fuel System).
(12) Disconnect the fuel lines.
(13) Disconnect the starter wires.
(14) Disconnect the oil pressure wire.
(15) Discharge the air conditioning system, if
equipped (refer to Group 24, Heating and Air Conditioning for service procedures).
(16) Disconnect the air conditioning hoses.
(17) Disconnect the power steering hoses, if
equipped.
(18) Remove starter motor (refer to Group 8B, Battery/Starter/Generator Service).
(19) Remove the generator (refer to Group 8B, Battery/Starter/Generator Service).
(20) Raise and support the vehicle on a hoist.
(21) Disconnect exhaust pipe at manifold.
(22) Refer to group 21, Transmissions for transmission removal.

9 - 86

5.2L ENGINE

CAUTION: DO NOT lift the engine by the intake


manifold.
(23) Install an engine lifting fixture.
(24) 2WD VEHICLESRemove engine front
mount bolts.
(25) 4WD VEHICLESThe engine and front driving axle (engine/axle/transmission) are connected
through insulators and support brackets. Separate
the engine as follows:
LEFT SIDERemove 2 bolts attaching (engine/
pinion nose/transmission) bracket to transmission
bell housing. Remove 2 bracket to pinion nose adaptor bolts. Separate engine from insulator by removing
upper nut washer assembly and bolt from engine
support bracket.
RIGHT SIDERemove 2 bracket to axle (disconnect housing) bolts and a bracket to bell housing bolt.
Separate engine from insulator by removing upper
nut washer assembly and bolt from engine support
bracket.
(26) Lower the vehicle.
(27) Install engine assembly on engine repair
stand.

INSTALLATION
(1) Remove engine from the repair stand and position in the engine compartment.
(2) Install an engine support fixture.
(3) Raise and support the vehicle on a hoist.
(5) Install the engine front mounts.
Refer to Group, 21 Transmissions for transmission
installation
(8) Install the inspection plate.
(9) Remove transmission support.
(10) Install exhaust pipe to manifold.
(11) Lower the vehicle.
(12) Remove engine lifting fixture.
(13) Install the generator (refer to Group 8B, Battery/Starter/Generator Service).
(14) Install starter motor (refer to Group 8B, Battery/Starter/Generator Service).
(15) Connect power steering hoses, if equipped.
(16) Connect air conditioning hoses.
(17) Evacuate and charge the air conditioning system, if equipped (refer to Group 24, Heater and Air
Conditioning for service procedures).
(18) Using a new gasket, install throttle body.
Tighten the throttle body bolts to 23 Nzm (200 in.
lbs.) torque.
(19) Connect the accelerator linkage.
(20) Connect the starter wires.
(21) Connect the oil pressure wire.
(22) Install the distributor cap and wiring.
(23) Connect the vacuum lines.
(24) Connect the fuel lines.

(25) Install the radiator (refer to Group 7, Cooling


System). Connect the radiator hoses and heater
hoses.
(26) Install fan shroud in position.
(27) Fill cooling system (refer to Group 7, Cooling
System for the proper procedure).
(28) Install the air cleaner.
(29) Install the battery.
(30) Warm engine and adjust.
(31) Install hood and line up with the scribe
marks.
(32) Road test vehicle.

CYLINDER HEAD COVER


A steel backed silicon gasket is used with the cylinder head cover (Fig. 1). This gasket can be used
again.

Fig. 1 Cylinder Head Cover Gasket


REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Disconnect closed ventilation system and evaporation control system from cylinder head cover.
(3) Remove cylinder head cover and gasket. The
gasket may be used again.
CLEANING
Clean cylinder head cover gasket surface.
Clean head rail, if necessary.
INSPECTION
Inspect cover for distortion and straighten, if necessary.
Check the gasket for use in head cover installation.
If damaged, use a new gasket.
INSTALLATION
(1) The cylinder head cover gasket can be used
again. Install the gasket onto the head rail.
(2) Position the cylinder head cover onto the gasket. Tighten the bolts to 11 Nzm (95 in. lbs.) torque.
(3) Install closed crankcase ventilation system and
evaporation control system.
(4) Connect the negative cable to the battery.

5.2L ENGINE
VALVE COMPONENTS REPLACECLYINDER HEAD
NOT REMOVED
ROCKER ARMS AND PUSH RODS
REMOVAL
(1) Disconnect spark plug wires by pulling on the
boot straight out in line with plug.
(2) Remove cylinder head cover and gasket.
(3) Remove the rocker arm bolts and pivots (Fig.
2). Place them on a bench in the same order as removed.
(4) Remove the push rods and place them on a
bench in the same order as removed.

Fig. 2 Rocker Arms


INSTALLATION
(1) Rotate the crankshaft until the V8 mark lines
up with the TDC mark on the timing chain case
cover. This mark is located 147 ATDC from the No.1
firing position.

9 - 87

(6) Remove rocker arms.


(7) With air hose attached to an adapter installed
in No.1 spark plug hole, apply 620-689 kPa (90-100
psi) air pressure.
(8) Using Valve Spring Compressor Tool MD998772-A, compress valve spring and remove retainer
valve locks and valve spring.
(9) Install seals on the exhaust valve stem and position down against valve guides.
(10) The intake valve stem seals should be pushed
firmly and squarely over the valve guide using the
valve stem as a guide. DO NOT force seal against top
of guide. When installing the valve retainer locks,
compress the spring only enough to install the locks.
(11) Follow the same procedure on the remaining 7
cylinders using the firing sequence 1-8-4-3-6-5-7-2.
Make sure piston in cylinder is at TDC on the valve
spring that is being removed.
(12) Remove adapter from the No.1 spark plug
hole.
(13) Install rocker arms.
(14) Install covers and coil wire to distributor.
(15) Install air cleaner.
(16) Road test vehicle.

CYLINDER HEADS
The alloy cast iron cylinder heads (Fig. 3) are held
in place by 10 bolts. The spark plugs are located in
the peak of the wedge between the valves.
The 5.2L cylinder head is identified by the foundry
mark NH.

CAUTION: DO NOT rotate or crank the engine during or immediately after rocker arm installation. Allow the hydraulic roller tappets adequate time to
bleed down (about 5 minutes).
(2) Install the push rods in the same order as removed.
(3) Install rocker arm and pivot assemblies in the
same order as removed. Tighten the rocker arm bolts
to 28 Nzm (21 ft. lbs.) torque.
(4) Install cylinder head cover.
(5) Connect spark plug wires.

VALVE STEM SEAL AND SPRING REPLACEMENT


This procedure is done with the cylinder head installed.
(1) Set engine basic timing to Top Dead Center
(TDC).
(2) Remove the air cleaner.
(3) Remove cylinder head covers and spark plugs.
(4) Remove coil wire from distributor and secure to
good ground to prevent engine from starting.
(5) Using suitable socket and flex handle at crankshaft retaining bolt, turn engine so the No.1 piston is
at TDC on the compression stroke.

Fig. 3 Cylinder Head Assembly


REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Drain cooling system (refer to Group 7, Cooling
System for the proper procedures).
(3) Remove the intake manifold-to-generator
bracket support rod. Remove the generator.
(4) Remove closed crankcase ventilation system.
(5) Disconnect the evaporation control system.
(6) Remove the air cleaner.

9 - 88

5.2L ENGINE

(7) Perform fuel system pressure release procedure


(before attempting any repairs Refer to Group 14,
Fuel Systems).
(8) Disconnect the fuel lines.
(9) Disconnect accelerator linkage and if so
equipped, the speed control and transmission kickdown cables.
(10) Remove the return spring.
(11) Remove distributor cap and wires.
(12) Disconnect the coil wires.
(13) Disconnect heat indicator sending unit wire.
(14) Disconnect heater hoses and bypass hose.
(15) Remove cylinder head covers and gaskets.
(16) Remove intake manifold and throttle body as
an assembly. Discard the flange side gaskets and the
front and rear cross-over gaskets.
(17) Remove exhaust manifolds.
(18) Remove rocker arm assemblies and push rods.
Identify to ensure installation in original locations.
(19) Remove the head bolts from each cylinder
head and remove cylinder heads. Discard the cylinder head gasket.
(20) Remove spark plugs.

Fig. 4 Sealant Location on Cylinder Head Gasket

CLEANING
Clean all surfaces of cylinder block and cylinder
heads.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
INSPECTION
Inspect all surfaces with a straightedge if there is
any reason to suspect leakage. If out-of-flatness exceeds 0.00075 mm/mm (0.00075 inch/inch) times the
span length in inches in any direction, either replace
head or lightly machine the head surface.
FOR EXAMPLE: A 305 mm (12 inch) span is
0.102 mm (0.004 inch) out-of-flat. The allowable outof-flat is 305 x 0.00075 (12 x 0.00075) equals 0.23
mm (0.009 inch). This amount of out-of-flat is acceptable.
The cylinder head surface finish should be
1.78-3.00 microns (70-125 microinches).
Inspect push rods. Replace worn or bent rods.
INSTALLATION
(1) Apply Perfect Sealant No.5, or equivalent, to
both sides of the gasket (Fig. 4).
(2) Position the new cylinder head gaskets onto the
cylinder block.
(3) Position the cylinder heads onto head gaskets
and cylinder block.
(4) Starting at top center, tighten all cylinder head
bolts, in sequence, to 68 Nzm (50 ft. lbs.) torque (Fig.
5). Repeat procedure, tighten all cylinder head bolts
to 143 Nzm (105 ft. lbs.) torque. Repeat procedure to
confirm that all bolts are at 143 Nzm (105 ft. lbs.)
torque.

Fig. 5 Cylinder Head Bolt Tightening Sequence


CAUTION: When tightening the rocker arm bolts,
make sure the piston in that cylinder is NOT at
TDC. Contact between the valves and piston could
occur.
(5) Install push rods and rocker arm assemblies in
their original position. Tighten the bolts to 28 Nzm
(21 ft. lbs.) torque.
(6) Install the intake manifold and throttle body
assembly (refer to Group 11, Exhaust System and Intake Manifold).
(7) Install exhaust manifolds. Tighten the bolts
and nuts to 34 Nzm (25 ft. lbs.) torque.
(8) Adjust spark plugs to specifications (refer to
Group 8D, Ignition System). Install the plugs and
tighten to 41 Nzm (30 ft. lbs.) torque.
(9) Install coil wires.
(10) Connect heat indicator sending unit wire.
(11) Connect the heater hoses and bypass hose.
(12) Install distributor cap and wires.
(13) Hook up the return spring.

5.2L ENGINE
(14) Connect the accelerator linkage and if so
equipped, the speed control and transmission kickdown cables.
(15) Install the fuel lines.
(16) Install the generator and drive belt. Tighten
generator mounting bolt to 41 Nzm (30 ft. lbs.)
torque. Tighten the adjusting strap bolt to 23 Nzm
(200 in. lbs.) torque. Refer to Group 7, Cooling System for adjusting the belt tension.
(17) Install the intake manifold-to-generator
bracket support rod. Tighten the bolts.
(18) Place the cylinder head cover gaskets in position and install cylinder head covers. Tighten the
bolts to 11 Nzm (95 in. lbs.) torque.
(19) Install closed crankcase ventilation system.
(20) Connect the evaporation control system.
(21) Install the air cleaner.
(22) Install the heat shields. Tighten the bolts to
41 Nzm (30 ft. lbs.) torque.
(23) Fill cooling system (refer to Group 7, Cooling
System for proper procedure).
(24) Connect the negative cable to the battery.

9 - 89

Fig. 6 Positioning Valve with Tool C-3973


(b) Attach Dial Indicator Tool C-3339 to cylinder
head and set it at right angle of valve stem being
measured (Fig. 7).

VALVES AND VALVE SPRINGS


The valves are arranged in-line and inclined 18.
The rocker pivot support and the valve guides are
cast integral with the heads.
This procedure requires the removal of the cylinder
head.

REMOVAL
(1) Remove the cylinder head.
(2) Compress valve springs using Valve Spring
Compressor Tool MD-998772-A.
(3) Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs.
(4) Before removing valves, remove any burrs from
valve stem lock grooves to prevent damage to the
valve guides. Identify valves to ensure installation in
original location.

Fig. 7 Measuring Valve Guide Wear


(c) Move valve to and from the indicator. The total dial indicator reading should not exceed 0.432
mm (0.017 inch). Ream the guides for valves with
oversize stems if dial indicator reading is excessive
or if the stems are scuffed or scored.
Service valves with oversize stems are available
(Fig. 8):

VALVE CLEANING
Clean valves thoroughly. Discard burned, warped
and cracked valves.
Remove carbon and varnish deposits from inside of
valve guides with a reliable guide cleaner.
VALVE INSPECTION
Measure valve stems for wear. If wear exceeds
0.051 mm (0.002 inch), replace the valve.

VALVE GUIDES
Measure valve stem guide clearance as follows:
(a) Install Valve Guide Sleeve Tool C-3973 over
valve stem and install valve (Fig. 6). The special
sleeve places the valve at the correct height for
checking with a dial indicator.

Fig. 8 Reamer Sizes


Slowly turn reamer by hand and clean guide thoroughly before installing new valve. Ream the valve
guides from standard to 0.381 mm (0.015 inch).

9 - 90

5.2L ENGINE

Use a 2 step procedure so the valve guides are


reamed true in relation to the valve seat:
Step 1Ream to 0.0763 mm (0.003 inch).
Step 2Ream to 0.381 mm (0.015 inch).

VALVE SEATS
CAUTION: DO NOT un-shroud valves during valve
seat refacing (Fig. 11).

REFACING VALVES AND VALVE SEATS


The intake and exhaust valves have a 43-1/4 to
43-3/4 face angle and a 44-1/4 to 44-3/4 seat angle
(Fig. 9).

Fig. 11 Refacing Valve Seats

Fig. 9 Valve Face and Seat Angles


VALVES
Inspect the remaining margin after the valves are
refaced (Fig. 10). Valves with less than 1.190 mm
(0.047 inch) margin should be discarded.

Fig. 10 Intake and Exhaust Valves

(1) When refacing valve seats, it is important that


the correct size valve guide pilot be used for reseating stones. A true and complete surface must be obtained.
(2) Measure the concentricity of valve seat using a
dial indicator. Total runout should not exceed 0.051
mm (0.002 inch) total indicator reading.
(3) Inspect the valve seat with Prussian blue to determine where the valve contacts the seat. To do this,
coat valve seat LIGHTLY with Prussian blue then set
valve in place. Rotate the valve with light pressure.
If the blue is transferred to the center of valve face,
contact is satisfactory. If the blue is transferred to
the top edge of valve face, lower valve seat with a 15
stone. If the blue is transferred to bottom edge of
valve face raise valve seat with a 60 stone.
(4) When seat is properly positioned the width of
intake seats should be 1.016-1.524 mm (0.040-0.060
inch). The width of the exhaust seats should be
1.524-2.032 mm (0.060-0.080 inch).

VALVE SPRING INSPECTION


Whenever valves have been removed for inspection,
reconditioning or replacement, valve springs should
be tested. As an example the compression length of
the spring to be tested is 1-5/16 inch. Turn table of
Universal Valve Spring Tester Tool until surface is in
line with the 1-5/16 inch mark on the threaded stud.
Be sure the zero mark is to the front (Fig. 12). Place
spring over stud on the table and lift compressing lever to set tone device. Pull on torque wrench until
ping is heard. Take reading on torque wrench at this
instant. Multiply this reading by 2. This will give the
spring load at test length. Fractional measurements
are indicated on the table for finer adjustments. Re-

5.2L ENGINE
fer to specifications to obtain specified height and allowable tensions. Discard the springs that do not
meet specifications.

Fig. 12 Testing Valve Spring for Compressed


Length
INSTALLATION
(1) Coat valve stems with lubrication oil and insert
them in cylinder head.
(2) If valves or seats are reground, check valve
stem height. If valve is too long, replace cylinder
head.
(3) Install new seals on all valve guides. Install
valve springs and valve retainers.
(4) Compress valve springs with Valve Spring
Compressor Tool MD-998772-A, install locks and release tool. If valves and/or seats are ground, measure
the installed height of springs. Make sure the measurement is taken from bottom of spring seat in cylinder head to the bottom surface of spring retainer. If
spacers are installed, measure from the top of spacer.
If height is greater than 42.86 mm (1-11/16 inches),
install a 1.587 mm (1/16 inch) spacer in head counterbore. This should bring spring height back to normal 41.27 to 42.86 mm (1-5/8 to 1-11/16 inch).

HYDRAULIC TAPPETS
Before disassembling any part of the engine to correct tappet noise, check the oil pressure. If vehicle
has no oil pressure gauge, install a reliable gauge at
the pressure sending unit. The pressure should be
between 207-552 kPa (30-80 psi) at 3,000 RPM.
Check the oil level after the engine reaches normal
operating temperature. Allow 5 minutes to stabilize
oil level, check dipstick.
The oil level in the pan should never be above the
FULL mark or below the ADD OIL mark on dipstick.
Either of these 2 conditions could be responsible for
noisy tappets.

9 - 91

OIL LEVEL
HIGH
If oil level is above the FULL mark, it is possible
for the connecting rods to dip into the oil. With the
engine running this condition could create foam in
the oil pan. Foam in oil pan would be fed to the hydraulic tappets by the oil pump causing them to lose
length and allow valves to seat noisily.
LOW
Low oil level may allow oil pump to take in air.
When air is fed to the tappets, they lose length which
allows valves to seat noisily. Any leaks on intake side
of oil pump through which air can be drawn will create the same tappet action. Check the lubrication
system from the intake strainer to the pump cover,
including the relief valve retainer cap. When tappet
noise is due to aeration, it may be intermittent or
constant, and usually more than 1 tappet will be
noisy. When oil level and leaks have been corrected,
operate the engine at fast idle. Run engine for a sufficient time to allow all of the air inside the tappets
to be bled out.

TAPPET NOISE DIAGNOSIS


(1) To determine source of tappet noise, operate engine at idle with cylinder head covers removed.
(2) Feel each valve spring or rocker arm to detect
noisy tappet. The noisy tappet will cause the affected
spring and/or rocker arm to vibrate or feel rough in
operation.
Worn valve guides or cocked springs are
sometimes mistaken for noisy tappets. If such is
the case, noise may be dampened by applying
side thrust on the valve spring. If noise is not
appreciably reduced, it can be assumed the
noise is in the tappet. Inspect the rocker arm
push rod sockets and push rod ends for wear.
(3) Valve tappet noise ranges from light noise to a
heavy click. A light noise is usually caused by excessive leak-down around the unit plunger or by the
plunger partially sticking in the tappet body cylinder.
The tappet should be replaced. A heavy click is
caused by a tappet check valve not seating or by foreign particles becoming wedged between the plunger
and the tappet body. This will cause the plunger to
stick in the down position. This heavy click will be
accompanied by excessive clearance between the
valve stem and rocker arm as valve closes. In either
case, tappet assembly should be removed for inspection and cleaning.
The valve train generates a noise very much like a
light tappet noise during normal operation. Care
must be taken to ensure that tappets are making the
noise. In general, if more than one tappet seems to
be noisy, its probably not the tappets.

9 - 92

5.2L ENGINE

REMOVAL
(1) Remove the air cleaner.
(2) Remove cylinder head cover.
(3) Remove rocker assembly and push rods. Identify push rods to ensure installation in original location.
(4) Remove intake manifold.
(5) Remove yoke retainer and aligning yokes.
(6) Slide Hydraulic Tappet Remover/Installer Tool
C-4129-A through opening in cylinder head and seat
tool firmly in the head of tappet.
(7) Pull tappet out of bore with a twisting motion.
If all tappets are to be removed, identify tappets to
ensure installation in original location.
(8) If the tappet or bore in cylinder block is scored,
scuffed, or shows signs of sticking, ream the bore to
next oversize. Replace with oversize tappet.
CAUTION: The plunger and tappet bodies are not
interchangeable. The plunger and valve must always be fitted to the original body. It is advisable to
work on one tappet at a time to avoid mixing of
parts. Mixed parts are not compatible. DO NOT disassemble a tappet on a dirty work bench.

DISASSEMBLE
(1) Pry out plunger retainer spring clip (Fig. 13).
(2) Clean varnish deposits from inside of tappet
body above plunger cap.
(3) Invert tappet body and remove plunger cap,
plunger, check valve, check valve spring, check valve
retainer and plunger spring (Fig. 13). Check valve
could be flat or ball.
ASSEMBLE
(1) Clean all tappet parts in a solvent that will remove all varnish and carbon.
(2) Replace tappets that are unfit for further service with new assemblies.
(3) If plunger shows signs of scoring or wear, install a new tappet assembly. If valve is pitted, or
valve seat on end of plunger is prevented from seating, install a new tappet assembly.
(4) Assemble tappets (Fig. 13).

INSTALLATION
(1) Lubricate tappets.
(2) Install tappets and push rods in their original
positions. Ensure that the oil feed hole in the side of
the tappet body faces up (away from the crankshaft).
(3) Install aligning yokes with ARROW toward
camshaft.
(4) Install yoke retainer. Tighten the bolts to 23
Nzm (200 in. lbs.) torque. Install intake manifold.
(5) Install push rods in original positions.
(6) Install rocker arm.
(7) Install cylinder head cover.
(8) Start and operate engine. Warm up to normal
operating temperature.
CAUTION: To prevent damage to valve mechanism,
engine must not be run above fast idle until all hydraulic tappets have filled with oil and have become
quiet.

VALVE TIMING
(1) Turn crankshaft until the No.6 exhaust valve is
closing and No.6 intake valve is opening.
(2) Insert a 6.350 mm (1/4 inch) spacer between
rocker arm pad and stem tip of No.1 intake valve. Allow spring load to bleed tappet down giving in effect
a solid tappet.
(3) Install a dial indicator so plunger contacts
valve spring retainer as nearly perpendicular as possible. Zero the indicator.
(4) Rotate the crankshaft clockwise (normal running direction) until the valve has lifted 0.254 mm
(0.010 inch). The timing of the crankshaft should
now read from 10 before top dead center to 2 after
top dead center. Remove spacer.
CAUTION: DO NOT turn crankshaft any further
clockwise as valve spring might bottom and result
in serious damage.
(5) If reading is not within specified limits:
(a) Check sprocket index marks.
(b) Inspect timing chain for wear.
(c) Check accuracy of DC mark on timing indicator.

VIBRATION DAMPER

Fig. 13 Hydraulic Tappet Assembly

REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove fan shroud retainer bolts and set
shroud back over engine.
(3) Remove the cooling system fan.
(4) Remove the serpentine belt (refer to Group 7,
Cooling System).
(5) Remove the vibration damper pulley.

5.2L ENGINE
(6) Remove vibration damper bolt and washer from
end of crankshaft.
(7) Install bar and screw from Puller Tool Set
C-3688. Install 2 bolts with washers through the
puller tool and into the vibration damper (Fig. 1).

Fig. 1 Vibration Damper Assembly


(8) Pull vibration damper off of the crankshaft.

9 - 93

(2) Drain cooling system (refer to Group 7, Cooling


System).
(3) Remove the serpentine belt (refer to Group 7,
Cooling System).
(4) Remove water pump (refer to Group 7, Cooling
System).
(5) Remove power steering pump (refer to Group
19, Steering).
(6) Remove vibration damper.
(7) Remove fuel lines (refer to Group 14, Fuel System).
(8) Loosen oil pan bolts and remove the front bolt
at each side.
(9) Remove the cover bolts.
(10) Remove chain case cover and gasket using extreme caution to avoid damaging oil pan gasket.
(11) Place a suitable tool behind the lips of the oil
seal to pry the oil seal outward. Be careful not to
damage the crankshaft seal surface of cover (Fig. 3).

INSTALLATION
(1) Position the vibration damper onto the crankshaft.
(2) Place installing tool, part of Puller Tool Set
C-3688 in position and press the vibration damper
onto the crankshaft (Fig. 2).

Fig. 3 Removal of Front Crankshaft Oil Seal

Fig. 2 Installing Vibration Damper


(3) Install the crankshaft bolt and washer. Tighten
the bolt to 183 Nzm (135 ft. lbs.) torque.
(4) Install the crankshaft pulley. Tighten the pulley bolts to 23 Nzm (200 in. lbs.) torque.
(5) Install the serpentine belt (refer to Group 7,
Cooling System).
(6) Install the cooling system fan. Tighten the bolts
to 23 Nzm (17 ft. lbs.) torque.
(7) Position the fan shroud and install the bolts.
Tighten the retainer bolts to 11 Nzm (95 in. lbs.)
torque.
(8) Connect the negative cable to the battery.

TIMING CHAIN COVER


REMOVAL
(1) Disconnect the negative cable from the battery.

TIMING CHAIN STRETCH


(1) Place a scale next to the timing chain so that
any movement of the chain may be measured.
(2) Place a torque wrench and socket over camshaft sprocket attaching bolt. Apply torque in the direction of crankshaft rotation to take up slack; 41
Nzm (30 ft. lbs.) torque with cylinder head installed
or 20 Nzm (15 ft. lbs.) torque with cylinder head removed. With a torque applied to the camshaft
sprocket bolt, crankshaft should not be permitted to
move. It may be necessary to block the crankshaft to
prevent rotation.
(3) Hold a scale with dimensional reading even
with the edge of a chain link. With cylinder heads installed, apply 14 Nzm (30 ft. lbs.) torque in the reverse direction. With the cylinder heads removed,
apply 20 Nzm (15 ft. lbs.) torque in the reverse direction. Note the amount of chain movement (Fig. 4).
(4) Install a new timing chain, if its movement exceeds 3.175 mm (1/8 inch).
(5) If chain is not satisfactory, remove camshaft
sprocket attaching bolt and remove timing chain with
crankshaft and camshaft sprockets.

9 - 94

5.2L ENGINE
sive Sealant, or equivalent, at the joint between timing chain cover gasket and the oil pan gasket. Finger
tighten the timing chain cover bolts at this time.
(2) Place the smaller diameter of the oil seal over
Front Oil Seal Installation Tool 6635 (Fig. 6). Seat
the oil seal in the groove of the tool.

Fig. 4 Measuring Timing Chain Wear and Stretch


(6) Place both camshaft sprocket and crankshaft
sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores.
(7) Place timing chain around both sprockets.
(8) Turn crankshaft and camshaft to line up with
keyway location in crankshaft sprocket and in camshaft sprocket.
(9) Lift sprockets and chain (keep sprockets tight
against the chain in position as described).
(10) Slide both sprockets evenly over their respective shafts and use a straightedge to check alignment
of timing marks (Fig. 5).

Fig. 6 Placing Oil Seal on Installation Tool 6635


(3) Position the seal and tool onto the crankshaft
(Fig. 7).
(4) Tighten the 4 lower chain case cover bolts to
13Nzm (10 ft.lbs.) to prevent the cover from tipping
during seal installation.

Fig. 5 Alignment of Timing Marks


(11) Install the camshaft bolt. Tighten the bolt to
68 Nzm (50 ft. lbs.) torque.
(12) Check camshaft end play. The end play should
be 0.051-0.152 mm (0.002-0.006 inch) with a new
thrust plate and up to 0.254 mm (0.010 inch) with a
used thrust plate. If not within these limits install a
new thrust plate.

CLEANING
Be sure mating surfaces of chain case cover and
cylinder block are clean and free from burrs.
The water pump mounting surface must be
cleaned.
INSTALLATION
(1) Using a new cover gasket, carefully install
chain case cover to avoid damaging oil pan gasket.
Use a small amount of Mopar Silicone Rubber Adhe-

Fig. 7 Position Tool and Seal onto Crankshaft


(5) Using the vibration damper bolt, tighten the
bolt to draw the seal into position on the crankshaft
(Fig. 8).
(6) Loosen the 4 bolts tightened in step 4 to allow
realignment of front cover assembly.

5.2L ENGINE

9 - 95

(4) Place a suitable tool behind the lips of the oil


seal to pry the oil seal outward. Be careful not to
damage the crankshaft seal surface of cover.
(5) Place the smaller diameter of the oil seal over
Front Oil Seal Installation Tool 6635 (Fig. 6). Seat
the oil seal in the groove of the tool.
(6) Position the seal and tool onto the crankshaft
(Fig. 7).
(7) Using the vibration damper bolt, tighten the
bolt to draw the seal into position on the crankshaft
(Fig. 8).
(8) Remove the vibration damper bolt and seal installation tool.
(9) Inspect the seal flange on the vibration damper.
(10) Install the vibration damper.
(11) Connect the negative cable to the battery.

CAMSHAFT

Fig. 8 Installing Oil Seal


(7) Tighten chain case cover bolts to 41 Nzm (30 ft.
lbs.) torque. Tighten oil pan bolts to 24 Nzm (215 in.
lbs.) torque.
(8) Remove the vibration damper bolt and seal installation tool.
(9) Install vibration damper.
(10) Install water pump and housing assembly using new gaskets (refer to Group 7, Cooling System).
Tighten bolts to 41 Nzm (30 ft. lbs.) torque.
(11) Install power steering pump (refer to Group
19, Steering).
(12) Install the serpentine belt (refer to Group 7,
Cooling System).
(13) Install the cooling system fan. Tighten the
bolts to 23 N[0007]m (17 ft. lbs.) torque.
(14) Position the fan shroud and install the bolts.
Tighten the bolts to 11 N[0007]m (95 in. lbs.)
torque.
(15) Fill cooling system (refer to Group 7, Cooling
System for the proper procedure).
(16) Connect the negative cable to the battery.

FRONT CRANKSHAFT OIL SEAL REPLACEMENT


The oil seal can be replaced without removing the
timing chain cover provided the cover is not misaligned.
(1) Disconnect the negative cable from the battery.
(2) Remove vibration damper.
(3) If front seal is suspected of leaking, check front
oil seal alignment to crankshaft. The seal installation/alignment tool 6635, should fit with minimum
interference. If tool does not fit, the cover must be removed and installed properly.

This procedure requires that the engine is removed


from the vehicle.
The camshaft has an integral oil pump and distributor drive gear (Fig. 9).

Fig. 9 Camshaft and Sprocket Assembly


REMOVAL
(1) Remove intake manifold.
(2) Remove cylinder head covers.
(3) Remove timing case cover and timing chain.
(4) Remove rocker arms.
(5) Remove push rods and tappets. Identify each
part so it can be installed in its original location.
(6) Remove distributor and lift out the oil pump
and distributor drive shaft.
(7) Remove camshaft thrust plate; note location of
oil tab (Fig. 10).
(8) Install a long bolt into front of camshaft to facilitate removal of the camshaft. Remove camshaft,
being careful not to damage cam bearings with the
cam lobes.
REMOVALBEARING
(1) With engine completely disassembled, drive out
rear cam bearing core hole plug.
(2) Install proper size adapters and horseshoe
washers (part of Camshaft Bearing Remover/Installer
Tool C-3132-A) at back of each bearing shell. Drive
out bearing shells (Fig. 11).

9 - 96

5.2L ENGINE
Whenever an engine has been rebuilt, a new
camshaft and/or new tappets installed, add 1
pint of Mopar Crankcase Conditioner, or equivalent. The oil mixture should be left in engine
for a minimum of 805 km (500 miles). Drain at
the next normal oil change.
(2) Install Camshaft Gear Installer Tool C-3509
with tongue back of distributor drive gear (Fig. 12).

Fig. 10 Timing Chain Oil Tab Installation

Fig. 11 Camshaft Bearings Removal and Installation


with Tool C-3132-A
INSTALLATIONBEARING
(1) Install new camshaft bearings with Camshaft
Bearing Remover/Installer Tool C-3132-A by sliding
the new camshaft bearing shell over proper adapter.
(2) Position rear bearing in the tool. Install horseshoe lock and by reversing removal procedure, carefully drive bearing shell into place.
(3) Install remaining bearings in the same manner.
Bearings must be carefully aligned to bring oil holes
into full register with oil passages from the main
bearing. If the camshaft bearing shell oil holes are
not in exact alignment, remove and install them correctly. Install a new core hole plug at the rear of
camshaft. Be sure this plug does not leak.
INSTALLATION
(1) Lubricate camshaft lobes and camshaft bearing
journals and insert the camshaft to within 51 mm (2
inches) of its final position in cylinder block.

Fig. 12 Camshaft Holding Tool C-3509Installed


Position
(3) Hold tool in position with a distributor lockplate bolt. This tool will restrict camshaft from being
pushed in too far and prevent knocking out the welch
plug in rear of cylinder block. Tool should remain
installed until the camshaft and crankshaft
sprockets and timing chain have been installed.
(4) Install camshaft thrust plate and chain oil tab.
Make sure tang enters lower right hole in
thrust plate. Tighten bolts to 24 Nzm (210 in. lbs.)
torque. Top edge of tab should be flat against thrust
plate in order to catch oil for chain lubrication.
(5) Place both camshaft sprocket and crankshaft
sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores.
(6) Place timing chain around both sprockets.
(7) Turn crankshaft and camshaft to line up with
keyway location in crankshaft sprocket and in camshaft sprocket.
(8) Lift sprockets and chain (keep sprockets tight
against the chain in position as described).
(9) Slide both sprockets evenly over their respective shafts and use a straightedge to check alignment
of timing marks (Fig. 13).
(10) Install the camshaft bolt/cup washer. Tighten
bolt to 68 Nzm (50 ft. lbs.) torque.
(11) Measure camshaft end play. Refer to Specifications for proper clearance. If not within limits install
a new thrust plate.
(12) Each tappet reused must be installed in the
same position from which it was removed. When
camshaft is replaced, all of the tappets must be
replaced.

5.2L ENGINE

Fig. 13 Alignment of Timing Marks

9 - 97

Fig. 15 Distributor Driveshaft Bushing Installation

DISTRIBUTOR
REMOVAL
Refer to Group 8D, Ignition Systems for the proper
procedure.
REMOVALDRIVE SHAFT BUSHING
(1) Remove the intake manifold (refer to Group 11,
Exhaust System and Intake Manifold).
(2) Insert Distributor Drive Shaft Bushing Puller
Tool C-3052 into old bushing and thread down until a
tight fit is obtained (Fig. 14).
(3) Hold puller screw and tighten puller nut until
bushing is removed.

Fig. 14 Distributor Driveshaft Bushing Removal


INSTALLATIONDRIVE SHAFT BUSHING
(1) Slide new bushing over burnishing end of Distributor Drive Shaft Bushing Driver/Burnisher Tool
C-3053. Insert the tool and bushing into the bore.
(2) Drive bushing and tool into position, using a
hammer (Fig. 15).
(3) As the burnisher is pulled through the bushing,
the bushing is expanded tight in the block and burnished to correct size (Fig. 16). DO NOT ream this
bushing.
CAUTION: This procedure MUST be followed when
installing a new bushing or seizure to shaft may occur.
(4) Install the intake manifold (refer to Group 11,
Exhaust System and Intake Manifold).

Fig. 16 Burnishing Distributor Driveshaft Bushing


DISTRIBUTOR INSTALLATION
Refer to the Component Removal/Installation section of Group 8D, Ignition Systems for the proper
procedure. See Distributor. After the distributor has
been installed, its rotational position must be set using the SET SYNC mode of the DRB scan tool. Refer
to Checking Distributor Position following the Distributor Installation section in Group 8D, Ignition
system. Do not attempt to adjust ignition timing
by rotating the distributor. It has no effect on
ignition timing. Adjusting distributor position
will effect fuel synchronization only.
Before installing the distributor, the oil pump drive
shaft must be aligned to number one cylinder.
(1) Rotate crankshaft until No.1 cylinder is at top
dead center on the firing stroke.
(2) When in this position, the timing mark on vibration damper should be under 0 on the timing indicator.
(3) Install the shaft so that after the gear spirals
into place, it will index with the oil pump shaft. The
slot on top of oil pump shaft should be aligned towards left front intake manifold attaching bolt hole
(Fig. 17).

OIL PAN
REMOVAL2WD
(1) Disconnect the negative cable from the battery.
(2) Remove engine oil dipstick.
(3) Disconnect distributor cap and position away
from cowl.

9 - 98

5.2L ENGINE
INSTALLATION2WD
(1) Fabricate 4 alignment dowels from 1 1/2 x 5/16
inch bolts. Cut the head off the bolts and cut a slot
into the top of the dowel. This will allow easier installation and removal with a screwdriver (Fig. 1).

Fig. 17 Position of Oil Pump Shaft Slot


(4) Raise vehicle.
(5) Drain engine oil.
(6) Remove exhaust pipe.
(7) Loosen side engine mount bolts.
(8) Raise engine by way of oil pan using a block of
wood between the jack and oil pan.
(9) When engine is high enough, place bolts (similar in size to the engine mount bolts) in the engine
mount attaching points on the frame brackets.
(10) Lower engine so bottom of engine mounts rest
on the replacement bolts placed in the engine mount
frame brackets.
(11) Remove oil pan and one-piece gasket.

Fig. 1 Fabrication of Alignment Dowels


(2) Install the dowels in the cylinder block (Fig. 2).
(3) Apply small amount of Mopar Silicone Rubber

REMOVAL4WD
(1) Disconnect the negative cable from the battery.
(2) Remove engine oil dipstick.
(3) Raise vehicle.
(4) Drain engine oil.
(5) Remove front driving axle (refer to Group 3,
Drive Axles and Group 2, Front Suspension for the
proper procedures).
(6) Remove exhaust pipe.
(7) Remove transmission lower (dust) cover.
(8) Remove oil pan and one-piece gasket.
CLEANING
Clean the block and pan gasket surfaces.
Trim or remove excess sealant film in the rear
main cap oil pan gasket groove. DO NOT remove
the sealant inside the rear main cap slots.
If present, trim excess sealant from inside the engine.
Clean oil pan in solvent and wipe dry with a clean
cloth.
Clean oil screen and pipe thoroughly in clean solvent. Inspect condition of screen.
INSPECTION
Inspect oil drain plug and plug hole for stripped or
damaged threads. Repair as necessary.
Inspect oil pan mounting flange for bends or distortion. Straighten flange, if necessary.

Fig. 2 Position of Dowels in Cylinder Block


Adhesive Sealant, or equivalent in the corner of the
cap and the cylinder block.
(4) Slide the one-piece gasket over the dowels and
onto the block.
(5) Position the oil pan over the dowels and onto
the gasket.
(6) Install the oil pan bolts. Tighten the bolts to 24
Nzm (215 in. lbs.) torque.
(7) Remove the dowels. Install the remaining oil
pan bolts. Tighten these bolts to 24 Nzm (215 in. lbs.)
torque.
(8) Install the drain plug. Tighten drain plug to 34
Nzm (25 ft. lbs.) torque.

5.2L ENGINE
(9) Raise engine by way of oil pan with a wood
block placed between jack and oil pan.
(10) Remove temporary bolts from frame brackets
and lower engine. Tighten side engine mount bolts to
specifications.
(11) Install exhaust pipe.
(12) Lower vehicle.
(13) Connect the distributor cap.
(14) Install dipstick.
(15) Connect the negative cable to the battery.
(16) Fill crankcase with oil to proper level.

INSTALLATION4WD
(1) Fabricate 4 alignment dowels from 1 1/2 x 5/16
inch bolts. Cut the head off the bolts and cut a slot
into the top of the dowel. This will allow easier installation and removal with a screwdriver (Fig. 1).
(2) Install the dowels in the cylinder block (Fig. 2).
(3) Apply small amount of Mopar Silicone Rubber
Adhesive Sealant, or equivalent in the corner of the
cap and the cylinder block.

9 - 99

(4) Slide the one-piece gasket over the dowels and


onto the block.
(5) Position the oil pan over the dowels and onto
the gasket.
(6) Install the oil pan bolts. Tighten the bolts to 24
Nzm (215 in. lbs.) torque.
(7) Remove the dowels. Install the remaining oil
pan bolts. Tighten these bolts to 24 Nzm (215 in. lbs.)
torque.
(8) Install the drain plug. Tighten drain plug to 34
Nzm (25 ft. lbs.) torque.
(9) Install front driving axle (refer to Group 3,
Drive Axles and Group 2, Front Suspension for the
proper procedures).
(10) Install exhaust pipe.
(11) Lower vehicle
(12) Connect the distributor cap.
(13) Install dipstick.
(14) Connect the negative cable to the battery.
(15) Fill crankcase with oil to proper level.

LUBRICATION SYSTEM
A geartype positive displacement pump is
mounted at the underside of the rear main bearing
cap. The pump draws oil through the screen and inlet tube from the sump at the rear of the oil pan. The
oil is driven between the drive and idler gears and
pump body, then forced through the outlet to the
block. An oil gallery in the block channels the oil to
the inlet side of the full flow oil filter. After passing
through the filter element, the oil passes from the
center outlet of the filter through an oil gallery that
channels the oil up to the main gallery which extends the entire length on the right side of the block.
The oil then goes down to the No. 1 main bearing,
back up to the left side of the block and into the oil
gallery on the left side of the engine.
Galleries extend downward from the main oil gallery to the upper shell of each main bearing. The
crankshaft is drilled internally to pass oil from the
main bearing journals to the connecting rod journals.
Each connecting rod bearing has half a hole in it, oil

passes through the hole when the rods rotate and the
hole lines up, oil is then thrown off as the rod rotates. This oil throwoff lubricates the camshaft lobes,
distributor drive gear, cylinder walls, and piston
pins.
The hydraulic valve tappets receive oil directly
from the main oil gallery. The camshaft bearings receive oil from the main bearing galleries. The front
camshaft bearing journal passes oil through the camshaft sprocket to the timing chain. Oil drains back to
the oil pan under the number one main bearing cap.
The oil supply for the rocker arms and bridged
pivot assemblies is provided by the hydraulic valve
tappets which pass oil through hollow push rods to a
hole in the corresponding rocker arm. Oil from the
rocker arm lubricates the valve train components.
The oil then passes down through the push rod guide
holes, and the oil drain back passages in the cylinder
head past the valve tappet area, and returns to the
oil pan.

FIG. 2 OIL LUBRICATION SYSTEM

9 - 100
5.2L ENGINE

5.2L ENGINE

9 - 101

OIL PUMP
OIL PUMP PRESSURE
The MINIMUM oil pump pressure is 41.4 kPa (6
psi) at curb idle. The MAXIMUM oil pump pressure
is 207-552 kPa (30-80 psi) at 3,000 RPM or more.
CAUTION: If oil pressure is ZERO at curb idle, DO
NOT run engine at 3,000 RPM.

REMOVAL
(1) Remove the oil pan.
(2) Remove the oil pump from rear main bearing
cap.

Fig. 4 Oil Pump

DISASSEMBLE
(1) Remove the relief valve as follows:
(a) Remove cotter pin. Drill a 3.175 mm (1/8
inch) hole into the relief valve retainer cap and insert a self-threading sheet metal screw into cap.
(b) Clamp screw into a vise and while supporting
oil pump, remove cap by tapping pump body using
a soft hammer. Discard retainer cap and remove
spring and relief valve (Fig. 3).

Fig. 5 Checking Oil Pump Cover Flatness


Measure thickness and diameter of outer rotor. If
outer rotor thickness measures 20.9 mm (0.825 inch)
or less or if the diameter is 62.7 mm (2.469 inches) or
less, replace outer rotor (Fig. 6).

Fig. 3 Oil Pressure Relief Valve


(2) Remove oil pump cover (Fig. 4).
(3) Remove pump outer rotor and inner rotor with
shaft (Fig. 4).
(4) Wash all parts in a suitable solvent and inspect
carefully for damage or wear.

INSPECTION
Mating surface of the oil pump cover should be
smooth. Replace pump assembly if cover is scratched
or grooved.
Lay a straightedge across the pump cover surface
(Fig. 5). If a 0.038 mm (0.0015 inch) feeler gauge can
be inserted between cover and straightedge, pump
assembly should be replaced.

Fig. 6 Measuring Outer Rotor Thickness


If inner rotor measures 20.9 mm (0.825 inch) or
less, replace inner rotor and shaft assembly (Fig. 7).
Slide outer rotor into pump body. Press rotor to the
side with your fingers and measure clearance between rotor and pump body (Fig. 8). If clearance is
0.356 mm (0.014 inch) or more, replace oil pump assembly.

9 - 102

5.2L ENGINE

Fig. 10 Measuring Clearance Over Rotors


Fig. 7 Measuring Inner Rotor Thickness

Inspect oil pressure relief valve plunger for scoring


and free operation in its bore. Small marks may be
removed with 400-grit wet or dry sandpaper.
The relief valve spring has a free length of approximately 49.5 mm (1.95 inches). The spring should
test between 19.5 and 20.5 pounds when compressed
to 34 mm (1-11/32 inches). Replace spring that fails
to meet these specifications (Fig. 11).
If oil pressure was low and pump is within specifications, inspect for worn engine bearings or other
reasons for oil pressure loss.

Fig. 8 Measuring Outer Rotor Clearance in Housing


Install inner rotor and shaft into pump body. If
clearance between inner and outer rotors is 0.203
mm (0.008 inch) or more, replace shaft and both rotors (Fig. 9).

Fig. 11 Proper Installation of Retainer Cap

Fig. 9 Measuring Clearance Between Rotors


Place a straightedge across the face of the pump,
between bolt holes. If a feeler gauge of 0.102 mm
(0.004 inch) or more can be inserted between rotors
and the straightedge, replace pump assembly (Fig.
10).

ASSEMBLE
(1) Install pump rotors and shaft, using new parts
as required.
(2) Position the oil pump cover onto the pump
body. Tighten cover bolts to 11 Nzm (95 in. lbs.)
torque.
(3) Install the relief valve and spring. Insert the
cotter pin.
(4) Tap on a new retainer cap.
(5) Prime oil pump before installation by filling rotor cavity with engine oil.
INSTALLATION
(1) Install oil pump. During installation slowly rotate pump body to ensure driveshaft-to-pump rotor
shaft engagement.

5.2L ENGINE

9 - 103

(2) Hold the oil pump base flush against mating


surface on No.4 main bearing cap. Finger tighten
pump attaching bolts. Tighten attaching bolts to 41
Nzm (30 ft. lbs.) torque.
(3) Install the oil pan.

PISTON / CONNECTING ROD ASSEMBLY


The pistons are elliptically turned so that the diameter at the pin boss is less than its diameter
across the thrust face. This allows for expansion under normal operating conditions. Under operating
temperatures, expansion forces the pin bosses away
from each other, causing the piston to assume a more
nearly round shape.
All pistons are machined to the same weight, regardless of size, to maintain piston balance.
The piston pin rotates in the piston only and is retained by the press interference fit of the piston pin
in the connecting rod.

REMOVAL
(1) Remove the engine from the vehicle.
(2) Remove the cylinder head.
(3) Remove the oil pan.
(4) Remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons covered
during this operation.
(5) Be sure the connecting rod and connecting rod
cap are identified with the cylinder number. Remove
connecting rod cap. Install connecting rod bolt guide
set on connecting rod bolts.
(6) Pistons and connecting rods must be removed
from top of cylinder block. When removing piston and
connecting rod assemblies, rotate crankshaft to center the connecting rod in the cylinder bore and at
BDC. Be careful not to nick crankshaft journals.
(7) After removal, install bearing cap on the mating rod.
INSPECTION
Check the crankshaft connecting rod journal for excessive wear, taper and scoring.
Check the cylinder block bore for out-of-round,
taper, scoring and scuffing.
Check the pistons for taper and elliptical shape before they are fitted into the cylinder bore (Fig. 1).
Pistons and cylinder bores should be measured at
normal room temperature, 21C (70F).
FITTING PISTONS
Piston and cylinder wall must be clean and dry.
Specified clearance between the piston and the cylinder wall is 0.013-0.038 mm (0.0005-0.0015 inch) at
21C (70F).
Piston diameter should be measured at the top of
skirt, 90 to piston pin axis. Cylinder bores should be

Fig. 1 Piston Measurements


measured halfway down the cylinder bore and transverse to the engine crankshaft center line.
Pistons and cylinder bores should be measured at
normal room temperature, 21C (70F).

FITTING RINGS
(1) Measurement of end gaps:
(a) Measure piston ring gap 2 inches from bottom of cylinder bore. An inverted piston can be
used to push the rings down to ensure positioning
rings squarely in the cylinder bore before measuring.
(b) Insert feeler gauge in the gap. The top compression ring gap should be between 0.254-0.508
mm (0.010-0.020 inch). The second compression
ring gap should be between 0.508-0.762 mm (0.0200.030 inch). The oil ring gap should be 0.254-1.270
mm (0.010-0.050 inch).
(c) Rings with insufficient end gap may be properly filed to the correct dimension. Rings with excess gaps should not be used.
(2) Install rings and confirm ring side clearance:
(a) Install oil rings being careful not to nick or
scratch the piston.
(b) Install the compression rings using Installation Tool C-4184. The top compression may be installed with either side up. The second compression
ring must be installed with the identification mark
face up (toward top of piston) and the chamfer
should face down. An identification mark on the
ring is a drill point, a stamped letter O, an oval
depression or the word TOP.
(c) Measure side clearance between piston ring
and ring land (Fig. 2). Clearance should be 0.038-

9 - 104

5.2L ENGINE

0.076 mm (0.0015-0.0030 inch) for the compression


rings. The steel rail oil ring should be free in
groove, but should not exceed 0.203 mm (0.0080
inch) side clearance.

Fig. 2 Measuring Piston Ring Side Clearance


(d) Pistons with insufficient or excessive side
clearance should be replaced.
(3) Orient the rings:
(a) Arrange top compression ring 90 counterclockwise from the oil ring rail gap (Fig. 3).
(b) Arrange second compression ring 90 clockwise from the oil ring rail gap (Fig. 3).

Fig. 3 Proper Ring Installation


CONNECTING ROD BEARINGS
Fit all rods on a bank until completed. DO NOT alternate from one bank to another, because connecting
rods and pistons are not interchangeable from one
bank to another.
The bearing caps are not interchangeable and
should be marked at removal to ensure correct assembly.
Each bearing cap has a small V-groove across the
parting face. When installing the lower bearing shell,
make certain that the V-groove in the shell is in line
with the V-groove in the cap. This provides lubrica-

tion of the cylinder wall in the opposite bank.


The bearing shells must be installed so that the
tangs are in the machined grooves in the rods and
caps.
Limits of taper or out-of-round on any crankshaft
journals should be held to 0.025 mm (0.001 inch).
Bearings are available in 0.025 mm (0.001 inch),
0.051 mm (0.002 inch), 0.076 mm (0.003 inch), 0.254
mm (0.010 inch) and 0.305 mm (0.012 inch) undersize. Install the bearings in pairs. DO NOT use a
new bearing half with an old bearing half. DO
NOT file the rods or bearing caps.

INSTALLATION
(1) Be sure that compression ring gaps are staggered so that neither is in-line with oil ring rail gap.
(2) Before installing the ring compressor, make
sure the oil ring expander ends are butted and the
rail gaps located properly (Fig. 3).
(3) Immerse the piston head and rings in clean engine oil. Slide Piston Ring Compressor Tool C-385
over the piston and tighten with the special wrench
(part of Tool C-385). Be sure position of rings
does not change during this operation.
(4) Install connecting rod bolt protectors on rod
bolts, the long protector should be installed on the
numbered side of the connecting rod.
(5) Rotate crankshaft so that the connecting rod
journal is on the center of the cylinder bore. Be sure
connecting rod and cylinder bore number are the
same. Insert rod and piston into cylinder bore and
guide rod over the crankshaft journal.
(6) Tap the piston down in cylinder bore, using a
hammer handle. At the same time, guide connecting
rod into position on crankshaft journal.
(7) The notch or groove on top of piston must be
pointing toward front of engine. The larger chamfer
of the connecting rod bore must be installed toward
crankshaft journal fillet.
(8) Install rod caps. Be sure connecting rod, connecting rod cap and cylinder bore number are the
same. Install nuts on cleaned and oiled rod bolts and
tighten nuts to 61 Nzm (45 ft. lbs.) torque.
(9) Install the oil pan.
(10) Install the cylinder head.
(11) Install the engine into the vehicle.

CRANKSHAFT
A crankshaft which has undersize journals will be
stamped with 1/4 inch letters on the milled flat on
the No.8 crankshaft counterweight (Fig. 4).
FOR EXAMPLE: R2 stamped on the No.8 crankshaft counterweight indicates that the No.2 rod journal is 0.025 mm (0.001 in) undersize. M4 indicates
that the No.4 main journal is 0.025 mm (0.001 in)
undersize. R3 M2 indicates that the No.3 rod journal
and the No.2 main journal are 0.025 mm (0.001 in)
undersize.

5.2L ENGINE

Fig. 4 Location of Crankshaft Identification


When a crankshaft is replaced, all main and connecting rod bearings should be replaced with new
bearings. Therefore, selective fitting of the bearings
is not required when a crankshaft and bearings are
replaced.

REMOVAL
(1) Remove the oil pan.
(2) Remove the oil pump from the rear main bearing cap.
(3) Remove the vibration damper.
(4) Remove the timing chain cover.
(5) Identify bearing caps before removal. Remove
bearing caps and bearings one at a time.
(6) Lift the crankshaft out of the block.
(7) Remove and discard the crankshaft rear oil
seals.
(8) Remove and discard the front crankshaft oil seal.
INSPECTION OF JOURNALS
The crankshaft connecting rod and main journals
should be checked for excessive wear, taper and scoring. The maximum taper or out-of-round on any
crankshaft journal is 0.025 mm (0.001 inch).
Journal grinding should not exceed 0.305 mm
(0.012 inch) under the standard journal diameter. DO
NOT grind thrust faces of No.3 main bearing. DO
NOT nick crank pin or bearing fillets. After grinding,
remove rough edges from crankshaft oil holes and
clean out all oil passages.
CAUTION: After any journal grind, it is important
that the final paper or cloth polish be in the same
direction as the engine rotates.

CLEANING
Clean Loctite 515 residue and sealant from the cylinder block and rear cap mating surface. Do this before applying the Loctite drop and the installation of
rear cap.

9 - 105

INSTALLATION
(1) Lightly oil the new upper seal lips with engine
oil.
(2) Install the new upper rear bearing oil seal with
the white paint facing towards the rear of the engine.
(3) Position the crankshaft into the cylinder block.
(4) Lightly oil the new lower seal lips with engine
oil.
(5) Install the new lower rear bearing oil seal into
the bearing cap with the white paint facing towards
the rear of the engine.
(6) Apply 5 mm (0.20 in) drop of Loctite 515, or
equivalent, on each side of the rear main bearing cap
(Fig. 5). DO NOT over apply sealant or allow the
sealant to contact the rubber seal. Assemble bearing
cap to cylinder block immediately after sealant application.

Fig. 5 Sealant Application to Bearing Cap


(7) To align the bearing cap, use cap slot, alignment dowel and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than 2 times for proper engagement.
(8) Clean and oil all cap bolts. Install all main
bearing caps. Install all cap bolts and alternately
tighten to 115 Nzm (85 ft. lbs.) torque.
(9) Install oil pump.
(10) Install the timing chain cover.
(11) Install the vibration damper.
(12) Apply Mopar Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap to block joint to
provide cap to block and oil pan sealing (Fig. 6). Apply enough sealant until a small amount is squeezed
out. Withdraw nozzle and wipe excess sealant off the
oil pan seal groove.
(13) Install new front crankshaft oil seal.
(14) Immediately install the oil pan.

CRANKSHAFT MAIN BEARINGS


Bearing caps are not interchangeable and should
be marked at removal to ensure correct assembly.

9 - 106

5.2L ENGINE

Fig. 6 Apply Sealant to Bearing Cap to Block Joint


Upper and lower bearing halves are NOT interchangeable. Lower main bearing halves of No.2 and 4
are interchangeable.
Upper and lower No.3 bearing halves are flanged
to carry the crankshaft thrust loads. They are NOT
interchangeable with any other bearing halves in the
engine (Fig. 7). Bearing shells are available in standard and the following undersizes: 0.25 mm (0.001
inch), 0.051 mm (0.002 inch), 0.076 mm (0.003 inch),
0.254 mm (0.010 inch) and 0.305 mm (0.012 inch).
Never install an undersize bearing that will reduce
clearance below specifications.

Fig. 8 Upper Main Bearing Removal and Installation


with Tool C-3059
INSTALLATION
Install the bearings in pairs. DO NOT use a
new bearing half with an old bearing half.
Only one main bearing should be selectively fitted
while all other main bearing caps are properly tightened. All bearing capbolts removed during service
procedures are to be cleaned and oiled before installation.
When installing a new upper bearing shell, slightly
chamfer the sharp edges from the plain side.
(1) Start bearing in place, and insert Crankshaft
Main Bearing Remover/Installer Tool C-3059 into oil
hole of crankshaft (Fig. 8).
(2) Slowly rotate crankshaft counterclockwise sliding the bearing into position. Remove Tool C-3059.
(3) Install the bearing caps. Clean and oil the
bolts. Tighten the capbolts to 115 Nzm (85 ft. lbs.)
torque.
(4) Install the oil pump.
(5) Install the oil pan.

CRANKSHAFT REAR OIL SEALS

Fig. 7 Main Bearing Identification


REMOVAL
(1) Remove the oil pan.
(2) Remove the oil pump from the rear main bearing cap.
(3) Identify bearing caps before removal. Remove
bearing caps one at a time.
(4) Remove upper half of bearing by inserting
Crankshaft Main Bearing Remover/Installer Tool
C-3059 into the oil hole of crankshaft (Fig. 8).
(5) Slowly rotate crankshaft clockwise, forcing out
upper half of bearing shell.

The service seal is a 2 piece, viton seal. The upper


seal half can be installed with crankshaft removed
from engine or with crankshaft installed. When a
new upper seal is installed, install a new lower seal.
The lower seal half can only be installed with the
rear main bearing cap removed.

UPPER SEAL REPLACEMENTCRANKSHAFT


REMOVED
(1) Remove the crankshaft. Discard the old upper
seal.
(2) Clean the cylinder block rear cap mating surface. Make sure the seal groove is free of debris.
Check for burr at the oil hole on the cylinder block
mating surface to rear cap.
(3) Lightly oil the new upper seal lips with engine
oil.

5.2L ENGINE
(4) Install the new upper rear bearing oil seal with
the white paint facing towards the rear of the engine.
(5) Position the crankshaft into the cylinder block.
(6) Lightly oil the new lower seal lips with engine
oil.
(7) Install the new lower rear bearing oil seal into
the bearing cap with the white paint facing towards
the rear of the engine.
(8) Apply 5 mm (0.20 in) drop of Loctite 515, or
equivalent, on each side of the rear main bearing cap
(Fig. 5). DO NOT over apply sealant or allow the
sealant to contact the rubber seal. Assemble bearing
cap to cylinder block immediately after sealant application.
(9) To align the bearing cap, use cap slot, alignment dowel and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than 2 times for proper engagement.
(10) Clean and oil all cap bolts. Install all main
bearing caps. Install all cap bolts and alternately
tighten to 115 Nzm (85 ft. lbs.) torque.
(11) Install oil pump.
(12) Apply Mopar Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap to block joint to
provide cap to block and oil pan sealing (Fig. 6). Apply enough sealant until a small amount is squeezed
out. Withdraw nozzle and wipe excess sealant off the
oil pan seal groove.
(13) Install new front crankshaft oil seal.
(14) Immediately install the oil pan.

UPPER SEAL REPLACEMENTCRANKSHAFT


INSTALLED
(1) Remove the oil pan.
(2) Remove the oil pump from the rear main bearing cap.
(3) Remove the rear main bearing cap. Remove
and discard the old lower oil seal.
(4) Carefully remove and discard the old upper oil
seal.
(5) Clean the cylinder block mating surfaces before
oil seal installation.
Check for burr at the oil hole on the cylinder block
mating surface to rear cap.
(6) Lightly oil the new upper seal lips with engine
oil. To allow ease of installation of the seal, loosen at
least the 2 main bearing caps forward of the rear
bearing cap.
(7) Rotate the new upper seal into the cylinder
block being careful not to shave or cut the outer surface of the seal. To assure proper installation, use the
installation tool provided with the kit. Install the
new seal with the white paint facing towards the
rear of the engine.
(8) Install the new lower rear bearing oil seal into
the bearing cap with the white paint facing towards
the rear of the engine.

9 - 107

(9) Apply 5 mm (0.20 in) drop of Loctite 515, or


equivalent, on each side of the rear main bearing cap
(Fig. 5). DO NOT over apply sealant or allow the
sealant to contact the rubber seal. Assemble bearing
cap to cylinder block immediately after sealant application. Be sure the white paint faces toward the rear
of the engine.
(10) To align the bearing cap, use cap slot, alignment dowel and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than 2 times for proper engagement.
(11) Install the rear main bearing cap with cleaned
and oiled cap bolts. Alternately tighten ALL cap bolts
to 115 Nzm (85 ft. lbs.) torque.
(12) Install oil pump.
(13) Apply Mopar Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap to block joint to
provide cap to block and oil pan sealing (Fig. 6). Apply enough sealant until a small amount is squeezed
out. Withdraw nozzle and wipe excess sealant off the
oil pan seal groove.
(14) Immediately install the oil pan.

LOWER SEAL REPLACEMENT


(1) Remove the oil pan.
(2) Remove the oil pump from the rear main bearing cap.
(3) Remove the rear main bearing cap and discard
the old lower seal.
(4) Clean the rear main cap mating surfaces including the oil pan gasket groove.
(5) Carefully install a new upper seal (refer to Upper Seal Replacement - Crankshaft Installed procedure above).
(6) Lightly oil the new lower seal lips with engine
oil.
(7) Install a new lower seal in bearing cap with the
white paint facing the rear of engine.
(8) Apply 5 mm (0.20 in) drop of Loctite 515, or
equivalent, on each side of the rear main bearing cap
(Fig. 5). DO NOT over apply sealant or allow the
sealant to contact the rubber seal. Assemble bearing
cap to cylinder block immediately after sealant application.
(9) To align the bearing cap, use cap slot, alignment dowel and cap bolts. DO NOT remove excess
material after assembly. DO NOT strike rear cap
more than 2 times for proper engagement.
(10) Install the rear main bearing cap with cleaned
and oiled cap bolts. Alternately tighten the cap bolts
to 115 Nzm (85 ft. lbs.) torque.
(11) Install oil pump.
(12) Apply Mopar Silicone Rubber Adhesive Sealant, or equivalent, at bearing cap to block joint to
provide cap to block and oil pan sealing (Fig. 6). Apply enough sealant until a small amount is squeezed
out. Withdraw nozzle and wipe excess sealant off the
oil pan seal groove.

9 - 108

5.2L ENGINE

(13) Immediately install the oil pan.

CYLINDER BLOCK
Remove the engine assembly from the vehicle.

DISASSEMBLE
(1) Remove the cylinder head.
(2) Remove the oil pan.
(3) Remove the piston/connecting rod assembly.
CLEANING
Clean cylinder block thoroughly and check all core
hole plugs for evidence of leaking.
INSPECTION
Examine block for cracks or fractures.
The cylinder walls should be checked for out-ofround and taper with Cylinder Bore Indicator Tool
C-119. The cylinder block should be bored and honed
with new pistons and rings fitted if:
The cylinder bores show more than 0.127 mm
(0.005 inch) out-of-round.
The cylinder bores show a taper of more than
0.254 mm (0.010 inch).
The cylinder walls are badly scuffed or scored.
Boring and honing operation should be closely coordinated with the fitting of pistons and rings so
specified clearances may be maintained.
Refer to Standard Service Procedures in the beginning of this Group for the proper honing of cylinder
bores.
OIL LINE PLUG
The oil line plug is located in the vertical passage
at the rear of the block between the Oil-To-Filter and
Oil-From-Filter passages (Fig. 9). Improper installation or plug missing could cause erratic, low or no oil
pressure.
The oil plug must come out the bottom. Use flat
dowel, down the oil pressure sending unit hole from
the top, to remove oil plug.
(1) Remove oil pressure sending unit from back of
block.
(2) Insert a 3.175 mm (1/8 inch) finish wire or
equivalent into passage.
(3) Plug should be 190.0 to 195.2 mm (7-1/2 to
7-11/16 inches) from machined surface of block (Fig.
9). If plug is too high, use a suitable flat dowel to position properly.
(4) If plug is too low, remove oil pan and rear main
bearing cap. Use suitable flat dowel to position properly. Coat outside diameter of new plug with Mopar
(Stud and Bearing Mount Adhesive), or equivalent.
Plug should be 54.0 to 57.7 mm (2-1/8 to 2-5/16
inches) from bottom of the block.
(5) Assemble engine and check oil pressure.

Fig. 9 Oil Line Plug


ENGINE CORE OIL / CAMSHAFT PLUGS
Engine core plugs have been pressed into the oil
galleries behind the camshaft thrust plate (Fig. 10).
This will reduce internal leakage and help maintain
higher oil pressure at idle.

Fig. 10 Location of Cup Plugs in Oil Galleries


REMOVAL
(1) Using a blunt tool such as a drift or a screwdriver and a hammer, strike the bottom edge of the
cup plug (Fig. 12).
(2) With the cup plug rotated, grasp firmly with
pliers or other suitable tool and remove plug (Fig.
12).

5.2L ENGINE

9 - 109

INSTALLATION
(1) Coat edges of plug and core hole with Mopar
Gasket Maker, or equivalent.
CAUTION: DO NOT drive cup plug into the casting
as restricted coolant flow can result and cause serious engine problems.
(2) Using proper plug drive, drive cup plug into
hole. The sharp edge of the plug should be at least
0.50 mm (0.020 inch) inside the lead-in chamfer.
It is not necessary to wait for curing of the sealant.
The cooling system can be filled and the vehicle
placed in service immediately.

Fig. 12 Core Hole Plug Removal


CLEANING
Thoroughly clean inside of cup plug hole in cylinder
block or head. Be sure to remove old sealer.
Make certain the new plug is cleaned of all oil or
grease.

ASSEMBLE
(1) Install the
(2) Install the
(3) Install the
(4) Install the

piston/connecting rod assembly.


oil pan.
cylinder head.
engine into the vehicle.

9 - 110

5.2L ENGINE
ENGINE SPECIFICATIONS

5.2L ENGINE
ENGINE SPECIFICATIONSCONT.

9 - 111

9 - 112

5.2L ENGINE
ENGINE SPECIFICATIONSCONT.

OVERSIZE AND UNDERSIZE ENGINE COMPONENT MARKINGS

5.2L ENGINE
TORQUE SPECIFICATIONS

9 - 113

EXHAUST SYSTEM AND INTAKE MANIFOLD

11 - 1

EXHAUST SYSTEM AND INTAKE MANIFOLD


CONTENTS
page

page

EXHAUST SYSTEM DIAGNOSIS . . . . . . . . . . . . . 2


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

SERVICE PROCEDURES . . . . . . . . . . . . . . . . . . . 3
TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 12

GENERAL INFORMATION
EXHAUST SYSTEM
The basic exhaust system consists of exhaust manifold(s), exhaust pipe, catalytic converter, heat
shield(s), muffler and tailpipe (Fig. 1).
The exhaust system uses a single muffler with a
single monolithic-type catalytic converter.
The exhaust manifolds are equipped with ball
flange outlets to assure a tight seal and strain free
connections.
The exhaust system must be properly aligned to
prevent stress, leakage and body contact. If the system contacts any body panel, it may amplify objectionable noises originating from the engine or body.
When inspecting an exhaust system, critically inspect for cracked or loose joints, stripped screw or
bolt threads, corrosion damage and worn, cracked or
broken hangers. Replace all components that are
badly corroded or damaged. DO NOT attempt to repair.

When replacement is required, use original equipment parts (or their equivalent). This will assure
proper alignment and provide acceptable exhaust
noise levels.
CAUTION: Avoid application of rust prevention compounds or undercoating materials to exhaust system floor pan heat shields. Light overspray near the
edges is permitted. Application of coating will result
in excessive floor pan temperatures and objectionable fumes.

CATALYTIC CONVERTER
The stainless steel catalytic converter body is designed to last the life of the vehicle. Excessive heat
can result in bulging or other distortion, but excessive heat will not be the fault of the converter. If unburned fuel enters the converter, overheating may
occur. If a converter is heat-damaged, correct the
cause of the damage at the same time the converter

Fig. 1 Exhaust SystemTypical

11 - 2

EXHAUST SYSTEM AND INTAKE MANIFOLD

is replaced. Also, inspect all other components of the


exhaust system for heat damage.
Unleaded gasoline must be used to avoid contaminating the catalyst core.

DO NOT allow the engine to operate at fast idle for


extended periods (over 5 minutes). This condition
may result in excessive temperatures in the exhaust
system and on the floor pan.

HEAT SHIELDS

EXHAUST GAS RECIRCULATION (EGR)

Heat shields are needed to protect both the vehicle


and the environment from the high temperatures developed by the catalytic converter. The catalytic converter releases additional heat into the exhaust
system. Under severe operating conditions, the temperature increases in the area of the converter. Such
conditions can exist when the engine misfires or otherwise does not operate at peak efficiency.
DO NOT remove spark plug wires from plugs or by
any other means short out cylinders. Failure of the
catalytic converter can occur due to a temperature
increase caused by unburned fuel passing through
the converter.

To assist in the control of oxides of nitrogen (NOx)


in engine exhaust, all engines are equipped with an
exhaust gas recirculation system. The use of exhaust
gas to dilute incoming air/fuel mixtures lowers peak
flame temperatures during combustion, thus limiting
the formation of NOx.
Exhaust gases are piped from the exhaust manifold
to the intake manifold through an EGR tube. Refer
to Group 25, Emission Control Systems for complete
description, diagnosis and service procedures of the
exhaust gas recirculation system and components.

EXHAUST SYSTEM DIAGNOSIS

EXHAUST SYSTEM AND INTAKE MANIFOLD

11 - 3

SERVICE PROCEDURES
INDEX
page
Catalytic Converter . . . . . . . . . . . . . .
Exhaust Manifold3.9L / 5.2L Engines
Exhaust Pipe . . . . . . . . . . . . . . . . . .
Extension Pipe . . . . . . . . . . . . . . . . .
Heat Shield2.5L Engines . . . . . . . .

........... 4
. . . . . . . . . 11
........... 3
........... 4
........... 6

page
Heat Shield3.9L / 5.2L Engines . . . . .
Intake / Exhaust Manifolds2.5L Engine
Intake Manifold3.9L / 5.2L Engines . . .
Muffler . . . . . . . . . . . . . . . . . . . . . . . . .
Tailpipe . . . . . . . . . . . . . . . . . . . . . . . . .

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EXHAUST PIPE
REMOVAL
(1) Raise and support the vehicle.
(2) Saturate the bolts and nuts with heat valve lubricant. Allow 5 minutes for penetration.
(3) Remove the exhaust manifold-to-exhaust pipe
nuts (Fig. 1).
(4) On manual transmission vehicles, remove the

Fig. 2 Exhaust Pipe-to-Support BracketManual


Transmission
Fig. 1 Exhaust Pipe-to-Exhaust Manifold Connection
clamp bolt nuts holding the exhaust pipe to the support bracket and spacer (Fig. 2).
(5) Disconnect the exhaust pipe from the catalytic
converter front flange and the exhaust manifold.
(6) Remove the exhaust pipe.

INSTALLATION
(1) Align and connect the exhaust pipe to the catalytic converter flange (Fig. 3).
(2) Connect the exhaust pipe to the exhaust manifold. Tighten the nuts to 27 Nzm (20 ft. lbs.) torque.
(3) On manual transmission vehicles, position the
spacer and clamp bolt onto the support bracket. Install the clamp bolt nuts and tighten to 47 Nzm (35
ft. lbs.) torque.
(4) Lower the vehicle.

Fig. 3 Exhaust Pipe-to-Catalytic Converter Flange


Alignment

6
6
9
4
5

11 - 4

EXHAUST SYSTEM AND INTAKE MANIFOLD

(5) Start the engine and inspect for exhaust leaks


and exhaust system contact with the body panels.
Adjust the alignment, if needed.

CATALYTIC CONVERTER
REMOVAL
(1) Raise and support the vehicle.
(2) Saturate the bolts and nuts with heat valve lubricant. Allow 5 minutes for penetration.
(3) Remove the clamp nuts holding the catalytic
converter flange to the exhaust pipe (Fig. 3).
(4) Remove the clamp nuts holding the catalytic
converter flange to the extension pipe (Fig. 4) or muffler (Fig. 5 or 6).
(5) Remove the catalytic converter. You may have
to loosen up other sections of the exhaust system.
INSTALLATION
(1) Align and connect the catalytic converter flange
to the exhaust pipe (Fig. 3).
(2) Install the catalytic converter flange into the
extension pipe (Fig. 4) or muffler (Fig. 5 or 6).
(3) If other sections of the exhaust system where
loosened in removal, refer to that section for the
tightening procedures.
(4) At the catalytic converter flange connections,
install the clamp and nuts. Tighten the clamp nuts to
47 Nzm (35 ft. lbs.) torque.
(5) Lower the vehicle.
(6) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels.
Adjust the alignment, if needed.

Fig. 4 Extension Pipe to Catalytic Converter Flange

MUFFLER
REMOVAL
(1) Raise and support the vehicle.
(2) Saturate the clamp nuts with heat valve lubricant. Allow 5 minutes for penetration.
(3) Remove the muffler clamp nuts from the front
(Fig. 5 or 6) and rear hanger (Fig. 7 or 8).
(4) Disconnect the muffler from the tailpipe. The

EXTENSION PIPE
REMOVAL
(1) Raise and support the vehicle.
(2) Saturate the clamp nuts with heat valve lubricant. Allow 5 minutes for penetration.
(3) Remove the front (Fig. 4) and rear clamp nuts
(Fig. 5 or 6).
(4) It may be necessary to loosen other sections of
the exhaust system to remove the extension pipe.
INSTALLATION
(1) Position the extension pipe in the muffler (Fig.
5 or 6) and the catalytic converter flange (Fig. 4).
(2) If other sections of the exhaust system where
loosened in removal, refer to the section for tightening procedures.
(3) Install the clamps and nuts. Tighten the nuts
to 47 Nzm (35 ft. lbs.) torque.
(4) Lower the vehicle.
(5) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels.
Adjust the alignment, if needed.

Fig. 5 Extension Pipe or Catalytic Converter Flange


to Muffler (2.5L)
tailpipe should be supported when the muffler is disconnected.
(5) Remove the muffler from the extension pipe or
catalytic converter flange.

INSTALLATION
(1) If the 2.5L engine front muffler support assembly (Fig. 5) was removed, install the bolts into the
frame. Tighten the bolts to 23 Nzm (200 in. lbs.)
torque.
(2) If the 3.9L or 5.2L engine upper front muffler
hanger (Fig. 6) was removed, install the bolts into

EXHAUST SYSTEM AND INTAKE MANIFOLD

Fig. 6 Extension Pipe or Catalytic Converter Flange


to Muffler (3.9L or 5.2L)

11 - 5

Fig. 8 Muffler Rear Hanger and Tailpipe Connection


(3.9L or 5.2L)

TAILPIPE
REMOVAL
(1) Raise and support the vehicle.
(2) Saturate the clamp nuts with heat valve lubricant. Allow 5 minutes for penetration.
(3) Loosen the nuts on the muffler rear hanger
clamp. (Fig. 7 or 8).
(4) Remove the tailpipe hanger clamp bolt. (Fig. 9).
(5) Remove the tailpipe.

Fig. 7 Muffler Rear Hanger and Tailpipe Connection


(2.5L)
the frame. Tighten the bolts to 23 Nzm (200 in. lbs.)
torque. The insulators slip over the ends of the upper
and lower muffler hangers.
(3) Install the muffler into the extension pipe or
catalytic converter flange. Install the clamp and
tighten the nuts finger tight.
(4) Install the tailpipe into the rear of the muffler.
(5) Tighten the clamp nuts on the front and rear
muffler hangers to 47 Nzm (35 ft. lbs.) torque.
(6) Lower the vehicle.
(7) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels.
Adjust the alignment, if needed.

Fig. 9 Tailpipe Hanger


INSTALLATION
(1) Position the tailpipe into the muffler. Install
the nuts onto the clamp bolt finger tight.
(2) If the tailpipe hanger was removed from the

11 - 6

EXHAUST SYSTEM AND INTAKE MANIFOLD

frame bracket, install the hanger (Fig. 9). Tighten


the bolt to 23 Nzm (200 in. lbs.) torque. Install the
tailpipe clamp hanger bolt. Tighten the bolt to 23
Nzm (200 in. lbs.) torque.
(3) Tighten the muffler rear hanger nuts to 47 Nzm
(35 ft. lbs.) torque.
(4) Lower the vehicle.
(5) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels.
Adjust the alignment, if needed.

HEAT SHIELD2.5L ENGINES


REMOVAL
(1) Raise and support the vehicle.
(2) On regular cab vehicles, remove the screws
holding the catalytic converter heat shield to the
frame (Fig. 10).
(3) Slide the shield out around the exhaust system.

Fig. 11 Floor Pan Heat Shield


Nzm (80 in. lbs.) torque. Tighten the other screws to
10 Nzm (90 in. lbs.) torque.
(3) Lower the vehicle.

INTAKE / EXHAUST MANIFOLDS2.5L ENGINE


INTAKE MANIFOLDThe intake manifold is a 4
branch aluminum casting design. This long branch
fan design enhances low and mid-speed torque. An
integrally cast water crossover passage warms incoming fuel/air mixture. The EGR mounting boss and
PCV inlet are also located on the intake manifold.
EXHAUST MANIFOLDThe exhaust manifold is
a nodular cast iron 4 branch design. Exhaust manifolds intermesh with the intake manifold at the cylinder head. The exhaust gasses exit through a
machined, articulated joint connection to the exhaust
pipe.

Fig. 10 Regular Cab Heat Shield 2.5L


INSTALLATION
(1) On regular cab vehicles, position the heat
shield to the frame and install the screws. Tighten
the screws to 12 Nzm (110 in. lbs.) torque.
(2) Lower the vehicle.

HEAT SHIELD3.9L / 5.2L ENGINES


REMOVAL
(1) Raise and support the vehicle.
(2) Remove the screws and nuts holding the heat
shields to the frame and floor pan (Figs. 11, 12 and
13).
(3) Slide the shield out around the exhaust system.
INSTALLATION
(1) Position the heat shields to the floor pan or the
frame and install the screws and nuts.
(2) Tighten the nuts to 5 Nzm (45 in. lbs.) torque.
Tighten the screws to the rear frame heat shield to 9

REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Drain the cooling system (refer to Group 7,
Cooling System for the proper procedure).
(3) Remove the air cleaner and disconnect all vacuum lines, electrical wiring and fuel lines from the
throttle body.
(4) Remove throttle linkage.
(5) Remove the throttle body mounting bolts and
lift the throttle body and gasket from the intake
manifold (Fig. 14). Discard the gasket.
(6) Remove power steering and air pump support
bracket.
(7) Remove power brake vacuum hose from intake
manifold.
(8) Remove diverter valve assembly and disconnect
air injection tube assembly from the exhaust manifold.
(9) Remove water hoses from water crossover.
(10) Raise vehicle and remove exhaust pipe from
the exhaust manifold.
(11) Remove the EGR tube (Fig. 15).

EXHAUST SYSTEM AND INTAKE MANIFOLD

Fig. 12 Regular Cab Heat Shields

Fig. 13 Club Cab Heat Shields

11 - 7

11 - 8

EXHAUST SYSTEM AND INTAKE MANIFOLD

Fig. 14 Throttle Body

Fig. 16 Intake and Exhaust Attaching Bolts/Nuts

Fig. 15 EGR Tube and Intake Manifold Strut


(12) Remove intake manifold retaining bolts (Fig.
16).
(13) Lower vehicle.
(14) Remove the intake manifold strut (Fig. 15)
and intake manifold.
(15) Remove exhaust manifold retaining nuts (Fig.
16).
(16) Remove exhaust manifold.

CLEANING AND INSPECTION


Discard the gaskets. Clean all gasket surfaces on
both manifolds and on cylinder head.
Check gasket surfaces of the manifolds for flatness using a straight edge. Surfaces must be flat within 0.15
mm per 300 mm (0.006 in. per foot) of manifold length.
Inspect the manifolds for cracks and distortion.

INSTALLATION
(1) Install a new intake and exhaust manifold gasket coated lightly on the manifold side with Mopar
Gasket Sealer, or equivalent.
(2) Set the exhaust manifold in place. Tighten the
retaining nuts, starting at center and progressing
outward in both directions, to 23 Nzm (200 in. lbs.)
torque. Repeat this procedure until all nuts are at
the specified torque.
(3) Set the intake manifold in place.
(4) Raise vehicle and torque retaining bolts, starting at the center and progressing outward in both directions, to 23 Nzm (200 in. lbs.) torque. Repeat this
procedure until all bolts are at the specified torque.
(5) Install the intake manifold strut. Tighten the
bolt to 95 Nzm (70 ft. lbs.) torque. Tighten the nut to
54 Nzm (40 ft. lbs.) torque.
(6) Install the EGR tube with a new gasket.
Tighten the attaching bolts to 23 Nzm (200 in. lbs.)
torque.
(7) Install exhaust pipe to the exhaust manifold.
Tighten the nuts to 27 Nzm (20 ft. lbs.) torque.
(8) Lower the vehicle.
(9) Connect the water hoses to the water crossover.
(10) Install diverter valve assembly and connect
air injection tube assembly to the exhaust manifold.
(11) Install power brake vacuum hose to the intake
manifold.
(12) Install power steering and air pump support
bracket.
(13) Install throttle linkage.
(14) Using a new gasket, install the throttle body
onto the intake manifold. Tighten the bolts to 20 Nzm
(175 in. lbs.) torque.
(15) Install the air cleaner and connect all vacuum
lines, electrical wiring and fuel lines to the throttle
body.

EXHAUST SYSTEM AND INTAKE MANIFOLD


(16) Fill the cooling system (refer to Group 7, Cooling System for the proper procedure).
(17) Connect the negative cable to the battery.

INTAKE MANIFOLD3.9L / 5.2L ENGINES


The aluminum intake manifold is a single plane
design with equal length runners. The manifold is
sealed by flange side gaskets with front and rear
cross-over gaskets. The intake manifold has internal
EGR.

REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Drain the cooling system (refer to Group 7,
Cooling System for the proper procedures).
(3) Remove the generator (refer to Group 8B Battery/Starting/Charging Systems).
(4) Remove the air cleaner.
(5) Remove the fuel lines and fuel rail (refer to
Group 14, Fuel System).
(6) Disconnect the accelerator linkage and, if so
equipped, the speed control and transmission kickdown cables.
(7) Remove the return spring.
(8) Remove the distributor cap and wires.
(9) Disconnect the coil wires.
(10) Disconnect the heat indicator sending unit
wire.
(11) Disconnect the heater hoses and bypass hose.
(12) Remove the closed crankcase ventilation and
evaporation control systems.
(13) Remove intake manifold bolts.
(14) Lift the intake manifold and throttle body out
of the engine compartment as an assembly.
(15) Remove and discard the flange side gaskets
and the front and rear cross-over gaskets.
(16) Remove the throttle body bolts and lift the
throttle body off the intake manifold (Fig. 17). Discard the throttle body gasket.

11 - 9

(a) Turn the intake manifold upside down. Support the manifold.
(b) Remove the bolts and lift the pan off the
manifold. Discard the gasket.

CLEANING
Clean manifold in solvent and blow dry with compressed air.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
The plenum pan rail must be clean and dry (free of
all foreign material).
INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness
with a straightedge.
INSTALLATION
(1) Install the plenum pan, if removed, as follows:
(a) Turn the intake manifold upside down. Support the manifold.
(b) Place a new plenum pan gasket onto the seal
rail of the intake manifold. Position the pan over
the gasket. Align all the gasket and pan holes with
the intake manifold.
(c) Hand start all bolts.
(d) Tighten the bolts, in sequence (Fig. 18), as
follows:

Fig. 18 Plenum Pan Bolt Tightening Sequence

Fig. 17 Throttle Body Assembly


(17) Remove the plenum pan as follows:

Step 1Tighten bolts to 2.7 Nzm (24 in. lbs.)


torque.
Step 2Tighten bolts to 5.4 Nzm (48 in. lbs.)
torque.
Step 3Tighten bolts to 9.5 Nzm (84 in. lbs.)
torque.

11 - 10

EXHAUST SYSTEM AND INTAKE MANIFOLD

Step 4Check that all bolts are tightened to 9.5


Nzm (84 in. lbs.) torque.
(2) Using a new gasket, install the throttle body
onto the intake manifold. Tighten the bolts to 23 Nzm
(200 in. lbs.) torque.
(3) Place the 4 plastic locator dowels into the holes
in the block.
(4) Apply a bead of Mopar Silicone Rubber Adhesive Sealant, or equivalent, to the four corner joints.
The sealant bead height should be slightly higher
than the cross-over gaskets, approx. 5 mm (0.2 in).
An excessive amount of sealant is not required to ensure a leak proof seal, and an excessive amount of
sealant may reduce the effectiveness of the flange
gasket.
(5) Install the front and rear cross-over gaskets
onto the dowels (Fig. 19).

Fig. 20 Intake Manifold Flange Gasket Alignment

Fig. 19 Cross-Over Gaskets and Locator Dowels


(6) Install the flange gaskets. Ensure that the vertical port alignment tab is resting on the deck face of
the block. Also the horizontal alignment tabs must be
in position with the mating cylinder head gasket tabs
(Fig. 20). The words MANIFOLD SIDE should be visible on the center of each flange gasket.
(7) Carefully lower intake manifold into position on
the cylinder block and cylinder heads. long studs at
the front and rear of the manifold will help to align
the intake manifold. After intake manifold is in
place, inspect to make sure seals are in place. Remove alignment studs if used.
(8) The following torque sequence duplicates the
expected results of the automated assembly system.
3.9L ENGINE(Fig. 21)
Step 1Tighten bolts 1 and 2 to 8 Nzm (72 in. lbs.)
torque. Tighten in alternating steps 1.4 Nzm (12 in.
lbs.) torque at a time.

Fig. 21 Intake Manifold Bolt Tightening Sequence


3.9L Engines
Step 2Tighten bolts 3 thru 12, in sequence, to 8
Nzm (72 in. lbs.) torque.
Step 3Check that all bolts are tightened to 8
Nzm (72 in. lbs.) torque.

EXHAUST SYSTEM AND INTAKE MANIFOLD


Step 4Tighten all bolts, in sequence, to 16 Nzm
(12 ft. lbs.) torque.
Step 5Check that all bolts are tightened to 16
Nzm (12 ft. lbs.) torque.
5.2L ENGINE(Fig. 22)

11 - 11

EXHAUST MANIFOLD3.9L / 5.2L ENGINES


Exhaust manifolds are LOG type with balanced
flow.

REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Raise the vehicle.
(3) Remove the bolts and nuts attaching the exhaust pipe to the exhaust manifold.
(4) Lower the vehicle.
(5) Remove bolts, nuts and washers attaching
manifold to cylinder head.
(6) Remove manifold from the cylinder head.
CLEANING
Clean mating surfaces on cylinder head and manifold, wash with solvent and blow dry with compressed air. Inspect manifold for cracks.

Fig. 22 Intake Manifold Bolt Tightening Sequence


5.2L Engines
Step 1Tighten bolts 1 thru 4, in sequence, to 8
Nzm (72 in. lbs.) torque. Tighten in alternating steps
1.4 Nzm (12 in. lbs.) torque at a time.
Step 2Tighten bolts 5 thru 12, in sequence, to 8
Nzm (72 in. lbs.) torque.
Step 3Check that all bolts are tightened to 8
Nzm (72 in. lbs.) torque.
Step 4Tighten all bolts, in sequence, to 16 Nzm
(12 ft. lbs.) torque.
Step 5Check that all bolts are tightened to 16
Nzm (12 ft. lbs.) torque.
(9) Install closed crankcase ventilation and evaporation control systems.
(10) Install the coil wires.
(11) Connect the heat indicator sending unit wire.
(12) Connect the heater hoses and bypass hose.
(13) Install distributor cap and wires.
(14) Hook up the return spring.
(15) Connect the accelerator linkage and, if so
equipped, the speed control and transmission kickdown cables.
(16) Install the fuel lines and fuel rail (refer to
Group 14, Fuel System).
(17) Install the generator and drive belt. Tighten
generator mounting bolt to 41 Nzm (30 ft. lbs.)
torque. Tighten the adjusting strap bolt to 23 Nzm
(200 in. lbs.) torque. Refer to Group 7, Cooling System for the proper adjusting of belt tension.
(18) Install the air cleaner.
(19) Fill cooling system (refer to Group 7, Cooling
System for the proper procedure).
(20) Connect the negative cable to the battery.

INSPECTION
Inspect mating surfaces of manifold for flatness
with a straight edge. Seal surfaces must be flat
within 0.1 mm (0.004 inch) overall.
INSTALLATION
CAUTION: If the studs came out with the nuts
when removing the exhaust manifold, install new
studs.
(1) Position the exhaust manifolds on the two
studs located on the cylinder head. Install conical
washers and nuts on these studs (Figs. 23 and 24).
(2) Install new bolt and washer assemblies in the
remaining holes (Figs. 23 and 24). Start at the center
arm and work outward. Tighten the bolts and nuts to
24 Nzm (18 ft. lbs.) torque.
(3) Raise the vehicle.

Fig. 23 Exhaust Manifold Installation3.9L Engine


(4) Assemble the exhaust pipe to the exhaust manifold and secure with bolts, nuts and washers.
Tighten these nuts to 27 Nzm (20 ft. lbs.) torque.

11 - 12

EXHAUST SYSTEM AND INTAKE MANIFOLD

(5) Lower the vehicle.


(6) Connect the negative cable to the battery.

Fig. 24 Exhaust Manifold Installation5.2L Engine

TORQUE SPECIFICATIONS

FRAME AND BUMPERS

13 - 1

FRAME AND BUMPERS


CONTENTS
page

page

BUMPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

FRAME COMPONENT SERVICE . . . . . . . . . . . . . 34


SNOW PLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

BUMPERS
FRONT BUMPER
REMOVAL/DISASSEMBLY
(1) If equipped, disconnect the fog lamp wire harness connectors.
(2) Remove the retainers and separate the air dam
seal (Fig. 1) from the closure panel.

INSTALLATION
(1) If removed, position the air dam on the bumper
and install the bumper-to-air dam bolts and retainers
(Fig. 1). Tighten the nuts with 11 Nzm (95 in. lbs.)
torque.
(2) Position and support the bumper at the front of
the vehicle. Align the bumper bolt holes with the
support bracket and brace holes (Fig. 1).
(3) Install the bumper retaining bolts and nuts at
the support brackets and braces (Fig. 1). Ensure that
the bumper is correctly aligned with the closure
panel and the front fenders. Tighten the nuts with 41
Nzm (30 ft. lbs.) torque.
(4) Attach the air dam to the front fenders with
the nuts/retainers (Fig. 1).
(5) Attach the air dam seal to the closure panel
with the retainers (Fig. 1).
(6) If equipped, connect the fog lamp wire harness
connectors.

REAR BUMPER
Dakota rear bumpers are attached to the frame
rails with support brackets, braces, bolts and nuts.

Fig. 1 Front Bumper


(3) Remove the nuts/retainers and separate the air
dam from the front fenders (Fig. 1).
(4) Support the bumper.
(5) Remove the bumper retaining nuts and bolts
from the support brackets and braces (Fig. 1).
(6) Remove the support and the bumper from the
vehicle (Fig. 1).
(7) If necessary, remove the bumper-to-air dam
bolts and retainers, and remove the air dam (Fig. 1)
from the bumper.

TEMPORARY BUMPER REMOVAL


(1) Support the bumper.
(2) Remove the bumper support bracket attaching
nuts and bolts from the frame rails.
(3) Remove the support and remove the bumper
from the vehicle.
STEP BUMPER
SERVICE INFORMATION
The rear step bumper includes the bumper rail, the
support brackets and braces, and the license plate
lamps. Each of the step bumper components can be
serviced separately.
BUMPER REMOVAL
(1) Remove the wire harness clip retainers, disconnect the bulb sockets from each license plate lamp
and detach the wire harness from the step bumper
(Fig. 3).

13 - 2

FRAME AND BUMPERS


(3) Remove the nuts and bolts that attach each
bumper support bracket and brace to the frame rail
(Fig. 2).
(4) Lower the bumper with the brackets and the
braces attached.
(5) Remove the bolts that attach each support
bracket and brace to the bumper. Remove the brackets and braces from the bumper (Fig. 2).

Fig. 2 Rear Step Bumper

Fig. 3 Step Bumper License Plate Lamps


(2) Support the step bumper with a jack or other
appropriate device.

BUMPER INSTALLATION
(1) Attach the support brackets and braces to the
bumper (Fig. 2) with the attaching bolts and nuts.
Tighten the support bracket nuts with 68 Nzm (50 ft.
lbs.) torque and the brace nuts with 41 Nzm (30 ft.
lbs.) torque.
(2) Use a jack or similar lifting device and position
the step bumper assembly at the rear of the vehicle.
(3) Align the support bracket and brace holes with
frame rail holes and install the bracket attaching
bolts and nuts (Fig. 2). Tighten the support bracket
nuts with 68 Nzm (50 ft. lbs.) torque and the brace
nuts with 41 Nzm (50 ft. lbs.) torque.
(4) Ensure that the bumper is correctly aligned
with the cargo box rear corner panels.
(5) Connect the license plate lamp bulb sockets to
the lamps and attach the wire harness to the bumper
with the clip retainers (Fig. 3).

FRAME AND BUMPERS

13 - 3

SNOW PLOW
INDEX
page

page

Power Angling Cylinder Service . . . . . . . . . . . . . . . 16


Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Service Information . . . . . . . . . . . . . . . . . . . . . . . . . 3
Snow Plow Control Module . . . . . . . . . . . . . . . . . . 17
Snow Plow Frame . . . . . . . . . . . . . . . . . . . . . . . . . 16

Snow Plow Malfunction Diagnosis and Tests . . . . . . 4


Snow Plow Pivot Bracket . . . . . . . . . . . . . . . . . . . 16
Snow Plow Wiring Diagrams . . . . . . . . . . . . . . . . . . 4
System Description and Operation . . . . . . . . . . . . . . 3

SERVICE INFORMATION

Sector shear pinSelf-locking pin that locks the


moldboard in either a straight ahead or an angled
plowing position
If the blade impacts obstructions, the pin will
shear to protect the snow plow and the vehicle
from damage. The pin is not used with power
angle plowing.
Power angling cylindersEnable the operator to
move the moldboard either straight ahead or to the side
Hinge pinsAllows the A-Frame to pivot up and
down. The pins act as attaching points.
Cutting edgeReplaceable blade edge extends
the life of the blade
RunnersAdjustable runners retain the cutting
edge at the proper height
Sno-Flo paintSpecially developed high-visibility,
yellow paint provides fast, smooth snow-rolling action
Hydraulic pump and motor (Electro-Touch)Hydraulically raises, lowers and angles the snow plow
A-frameProvides the means for attaching the
snow plow to the vehicle
Lift armRaises and lowers the snow plow.

A snow plow is optionally available for Dakota


Truck vehicles. The primary mechanical components
are illustrated in Figure 1.

SYSTEM DESCRIPTION AND OPERATION

Fig. 1 Snow Plow Components


COMPONENT DESCRIPTION
The primary snow plow components are described
within the following list:
MoldboardSnow blade constructed from high
tensile steel
Trip springsAllow the moldboard to tilt forward and slide over obstructions without losing the
snow load
SectorUsed for positioning the moldboard
straight ahead or angling it to the right or left

HYDRAULIC CYLINDER AND MOTOR


The hydraulic cylinder and motor unit is designed
to raise, lower and angle the blade.
The power unit is a high torque, 12-volt motor that
is coupled to a gear-type hydraulic pump.
The toggle switches operate the solenoid valves.
The following components control the snow plow
blade positioning:
Solenoid valves designated A,B, and C
Mechanical hydraulic check valves
Pilot check valve
Crossover relief valve
SOLENOID (ELECTRO-MECHANICAL) VALVES
Three solenoid valves are used for snow plow control. Each valve is comprised of two components:
Cartridge Comprised of a valve and a solenoid.
Coil The electrical component that retracts the
cartridge solenoid.

13 - 4

FRAME AND BUMPERS

With power applied, the solenoid retracts and pulls


the poppet valve into the OPEN position.
When power is turned off, the spring forces the solenoid back to its normal, CLOSED position.
SOLENOID VALVE A
The solenoid valve A cartridge contains a poppet
valve. This valve is normally de-energized in the
CLOSED position. When closed, the valve retains
pressure in the lift cylinder. When it is energized
(valve opened), it allows the fluid to flow from the lift
cylinder back to the reservoir. This enables the plow
blade to lower via gravity.
Solenoid valve A is designed to remain energized
(valve open) during plowing to provide a floating
blade position. This ensures that the plow blade is
guided up-down by the surface deviations.
SOLENOID VALVE B
The solenoid valve B cartridge contains a spool valve.
This valve is normally in the de-energized CLOSED position. This allows the fluid to flow to the C solenoid. In
the energized OPEN position, the fluid is diverted to the
lift cylinder. This causes the plow blade to be raised.
SOLENOID VALVE C
The solenoid valve C cartridge contains a spool
valve that is normally in the de-energized CLOSED
position. This allows the fluid to flow to the rightside power angling cylinder. This angles the blade to
the left. At the same time, it allows the fluid from
the retracting left-side power angling cylinder to return to the pump reservoir.
Energizing the solenoid valve will route fluid to the
left side angling cylinder. This angles the plow blade
to the right. Also, the fluid is forced from the retracting right side cylinder. It flows through the C cartridge valve and returns to the pump reservoir.

MECHANICAL HYDRAULIC VALVES


The mechanical hydraulic valves all have the same
function: they control the direction of the hydraulic
fluid flow.
CHECK VALVES
Check valves allow fluid to flow freely in one direction while preventing fluid from flowing in the opposite direction.
A pump check valve is used to prevent fluid from
leaking back through the pump to the reservoir.
Two additional check valves are necessary because
solenoid valves B and C have some leakage.
One check valve is located between solenoid valve
B and the lift cylinder. It prevents fluid in the lift
cylinder from leaking back through solenoid valve B.
If fluid leaks back, it could angle the blade to the
left. This would force fluid through solenoid valve C
into the right side cylinder.

The other check valve is located between valve B


and valve C. It prevents fluid from being forced
through solenoid valve B.
PILOT CHECK VALVE
A pilot check valve has a piston in addition to a ball
seat and spring. A pilot check valve is located between
solenoid valve C and the reservoir. It has two functions:
Prevents the hydraulic fluid in either angling cylinder from leaking back to the reservoir
Allows the hydraulic fluid from a retracting angling cylinder to return to the reservoir.
The valve action is done by fluid moving the piston,
which forces the check ball off its seat.
CROSSOVER RELIEF VALVE
This valve protects against damage by a sudden
impact against the end of the blade. This will cause
high hydraulic pressure to accumulate in one of the
angling cylinders.
The hydraulic pressure increases enough to open
the crossover relief valve. The valve allows the highly
pressurized hydraulic fluid to flow to the other cylinder. This cushions the impact and changes the position of the blade.

SYSTEM OPERATION
Refer to Figures 2 through 5 for voltage application
and hydraulic fluid flow for each snow plow function.
Each figure shows the components that are actuated
for each function.

SNOW PLOW WIRING DIAGRAMS


Refer to Figures 6, 7 and 8 for wiring diagrams.
Refer to Specifications chart at the end of this group.

SNOW PLOW MALFUNCTION DIAGNOSIS AND


TESTS
Refer to the charts and illustrations for proper diagnosis.

SOLENOID VALVE COIL FUNCTIONAL TEST


Test the coils for proper operation, according to the
following procedure.
(1) Hold a screwdriver blade about 1/8 inch above
the nut on the coil to be tested.
(2) Have a helper operate the control switch that
energizes the applicable coil.
CAUTION: Do not connect an ohmmeter to a coil
when it is applied. This can cause internal damage
to the ohmmeter.
(3) If the coil is working, the electromagnetic action will pull the screwdriver down to the retaining
nut. If this does not occur, use an ohmmeter to check
the coil for continuity.

FRAME AND BUMPERS

Fig. 2 Raise BladeVoltage Application & Hydraulic Fluid Flow

13 - 5

13 - 6

FRAME AND BUMPERS

Fig. 3 Lower & Float BladeVoltage Application & Hydraulic Fluid Flow

FRAME AND BUMPERS

Fig. 4 Angle Blade RightVoltage Application & Hydraulic Fluid Flow

13 - 7

13 - 8

FRAME AND BUMPERS

Fig. 5 Angle Blade LeftVoltage Application & Hydraulic Fluid Flow

FRAME AND BUMPERS


SNOW PLOW DIAGNOSIS

13 - 9

13 - 10

FRAME AND BUMPERS

Fig. 6 Snow Plow Control Wiring Diagram

Fig. 7 Snow Plow Control Wiring Diagram (Contd)

FRAME AND BUMPERS


13 - 11

13 - 12

FRAME AND BUMPERS

Fig. 8 Snow Plow Auxiliary Lighting Wiring Diagram

FRAME AND BUMPERS


POWER UNIT
DISASSEMBLY/INSPECTION
(1) Remove the drain plug (Fig. 9). Drain the unit.
(2) Extend the ram and piston rod completely.
Drain the remaining oil from the cylinder.
(3) Remove the cover locknuts (Fig. 9). Remove the
cover.
(4) Inspect the casting for damage and cracks. Inspect the seal for cuts (Fig. 9).
(5) Remove the ram and the piston. Inspect the nylon sleeve, the piston, and the piston follower for excessive wear (Fig. 10).
(6) Inspect the cylinder for pitting and scoring in
the bore (Fig. 10).
(7) Inspect the ram for nicks, scratches, and corrosion (Fig. 10).
(8) Inspect the piston packing cup for wear (Fig. 10).
(9) Clean and inspect the base strainer.
(10) Replace all the O-ring seals during assembly.
(11) Loosen the motor bolts. Do not remove the
bolts from the motor. Retain the motor end plate during removal. Temporarily install two 1/4-20 nuts on
the motor bolts to retain the motor intact.
Both Prestolite and American Bosch motors are
used in snow plow power units. A Prestolite motor
can be identified by a domed top cover and the trade
name stamped on the body. American Bosch motors
have a flat top cover and no identifying name or
marks.
(12) Remove the pump drive shaft seal.
(13) Verify the seal kit components are correct for
the unit.
(14) Dip the new seal in oil. Install it over the
pump shaft with the seal lip facing down.
(15) Position the seal in the pump housing slightly
below the boss face.
(16) Remove solenoid valve A coil from the base.
Test it for continuity. The normal coil DC resistance
is 9.0 ohms 610%.
(17) Remove solenoid valve A cartridge with a 1
and 1/8-inch diameter deep socket wrench. Inspect
for external damage.
(18) Remove the filters. Clean the screens with
cleaning solvent and compressed air. Discard the Oring seals and the nylon retaining rings.
(19) Remove the pump housing (Fig. 9). Remove the insert valve, the ball, the spring, and the retainer from the
pump housing (Fig. 11). Inspect all the components for
damage and contamination. Discard the O-ring seals.
(20) Remove the socket-head screws. Remove the
valve block from the pump housing (Fig. 9). Discard the
O-ring seals.
(21) Remove solenoid valve B with special tool
J-25399 (Fig. 9).
(22) Remove the ball and spring from the valve
block (Fig. 9). Clean the solenoid valve. Inspect it for
external damage.

13 - 13

(23) Disassemble the three-way valve (Fig. 9). Discard the O-ring seal.
(24) Remove and clean solenoid valve C with special tool J-25399 (Fig. 9). Inspect the solenoid valve
for external damage.
(25) Disassemble the four-way valve (Fig. 12). Discard the O-ring seals (Fig. 12).
(26) Test solenoid valve B and C coils for electrical
continuity. The normal coil DC resistance is 3.7 ohms.
(27) Remove the pilot check valve plug, the spring
and the ball from the bottom of the valve block.
(28) Inspect the spring for damage and the ball
seat for nicks.
(29) Remove the acorn nut for access to the crossover valve components (Fig. 9).
(30) Remove the crossover valve components (Fig. 13).
Inspect for external damage. Discard the O-ring seals.
(31) Clean the block with compressed air to remove
all foreign material.

ASSEMBLY
Verify that all components are thoroughly clean
and free of foreign material. Use replacement gaskets
and seals during assembly. Petroleum jelly should
used for installing the rubber O-ring seals.
(1) Install the crossover valve components in the
valve block with replacement O-ring seals (Fig. 13).
(2) Install the ball, spring and pressure plug with
a replacement O-ring seal in the bottom of the valve
block (Fig. 13).
(3) Assemble solenoid valve C with replacement Oring seals and nylon retainer rings (Fig. 12).
(4) Install solenoid valve C with Tool J-25399 (Fig. 9).
(5) Assemble solenoid valve B with replacement Oring seals.
(6) Install the ball, spring and solenoid valve B
with Tool J-25399 (Fig. 9).
(7) Install the valve block and the replacement Oring seals on the pump base.
(8) Install the retainer, the spring, the ball, the insert valve and the pump housing with replacement
O-ring seals (Fig. 11). Tighten the pump housing
base nuts to 11.3 Nzm (100 in. lbs.) torque.
(9) Install the filters and the plugs with replacement O-ring seals (Fig. 9).
(10) Install solenoid valve A cartridge in the pump
base with replacement O-ring seals (Fig. 9).
(11) Install solenoid valve A coil (Fig. 9).
(12) Install the motor on the pump housing (Fig.
9). Engage the gear shaft tang with the notch in the
motor output shaft. Tighten the motor housing capscrews to 5 Nzm (45 in. lbs.) torque.
(13) Install the ram and piston with replacement
O-ring seals (Fig. 9).
(14) Position the cover on the reservoir. Secure it
with locknuts (Fig. 9). Tighten the locknuts to 11.3
Nzm (100 in. lbs.) torque.

13 - 14

FRAME AND BUMPERS

Fig. 9 Power UnitExploded View

FRAME AND BUMPERS

13 - 15

LEGEND FOR FIG. 9

Fig. 10 Lift Cylinder Components

Fig. 12 Solenoid Valve C/Four-Way ValveExploded


View

Fig. 11 Insert ValveExploded View

13 - 16

FRAME AND BUMPERS


SNOW PLOW FRAME
REMOVAL
(1) Support the snow plow frame.
(2) Remove the nuts and bolts that attach the
bumper brackets to the snow plow frame (Fig. 15).
(3) Remove the nuts and bolts that attach the support straps to the snow plow frame (Fig. 15).
(4) Remove the nuts, washers and bolts that attach
the snow plow frame to the vehicle frame side rails
and front crossmember (Fig. 15).
(5) Remove the snow plow frame and support from
the front of the vehicle frame (Fig. 15).

Fig. 13 Crossover Relief ValveDisassembled

POWER ANGLING CYLINDER SERVICE


If angling cylinder fluid leakage occurs, the cause
could be a loose gland nut (Fig. 14). Tighten the
gland nut.
CAUTION: Over-tightening the gland nut can lock
the cylinder. Leakage will not cease immediately because fluid has accumulated between the packing
and the gland nut. If the leakage persists, replace
the rod packing (Fig. 14).

INSTALLATION
(1) Position and support the snow plow frame at
the front of the vehicle frame with the bolt holes
aligned (Fig. 15).
(2) Install the snow plow frame attaching bolts,
washers and nuts finger-tight (Fig. 15).
(3) Install the support strap attaching bolts and
nuts finger-tight (Fig. 15).
(4) Install the bumper bracket attaching bolts and
nuts finger-tight (Fig. 15).
(5) Tighten all the attaching nuts to 68 Nzm (50 ft.
lbs.) torque.
(6) Remove the support from under the snow plow
frame.

SNOW PLOW PIVOT BRACKET


REMOVAL
(1) Support the snow plow pivot bracket.

Fig. 14 Angling CylinderExploded View

FRAME AND BUMPERS

13 - 17

Fig. 15 Snow Plow Frame Removal/Installation


(2) Remove the nuts and bolts that attach the support straps to the pivot bracket (Fig. 15).
(3) Remove the nuts, washers and bolts that attach
the pivot bracket to the vehicle frame side rails (Fig.
16).
(4) Remove the pivot bracket from the vehicle
frame rails (Fig. 16).

INSTALLATION
(1) Position and support the pivot bracket at the
vehicle frame rails with the bolt holes aligned (Fig.
16).
(2) Install the pivot bracket attaching bolts, washers and nuts finger-tight (Fig. 16).
(3) Install the support strap attaching bolts and
nuts (Fig. 15). Tighten the nuts to 68 Nzm (50 ft. lbs.)
torque.
(4) Tighten the pivot bracket attaching nuts to 68
Nzm (50 ft. lbs.) torque.
(5) Remove the support from under the pivot
bracket.

SNOW PLOW CONTROL MODULE


REMOVAL/DISASSEMBLY
(1) Remove the screws and module retainers from
the instrument panel (Fig. 17).

Fig. 16 Snow Plow Pivot Bracket Removal/Installation


(2) Remove the control module from the instrument panel (Fig. 17).
(3) Remove the module housing attaching screws
(Fig. 18).

13 - 18

FRAME AND BUMPERS

Fig. 17 Snow Plow Control Module Removal/


Installation
(4) Separate the switch cover from the housing
(Fig. 18).
(5) Detach the lamp holders from the switch cover.
Disconnect the wire harness connectors from the
switches (Fig. 18).
(6) Remove the nut, ring washer and lockwasher
from each toggle switch (Fig. 18).
(7) Remove the toggle switches from the switch
cover (Fig. 18).
(8) Carefully pry the auxiliary headlamp switch
outward from the switch cover face. Remove it from
the switch cover (Fig. 18).

ASSEMBLY/INSTALLATION
(1) Insert the auxiliary headlamp switch in the
switch cover opening. Carefully push inward until it
is completely seated against the cover face (Fig. 18).

Fig. 18 Snow Plow Control Module Disassembled


(2) Position the toggle switches in the switch cover
openings. Install the lockwashers, ring washers and
nuts (Fig. 18). Tighten the nuts with 5 Nzm (45 in.
lbs.) torque.
(3) Insert the lamp holders in the switch cover
openings. Connect the wire harness connectors to the
switches (Fig. 18).
(4) Mate the switch cover with the module housing. Install the housing attaching screws (Fig. 18).
Tighten the screws until the screw heads are seated
against the housing.
(5) Position the control module on the instrument
panel with the slots aligned with the holes. Install
the retainers and screws (Fig. 17). Tighten the
screws until the module is tightly attached to the instrument panel.

FRAME AND BUMPERS


SNOW PLOW SPECIFICATIONS

13 - 19

13 - 20

FRAME AND BUMPERS


FRAME
INDEX
page

page

Frame Dimensions . . . . . . . . . . . . . . . . . . . . . . . . 21
Frame Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Frame Straightening . . . . . . . . . . . . . . . . . . . . . . . 20

General Information . . . . . . . . . . . . . . . . . . . . . . . 20
Safety Precautions and Warnings . . . . . . . . . . . . . 20

SAFETY PRECAUTIONS AND WARNINGS

and through-bolts. The cargo box or bed is attached


to the frame with bolts. Refer to Group 23, Body for
cargo box service procedures.
The frame is designed for independent front suspension with the front suspension crossmember being
a part of the frame (Fig. 1). The engine front mount
support brackets are welded to the frame rails on a
4x4 vehicle and bolted to the crossmember on a 4x2
vehicle. The front suspension attaching brackets are
welded to the side rails (Fig. 1). The rear suspension
attaching brackets are riveted to the side rails.
The frame (Fig. 1) is the foundation and the structural center of a Dakota vehicle. It is designed to absorb and dissipate flexing and twisting due to
acceleration, braking, cornering and road surface
variances without bending when subjected to normal
driving conditions. The frame is the mounting platform for the following systems and components.
Front and rear suspension systems.
Engine, transmission, and transfer case.
Steering gear and linkage.
Fuel cell and fuel line tubing.
Front end sheet metal and radiator closure panel.
Passenger cab.
Cargo box or bed.
Front and rear bumper systems.

WARNING: USE EYE PROTECTION WHEN GRINDING OR WELDING METAL, SERIOUS EYE INJURY
CAN RESULT.
BEFORE PROCEEDING WITH FRAME REPAIR INVOLVING GRINDING OR WELDING, VERIFY THAT
VEHICLE FUEL SYSTEM IS NOT LEAKING OR IN
CONTACT WITH REPAIR AREA, PERSONAL INJURY
CAN RESULT.
DO NOT ALLOW OPEN FLAME TO CONTACT PLASTIC BODY PANELS. FIRE OR EXPLOSION CAN RESULT.
WHEN WELDED FRAME COMPONENTS ARE REPLACED, 100% PENETRATION WELD MUST BE
ACHIEVED DURING INSTALLATION. IF NOT, DANGEROUS OPERATING CONDITIONS CAN RESULT.
STAND CLEAR OF CABLES OR CHAINS ON PULLING EQUIPMENT DURING FRAME STRAIGHTENING
OPERATIONS, PERSONAL INJURY CAN RESULT.
DO NOT VENTURE UNDER A HOISTED VEHICLE
THAT IS NOT SUPPORTED ON SAFETY STANDS,
PERSONAL INJURY CAN RESULT.
CAUTION: Do not reuse damaged fasteners, quality
of repair would be suspect.
Do not drill holes in top or bottom frame rail
flanges, frame rail failure can result.
Do Not use softer than Grade 3 bolts to replace production fasteners, loosening or failure can result.
When using heat to straighten frame components do
not exceed 566C (1050F), metal fatigue can result.
Welding the joints around riveted cross members
and frame side rails can weaken frame.

GENERAL INFORMATION
Dakota vehicles have a ladder-type frame (Fig. 1)
that has:
A box-section front.
A dropped center.
Open-channel side rails in the rear.
As applicable, the frame crossmembers are securely
attached to the side rails by either rivets, welds or
bolts to form a ladder-shaped frame (Fig. 1). The cab
is attached from the frame with rubber load cushions

FRAME STRAIGHTENING
When necessary, a conventional frame that is bent
or twisted can be straightened by application of heat.
The temperature must not exceed 566C (1050F).
The metal will have a dull red glow at the desired
temperature. Excessive heat will decrease the
strength of the metal and result in a weakened
frame.
Welding the joints around riveted cross members
and frame side rails is not recommended.
A straightening repair process should be limited to
frame members that are not severely damaged. The
replacement bolts, nuts and rivets that are used to
join the frame members should conform to the same
specifications as the original bolts, nuts and rivets.

FRAME REPAIRS
DRILLING HOLES
Do not drill holes in frame side rail top and bottom

FRAME AND BUMPERS

13 - 21

Fig. 1 Dakota Frame-4x2


flanges, metal fatigue can result causing frame failure. Holes drilled in the side of the frame rail must
be at least 38 mm (1.5 in.) from the top and bottom
flanges.
Additional drill holes should be located away from
existing holes.

WELDING
Use MIG, TIG or arc welding equipment to repair
welded frame components.
Frame components that have been damaged should
be inspected for cracks before returning the vehicle
to use. If cracks are found in accessible frame components perform the following procedures.
(1) Drill a hole at each end of the crack with a 3
mm (O.125 in.) diameter drill bit.
(2) Using a suitable die grinder with 3 inch cut off
wheel, V-groove the crack to allow 100% weld penetration.
(3) Weld the crack.
(4) If necessary when a side rail is repaired, grind
the weld smooth and install a reinforcement channel
(Fig. 2) over the repaired area.
If a reinforcement channel is required, the
top and bottom flanges should be 0.250 inches
narrower than the side rail flanges. Weld only
in the areas indicated (Fig. 2).
FRAME FASTENERS
Bolts, nuts and rivets can be used to repair frames
or to install a reinforcement section on the frame.
Bolts can be used in place of rivets. When replacing
rivets with bolts, install the next larger size diameter
bolt to assure proper fit. If necessary, drill the hole
out just enough to receive the bolt.

Fig. 2 Frame Reinforcement


Conical-type washers are preferred over the splitring type lock washers. Normally, grade-5 bolts are
adequate for frame repair. Grade-3 bolts or softer
should not be used. Tightening bolts/nuts with the
correct torque, refer to the Introduction Group at the
front of this manual for tightening information.

FRAME DIMENSIONS
Frame dimensions are listed in inch scale. All dimensions are from center to center of Principal Locating Point (PLP), or from center to center of PLP
and fastener location (Fig. 3, 4, 5, 6, 7, 8, 9, 10, 11,
12, 13, and 14).

Fig. 3 4X2 112 Inch Wheel Base-Side View

13 - 22
FRAME AND BUMPERS

Fig. 4 4X2 112 Inch Wheel Base-Top View

FRAME AND BUMPERS


13 - 23

Fig. 5 4X2 124 Inch Wheel Base-Side View

13 - 24
FRAME AND BUMPERS

Fig. 6 4X2 124 Inch Wheel Base-Top View

FRAME AND BUMPERS


13 - 25

Fig. 7 4X2 131 Inch Wheel Base Club Cab-Side View

13 - 26
FRAME AND BUMPERS

Fig. 8 4X2 131 Inch Wheel Base Club Cab-Top View

FRAME AND BUMPERS


13 - 27

Fig. 9 4X4 112 Inch Wheel Base-Side View

13 - 28
FRAME AND BUMPERS

Fig. 10 4X4 112 Inch Wheel Base-Top View

FRAME AND BUMPERS


13 - 29

Fig. 11 4X4 124 Inch Wheel Base-Side View

13 - 30
FRAME AND BUMPERS

Fig. 12 4X4 124 Inch Wheel Base-Top View

FRAME AND BUMPERS


13 - 31

Fig. 13 4X4 131 Inch Wheel Base Club Cab-Side View

13 - 32
FRAME AND BUMPERS

Fig. 14 4X4 131 Inch Wheel Base Club Cab-Top View

FRAME AND BUMPERS


13 - 33

13 - 34

FRAME AND BUMPERS


FRAME COMPONENT SERVICE
INDEX
page

page

Drive Shaft Center Bearing Support Crossmember . 35


Engine Splash Shield/Air Deflector4WD Vehicles . 34

Service Information . . . . . . . . . . . . . . . . . . . . . . . . 34
Skid Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

SERVICE INFORMATION

(3) Remove the support and the skid plate from


the crossmembers (Fig. 2).

It may be necessary to refer to the component removal procedure for service access.

ENGINE SPLASH SHIELD/AIR DEFLECTOR4WD


VEHICLES
REMOVAL
(1) Remove the screws that attach the splash
shield/air deflector to the frame side rails and crossmember (Fig. 1).
(2) Remove the splash shield/air deflector from the
side rails and crossmember (Fig. 1).

INSTALLATION
(1) Position and support the skid plate at the front
crossmembers (Fig. 2).
(2) Install the screws to attach the skid plate to
the crossmembers (Fig. 2). Tighten the screws with
23 Nzm (200 in. lbs.) torque.
(3) Remove the support from under the skid plate.

TRANSFER CASE SKID PLATE4WD

INSTALLATION
(1) Position the splash shield/air deflector on the
side rails and crossmember (Fig. 1).
(2) Attach the splash shield/air deflector to the
side rails and crossmember with screws (Fig. 1).
Tighten the screws with 23 Nzm (200 in. lbs.) torque.

SKID PLATES

Fig. 2 Front Axle Skid Plate4WD Vehicles


VEHICLES

Fig. 1 Splash Shield/Air Deflector4WD Vehicles


FRONT AXLE SKID PLATE4WD VEHICLES
REMOVAL
(1) Position a support under the skid plate.
(2) Remove the screws that attach the skid plate to
the front crossmembers (Fig. 2).

REMOVAL
(1) Position a support under the skid plate.
(2) Remove the screws that attach the skid plate to
the crossmembers (Fig. 3).
(3) Remove the support and the skid plate from
the crossmembers (Fig. 3).

FRAME AND BUMPERS

13 - 35

INSTALLATION
(1) Position and support the skid plate at the
crossmembers (Fig. 3).
(2) Install the screws to attach the skid plate to
the crossmembers (Fig. 3). Tighten the screws with
23 Nzm (200 in. lbs.) torque.
(3) Remove the support from under the skid plate.

Fig. 4 Fuel Tank Skid Plate4WD Vehicles

DRIVE SHAFT CENTER BEARING SUPPORT


CROSSMEMBER
For 4x2 vehicles equipped with extended cab or
8-feet cargo box and a manual transmission, use the
following procedures.

Fig. 3 Transfer Case Skid Plate4WD Vehicles


FUEL TANK SKID PLATE4WD VEHICLES
REMOVAL
(1) Position a support under the skid plate.
(2) Remove the nuts that attach the skid plate to
the fuel tank crossmember and the frame crossmember (Fig. 4).
(3) Remove the screws that attach the skid plate to
the support bracket and the frame side rail (Fig. 4).
(4) Remove the support and the skid plate from
the vehicle.
INSTALLATION
(1) Position and support the skid plate under the
fuel tank.
(2) Install the nuts to attach the skid plate to the
fuel tank crossmember and the frame crossmember
(Fig. 4). Tighten the nuts with 41 Nzm (30 ft. lbs.)
torque.
(3) Install the screws to attach the skid plate to
the frame side rail and the support bracket (Fig. 4).
Tighten the screws with 23 Nzm (200 in. lbs.) torque.
(4) Remove the support from under the skid plate.

REMOVAL
(1) At each side of the vehicle, remove the nuts
and bolts that attach the support crossmember to the
frame side rail (Fig. 5).

Fig. 5 Drive Shaft Center Bearing Support


Crossmember
(2) Remove the crossmember from the side rails.
INSTALLATION
(1) Position the support crossmember on the frame
side rails (Fig. 5).

13 - 36

FRAME AND BUMPERS


TORQUE SPECIFICATIONS

(2) At each side of the vehicle, install the bolts and


nuts to attach the crossmember rod to the frame side
rail (Fig. 5).

(3) Tighten the nuts with 41 Nzm (30 ft. lbs.)


torque.

FUEL SYSTEM

14 - 1

FUEL SYSTEM
CONTENTS
page

ACCELERATOR PEDAL AND THROTTLE CABLE . 18


FUEL DELIVERY SYSTEM . . . . . . . . . . . . . . . . . . 3
FUEL TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
MULTI-PORT FUEL INJECTION (MFI)
COMPONENT DESCRIPTION/SYSTEM
OPERATION3.9L/5.2L ENGINE . . . . . . . . . . 52
MULTI-PORT FUEL INJECTION (MFI)
COMPONENT REMOVAL/INSTALLATION
3.9L/5.2L ENGINE . . . . . . . . . . . . . . . . . . . . . 83

page

MULTI-PORT FUEL INJECTIONGENERAL


DIAGNOSIS3.9L/5.2L ENGINE . . . . . . . . . .
SINGLE-PORT FUEL INJECTIONCOMPONENT
DESCRIPTION/SYSTEM OPERATION2.5L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SINGLE-PORT FUEL INJECTIONCOMPONENT
REMOVAL/INSTALLATION2.5L ENGINE . . .
SINGLE-PORT FUEL INJECTIONGENERAL
DIAGNOSIS2.5L ENGINE . . . . . . . . . . . . . .
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . .

67
21
43
32
92

GENERAL INFORMATION
Throughout this group, references are made to particular vehicle models by alphabetical designation or
by the particular vehicle nameplate. A chart showing
a breakdown of the alphabetical designations is included in the Introduction section at the beginning of
this manual.
All vehicles are equipped with either: a 2.5L 4-cylinder, a 3.9L V-6 or a 5.2L (V-8) engine.
The Fuel System consists of: the fuel tank, an
electric (fuel tank mounted) fuel pump, a separate
frame mounted fuel filter (2.5L engine only), a combination fuel filter/pressure regulator (3.9L and 5.2L
engines only), the pressure relief/rollover valve and a
pressure-vacuum fuel filler cap. It also consists of
fuel tubes/lines/hoses, vacuum hoses, throttle body
and fuel injector(s).
The Fuel Delivery System consists of: the electric
fuel pump, fuel filter, fuel tubes/lines/hoses, fuel rail,
fuel injectors and fuel pressure regulator. On 3.9L
V-6 and 5.2L V-8 engines, a combination fuel filter
and fuel pressure regulator are mounted to the top of
the fuel pump module.
A Fuel Return System is used on all vehicles (all
engines). On the 2.5L 4-cylinder engine, the system
consists of a throttle body mounted fuel pressure regulator and the fuel tubes/lines/hoses that route fuel
from the engine and return it to the fuel tank. On
3.9L or 5.2L engines, fuel is returned through the
fuel pump module and back into the fuel tank
through the fuel filter/fuel pressure regulator. A separate fuel return line from the engine to the tank is
no longer used on any 3.9L V-6 or 5.2L V-8 engine.
The Fuel Tank Assembly consists of: the fuel
tank, the filler tube, a fuel gauge sending unit/electric fuel pump module, a combination fuel filter/pres-

sure regulator (3.9L and 5.2L engines), a pressure


relief/rollover valve and a pressure-vacuum filler cap.
Also to be considered part of the fuel system is the
Evaporation Control System. This is designed to
reduce the emission of fuel vapors into the atmosphere. The description and function of the Evaporative Control System is found in Group 25, Emission
Control Systems.

FUEL USAGE STATEMENT


Your vehicle was designed to meet all emission regulations and provide excellent fuel economy using
high quality unleaded gasoline. Only use unleaded
gasolines having a minimum posted octane of 87.
If your vehicle develops occasional light spark
knock (ping) at low engine speeds, this is not harmful. However, continued heavy knock at high
speeds can cause damage and should be reported to your dealer immediately. Engine damage as a result of heavy knock operation may not be
covered by the new vehicle warranty.
In addition to using unleaded gasoline with the
proper octane rating, those that contain detergents, corrosion and stability additives are recommended. Using gasolines that have these
additives will help improve fuel economy, reduce
emissions and maintain vehicle performance.
Poor quality gasoline can cause problems such
as hard starting, stalling and stumble. If you experience these problems, use another brand of gasoline
before considering service for the vehicle.

GASOLINE/OXYGENATE BLENDS
Some fuel suppliers blend unleaded gasoline with
materials that contain oxygen such as alcohol, MTBE

14 - 2

FUEL SYSTEM

and ETBE. The type and amount of oxygenate used


in the blend is important. The following are generally
used in gasoline blends:
ETHANOL
Ethanol (Ethyl or Grain Alcohol) properly blended,
is used as a mixture of 10 percent ethanol and 90
percent gasoline. Gasoline with ethanol may be
used in your vehicle.
METHANOL
CAUTION: DO NOT USE GASOLINES CONTAINING
METHANOL. Use of methanol/gasoline blends may result in starting and driveability problems. In addition,
damage may be done to critical fuel system components.
Methanol (Methyl or Wood Alcohol) is used in a variety of concentrations blended with unleaded gasoline. You may encounter fuels containing 3 percent or
more methanol along with other alcohols called cosolvents.
Problems that are the result of using methanol/gasoline blends are not the responsibility of Chrysler
Corporation. They may not be covered by the vehicle
warranty.

MTBE/ETBE
Gasoline and MTBE (Methyl Tertiary Butyl Ether)
blends are a mixture of unleaded gasoline and up to
15 percent MTBE. Gasoline and ETBE (Ethyl Tertiary Butyl Ether) are blends of gasoline and up to
17 percent ETBE. Gasoline blended with MTBE or
ETBE may be used in your vehicle.
CLEAN AIR GASOLINE
Many gasolines are now being blended that contribute to cleaner air, especially in those areas of the
country where air pollution levels are high. These
new blends provide a cleaner burning fuel and some
are referred to as Reformulated Gasoline.
In areas of the country where carbon monoxide levels are high, gasolines are being treated with oxygenated materials such as MTBE, ETBE and ethanol.
Chrysler Corporation supports these efforts toward
cleaner air and recommends that you use these gasolines as they become available.

FUEL DELIVERY SYSTEM

14 - 3

FUEL DELIVERY SYSTEM


INDEX

Fuel
Fuel
Fuel
Fuel
Fuel
Fuel
Fuel

page

page

Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Filter/Fuel Pressure Regulator . . . . . . . . . . . . . 5
Line with Latch Clip . . . . . . . . . . . . . . . . . . . . 13
Pressure Leak Down Test3.9L/5.2L Engine . . 9
Pump Capacity Test3.9L/5.2L Engine . . . . . . 9
Pump Control . . . . . . . . . . . . . . . . . . . . . . . . . 4
Pump Module2.5L Engine . . . . . . . . . . . . . . 3

Fuel Pump Module3.9L/5.2L Engine . . . . . . . . . . . 3


Fuel System Pressure Release . . . . . . . . . . . . . . . . 7
Fuel System Pressure Test2.5L Engine . . . . . . . . 8
Fuel System Pressure Test3.9L/5.2L Engine . . . . . 8
Fuel Tubes/Lines/Hoses and Clamps . . . . . . . . . . . 10
Quick-Connect Fittings . . . . . . . . . . . . . . . . . . . . . 10

FUEL PUMP MODULE2.5L ENGINE


The fuel pump module is installed in the top of the
fuel tank (Fig. 1). The fuel pump module (Fig. 2) contains the following components:
Electric fuel pump
Fuel pump reservoir
In-tank fuel filter (strainer)
Pressure relief/rollover valve
Fuel gauge sending unit
Fuel filler vent fitting
Fuel supply and return tube (line) connections
The fuel pump is not serviceable. If the electric fuel
pump needs replacement, the complete fuel pump
module must be replaced.

Fig. 2 Fuel Pump Module Components2.5L Engine

Fig. 1 Top View of Fuel Pump Module2.5L Engine

FUEL PUMP MODULE3.9L/5.2L ENGINE


The fuel pump module is installed in the top of the
fuel tank (Fig. 3). The fuel pump module (Fig. 4) contains the following components:
A combination fuel filter/fuel pressure regulator
Electric fuel pump
Fuel pump reservoir
A separate in-tank fuel filter (strainer)
Pressure relief/rollover valve
Fuel gauge sending unit

Fuel supply line connection


Fuel filler vent fitting
The fuel pump is not serviceable. If the electric fuel
pump needs replacement, the complete fuel pump
module must be replaced.

ELECTRIC FUEL PUMP


The fuel pump used in this system has a permanent magnet electric motor. The pump is part of the
fuel pump module (Fig. 4). The fuel pump module is
suspended in fuel in the fuel tank. Fuel is drawn in
through a filter and pushed through the electric motor to the outlet. The pump contains a check valve.
This valve is located near the pump outlet. It re-

14 - 4

FUEL DELIVERY SYSTEM


(3) Note the direction of the fuel filter/fuel pressure regulator, the pressure relief/rollover valve and
the fuel pump electrical connector. Refer to figures 1
or 3.
(4) The fuel pump module locknut is threaded onto
the fuel tank. Remove the fuel pump module locknut
(Figs. 1 or 3). The fuel pump module will spring up
when the locknut is removed.
(5) Remove the module assembly from fuel tank.
Take care not to bend the wire rod connecting
the float to the module.

Fig. 3 Top View of Fuel Pump Module3.9L/5.2L


Engines

DISASSEMBLYFUEL GAUGE SENDING UNIT


(1) Remove sending unit mounting screws (Fig. 4).
(2) Mark the sending unit electrical wires before
removal for correct installation. Carefully disconnect
electrical wires from sending unit (Fig. 4). Remove
sending unit.
(3) Reverse order of removal for installation.
IN-TANK FUEL FILTER
The in-tank filter is attached to the bottom of the
fuel pump module (Figs. 2 or 4).
(1) Pry the mounting tabs back and remove the intank fuel filter.
(2) Install new fuel filter into retaining tabs.

FUEL PUMP MODULE INSTALLATION


CAUTION: Whenever the fuel pump module is serviced, the locknut and gasket must be replaced.

stricts fuel movement in either direction to maintain


fuel supply line pressure when the pump is not operational. Voltage to operate the pump is supplied
through the fuel pump relay.

(1) Using a new gasket, position fuel pump module


into opening in fuel tank. Take care not to bend
the wire rod connecting the float to the module.
(2) Position new locknut (Figs. 1 or 3) over top of
fuel pump module.
(3) Tighten locknut.
(4) Install fuel tank. Refer to Fuel Tank Installation in this section.

FUEL PUMP MODULE REMOVAL

FUEL PUMP CONTROL

Fig. 4 Fuel Pump Module Components3.9L/5.2L


Engines

WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING THE FUEL PUMP MODULE,
THE FUEL SYSTEM PRESSURE MUST BE RELEASED.
CAUTION: Whenever the fuel pump module is serviced, the locknut and gasket must be replaced.
(1) Drain the fuel tank. Refer to Draining Fuel
Tank in the Fuel Tank section of this group.
(2) Remove fuel tank. Refer to the Fuel Tank section of this group.

The powertrain control module (PCM) computer energizes the fuel pump through the fuel pump relay.
Battery voltage is applied to the relay from the ignition switch. The coil in the relay is energized when a
ground is provided by the PCM. The relay is located
in the power distribution center (PDC) (Fig. 5). For
location of relay within the PDC, refer to label under
PDC cover.

FUEL DELIVERY SYSTEM

14 - 5

Fig. 5 Power Distribution Center (PDC)Typical

FUEL FILTER
2.5L ENGINE ONLY
REMOVAL
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING THE FUEL FILTER, THE FUEL
SYSTEM PRESSURE MUST BE RELEASED.
(1) Perform the Fuel System Pressure Release procedure.
(2) Disconnect negative battery cable from battery.
(3) Raise and support the vehicle.
(4) Remove filter retaining bolt and remove filter
assembly from mounting plate (Fig. 6).
(5) Loosen hose clamps on filter and hoses (Fig. 6).
(6) Wrap a shop towel around hoses to absorb fuel.
Remove hoses at filter and fuel tube and remove filter from vehicle.
(7) Discard hose clamps.
INSTALLATION
CAUTION: The tubes/hoses used on fuel injected
vehicles are of a special construction. This is due
to the higher fuel pressures and the possibility of
contaminated fuel in this system. If it is necessary
to replace these tubes/hoses, only tubes/hoses
marked EFM/EFI may be used.
CAUTION: The hose clamps used on fuel injected
vehicles are of a special rolled edge construction to
prevent the edge of the clamp from cutting into the
hose. Only these rolled edge type clamps may be
used in this system. All other types of clamps may
cut into the hoses and cause high-pressure fuel
leaks.

Fig. 6 Fuel Filter2.5L Engine


(1) Install hoses to fuel tubes. Position the hoses
and clamps to the tubes with the dimensions shown
in figure 5. Tighten new clamps to 1 Nzm (10 in. lbs.)
torque.
(2) Install hoses to filter fittings. Tighten new
clamps to 1 Nzm (10 in. lbs.) torque.
(3) Position filter assembly on mounting plate.
Tighten mounting bolt to 12 Nzm (110 in. lbs.) torque.
(4) Lower the vehicle and connect battery cable.
(5) Check for fuel leaks.

3.9L OR 5.2L ENGINE


Refer to Fuel Filter/Fuel Pressure Regulator for information.

FUEL FILTER/FUEL PRESSURE REGULATOR


3.9L/5.2L ENGINE ONLY
A combination fuel filter and fuel pressure regulator is used on all 3.9L V-6 and 5.2L V-8 engines. It is
pressed into a rubber grommet located on the top of
the fuel pump module (Fig. 3). A separate frame
mounted fuel filter is not used with 3.9L or 5.2L engines.
Fuel Pressure Regulator Operation: The pressure regulator is a mechanical device that is not controlled by engine vacuum or the powertrain control
module (PCM).

14 - 6

FUEL DELIVERY SYSTEM

The regulator is calibrated to maintain fuel system


operating pressure of approximately 241-310 kPa
(35-45 psi) at the fuel injectors. It contains a diaphragm, calibrated springs and a fuel return valve.
The internal fuel filter (Fig. 7) is also part of the assembly.
Fuel is supplied to the filter/regulator by the electric fuel pump through an opening tube at the bottom of filter/regulator (Fig. 7).
The filter/regulator contains a check valve to maintain some fuel pressure when the engine is not operating. This will help to start the engine.
If fuel pressure at the pressure regulator exceeds
approximately 45 psi, an internal diaphragm closes
and excess fuel pressure is routed back into the tank
through the pressure regulator. A separate fuel return line is not used with any 3.9L or 5.2L engine.

Fig. 8 Filter/Regulator Location3.9L/5.2L Engine


(2) The fuel filter/regulator is pressed into a rubber
grommet. Remove by twisting and pulling straight up
(Fig. 9).
CAUTION: Do not pull the filter/regulator more than
three inches from the fuel pump module. Damage to
the coiled fuel tube (line) may result.

Fig. 7 Side ViewFilter/Regulator3.9L/5.2L Engine


REMOVALFUEL FILTER OR FUEL PRESSURE
REGULATOR
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE, EVEN WITH ENGINE OFF. BEFORE
SERVICING
THE
FUEL FILTER/FUEL
PRESSURE REGULATOR, THE FUEL SYSTEM
PRESSURE MUST BE RELEASED.
Refer to Fuel System Pressure Release in the Fuel
Delivery System section of this group.
The fuel filter/fuel pressure regulator is located on
the top of fuel pump module (Fig. 8).
Fuel pump module removal is not necessary.
(1) Drain fuel tank and remove tank. Refer to Fuel
Tanks in this group.

Fig. 9 Filter/Regulator Removal and Installation


3.9L/5.2L Engine
(3) Remove the snap ring retaining the convoluted
tube (cover) to the filter/regulator (Fig. 10). Slide the
plastic tube down the fuel tube to clear the fuel tube
clamp.
(4) Gently cut the old fuel tube (line) clamp (Fig.
11) taking care not to damage the plastic fuel tube.
Remove and discard the old fuel tube clamp.
(5) Remove the plastic fuel tube from the filter/regulator by gently pulling downward. Remove filter/regulator from fuel pump module.

INSTALLATION
(1) Install a new clamp over the plastic fuel tube.

FUEL DELIVERY SYSTEM

Fig. 10 Plastic Tube and Snap Ring

14 - 7

Fig. 12 Tightening Fuel Tube Clamp


SURE MUST BE RELEASED BEFORE SERVICING
ANY FUEL SUPPLY OR FUEL RETURN SYSTEM
COMPONENT. THIS DOES NOT APPLY TO THROTTLE BODY REMOVAL ON 3.9L OR 5.2L ENGINES.

Fig. 11 Fuel Tube and Clamp


(2) Install filter/regulator to fuel tube. Rotate the
filter/regulator in the fuel tube (line) until it is
pointed to the drivers side of vehicle (Fig. 8).
(3) Tighten line clamp to fuel line using special
Hose Clamp Pliers number C-4124 or equivalent
(Fig. 12). Do not use conventional side cutters to
tighten this type of clamp.
(4) Slide the convoluted plastic tube (cover) up to
the bottom of filter/regulator and install snap ring
(Fig. 10).
(5) Press the filter/regulator (by hand) into the
rubber grommet. The assembly should be pointed to
the drivers side of the vehicle (Fig. 8).
(6) Install fuel tank. Refer to Fuel Tanks in this
group.
(7) Check for fuel leaks.

2.5L ENGINE
(1) Loosen fuel tank filler tube cap to release fuel
tank pressure.
(2) Disconnect fuel injector wiring harness from
engine harness.
(3) Connect one end of a jumper wire (18 gauge or
smaller) to ground terminal number-1 of the injector
harness (Fig. 13). Connect the other end of jumper to
engine ground.
(4) Connect one end of a jumper wire (18 gauge or
smaller) to the positive terminal number-2 of the injector harness (Fig. 13). Touch the other end of
jumper to positive battery post for no longer than 5
seconds. This releases fuel system pressure.
(5) Remove jumper wires.
(6) Continue fuel system service.

FUEL SYSTEM PRESSURE RELEASE


The fuel system is under constant fuel pressure
(even with the engine off).
WARNING: BECAUSE THE FUEL SYSTEM IS UNDER CONSTANT FUEL PRESSURE, THIS PRES-

Fig. 13 Injector Harness Connectors2.5L Engine

14 - 8

FUEL DELIVERY SYSTEM

3.9L/5.2L ENGINE
(1) Disconnect negative battery cable.
(2) Remove the fuel tank filler tube cap to release
fuel tank pressure.
(3) Remove protective cap from pressure test port
on the fuel rail (Fig. 14).

Fig. 14 Fuel Pressure Test PortTypical


WARNING: DO NOT ALLOW FUEL TO SPILL ONTO
THE ENGINE INTAKE OR EXHAUST MANIFOLDS.
PLACE SHOP TOWELS UNDER AND AROUND THE
PRESSURE PORT TO ABSORB FUEL WHEN THE
PRESSURE IS RELEASED FROM THE FUEL RAIL.
WARNING: WEAR PROPER EYE PROTECTION
WHEN RELEASING FUEL SYSTEM PRESSURE.
(4) Obtain the fuel pressure gauge/hose assembly
from fuel pressure gauge tool set 5069. Remove the
gauge from the hose.
(5) Place one end of hose (gauge end) into an approved gasoline container.
(6) Place a shop towel under the test port.
(7) To release fuel pressure, screw the other end of
hose onto the fuel pressure test port.
(8) After fuel pressure has been released, remove
the hose from the test port.
(9) Install protective cap to fuel test port.

FUEL SYSTEM PRESSURE TEST2.5L ENGINE


WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE PERFORMING THE FUEL PUMP PRESSURE TEST, THE FUEL SYSTEM PRESSURE MUST
BE RELEASED.
(1) Fuel system pressure must be released each
time a fuel hose is to be disconnected. Perform the
Fuel System Pressure Release procedure before
checking fuel system pressure.

(2) Disconnect the 5/16 inch fuel supply hose from


engine fuel line assembly. Use care when removing
the fuel hose to prevent damage to the hose or the
fuel line. Replace hose if damaged. Connect fuel system pressure tester (C-4799B) between fuel supply
hose and engine fuel line assembly.
(3) To activate the fuel pump and pressurize the
system, obtain the DRB scan tool. Refer to the appropriate Powertrain Diagnostic Procedures service
manual for DRB operation.
(4) If the gauge reads 100 Kpa 67 Kpa (14.5 psi 6
1 psi), pressure is correct. Further testing is not required. Install fuel hose using a new original equipment type clamp. Tighten to 1 Nzm (10 in. lbs.)
torque. If pressure is not correct, record the pressure
and proceed to step number 5.
(5) If fuel pressure is below specifications, install
pressure tester in the fuel supply line. This will be
between the fuel tank and fuel filter at the rear of
vehicle.
(6) Repeat test. If the pressure is 5 psi higher than
previously recorded pressure, replace fuel filter. If a
change is not observed, gently squeeze return hose. If
pressure increases, replace pressure regulator. If a
change is not observed, the problem is either a
plugged pump filter (at fuel pump module) or defective fuel pump.
(7) If pressure is above specifications, remove the
fuel return line hose from the chassis line at fuel
tank. Connect a 3 foot piece of fuel hose to the return
line. Put the other end into an approved gasoline
container (minimum 2 gallon size). This is used to
collect excess fuel. Repeat test. If pressure is now
correct, check return hose (line) for kinking. Replace
fuel pump assembly if in-tank reservoir check valve
or aspirator jet is obstructed. This test should be performed when fuel tank is 1/2 full or greater.
(8) If pressure is still above specifications, remove
fuel return hose (line) from throttle body. Connect a
substitute hose to the throttle body return nipple and
place other end of hose in clean container. Repeat
test. If pressure is now correct, check for restricted
fuel return line. If change in pressure is not observed, replace fuel pressure regulator.

FUEL SYSTEM PRESSURE TEST3.9L/5.2L


ENGINE
The vacuum assisted fuel pressure regulator
located at the rear of the fuel rail is no longer
used on the 3.9L or 5.2L engine.
Fuel systems on the 3.9L/5.2L engines are
equipped with a fuel tank module mounted, combination fuel filter/fuel pressure regulator (Fig. 8). The
fuel pressure regulator is a mechanical device that is
not controlled by the powertrain control module
(PCM) or engine vacuum.

FUEL DELIVERY SYSTEM


With engine at idle speed, system fuel pressure
should be approximately 241-310 kPa (35-45 psi).
(1) Remove (unscrew) the protective plastic cap
from the pressure test port on the fuel rail (Fig. 14).
Connect the 0-414 kPa (0-60 psi) fuel pressure gauge
(from Gauge Set 5069) to test port pressure fitting on
fuel rail (Fig. 15).

14 - 9

priate Powertrain Diagnostic Procedures service


manual for DRB operation.
(5) A good fuel pump will deliver at least 1 liter of
fuel per minute.

FUEL PRESSURE LEAK DOWN TEST3.9L/5.2L


ENGINE
ENGINE OFF
Abnormally long periods of cranking to restart a
hot engine that has been shut down for a short period of time may be caused by:
Fuel pressure bleeding past a fuel injector(s).
Fuel pressure bleeding past the check valve in the
fuel filter/fuel pressure regulator.
(1) Disconnect the fuel inlet line at fuel rail. Refer
to Fuel Tubes/Lines/Hoses and Clamps in this section
of the group for procedures. Remove air cleaner housing before tool connection.
(2) Connect Fuel Line Pressure Test Adapter Tool
number 6539 (5/16 in.), or Adapter Tool number 6631
(3/8 in.) between the disconnected fuel line and fuel
rail (Fig. 16).

Fig. 15 Fuel Pressure TestTypical


(2) Note pressure gauge reading. Fuel pressure
should be approximately 241-310 kPa (35-45 psi) at
idle.
(3) If pressure is at O psi, connect DRB scan tool
and refer to operating instructions in the appropriate
Powertrain Diagnostics Procedures service manual.
If operating pressure is above 45 psi, electric fuel
pump is OK, but fuel filter/fuel pressure regulator if
defective. Replace fuel filter/fuel pressure regulator
assembly.

FUEL PUMP CAPACITY TEST3.9L/5.2L ENGINE


Before performing this test, verify fuel pump pressure by performing the previous tests.
(1) Release the fuel system pressure from fuel system. Refer to the previous Fuel Pressure Release
Procedure in this group.
(2) Disconnect the fuel supply line at the fuel rail.
Refer to Fuel Tubes/Lines/Hoses and Clamps in this
section of the group for procedures. Remove air
cleaner housing before tool connection.
(3) Connect Fuel Line Pressure Test Adapter Tool
number 6631 (3/8 in.) into the disconnected fuel supply line. Insert the other end of tool 6631 into an approved gasoline container.
(4) To activate the fuel pump and pressurize the
system, obtain the DRB scan tool. Refer to the appro-

Fig. 16 Connecting Adapter ToolTypical


(3) Connect the 0-414 kPa (0-60 psi) fuel pressure
test gauge (from Gauge Set 5069) to the test port on
either tool 6631 or 6539. The fittings on both tools
must be in good condition and free from any
small leaks before performing the proceeding
test.
(4) Start engine and bring to normal operating
temperature.
(5) Observe test gauge. Normal operating pressure
should be 241-310 kPa (35-45 psi).
(6) Shut engine off.
(7) Pressure should not fall below 24 psi for five
minutes.
(8) If pressure falls below 24 psi, it must determined if a fuel injector, the fuel module mounted fuel
pressure regulator or a fuel tube/line is leaking.

14 - 10

FUEL DELIVERY SYSTEM

(9) Again, start engine and bring to normal operating temperature.


(10) Shut engine off.
(11) Checking for fuel injector leakage: Clamp
off the rubber hose portion of either tool 6539 or 6631
between the disconnected fuel tube (line) and test
port inlet. If pressure now holds at or above 24 psi, a
fuel injector or the fuel rail is leaking.
Checking for fuel pressure regulator or fuel
tube leakage: Clamp off the rubber hose portion of
either tool 6539 or 6631 between the fuel rail and
test port inlet. If pressure now holds at or above 24
psi, a leak can be found at a fuel tube/line. If no
leaks are found at fuel tubes or lines, replace the fuel
filter/fuel pressure regulator.

MECHANICAL MALFUNCTIONS
Mechanical malfunctions are more difficult to diagnose with this system. The powertrain control module (PCM) has been programmed to compensate for
some mechanical malfunctions such as incorrect cam
timing, vacuum leaks, etc. If engine performance
problems are encountered and diagnostic trouble
codes are not displayed, the problem may be mechanical rather than electronic.

struction. This construction is used to prevent the


edge of the clamp from cutting into the hose. Only
these rolled edge type clamps may be used in this
system. All other types of clamps may cut into the
hoses and cause high-pressure fuel leaks.
Use new original equipment type hose clamps.
Tighten hose clamps to 1 Nzm (15 in. lbs.) torque.

QUICK-CONNECT FITTINGS
Also refer to the previous Fuel Tubes/Lines/Hoses
and Clamps section.
Different types of quick-connect fittings are used to
attach various fuel system components. These are: a
single-tab type, a two-tab type or a plastic retainer
ring type.

SINGLE-TAB TYPE
This type of fitting is equipped with a single pull
tab (Fig. 17). The tab is removable. After the tab is
removed, the quick-connect fitting can be separated
from the fuel system component.

FUEL TUBES/LINES/HOSES AND CLAMPS


Also refer to the proceeding section on Quick-Connect Fittings.
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES,
FITTINGS OR LINES, THE FUEL SYSTEM PRESSURE MUST BE RELEASED. REFER TO THE FUEL
SYSTEM PRESSURE RELEASE PROCEDURE IN
THIS GROUP.
Inspect all hose connections such as clamps, couplings and fittings to make sure they are secure and
leaks are not present. The component should be replaced immediately if there is any evidence of degradation that could result in failure.
Never attempt to repair a plastic fuel line/tube. Replace as necessary.
Avoid contact of any fuel tubes/hoses with other vehicle components that could cause abrasions or scuffing. Be sure that the plastic fuel lines/tubes are
properly routed to prevent pinching and to avoid heat
sources.
The lines/tubes/hoses used on fuel injected vehicles
are of a special construction. This is due to the
higher fuel pressures and the possibility of contaminated fuel in this system. If it is necessary to replace
these lines/tubes/hoses, only those marked EFM/EFI
may be used.
The hose clamps used to secure rubber hoses on
fuel injected vehicles are of a special rolled edge con-

Fig. 17 Single-Tab Type Fitting


CAUTION: The interior components (o-rings, spacers) of this type of quick-connect fitting are not serviced separately, but new pull tabs are available. Do
not attempt to repair damaged fittings or fuel lines/
tubes. If repair is necessary, replace the complete
fuel tube/quick-connect fitting assembly.
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES,
FITTINGS OR LINES, THE FUEL SYSTEM PRESSURE MUST BE RELEASED. REFER TO THE FUEL
SYSTEM PRESSURE RELEASE PROCEDURE IN
THIS GROUP.
DISCONNECTION/CONNECTION
(1) Disconnect negative battery cable from battery.

FUEL DELIVERY SYSTEM


(2) Perform the fuel pressure release procedure.
Refer to the Fuel Pressure Release Procedure in this
section.
(3) Clean the fitting of any foreign material before
disassembly.
(4) Press the release tab on the side of fitting to release pull tab (Fig. 18).
CAUTION: If this release tab is not pressed prior to
releasing the pull tab, the pull tab will be damaged.
(5) While pressing the release tab on the side of
the fitting, use a screwdriver to pry up the pull tab
(Fig. 18).

14 - 11

and component. Clean the parts with a lint-free


cloth. Lubricate them with clean engine oil.
(10) Insert the quick-connect fitting into the fuel
tube or fuel system component until the built-on stop
on the fuel tube or component rests against back of
fitting.
(11) Obtain a new pull tab. Push the new tab down
until it locks into place in the quick-connect fitting.
(12) Verify a locked condition by firmly pulling on
fuel tube and fitting (15-30 lbs.).
(13) Connect negative cable to battery.
(14) Start engine and check for leaks.

TWO-TAB TYPE FITTING


This type of fitting is equipped with tabs located on
both sides of the fitting (Fig. 20). These tabs are supplied for disconnecting the quick-connect fitting from
component being serviced.

Fig. 18 Disconnecting Single-Tab Type Fitting


(6) Raise the pull tab until it separates from the
quick-connect fitting (Fig. 19). Discard the old pull
tab.

Fig. 20 Typical Two-Tab Type Quick-Connect Fitting


CAUTION: The interior components (o-rings, spacers) of this type of quick-connect fitting are not serviced separately, but new plastic retainers are
available. Do not attempt to repair damaged fittings
or fuel lines/tubes. If repair is necessary, replace
the complete fuel tube/quick-connect fitting assembly.

Fig. 19 Removing Pull Tab


(7) Disconnect the quick-connect fitting from the
fuel system component being serviced.
(8) Inspect the quick-connect fitting body and fuel
system component for damage. Replace as necessary.
(9) Prior to connecting the quick-connect fitting to
component being serviced, check condition of fitting

WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES,
FITTINGS OR LINES, THE FUEL SYSTEM PRESSURE MUST BE RELEASED. REFER TO THE FUEL
PRESSURE RELEASE PROCEDURE IN THIS
GROUP.
DISCONNECTION/CONNECTION
(1) Disconnect negative battery cable from the battery.

14 - 12

FUEL DELIVERY SYSTEM

(2) Perform the fuel pressure release procedure.


Refer to the Fuel Pressure Release Procedure in this
section.
(3) Clean the fitting of any foreign material before
disassembly.
(4) To disconnect the quick-connect fitting, squeeze
the plastic retainer tabs against the sides of the
quick-connect fitting with your fingers. Tool use is
not required for removal and may damage plastic retainer. Pull the fitting from the fuel system component being serviced. The plastic retainer will remain
on the component being serviced after fitting is disconnected. The o-rings and spacer will remain in the
quick-connect fitting connector body.
(5) Inspect the quick-connect fitting body and component for damage. Replace as necessary.
CAUTION: When the quick-connect fitting was disconnected, the plastic retainer will remain on the
component being serviced. If this retainer must be
removed, very carefully release the retainer from
the component with two small screwdrivers. After
removal, inspect the retainer for cracks or any damage.
(6) Prior to connecting the quick-connect fitting to
component being serviced, check condition of fitting
and component. Clean the parts with a lint-free
cloth. Lubricate them with clean engine oil.
(7) Insert the quick-connect fitting to the component being serviced and into the plastic retainer.
When a connection is made, a click will be heard.
(8) Verify a locked condition by firmly pulling on
fuel tube and fitting (15-30 lbs.).
(9) Connect negative cable to battery.
(10) Start engine and check for leaks.

PLASTIC RETAINER RING TYPE FITTING


This type of fitting can be identified by the use of a
full-round plastic retainer ring (Fig. 21) usually black
in color.
CAUTION: The interior components (o-rings, spacers, retainers) of this type of quick-connect fitting
are not serviced separately. Do not attempt to repair
damaged fittings or fuel lines/tubes. If repair is necessary, replace the complete fuel tube/quick-connect fitting assembly.
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES,
FITTINGS OR LINES, THE FUEL SYSTEM PRESSURE MUST BE RELEASED. REFER TO THE FUEL
SYSTEM PRESSURE RELEASE PROCEDURE IN
THIS GROUP.

Fig. 21 Plastic Retainer Ring Type Fitting


DISCONNECTION/CONNECTION
(1) Disconnect negative battery cable from the battery.
(2) Perform the fuel pressure release procedure.
Refer to the Fuel Pressure Release Procedure in this
section.
(3) Clean the fitting of any foreign material before
disassembly.
(4) To release the fuel system component from the
quick-connect fitting, firmly push the fitting towards
the component being serviced while firmly pushing
the plastic retainer ring into the fitting (Fig. 21).
With the plastic ring depressed, pull the fitting from
the component. The plastic retainer ring must be
pressed squarely into the fitting body. If this retainer is cocked during removal, it may be difficult to disconnect fitting. Use an open-end
wrench on the shoulder of the plastic retainer
ring to aid in disconnection.
After disconnection, the plastic retainer ring will
remain with the quick-connect fitting connector body.
(5) Inspect fitting connector body, plastic retainer
ring and fuel system component for damage. Replace
as necessary.
(6) Prior to connecting the quick-connect fitting to
component being serviced, check condition of fitting
and component. Clean the parts with a lint-free
cloth. Lubricate them with clean engine oil.
(7) Insert the quick-connect fitting into the component being serviced until a click is felt.
(8) Verify a locked condition by firmly pulling on
fuel tube and fitting (15-30 lbs.).
(9) Connect negative battery cable to battery.
(10) Start engine and check for leaks.

FUEL DELIVERY SYSTEM

14 - 13

FUEL LINE WITH LATCH CLIP


DISCONNECTION/CONNECTION AT FUEL RAIL
A latch clip is used to secure the fuel line to the
fuel rail on the 3.9L V-6 and 5.2L V-8 engines (Fig.
22). A special tool will be necessary to separate the
fuel line from the fuel rail after the latch clip is removed.
(1) Disconnect the negative battery cable from battery.
(2) Perform the fuel pressure release procedure.
Refer to the Fuel Pressure Release Procedure in this
section.
(3) Clean the fitting of any foreign material before
disassembly.
(4) Pry up on the latch clip with a screwdriver
(Fig. 23).

Fig. 23 Latch Clip RemovalTypical

Fig. 24 Fuel Line DisconnectionTypical


Fig. 22 Latch Clip LocationTypical
(5) Slide the latch clip toward the fuel rail while
lifting with the screwdriver.
(6) Remove the latch clip from fuel rail.
(7) Insert special fuel line removal tool (Snap-On
number FIH 9055-1 or equivalent) into the fuel line
(Fig. 24). Use this tool to release the locking fingers
in the end of the line.
(8) With the special tool still inserted, pull the fuel
line from the fuel rail.
After disconnection, the locking fingers will remain
within the quick-connect fitting at the end of the fuel
line.

(9) Inspect fuel line fitting, locking fingers and fuel


rail fitting for damage. Replace as necessary.
(10) Prior to connecting the fuel line to the fuel
rail, check condition of both fittings. Clean the parts
with a lint-free cloth. Lubricate them with clean engine oil.
(11) Insert the fuel line onto the fuel rail until a
click is felt.
(12) Verify a locked condition by firmly pulling on
fuel line and fitting (15-30 lbs.).
(13) Install latch clip (snaps into position). If the
latch clip will not fit, this indicates the fuel line
is not properly installed to the fuel rail. Recheck the fuel line connection.
(14) Connect negative battery cable to battery.
(15) Start engine and check for leaks.

14 - 14

FUEL TANKS
FUEL TANKS
INDEX
page

Fuel
Fuel
Fuel
Fuel
Fuel

Gauge Sending Unit . . . . .


PumpRemoval/Installation
Reservoir . . . . . . . . . . . . .
Tank Capacities . . . . . . . . .
Tank Filler Tube Cap . . . . .

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16
16
16
15
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page
Fuel Tank Pressure Relief/Rollover Valve
Fuel Tanks . . . . . . . . . . . . . . . . . . . . . .
General Information . . . . . . . . . . . . . . .
Heat Shields . . . . . . . . . . . . . . . . . . . . .
No-Lead Fuel Tank Filler Tube . . . . . . . .

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14
15
14

GENERAL INFORMATION
These vehicles pass a full 360 degree rollover test
without fuel leakage. To accomplish this, fuel and vapor flow controls are required for all fuel tank connections.
All models are equipped with a pressure relief/rollover valve mounted in the top of the fuel pump module (Figs. 1 or 2). On 2.5L 4-cylinder engines, the
return line from the fuel pump to the fuel tank contains a one-way check valve.

Fig. 2 Top View of Fuel Pump Module3.9L/5.2L


Engines
When installing hoses, be sure that they are routed
away from contact with other vehicle components.
The hose clamps used on fuel injected vehicles are
of a special rolled edge construction to prevent the
edge of the clamp from cutting into the hose. Only
these rolled edge type clamps may be used on this
system. Other types of clamps may cut into the hoses
and cause high- pressure fuel leaks.

Fig. 1 Top View of Fuel Pump Module2.5L Engine


An evaporative control system prevents raw fuel
vapor from escaping into the atmosphere. Fuel vapors from the fuel tank are collected in the EVAP
canister. When the engine is operating, the vapors
are drawn into the intake manifold to be used in
combustion. Refer to Group 25, Emission Control
System for more information.
Inspect all hose/clamp connections for completeness. Be sure that leaks are not present. Replace any
hose that is cracked, scuffed, swelled, has rubbed
against other vehicle components or shows any other
sign of wear that could lead to failure. If it is necessary to replace a hose, only hose marked EFM/EFI
may be used.

NO-LEAD FUEL TANK FILLER TUBE


These vehicles are designed to operate using Unleaded fuels. The diameter of the opening in the fuel
tank filler neck is sized to only accept unleaded fuel
nozzles. Gasoline station pumps for unleaded and
leaded fuels have different size nozzles. Leaded fuel
nozzles are larger in diameter than unleaded nozzles.
The fuel tank filler neck opening is also equipped
with a deflector, which the smaller unleaded nozzle
pushes back upon entering the filler neck. The deflector will prevent the larger diameter leaded fuel nozzles from entering the filler neck and will deflect fuel
away from the filler neck. This happens if filling of
the tank with leaded fuel is attempted.
The fuel filler tube on these models is equipped
with a one-way ball check valve designed to prevent
fuel back splash, which may occur while filling the
tank.

FUEL TANKS

14 - 15

Fig. 3 Fuel Tank Location


A label is attached to the instrument panel under
the fuel gauge that reads UNLEADED FUEL ONLY
as a reminder to the driver. A similar label is located
near the fuel tank filler.

peller shaft. This is forward of the rear axle (Fig. 3).


The tank is constructed of high density polyethylene.

FUEL TANK FILLER TUBE CAP

WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE DRAINING THE FUEL TANK, THE FUEL
SYSTEM PRESSURE MUST BE RELEASED.

The loss of any fuel or vapor out of the filler neck


is prevented by the use of a safety filler cap. This
will release only under pressure of 10.9 to 13.45 kPa
(1.58 to 1.95 psi). The vacuum release is between .97
and 2.0 kPa (.14 and .29 psi). This cap must be replaced by a similar unit if replacement is necessary.
CAUTION: Remove fuel tank filler tube cap prior to
removing or repairing fuel lines to relieve fuel tank
pressure.

HEAT SHIELDS
The sheet metal heat shields must be removed
when servicing the fuel tank, fuel lines or vapor vent
line. The heat shields must be installed to protect the
lines and tank from the heat of the exhaust system.
Refer to Group 11, Exhaust System and Intake Manifold for proper installation.

FUEL TANK CAPACITIES


Refer to the Specifications section at the end of this
group.

FUEL TANKS
The standard equipment fuel tank on all models is
located between the left frame structure and the pro-

DRAINING FUEL TANK

(1) Remove fuel tank filler tube cap to release fuel


tank pressure.
(2) Perform the Fuel System Pressure Release procedure as described in this group.
(3) Raise vehicle on hoist.
(4) Drain fuel into an approved portable holding
tank or a properly labeled gasoline safety container.
WARNING: EXTINGUISH ALL SMOKING MATERIAL
BEFORE SERVICING FUEL TANK. KEEP OPEN
FLAME AWAY FROM FUEL SYSTEM COMPONENTS.
If the fuel pump operates, fuel can be drained
through the fuel supply hose.
If the pump does not operate, but the fuel level in
the fuel tank is below the fuel filler hose, fuel can be
siphoned through the fuel filler hose. The hose will
have to be disconnected from the filler neck.
If the fuel tank is full and the fuel pump does not
operate, drain fuel from filler neck. Support fuel tank
with a transmission jack. Loosen fuel tank mounting
straps with the passenger side fuel strap loosened
slightly more than driver side strap. Lower the tank
slightly. Loosen the filler neck-to-filler hose clamp.
Slide clamp back on hose. Wrap shop towels around

14 - 16

FUEL TANKS

fuel filler hose to absorb any spilled fuel. Disconnect


filler hose from filler neck. Drain fuel tank through
filler hose.

REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove fuel tank filler tube cap before disconnecting any fuel or vent lines. The fuel tank could be
under a small pressure.
(3) Drain fuel tank. Refer to Draining Fuel Tank in
this section.
WARNING: WRAP SHOP TOWELS AROUND FUEL
FILLER HOSES TO ABSORB ANY GASOLINE THAT
MIGHT SPILL.
(4) Raise vehicle on hoist and disconnect all vent
hoses and filler hose (Fig. 4). Remove the vent hoses
from hose routing bracket attached to the top of the
frame rail.

Fig. 5 Fuel Tank Mounting to Frame Rail


(2) Connect fuel pump module electrical connector
to module.
(3) Raise tank into position in crossmembers and
connect the two end retaining straps. Remove transmission jack. Tighten all straps to 47 Nzm (35 ft. lbs.)
torque. Do not over tighten retaining strap nuts.
(4) Connect vent hoses.
(5) Refill fuel tank and inspect all hoses and lines
for leaks.
(6) Connect negative cable to battery.

FUEL PUMPREMOVAL/INSTALLATION
The electric fuel pump is not serviceable. If the fuel
pump needs replacement, the complete fuel pump
module must be replaced. Refer to Fuel Pump Module in the Fuel Delivery System section of this group.

Fig. 4 Fuel Tank Filler AssemblyTypical


(5) Place a transmission jack under the center of
the fuel tank and apply slight pressure.
(6) Remove the nuts from the inboard ends of the
two mounting straps (Fig. 5). Lower the tank far
enough to allow the fuel pump module electrical connector to be disconnected.
(7) Disconnect the fuel supply and return tubes
(lines) from the fuel pump module (Figs. 1 or 2). Refer to Quick-Connect Fittings in the Fuel Delivery
System section for procedures.
(8) Disconnect fuel vapor line from pressure relief/
rollover valve (Figs. 1 or 2).
(9) Lower tank from vehicle.

INSTALLATION
(1) Place fuel tank on top of transmission jack.
Raise tank up enough to connect the fuel tubes
(lines) to the fuel pump module. Refer to Quick-Connect Fittings in the Fuel Delivery System section.

FUEL RESERVOIR
The fuel reservoir (Fig. 6) is part of the lower end
of the fuel pump module. The purpose of the reservoir is to provide fuel at the pump intake during all
driving conditions. This is when low fuel levels are
present. The fuel return line directs fuel into the reservoir (2.5L engine only).

FUEL GAUGE SENDING UNIT


The fuel gauge sending unit is attached to the fuel
pump module. Refer to Fuel Delivery System in this
group for fuel gauge sending unit service.

FUEL TANK PRESSURE RELIEF/ROLLOVER VALVE


The fuel tanks on these vehicles are equipped with
a pressure relief/rollover valve. The dual function
valves will relieve fuel tank pressure and prevent
fuel flow through the fuel tank vent hoses in the

FUEL TANKS

14 - 17

(2) Disconnect the vapor line (hose) at the valve.


(3) Wedge the blade of a screwdriver between the
rubber grommet and the fuel tank where the support
rib is located. Do not wedge between the valve
and the grommet or damage to the valve may
result upon removal.
(4) Use a second screwdriver as a support and pry
the valve and grommet assembly from the tank.
(5) To remove the grommet from the valve, place
the valve upright on a flat surface. Push down on the
grommet peeling it down off the valve.

Fig. 6 Fuel Reservoir HousingTypical


event of an accidental vehicle rollover. These vehicles
pass a full 360 degree rollover test without fuel leakage.
The pressure relief/rollover valve (Figs. 1 or 2) is
mounted at the top of the fuel pump module.

REMOVAL
(1) Remove fuel tank. Refer to Fuel Tank draining
and removal in this section of the group.

INSTALLATION
(1) Install the rubber grommet in the fuel tank
and work it around the curled lip.
(2) Lubricate the grommet with power steering
fluid and push the valve downward into the grommet. Twist valve until properly positioned.
(3) Install fuel tank. Refer to Fuel Tank Installation in this section of the group.

14 - 18

ACCELERATOR PEDAL AND THROTTLE CABLE


ACCELERATOR PEDAL AND THROTTLE CABLE
INDEX
page

page

Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . . 18
General Information . . . . . . . . . . . . . . . . . . . . . . . 18

Throttle Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

GENERAL INFORMATION
All engines are equipped with torsion return
springs located on the throttle body shaft. 3.9L V-6
and 5.2L V-8 engines equipped with a manual transmission have an additional pedal return spring (Fig.
1). All of these springs are designed to give positive
throttle return while meeting safety requirements.

Fig. 2 Accelerator PedalRemoval or Installation


Fig. 1 Throttle Return Spring3.9L/5.2L Engines
with Man. Trans.

ACCELERATOR PEDAL
CAUTION: Be careful not to damage or kink the cable core wire (within the cable sheathing) while servicing accelerator pedal or cables.

REMOVAL
(1) From inside the vehicle, hold up accelerator
pedal. Remove plastic cable retainer and throttle cable core wire from upper end of pedal arm (Fig. 2).
Plastic cable retainer snaps into pedal arm.

(2) Remove two accelerator pedal/bracket nuts


(Fig. 2) and remove pedal/bracket assembly from vehicle.

INSTALLATION
(1) Position pedal/bracket assembly over the two
dash panel mounting studs and install retaining
nuts.
(2) Tighten nuts to 7 Nzm (65 in. lbs.) torque.
(3) From inside the vehicle, hold up the accelerator
pedal. Install the throttle cable core wire and plastic
cable retainer into the upper end of the pedal arm.
The plastic retainer is snapped into the pedal arm.
When installing the plastic retainer to the accelerator pedal arm, note the index tab on the pedal arm
(Fig. 3). Align the index slot (Fig. 3) on the plastic cable retainer to this index tab.

ACCELERATOR PEDAL AND THROTTLE CABLE

Fig. 3 Index Tab and Slot

THROTTLE CABLE

14 - 19

Fig. 4 Throttle Cable2.5L Engine

CAUTION: Be careful not to damage or kink the cable core wire (within the cable sheathing) while servicing accelerator pedal or cables.

REMOVAL
(1) From inside the vehicle, hold up accelerator
pedal. Remove plastic cable retainer and throttle cable core wire from upper end of pedal arm (Fig. 2).
Plastic cable retainer snaps into pedal arm.
(2) Remove the cable core wire at the pedal arm.
(3) From inside the vehicle, pinch both sides of the
cable housing retainer at the dash panel (Fig. 2). Remove cable housing from dash panel and pull into
the engine compartment.
(4) 2.5L Engine:
(a) Remove the cable slug from the throttle body
cam.
(b) Separate the cable mounting bracket with
wide-jaw pliers by compressing the end-fitting tabs
(Fig. 4).
3.9L/5.2L Engine:
(a) Remove the air cleaner housing.
(b) Operate the throttle body cam (by hand) to
the full open throttle position (Fig. 5).
(c) Slip the pin on the end of cable from the hole
in the throttle body cam (Fig. 5).
(d) Remove cable from cam.
(e) Remove cable housing at throttle body mounting bracket by pressing forward on release tab with
a small screwdriver (Fig. 6). To prevent cable
housing breakage, press on the tab only
enough to release the cable from the bracket.
(f) Lift the cable housing straight up from
bracket while pressing on release tab.
(g) Disconnect cable from radiator fan shroud
routing clip.
(5) Remove cable from vehicle.

Fig. 5 Throttle Cable at Throttle Body3.9L/5.2L


EnginesTypical
INSTALLATION
(1) 2.5L Engine:
(a) Install the cable housing into the cable
mounting bracket on the throttle body.
(b) Attach the cable slug with the retaining clip
onto the throttle body cam.
3.9L/5.2L Engine:
(a) Rotate and hold the throttle cam in the full
wide open position.

14 - 20

ACCELERATOR PEDAL AND THROTTLE CABLE


(c) Connect cable to throttle body mounting
bracket (push down and lock).
(d) Connect cable to fan shroud routing clip.
(e) Connect cable to throttle body bracket (push
down and lock).
(f) Connect cable to fan shroud clip.
(2) Install the remaining cable housing end into
the dash panel opening (snaps into position).
(3) Install the ball end of the cable wire through
the hole in the pedal arm. Install the plastic cable retainer. The plastic retainer is snapped into the pedal
arm. When installing the retainer to the accelerator
pedal arm, note the index tab on the pedal arm (Fig.
3). Align the index slot (Fig. 3) on the plastic retainer
to this index tab.

Fig. 6 Cable Release Tab3.9L/5.2L Engines


Typical
(b) Fit the pin on the end of cable into the hole
on the throttle body cam (Fig. 5).

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE

14 - 21

SINGLE-PORT FUEL INJECTIONCOMPONENT DESCRIPTION/SYSTEM


OPERATION2.5L ENGINE
INDEX
page
Air Conditioning (A/C) Clutch RelayPCM Output
Air Conditioning (A/C) ControlsPCM Input . . . . .
Auto Shutdown (ASD) RelayPCM Output . . . . .
Battery VoltagePCM Input . . . . . . . . . . . . . . . .
Brake SwitchPCM Input . . . . . . . . . . . . . . . . . .
EGR SolenoidPCM Output . . . . . . . . . . . . . . . .
Engine Coolant Temperature SensorPCM Input
Engine SpeedPCM Input . . . . . . . . . . . . . . . . .
EVAP Canister Purge SolenoidPCM Output . . .
Fuel InjectorPCM Output . . . . . . . . . . . . . . . . .
Fuel Pressure Regulator . . . . . . . . . . . . . . . . . . .
Fuel PumpPCM Output . . . . . . . . . . . . . . . . . .
General Information . . . . . . . . . . . . . . . . . . . . . .
GeneratorPCM Output . . . . . . . . . . . . . . . . . . .

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25
23
26
23
23
26
23
23
27
27
30
27
21
27

GENERAL INFORMATION
The Single-Port Electronic Fuel Injection System
(Fig. 1) used in vehicles equipped with the 2.5L engine is a computer regulated system. It provides a
precise air/fuel ratio for all driving conditions. Fuel is
supplied to the engine through a fuel injector located
in the throttle body.
The fuel injection system is controlled by the powertrain control module (PCM). The PCM was formerly referred to as the SBEC or engine controller.
The PCM is a pre-programmed, microprocessor digital computer. It regulates ignition timing, air-fuel ratio, emission control devices, charging system, engine
cooling fan, idle speed, air conditioning, fuel pump
and the tachometer. The PCM can adapt its programming to meet changing operating conditions.
Various sensors provide the inputs necessary for
the PCM to correctly regulate fuel flow at the injector. These include the manifold absolute pressure,
throttle position, exhaust gas oxygen content, engine
coolant temperature, throttle body temperature, engine speed and vehicle speed sensors. In addition to
the sensors, various switches and relays provide important information and system control. These include the air conditioning switch, brake switch and
automatic shutdown relay.
All inputs to the PCM are converted into signals.
Air-fuel ratio, ignition timing and other controlled
outputs are adjusted based on these inputs. The
PCM adjusts the air-fuel ratio by changing the injector pulse width. Injector pulse width is the period of
time that the injector is energized by the PCM.

page
Idle Air Control (IAC) MotorPCM Output . . . . .
Ignition CoilPCM Output . . . . . . . . . . . . . . . . .
Malfunction Indicator LampPCM Output . . . . .
Manifold Absolute Pressure (MAP) SensorPCM
Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Open Loop/Closed Loop Modes of Operation . . .
Oxygen (O2S) SensorPCM Input . . . . . . . . . .
Powertrain Control Module (PCM) . . . . . . . . . . .
Radiator Cooling Fan RelayPCM Output . . . . .
Thermal Vacuum Valve (TVV) . . . . . . . . . . . . . .
Throttle Body . . . . . . . . . . . . . . . . . . . . . . . . . .
Throttle Body Temperature SensorPCM Input .
Throttle Position Sensor (TPS)PCM Input . . . .
Vehicle Speed SensorPCM Input . . . . . . . . . .

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SYSTEM DIAGNOSIS
The powertrain control module (PCM) tests many
of its own input and output circuits. If a Diagnostic
Trouble Code (DTC) is found in a major system, this
information is stored in the PCM memory. Refer to
On-Board Diagnostics in the Single-Port Fuel InjectionGeneral Diagnosis2.5L Engine section of this
group for DTC information.

POWERTRAIN CONTROL MODULE (PCM)


The powertrain control module (PCM) (Fig. 2) is a
digital computer containing two micro-controllers.
The PCM was formerly referred to as the SBEC or
engine controller. It receives input signals from various switches and sensors. Based on these inputs, the
PCM regulates various engine and vehicle operations. This is done through different system components that are referred to as PCM Outputs.
The PCM adjusts fuel injector pulse width (air-fuel
ratio) based on inputs received that react to:
Exhaust gas oxygen content
Throttle body temperature
Engine coolant temperature
Manifold absolute pressure
Battery voltage
Engine speed
Throttle position
Battery voltage
The previous sensors and switches are considered
powertrain control module (PCM) Inputs.
The PCM adjusts ignition timing based upon inputs it receives from sensors that react to:
Engine speed
Manifold absolute pressure
Engine coolant temperature

14 - 22

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE

Fig. 1 Electronic Fuel Injection Components2.5L Engine

Fig. 2 Powertrain Control Module (PCM)


Throttle position
The previous sensors are considered powertrain
control module (PCM) Inputs.
Based on inputs that it receives, the PCM adjusts
idle speed, ignition coil dwell and EVAP canister

purge operation. The PCM also adjusts the generator


charge rate through control of the generator field.
The PCM regulates engine cooling fan operation, A/C
operation and EGR operation.
Powertrain Control Module (PCM) Inputs:
Air Conditioning Switch/Air Conditioning LowPressure Switch
Battery Voltage
Brake Switch
Engine Coolant Temperature Sensor
Engine Speed
Manifold Absolute Pressure (MAP) Sensor
Oxygen Sensor
Throttle Body Temperature Sensor
Throttle Position Sensor
Vehicle Speed Sensor
Powertrain Control Module (PCM) Outputs:
A/C Clutch Relay
Generator
Auto Shutdown (ASD) Relay
Idle Air Control (IAC) Motor
EVAP Canister Purge Solenoid

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE


Malfunction Indicator Lamp
Data Link Connector
EGR Solenoid
Fuel Injector
Ignition Coil
Radiator Fan Relay
The Automatic Shutdown (ASD) relay is mounted
externally, but is switched on and off by the PCM.
The relay connects battery voltage to the electric fuel
pump, fuel injector, ignition coil and exhaust gas oxygen sensor heater element.
The powertrain control module (PCM) contains a
power supply, which converts battery voltage to a
regulated 8.0 volts. This is used to power the camshaft position sensor and vehicle speed sensor. The
PCM also provides a 5 volt supply for the Manifold
Absolute Pressure (MAP) sensor and Throttle Position Sensor (TPS).

AIR CONDITIONING (A/C) CONTROLSPCM INPUT


The A/C control system information applies to factory installed air conditioning units.
A/C SELECT SIGNAL: When the A/C switch is in
the ON position and the A/C low-pressure switch is
closed, an input signal is sent to the powertrain control module (PCM). The signal informs the PCM that
the A/C has been selected. The PCM adjusts idle
speed to a pre-programmed rpm through the idle air
control (IAC) motor to compensate for increased engine load.
A/C REQUEST SIGNAL: Once A/C has been selected, the powertrain control module (PCM) receives
the A/C request signal from the evaporator switch.
The input indicates that the evaporator temperature
is in the proper range for A/C application. The PCM
uses this input to cycle the A/C compressor clutch
(through the A/C relay). It will also determine the
correct engine idle speed through the idle air control
(IAC) motor position.
If the A/C low-pressure switch opens (indicating a
low refrigerant level), the PCM will not receive an
A/C select signal. The PCM will then remove the
ground from the A/C relay. This will deactivate the
A/C compressor clutch.
If the evaporator switch opens, (indicating that
evaporator is not in proper temperature range), the
PCM will not receive the A/C request signal. The
PCM will then remove the ground from the A/C relay,
deactivating the A/C compressor clutch.

BATTERY VOLTAGEPCM INPUT


The powertrain control module (PCM) monitors the
battery voltage input to determine fuel injector pulse
width and generator field control.
If battery voltage is low, the PCM will increase injector pulse width (period of time that the injector is

14 - 23

energized). This is done to compensate for increased


amount of time needed to energize the injector due to
lower voltage.

BRAKE SWITCHPCM INPUT


When the brake switch is activated, the powertrain
control module (PCM) receives an input indicating
that the brakes are being applied. After receiving
this input, the PCM maintains idle speed to a scheduled rpm through control of the Idle Air Control
(IAC) motor.

ENGINE COOLANT TEMPERATURE SENSORPCM


INPUT
The engine coolant temperature sensor (Fig. 3) is
installed behind the thermostat housing and ignition
coil. The sensor provides an input voltage to the
PCM. As engine coolant temperature varies, the engine coolant temperature sensor resistance will
change. This will result in a different input voltage
to the PCM.
When the engine is cold, the powertrain control
module (PCM) will demand slightly richer air-fuel
mixtures and higher idle speeds. This is done until
normal operating temperatures are reached.
This sensor is also used for electrical engine cooling
fan control on 2.5L engines only.

Fig. 3 Engine Coolant Temperature SensorTypical

ENGINE SPEEDPCM INPUT


The engine speed is supplied to the powertrain control module (PCM) by the distributor pick-up. The
distributor pick-up is a Hall Effect device (Fig. 4).
A shutter (sometimes referred to as an interrupter)
is attached to the distributor shaft. The shutter contains four blades (one per engine cylinder). A switch
plate is mounted to the distributor housing above the
shutter. The switch plate contains the distributor
pick-up (a Hall Effect device and magnet) through
which the shutter blades rotate. As the shutter
blades pass through the pick-up, they interrupt the

14 - 24

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE

magnetic field. The Hall effect device in the pick-up


senses the change in the magnetic field and switches
on and off (which creates pulses). These generate the
input signal to the powertrain control module (PCM).
The PCM calculates engine speed through the number of pulses generated. Refer to Distributors in
Group 8D, Ignition System for more information.

Fig. 5 Manifold Absolute Pressure (MAP) Sensor


Location

Fig. 4 Distributor Pick-UpTypical

MANIFOLD ABSOLUTE PRESSURE (MAP)


SENSORPCM INPUT
The MAP sensor reacts to absolute pressure in the
intake manifold. It provides an input voltage to the
powertrain control module (PCM). As engine load
changes, manifold pressure varies. This causes the
MAP sensors voltage to change. The change in MAP
sensor voltage results in a different input voltage to
the PCM. The input voltage level supplies the PCM
with information. This is relating to ambient barometric pressure during engine start-up (cranking)
and to engine load while the engine is running. The
PCM uses this input along with inputs from other
sensors to adjust air-fuel mixture.
The MAP sensor (Fig. 5) is mounted in the rightrear side of the engine compartment on the dash
panel. It is connected to the throttle body with a vacuum hose and to the PCM electrically.

OXYGEN (O2S) SENSORPCM INPUT


The O2S sensor is located in the exhaust manifold
and provides an input voltage to the powertrain control module (PCM). This is in relation to the oxygen
content of the exhaust gas (Fig. 6). The PCM uses
this information to fine tune the air-fuel ratio by adjusting injector pulse width.

Fig. 6 Heated Oxygen Sensor


The O2S sensor produces voltages from 0 to 1 volt.
This will depend on the oxygen content of the exhaust gas in the exhaust manifold. When a large

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE


amount of oxygen is present (caused by a lean airfuel mixture), the sensor produces a low voltage.
When there is a lesser amount present (rich air-fuel
mixture) it produces a higher voltage. By monitoring
the oxygen content and converting it to electrical
voltage, the sensor acts as a rich-lean switch.
The oxygen sensor is equipped with a heating element. This keeps the sensor at proper operating temperature during all operating modes. Maintaining
correct sensor temperature at all times allows the
system to enter into closed loop operation sooner. It
will also allow it to remain in closed loop operation
during periods of extended idle.
In Closed Loop operation, the PCM monitors the
O2S sensor input (along with other inputs). It then
adjusts the injector pulse width accordingly. During
Open Loop operation, the PCM ignores the O2S sensor input. It adjusts injector pulse width based on
preprogrammed (fixed) oxygen sensor input value.
This is done along with other sensor inputs.
Refer to Open Loop/Closed Loop Modes of Operation in this section for more information.

14 - 25

THROTTLE POSITION SENSOR (TPS)PCM INPUT


The TPS is mounted on the throttle body. It is connected to the throttle blade shaft (Fig. 8). The TPS is
a variable resistor that provides the powertrain control module (PCM) with an input signal (voltage) that
represents throttle blade position. As the position of
the throttle blade changes, the resistance of the TPS
changes.
The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
PCM) represents the throttle blade position. The
PCM receives an input signal voltage from the TPS.
This will vary in an approximate range of from 1 volt
at minimum throttle opening (idle) to 5 volts at wide
open throttle. Along with inputs from other sensors,
the PCM uses the TPS input to determine current
engine operating conditions. It also will adjust fuel
injector pulse width and ignition timing.

THROTTLE BODY TEMPERATURE SENSORPCM


INPUT
The throttle body temperature sensor (Fig. 7) monitors throttle body temperature. This is the same as
fuel temperature. It is mounted in the throttle body.
This sensor provides information on fuel temperature. This allows the powertrain control module
(PCM) to enrichen the air fuel mixture for a hot restart condition.

Fig. 8 Throttle Position Sensor

VEHICLE SPEED SENSORPCM INPUT


The vehicle speed sensor (Fig. 9) is located in the
transmission extension housing. The sensor input is
used by the powertrain control module (PCM) to determine vehicle speed and distance traveled.
The speed sensor generates 8 pulses per sensor
revolution. These signals are interpreted along with
a closed throttle signal from the throttle position sensor by the PCM. The inputs are used to determine if
a closed throttle deceleration or a normal idle (vehicle stopped) condition exists. Under deceleration conditions, the PCM adjusts the idle air control (IAC)
motor to maintain a desired MAP value. Under idle
conditions, the PCM adjusts the IAC motor to maintain a desired engine speed.

AIR CONDITIONING (A/C) CLUTCH RELAYPCM


OUTPUT
Fig. 7 Throttle Body Temperature Sensor

The powertrain control module (PCM) operates the


A/C compressor through the A/C clutch relay. By
switching the ground path for the relay on and off,

14 - 26

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE

Fig. 10 Power Distribution Center (PDC)Typical

Fig. 9 Vehicle Speed SensorTypical


the PCM is able to cycle the A/C compressor clutch.
This will be based on changes in engine operating
conditions.
A/C compressor clutch engagement is controlled by
the PCM through the A/C clutch relay. When the coil
side of the relay is energized, the contacts close. Battery voltage is then supplied to the compressor clutch
through the radiator cooling fan relay. The relay is
energized when the A/C switch is closed (A/C has
been selected) and the low-pressure switch is closed.
If, during A/C operation, the PCM senses low idle
speeds, or a wide open throttle condition, it will deenergize the relay. This is done to prevent damage to
the A/C compressor clutch. The relay will be de-energized until the idle speed increases or wide open
throttle condition no longer exists.
The A/C clutch relay is located in the power distribution center (PDC). The PDC is mounted in the engine compartment to the left inner fender panel (Fig.
10). For location of the relay within the PDC, refer to
label under PDC cover.

position, it will de-energize (remove ground). Battery


voltage will not be supplied to the fuel pump, fuel injectors, ignition coil, generator field winding and O2S
sensor heater element.
The ASD relay is located in the power distribution
center (PDC). The PDC is mounted in the engine
compartment to the left inner fender panel (Fig. 10).
For location of the relay within the PDC, refer to label under PDC cover.

EGR SOLENOIDPCM OUTPUT


Vacuum for the exhaust gas recirculation (EGR)
valve control is switched on and off by the EGR solenoid. The solenoid is controlled by the powertrain
control module (PCM). It is located in the engine
compartment (Fig. 11).

AUTO SHUTDOWN (ASD) RELAYPCM OUTPUT


The ASD supplies battery voltage to the fuel pump,
fuel injector, ignition coil, generator field winding
and oxygen (O2S) sensor heating element. The
ground circuit for the coil in the ASD relay is controlled by the powertrain control module (PCM). The
PCM operates the relay by switching the ground circuit on and off.
The PCM monitors the distributor pick-up signal to
determine engine speed and compute injector synchronization. If the PCM does not receive a distributor signal when ignition switch is in the RUN

Fig. 11 EVAP Canister Purge and EGR Solenoids

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE

14 - 27

When the solenoid is energized by the PCM, it prevents vacuum from reaching the EGR valve transducer and EGR valve. The solenoid is energized
during engine warm-up, closed throttle (idle), wide
open throttle and rapid acceleration/deceleration. If
the solenoid wire connector is disconnected, the EGR
valve function will be operational at all times.
Refer to Group 25, Emission Control System for
more information.

EVAP CANISTER PURGE SOLENOIDPCM


OUTPUT
Vacuum for the EVAP Canister is controlled by the
EVAP canister purge solenoid (Fig. 11). The solenoid
is controlled by the powertrain control module
(PCM).
The PCM operates the solenoid by switching the
ground circuit on and off. This is based on engine operating conditions. When energized, the solenoid prevents vacuum from reaching the EVAP canister.
When not energized, the solenoid allows vacuum to
flow to the canister.
During warm-up and for a specified time period after hot starts, the PCM grounds the EVAP canister
purge solenoid causing it to energize. Vacuum does
not operate the EVAP canister valve.
The PCM removes the ground to the solenoid when
the engine reaches a specified temperature. This is
done after the time delay interval has occurred. The
solenoid is de-energized. Vacuum flows to the EVAP
canister purge valve to purge fuel vapors through the
throttle body.
The purge solenoid will also be energized during
certain idle conditions in order to update the fuel delivery calibration.
Refer to Group 25, Emission Control System for
more information.

FUEL INJECTORPCM OUTPUT


The fuel injector (Fig. 12) is an electro/mechanical
solenoid driven by the powertrain control module
(PCM).
Based on sensor inputs, the PCM determines injector pulse width (how long the injector is energized).
It also determines when the fuel injector should operate.
When electrical current is supplied to the injector,
a spring loaded pintle is lifted from its seat. This allows fuel to flow past the pintle and orifice. This action causes the fuel to form a 30 degree cone shaped
spray pattern before entering the air stream in the
throttle body.
Fuel is supplied to the injector constantly at regulated 14.5 psi. The unused fuel is then returned to
the fuel tank through the fuel return line.

Fig. 12 Fuel Injector

FUEL PUMPPCM OUTPUT


The fuel pump is energized through the Automatic
Shutdown (ASD) relay. When the ignition switch is
turned to the OFF position, the powertrain control
module (PCM) ceases to provide a ground for the
ASD relay. When the ASD relay is not energized, battery voltage is shut Off for:
The fuel pump
The fuel injector
The ignition coil
The oxygen sensor heating element
All fuel injection will then stop.

GENERATORPCM OUTPUT
The powertrain control module (PCM) regulates the
charging system voltage within a range of 12.9 to
15.0 volts. Refer to Group 8A for charging system information.

IDLE AIR CONTROL (IAC) MOTORPCM OUTPUT


The IAC stepper motor is mounted on the throttle
body and is controlled by the powertrain control module (PCM) (Fig. 13).
The throttle body has an idle air control passage
that provides air for the engine at idle (the throttle
blade is closed). The IAC motor pintle protrudes into
the idle air control passage and regulates air flow
through it.
The PCM adjusts engine idle speed by moving the
idle air control motor pintle in and out of the idle air
control passage. The adjustments are based on inputs
the PCM receives from the throttle position sensor,
speed sensor (distributor pick-up coil) and engine
coolant temperature sensor. They are also based on
various switch operations (brake, air conditioning).
Deceleration die out is also prevented by increasing
airflow. This is done when the throttle is closed
quickly after a driving (speed) condition.

14 - 28

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE

Fig. 13 Idle Air Control (IAC) Motor

IGNITION COILPCM OUTPUT


The powertrain control module (PCM) operates the
ignition coil by supplying positive voltage through
the auto shutdown (ASD) relay. When the relay is energized by the PCM, battery voltage is connected to
the ignition coil positive terminal. The ground circuit
to the coil is also supplied by the PCM. The PCM will
de-energize the ASD relay if it does not receive an input from the distributor pick-up. Refer to Auto Shutdown (ASD) RelayPCM Output in this section for
relay operation. Also refer to Group 8D, Ignition System for more ignition coil operation information.
The ignition coil is mounted next to the thermostat
housing.

MALFUNCTION INDICATOR LAMPPCM OUTPUT


The malfunction indicator lamp illuminates each
time the ignition key is turned on. It will stay on for
approximately three seconds as a bulb test. The lamp
is displayed on the instrument panel as the CHECK
ENGINE lamp (Fig. 14).
If the powertrain control module (PCM) receives an
incorrect signal or no signal from certain sensors or
emission related systems, the lamp is turned on. This
is a warning that the PCM has gone into a limp-in
mode. This is an attempt to keep the system operating. It signals an immediate need for service.
The lamp can also be used to display a Diagnostic
Trouble Code (DTC). Cycle the ignition switch OnOff-On-Off-On within 3 seconds. Any codes stored in
the PCM memory will be displayed in a series of
flashes representing numerical digits. Refer to OnBoard Diagnostics in the General Diagnosis section
of this group for accessing a DTC.

RADIATOR COOLING FAN RELAYPCM OUTPUT


Vehicles equipped with 2.5L engines have an electrical engine cooling fan. The fan is energized by the
powertrain control module (PCM) through the radiator cooling fan relay. The relay is located in the

Fig. 14 Check Engine Lamp LocationTypical


power distribution center (PDC). The PDC is
mounted in the engine compartment on the left
fender wall. For location of this relay within PDC, refer to label under PDC cover. Refer to Group 7, Cooling, for relay and engine cooling fan operation.

OPEN LOOP/CLOSED LOOP MODES OF


OPERATION
As input signals to the powertrain control module
(PCM) change, the PCM adjusts its response to the
output devices. For example, the PCM must calculate
a different injector pulse width and ignition timing
for idle than it does for wide open throttle (WOT).
There are several different modes of operation that
determine how the PCM responds to the various input signals.

MODES
Open Loop
Closed Loop
During Open Loop modes, the powertrain control
module (PCM) receives input signals and responds
only according to preset internal programming. Input
from the oxygen (O2S) sensor is not monitored during Open Loop modes.
During Closed Loop modes, the powertrain control
module (PCM) will monitor the oxygen (O2S) sensor
input. This input indicates to the PCM whether or
not the calculated injector pulse width results in the
ideal air-fuel ratio. This ratio is 14.7 parts air to 1
part fuel. By monitoring the exhaust oxygen content
through the O2S sensor, the PCM can fine tune the

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE


injector pulse width. This is done to achieve optimum
fuel economy combined with low emission engine performance.
The single-port fuel injection system has the following modes of operation:
Ignition switch On
Engine start-up
Engine warm-up
Cruise (Idle)
Acceleration
Deceleration
Wide Open Throttle
Ignition switch OFF
The ignition switch On, engine start-up (crank), engine warm-up, and wide open throttle modes are
Open Loop modes. The acceleration, deceleration and
cruise modes (with the engine at operating temperature), are Closed Loop modes.

IGNITION SWITCH (KEY-ON) MODE


This is an Open Loop mode. When the single-port
fuel injection system is activated by the ignition
switch, the following actions occur:
Powertrain control module (PCM) determines atmospheric air pressure from the Manifold Absolute
Pressure (MAP) sensor input to determine basic fuel
strategy.
The PCM monitors the engine coolant temperature
sensor input. The PCM modifies fuel strategy based
on this input.
When the key is in the On position, the auto shutdown (ASD) relay is not energized. Battery voltage is
not supplied to the fuel pump, ignition coil, fuel injector or oxygen sensor heating relay.
ENGINE START-UP MODE
This is an Open Loop mode. The following actions
occur when the starter motor is engaged:
If the powertrain control module (PCM) receives a
distributor signal it will energize the auto shutdown
(ASD) relay. This is done to supply battery voltage to
the fuel pump, fuel injector, ignition coil and oxygen
sensor heating element. If the PCM does not receive
a distributor input within 0.5 seconds, the ASD relay
will be de-energized.
When the engine is operating and idling within
664 rpm of target rpm, the PCM compares current
MAP value with atmospheric pressure value it received. This is done during the Key-On mode. If a
minimum difference between the two is not detected,
a pneumatic trouble code is set into memory.
Once the ASD relay has been energized, the PCM:
Supplies a ground path to the injector. The injector
is pulsed four times per engine revolution instead of
the normal two pulses per revolution.
Determines injector pulse width based on engine
coolant temperature and barometric pressure (MAP
sensor).

14 - 29

Determines the number of engine revolutions since


cranking was initiated.
Monitors the engine coolant temperature sensor,
distributor pick-up, MAP sensor and throttle position
sensor. This will determine correct ignition timing.

ENGINE WARM-UP MODE


This is a Open Loop mode. The following inputs are
received by the powertrain control module (PCM):
Engine coolant temperature
Manifold absolute pressure (MAP)
Engine speed (distributor pick-up)
Throttle position
Air Conditioning (A/C) switch
Battery voltage
The PCM provides a ground path for the injector to
precisely control injector pulse width. This is done by
switching the ground on and off. It then fires the injector twice per engine revolution. The PCM adjusts
engine idle speed, throttle stop angle and ignition
timing.
The up-shift indicator lamp (manual transmission
only) is illuminated by the PCM according to engine
speed and load.
CRUISE OR IDLE MODE
When the engine is at operating temperature, this
is a Closed Loop mode. During cruising speed and at
idle, the following inputs are received by the powertrain control module (PCM):
Engine coolant temperature
Manifold absolute pressure
Engine speed
Throttle position
Exhaust gas oxygen content
Air Conditioning (A/C) control positions
The PCM provides a ground path for the injector to
precisely control injector pulse width. It fires the injector twice per engine revolution. The PCM regulates engine idle speed, throttle stop angle and
ignition timing. The PCM adjusts the air/fuel ratio
according to the oxygen content in the exhaust gas.
The up-shift indicator lamp (manual transmission
only) is illuminated by the PCM according to engine
speed and load.
ACCELERATION MODE
This is a Closed Loop mode. The powertrain control
module (PCM) recognizes an abrupt increase in
throttle position or MAP pressure as a demand. This
demand is used for increased engine output and vehicle acceleration. The PCM increases injector pulse
width in response to increased fuel demand. The
PCM will de-energize the A/C clutch relay. This is
done if the air conditioning is on and a wide open
throttle (WOT) condition is sensed.

14 - 30

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE

DECELERATION MODE
This is a Closed Loop mode. During deceleration,
the following inputs are received by the powertrain
control module (PCM):
Engine coolant temperature
Manifold absolute pressure
Engine speed
Throttle position
Exhaust gas oxygen content
Vehicle speed sensor
Air Conditioning (A/C) control positions
A closed throttle input, along with an abrupt decrease in manifold pressure, indicates to the PCM
that the vehicle is in a hard deceleration. The PCM
may reduce injector firing to just once per engine
revolution to lean the air-fuel mixture. This is sensed
through the O2S sensor during hard deceleration.
The PCM grounds the EGR and EVAP purge solenoids. This stops EGR operation and EVAP canister
purge functions.
WIDE OPEN THROTTLE MODE
This is an Open Loop mode. During wide-openthrottle operation, the following inputs are received
by the powertrain control module (PCM):
Engine coolant temperature
Manifold absolute pressure
Engine speed
Throttle position
When the PCM senses wide open throttle condition
through the throttle position sensor (TPS), it will
provide a ground for the EGR solenoid. This will prevent any EGR functions.
The exhaust gas oxygen content input is not accepted by the PCM. It will adjust injector pulse
width to supply a predetermined amount of additional fuel.
IGNITION SWITCH OFF-MODE
This is an Open Loop mode. When the ignition
switch is turned to the Off position, the powertrain
control module (PCM) ceases to provide a ground for
the auto shutdown (ASD) relay. Battery voltage is
disconnected from the fuel pump, fuel injector, ignition coil and oxygen sensor heating element. This is
done when the ASD relay is not energized. All fuel
injection stops.

FUEL PRESSURE REGULATOR


The pressure regulator is a mechanical device located at the top of the throttle body (Fig. 15). Its

function is to maintain a constant 100 kPa (14.5 psi)


across the fuel injector tip. The regulator uses a
spring loaded rubber diaphragm to uncover a fuel return port.
When the fuel pump becomes operational, fuel
flows past the injector into the regulator. The fuel is
restricted from flowing any further by the blocked return port. When fuel pressure reaches 100 kPa (14.5
PSI) it pushes on the diaphragm. It then compresses
the spring and uncovers the fuel return port. The diaphragm and spring will constantly move from an
open to closed position to keep the fuel pressure constant. The pressure regulator is not controlled by
the powertrain control module (PCM).

Fig. 15 Fuel Pressure RegulatorTypical

THERMAL VACUUM VALVE (TVV)


For operation, diagnosis and removal/installation
procedures, refer to Group 25, Emission Control System.

THROTTLE BODY
The throttle body assembly (Fig. 16) is mounted on
top of the intake manifold. It contains:
The fuel injector
The fuel pressure regulator
The throttle position sensor (TPS)
The idle air control (IAC) motor
The throttle body temperature sensor
Air flow through the throttle body is controlled by
a cable operated throttle blade. This throttle is located in the base of the throttle body. The throttle
body itself provides the chamber for metering, atomizing and mixing fuel with the air entering the engine.

14 - 31

Fig. 16 Throttle Body2.5L 4-Cylinder Engine

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION2.5L ENGINE

14 - 32

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE

SINGLE-PORT FUEL INJECTIONGENERAL DIAGNOSIS2.5L ENGINE


INDEX
page
Diagnostic Trouble Code (DTC)
DRB Scan Tool . . . . . . . . . . . .
General Information . . . . . . . .
Ignition Timing Procedure . . . .
On-Board Diagnostics (OBD) . .

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36
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page
Oxygen (O2S) Sensor Heating Element Test
PCM System Schematics . . . . . . . . . . . . .
Throttle Body Minimum Air Flow Check . . .
Vehicle Speed Sensor Test . . . . . . . . . . . .
Visual Inspection . . . . . . . . . . . . . . . . . . . .

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35
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32

GENERAL INFORMATION

VISUAL INSPECTION

The fuel injection system is managed by the powertrain control module (PCM). The PCM was formerly referred to as the SBEC or engine controller.
The PCM receives inputs from various switches and
sensors (Fig. 1). Based on these inputs, the PCM adjusts ignition timing and idle speed through output
devices. Refer to the previous section of this group
for system operation and component descriptions.

A visual inspection for loose, disconnected, or incorrectly routed wires and hoses should be made. This
should be done before attempting to diagnose or service the fuel injection system. A visual check will
help spot these faults and save unnecessary test and
diagnostic time. A thorough visual inspection will include the following checks:

Fig. 1 Single-Port Fuel Injection Components2.5L Engine

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE

14 - 33

(1) Verify that the 60-way connector is fully inserted into the socket on the powertrain control module (PCM). Also verify that the mounting screw is
tight (Fig. 2).

Fig. 2 PCM Electrical Connector


(2) Verify that all hoses are securely attached to
the EVAP canister.
(3) Verify that generator wiring and belt are correctly installed and tightened.
(4) Verify that vacuum and electrical connections
at EVAP canister purge solenoid are secure (Fig. 3).

Fig. 4 EVAP Canister Purge Solenoid and EGR


Solenoid Vacuum Connections
(8) Verify that the engine ground strap is properly
attached. Refer to Group 8, Wiring for schematics
and ground locations.
(9) Check ignition coil electrical connections.
(10) Verify that the throttle body wiring connection
to main harness is attached.
(11) Check transmission electrical connection.
(12) Verify that 4-way connector is attached to Idle
Air Control (IAC) Motor (Fig. 5).

Fig. 3 EVAP CanisterTypical


(5) Verify that vacuum and electrical connections
at EGR Solenoid are secure (Fig. 4).
(6) Verify that the 3-way connector is attached to
the MAP sensor (Fig. 4).
(7) Verify MAP Sensor Vacuum Hose is attached at
MAP sensor (Fig. 4).

Fig. 5 Throttle Body Wiring Connections

14 - 34

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE

(13) Verify that the 3-way connector is attached to


the throttle position sensor (Fig. 5).
(14) Verify that the 2-way connector is attached to
the throttle body temperature sensor (Fig. 5).
(15) Verify that the 2-way connector is attached to
the fuel injector (Fig. 5).
(16) Verify that hose from PCV valve is securely
attached to the intake manifold vacuum port (Fig. 6).
Also verify orifice plug is in valve cover nipple.

Fig. 8 Throttle Body Vacuum Ports Rear

Fig. 6 Vacuum Hose from Intake Manifold-to-PCV


Valve
(17) Verify that vacuum connections on the front
and rear of throttle body are secure and not leaking
(Figs. 7 and 8).

Fig. 9 EGR Valve and Valve Control


(20) Verify that 3-way connector is attached to distributor (Fig. 10).

Fig. 7 Throttle Body Vacuum Ports Front


(18) Verify that heated air door vacuum connection
is connected and not leaking.
(19) Verify that hoses are attached to the EGR
valve and valve control (Fig. 9).

Fig. 10 Distributor, Oil Pressure Switch and


Electrical Connections

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE

14 - 35

(21) Verify that 2-way connector is attached to engine coolant temperature Sensor (Fig. 11).
(22) Verify that negative battery ground eyelet is
mounted to the rear of the cylinder head (Fig. 11).

Fig. 13 Power Distribution Center (PDC)Typical

Fig. 11 Engine Coolant Temperature Sensor


(23) Verify that all ignition secondary cables are in
correct firing order and seated into place.
(24) Verify engine harness-to-main harness connections are fully inserted.
(25) Verify power brake vacuum connections are
tight (Fig. 12).

Fig. 14 Vehicle Speed Sensor Wiring Connection


Typical

OXYGEN (O2S) SENSOR HEATING ELEMENT TEST


Fig. 12 Power Brake Vacuum Connection
(26) Verify that all relays are firmly inserted into
the electrical connectors in the power distribution
center (PDC) (Fig. 13).
(27) Be sure that battery connections are clean and
tight.
(28) Check vehicle speed sensor electrical connector (Fig. 14).
(29) Check hose and wiring connections at fuel
pump. Check that wiring connector is making contact
with terminals on pump.

To perform a complete test of the O2S sensor and


its circuitry, refer to the DRB scan tool and appropriate Powertrain Diagnostics Procedures manual. To
test the O2S only, refer to the following:
The O2S sensor is located in the exhaust manifold
(Fig. 15). The O2S heating element can be tested
with an ohmmeter as follows:
Disconnect the O2S sensor connector. Connect the
ohmmeter test leads across the white wire terminals
of the sensor connector. Resistance should be between 5 and 7 ohms. Replace the sensor if the ohmmeter displays an infinity (open) reading.

VEHICLE SPEED SENSOR TEST


To perform a complete test of the sensor and its cir-

14 - 36

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE


(9) Using the DRB scan tool, Access Min Airflow
Idle Spd Test through the Special Functions screen.
(10) The following will then occur:
Idle air control (IAC) motor will fully close
Idle spark advance will become fixed
Idle fuel will become enriched
Engine rpm will be displayed on DRB scan tool
(11) Check engine idle rpm with a tachometer. On
a vehicle with less than one thousand (1000) miles,
the idle speed should be between 650-1250 rpm. On a
vehicle with more than one thousand (1000) miles,
idle speed should be between 1050-1250 rpm. If idle
speed is within specifications, the throttle body minimum air flow is set correctly.
If idle rpm is not within specifications, replace
throttle body.
(12) Shut off engine.
(13) Remove Tool number C-5004 from intake manifold PCV nipple. Install the PCV valve hose.
(14) Remove DRB scan tool.
(15) Install air cleaner assembly. Install heated air
door vacuum hose.
(16) Disconnect timing check device and tachometer.

IGNITION TIMING PROCEDURE


Refer to Group 8D, Ignition System in this repair
manual.

Fig. 15 Oxygen Sensor2.5L Engine


cuitry, refer to DRB scan tool and appropriate Powertrain Diagnostics Procedures manual.

THROTTLE BODY MINIMUM AIR FLOW CHECK


2.5L 4-CYLINDER ENGINE
(1) Connect Diagnostic Readout Box (DRB scan
tool).
(2) Remove air cleaner assembly. Plug the heated
air door vacuum hose.
(3) Warm engine in neutral until the engine cooling fan has cycled on and off at least once.
(4) Hook-up timing check device and tachometer.
(5) With the DRB scan tool, access Basic Timing
Mode in the Special Functions section. Refer to the
appropriate Powertrain Diagnostic Procedures service manual. Set basic timing to the specification
shown on the Vehicle Emission Control Information
(VECI) label located in the engine compartment. Refer to Group 25, Emission Control System for more
information on the VECI label.
(6) Disconnect the PCV valve hose from the intake
manifold nipple.
(7) Attach Tool C-5004 (0.125 orifice in attached
hose) to the intake manifold PCV nipple.
(8) Restart the engine and allow to idle for at least
one minute.

PCM SYSTEM SCHEMATICS


A powertrain control system schematic for the 2.5L
4-cylinder fuel injected engine is shown in figure 16.
The schematic is displayed as a quick reference
only. It is not intended to be all-inclusive. Refer to
the Wiring Diagrams section for detailed information.

ON-BOARD DIAGNOSTICS (OBD)


The powertrain control module (PCM) has been
programmed to monitor many different circuits of the
fuel injection system. If a problem is sensed in a
monitored circuit often enough to indicate an actual
problem, a Diagnostic Trouble Code (DTC) is stored.
The DTC will be stored in the PCM memory for eventual display to the service technician. If the problem
is repaired or ceases to exist, the PCM cancels the
DTC after 51 engine starts.
Certain criteria must be met for a diagnostic trouble code (DTC) to be entered into PCM memory. The
criteria may be a specific range of engine rpm, engine
temperature and/or input voltage to the PCM.
It is possible that a DTC for a monitored circuit
may not be entered into memory even though a malfunction has occurred. This may happen because one
of the DTC criteria for the circuit has not been met.
Example: assume that one of the criteria for the
MAP sensor circuit is that the engine must be operating between 750 and 2000 rpm to be monitored for

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE

Fig. 16 PCM System Schematic2.5L 4-Cylinder Engine

14 - 37

14 - 38

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE

a DTC. If the MAP sensor output circuit shorts to


ground when the engine rpm is above 2400 rpm, a 0
volt input will be seen by the PCM. A DTC will not
be entered into memory because the condition does
not occur within the specified rpm range.
A DTC indicates that the powertrain control module (PCM) has recognized an abnormal signal in a
circuit or the system. A DTC may indicate the result
of a failure, but never identify the failed component
directly.
There are several operating conditions that the
PCM does not monitor and set a DTC for. Refer to
the following Monitored Circuits and Non-Monitored
Circuits in this section.

MONITORED CIRCUITS
The powertrain control module (PCM) can detect
certain problems in the fuel injection system.
Open or Shorted Circuit - The PCM can determine if sensor output (which is the input to PCM) is
within proper range. It also determines if the circuit
is open or shorted.
Output Device Current Flow - The PCM senses
whether the output devices are hooked up.
If there is a problem with the circuit, the PCM
senses whether the circuit is open, shorted to ground
(-), or shorted to (+) voltage.
Oxygen Sensor - The PCM can determine if the
oxygen sensor is switching between rich and lean.
This is, once the system has entered Closed Loop. Refer to Open Loop/Closed Loop Modes Of Operation in
the Component Description/System Operation section
for an explanation of the Closed (or Open) Loop operation.
NON-MONITORED CIRCUITS
The PCM does not monitor the following circuits,
systems or conditions that could have malfunctions
that result in driveability problems. A Diagnostic
Trouble Code (DTC) may not be displayed for these
conditions.
Fuel Pressure Fuel pressure is controlled by the
fuel pressure regulator. The PCM cannot detect a
clogged fuel pump inlet filter, clogged in-line fuel filter, or a pinched fuel supply or return line. However,
these could result in a rich or lean condition causing
an oxygen sensor DTC to be stored in the PCM.
Secondary Ignition Circuit: The PCM cannot
detect an inoperative ignition coil, fouled or worn
spark plugs, ignition cross firing, or open circuited
spark plug cables.
Engine Timing: The PCM cannot detect an incorrectly indexed timing chain, camshaft sprocket or
crankshaft sprocket. The PCM also cannot detect an
incorrectly indexed distributor. However, these could
result in a rich or lean condition causing an oxygen
sensor DTC to be stored in the PCM.

Cylinder Compression: The PCM cannot detect


uneven, low, or high engine cylinder compression.
Exhaust System: The PCM cannot detect a
plugged, restricted or leaking exhaust system.
Fuel Injector Malfunctions: The PCM cannot determine if the fuel injector is clogged, or the wrong
injector is installed. However, these could result in a
rich or lean condition causing an oxygen sensor DTC
to be stored in the PCM.
Excessive Oil Consumption: Although the PCM
monitors exhaust stream oxygen content through oxygen sensor (closed loop), it cannot determine excessive oil consumption.
Throttle Body Air Flow: The PCM cannot detect
a clogged or restricted air cleaner inlet or air cleaner
element.
Evaporative System: The PCM will not detect a
restricted, plugged or loaded EVAP canister.
Vacuum Assist: Leaks or restrictions in the vacuum circuits of vacuum assisted engine control system devices are not monitored by the PCM. However,
a vacuum leak at the MAP sensor will be monitored
and a diagnostic trouble code (DTC) will be generated by the PCM.
Powertrain Control Module (PCM) System
Ground: The PCM cannot determine a poor system
ground. However, a DTC may be generated as a result of this condition.
Powertrain Control Module (PCM) Connector
Engagement: The PCM cannot determine spread or
damaged connector pins. However, a DTC may be
generated as a result of this condition.

HIGH AND LOW LIMITS


The powertrain control module (PCM) compares input signal voltages from each input device. It will establish high and low limits that are programmed into
it for that device. If the input voltage is not within
specifications and other Diagnostic Trouble Code
(DTC) criteria are met, a DTC will be stored in memory. Other DTC criteria might include engine rpm
limits or input voltages from other sensors or
switches. The other inputs might have to be sensed
by the PCM when it senses a high or low input voltage from the control system device in question.
ACCESSING DIAGNOSTIC TROUBLE CODES
Stored diagnostic trouble codes can be displayed by
cycling the ignition key On-Off-On-Off-On within
three seconds and observing the malfunction indicator lamp. This lamp is displayed on the instrument
panel as the CHECK ENGINE lamp (Fig. 17).
They can also be displayed through use of the Diagnostic Readout Box (DRB scan tool). The DRB connects to the data link connector in the vehicle (Fig.
18). The circuits of the data link connector are shown

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE

14 - 39

in (Fig. 19). For operation of the DRB, refer to the


appropriate Powertrain Diagnostic Procedures service manual.

Fig. 19 Data Link Connector Schematic

Fig. 17 Check Engine Lamp LocationTypical

could also indicate that battery voltage has been disconnected to the PCM. In either case, other DTCs
may have been erased.
If the lamp flashes 4 times, pauses and flashes 1
more time, a Diagnostic Trouble Code (DTC) number
41 is indicated.
If the lamp flashes 4 times, pauses and flashes 6
more times, a Diagnostic Trouble Code (DTC) number 46 is indicated.
After any stored DTC information has been observed, the display will end with a flashing DTC
number 55. This will indicate the end of all stored information.
Refer to the Diagnostic Trouble Code (DTC) charts
for DTC identification.
If the problem is repaired or ceases to exist, the
powertrain control module (PCM) cancels the DTC
after 51 engine starts.
Diagnostic Trouble Codes indicate the results of a
failure, but never identify the failed component directly.

ERASING TROUBLE CODES


The DRB scan tool must be used to erase a Diagnostic Trouble Code (DTC). Refer to the appropriate
Powertrain Diagnostic Procedures service manual for
operation of the DRB scan tool.

DRB SCAN TOOL


For operation of the DRB scan tool, refer to the appropriate Powertrain Diagnostic Procedures service
manual.

DIAGNOSTIC TROUBLE CODE (DTC)


Fig. 18 Data Link Connector LocationTypical
EXAMPLES:
If the lamp (Fig. 17) flashes 1 time, pauses and
flashes 2 more times, a flashing Diagnostic Trouble
Code (DTC) number 12 is indicated. If this code is
observed, it is indicating that the battery has been
disconnected within the last 50 key-on cycles. It

On the following pages, a list of diagnostic trouble


codes is provided for the 2.5L 4-cylinder engine. A
DTC indicates that the powertrain control module
(PCM) has recognized an abnormal signal in a circuit
or the system. A DTC may indicate the result of a
failure, but never identify the failed component directly.

14 - 40

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE


DIAGNOSTIC TROUBLE CODE DESCRIPTIONS

Diagnostic
Trouble Code

DRB Scan Tool

Description of Diagnostic Trouble Code

11**

No Crank Reference Signal at PCM

No crank reference signal detected during engine cranking.

12*

Battery Disconnect

Direct battery input to PCM was disconnected


within the last 50 Key-on cycles.

13**

No Change in MAP From Start to Run

No difference recognized between the engine


MAP reading and the barometric (atmospheric)
pressure reading at start-up.

14**

MAP Sensor Voltage Too Low

MAP sensor input below minimum acceptable


voltage.

or
MAP Sensor Voltage Too High

MAP sensor input above maximum acceptable


voltage.

15**

No Vehicle Speed Sensor Signal

No vehicle distance (speed) sensor signal detected during road load conditions.

17*

Engine is Cold Too Long

Engine coolant temperature remains below


normal operating temperatures during vehicle
travel (thermostat).

21**

O2S Stays at Center

Neither rich or lean condition detected from


the oxygen sensor input.

or

22**

O2S Shorted to Voltage

Oxygen sensor input voltage maintained above


the normal operating range.

ECT Sensor Voltage Too High

Engine coolant temperature sensor input


above maximum acceptable voltage.

or

23**

ECT Sensor Voltage Too Low

Engine coolant temperature sensor input below


minimum acceptable voltage.

Intake Air Temp Sensor Voltage Low

Intake manifold air temperature sensor input


below the minimum acceptable voltage.

or

24**

Intake Air Temp Sensor Voltage High

Intake manifold air temperature sensor input


above the maximum acceptable voltage.

Throttle Position Sensor Voltage High

Throttle position sensor input above the maximum acceptable voltage.

or
Throttle Position Sensor Voltage Low

Throttle position sensor input below the minimum acceptable voltage.

* Check Engine Lamp will not illuminate at all times if this Diagnostic Trouble Code was recorded. Cycle
Ignition key as described in manual and observe code flashed by Check Engine lamp.
** Check Engine Lamp will illuminate during engine operation if this Diagnostic Trouble Code was recorded.

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE

14 - 41

DIAGNOSTIC TROUBLE CODE DESCRIPTIONS CONTINUED


Diagnostic
Trouble Code

DRB Scan Tool

Description of Diagnostic Trouble Code

25**

Idle Air Control Motor Circuits

A shorted condition detected in one or more of


the idle air control motor circuits.

27*

Injector #1 Control Circuit

Injector #1 output driver does not respond


properly to the control signal.

or
Injector #2 Control Circuit

Injector #2 output driver does not respond


properly to the control signal.

or
Injector #3 Control Circuit

Injector #3 output driver does not respond


properly to the control signal.

or
Injector #4 Control Circuit

Injector #4 output driver does not respond


properly to the control signal.

31**

EVAP Solenoid Circuit

An open or shorted condition detected in the


EVAP solenoid circuit.

32**

EGR Solenoid Circuit

An open or shorted condition detected in the


EGR solenoid circuit.

or
EGR System Failure

A mechanical problem found in EGR system


(vacuum line leak, defective EGR valve,
plugged EGR tube, etc.)

33*

A/C Clutch Relay Circuit

An open or shorted condition detected in the


A/C clutch relay circuit.

34*

Speed Control Solenoid Circuits

An open or shorted condition detected in the


Speed Control vacuum or vent solenoid circuits.

or
Speed Control Switch Always Low

Speed Control switch input below the minimum acceptable voltage.

or
Speed Control Switch Always High

Speed Control switch input above the maximum acceptable voltage.

35*

Rad Fan Control Relay Circuits

An open or shorted condition detected in the


radiator fan relay circuit.

41**

Generator Field Not Switching Properly

An open or shorted condition detected in the


generator field control circuit.

42*

Auto Shutdown Relay Control Circuit

An open or shorted condition detected in the


auto shutdown relay circuit.

* Check Engine Lamp will not illuminate at all times if this Diagnostic Trouble Code was recorded. Cycle
Ignition key as described in manual and observe code flashed by Check Engine lamp.
** Check Engine Lamp will illuminate during engine operation if this Diagnostic Trouble Code was recorded.

14 - 42

FUEL SYSTEM GENERAL DIAGNOSIS2.5L ENGINE


DIAGNOSTIC TROUBLE CODE DESCRIPTIONS CONTINUED

Diagnostic
Trouble Code

DRB Scan Tool

Description of Diagnostic Trouble Code

44*

Battery Temp Sensor Volts out of Limit

An open or shorted condition exists in the engine coolant temperature sensor circuit or a
problem exists in the PCMs battery temperature voltage circuit.

46**

Charging System Voltage Too High

Battery voltage sense input above target


charging voltage during engine operation.

47**

Charging System Voltage Too Low

Battery voltage sense input below target


charging during engine operation. Also, no significant change detected in battery voltage
during active test of generator output.

51**

O2S Signal Stays Below Center (Lean)

Oxygen sensor signal input indicates lean air/


fuel ratio condition during engine operation.

52**

O2S Signal Stays Above Center (Rich)

Oxygen sensor signal input indicates rich air/


fuel ratio condition during engine operation.

53*

Internal PCM Failure

PCM Internal fault condition detected.

or
PCM Failure SRI Communications

PCM Internal fault condition detected.

55*

Display not shown on DRB scan tool

Completion of diagnostic trouble code display


on the Malfunction Indicator Lamp (Check Engine Lamp).

62*

PCM Failure SRI miles not stored

Unsuccessful attempt to update SRI (service


reminder indicator) miles in the PCM EEPROM.

63*

PCM Failure EEPROM Write Denied

Unsuccessful attempt to write to an EEPROM


location by the PCM.

* Check Engine Lamp will not illuminate at all times if this Diagnostic Trouble Code was recorded. Cycle
Ignition key as described in manual and observe code flashed by Check Engine lamp.
** Check Engine Lamp will illuminate during engine operation if this Diagnostic Trouble Code was recorded.

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION2.5L ENGINE

14 - 43

SINGLE-PORT FUEL INJECTIONCOMPONENT REMOVAL/INSTALLATION2.5L


ENGINE
INDEX
page
A/C Clutch Relay . . . . . . . . . . . . . . . . . .
Accelerator Pedal and Throttle Cable . . . .
Air Cleaner Element . . . . . . . . . . . . . . . .
Automatic Shutdown (ASD) Relay . . . . . .
Brake Switch . . . . . . . . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor . . . .
EVAP Canister Purge Solenoid . . . . . . . .
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Injector . . . . . . . . . . . . . . . . . . . . . .
Fuel Pressure Regulator . . . . . . . . . . . . .
Fuel Pump Module . . . . . . . . . . . . . . . . .
Fuel Pump Relay . . . . . . . . . . . . . . . . . .
Fuel System Pressure Release Procedure
Fuel Tank Pressure Relief/Rollover Valve .
Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . .

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46
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page
Fuel Tubes/Lines/Hoses and Clamps . . . .
Idle Air Control (IAC) Motor . . . . . . . . . . .
Ignition Coil . . . . . . . . . . . . . . . . . . . . . .
Intake Manifold . . . . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure (MAP) Sensor
Oxygen (O2S) Sensor . . . . . . . . . . . . . . .
Park/Neutral Switch . . . . . . . . . . . . . . . . .
Powertrain Control Module (PCM) . . . . . .
Quick-Connect Fittings . . . . . . . . . . . . . .
Throttle Body . . . . . . . . . . . . . . . . . . . . .
Throttle Body Fittings . . . . . . . . . . . . . . .
Throttle Body Temperature Sensor . . . . . .
Throttle Position Sensor . . . . . . . . . . . . .
Vehicle Speed Sensor . . . . . . . . . . . . . . .

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AIR CLEANER ELEMENT

A/C CLUTCH RELAY

REMOVAL/INSTALLATION
(1) Unsnap the four clips at the top of air cleaner
housing cover (Fig. 1).

The air conditioning clutch relay is located in the


power distribution center (PDC) (Fig. 2). For location
of this relay within the PDC, refer to label attached
to bottom of PDC cover.

Fig. 1 Air Cleaner Element Removal2.5L Engine

Fig. 2 Power Distribution Center (PDC)Typical

(2) Lift the cover and remove the air cleaner element.
(3) Clean the inside of housing before installing
new element.
(4) Reverse the preceding steps for installation.

ACCELERATOR PEDAL AND THROTTLE CABLE


Refer to the Accelerator Pedal and Throttle Cable
section of this group for removal/installation procedures.

AUTOMATIC SHUTDOWN (ASD) RELAY


The ASD relay is located in the power distribution
center (PDC) (Fig. 2). For location of this relay
within the PDC, refer to label attached to bottom of
PDC cover.

BRAKE SWITCH
Refer to Group 5, Brakes for removal/installation
procedures.

14 - 44

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION2.5L ENGINE

ENGINE COOLANT TEMPERATURE SENSOR

FUEL INJECTOR

The engine coolant temperature sensor is located


behind and below the engine thermostat (Fig. 3).

The injector is installed in the top of the throttle


body and covered by a cap (Fig. 4).

WARNING: HOT, PRESSURIZED COOLANT CAN


CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOVING THE COOLANT SENSOR. REFER TO GROUP 7,
COOLING SYSTEM.

REMOVAL
(1) Remove air cleaner assembly.
(2) Perform the fuel system pressure release procedure.
(3) Disconnect negative battery cable.
(4) Remove the Torx screw holding down the injector cap.
(5) With two small screwdrivers, lift the cap off the
injector using the provided slots(Fig. 4).

REMOVAL
(1) Partially drain cooling system. Refer to Group
7, Cooling System.
(2) Disconnect electrical connector from sensor
(Fig. 3).
(3) Remove sensor.

Fig. 4 Removing Injector Cap


(6) Place a small screwdriver in the hole at the
front of the electrical connector. Gently pry the injector from the pod (Fig. 5).

Fig. 3 Coolant Temperature Sensor2.5L Engine


INSTALLATION
(1) Install sensor.
(2) Tighten to 27 Nzm (20 ft. lbs.) torque.
(3) Connect electrical connector to sensor.
(4) Replace any lost engine coolant. Refer to Group
7, Cooling System.

EVAP CANISTER PURGE SOLENOID


Refer to Group 25, Emission Control System for removal/installation procedures.

FUEL FILTER
Refer to the Fuel Delivery System section of this
group for removal/installation procedures.

Fig. 5 Removing Fuel Injector


(7) Be sure that the injector lower o-ring has been
removed from the pod (Fig. 6).

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION2.5L ENGINE

Fig. 6 Servicing Fuel Injector

14 - 45

Fig. 8 Installing Fuel Injector Cap

INSTALLATION
(1) Place a new lower o-ring on the injector and a
new o-ring on the injector cap. The injector will have
the upper o-ring already installed (Fig. 6).
(2) Apply a light coating of clean engine oil on the
o-rings.
(3) Place assembly in the pod and align the injector wiring terminals with the injector cap fastener
hole (Fig. 7).

Fig. 9 Fuel Injector Installed


(10) Install the air cleaner assembly.

FUEL PRESSURE REGULATOR


The fuel pressure regulator is mounted on top of
the throttle body (Fig. 10).

Fig. 7 Fuel Injector Installation


(4) Install injector cap with locating notch aligned
with the locating lobe on the injector (Fig. 7).
(5) Push down on the cap to be sure of a good seal.
(6) Rotate the cap and injector to line up the attachment hole (Fig. 8).
(7) Install torx screw and tighten to 4-5 Nzm (35-45
in. lbs.) torque (Fig. 9).
(8) Connect battery cable.
(9) Test for leaks using Diagnostic Readout Box
(DRB) scan tool. With ignition key in the Run position, use DRB Special Functions Test. Access the
ASD Fuel System Test. This will activate the fuel
pump and pressurize the system. Check for leaks.

REMOVAL
(1) Remove air cleaner assembly.
(2) Perform Fuel System Pressure Release procedure.
(3) Disconnect negative battery cable at battery.
(4) Remove pressure regulator-to-throttle body
screws.
WARNING: PLACE A SHOP TOWEL AROUND FUEL
INLET CHAMBER TO ABSORB ANY RESIDUAL
FUEL REMAINING IN THE SYSTEM.
(5) Pull pressure regulator from the throttle body.
(6) Carefully remove o-ring from pressure regulator. Remove gasket.

14 - 46

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION2.5L ENGINE


FUEL SYSTEM PRESSURE RELEASE PROCEDURE
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF)
OF APPROXIMATELY 100 KPA (14.5 PSI). BEFORE
SERVICING THE FUEL PUMP, FUEL LINES, FUEL
FILTER, THROTTLE BODY OR FUEL INJECTOR,
THE FUEL SYSTEM PRESSURE MUST BE RELEASED.
Refer to the Fuel Delivery System section of this
group. See Fuel Pressure Release procedure.

FUEL TANKS
Fig. 10 Servicing Fuel Pressure Regulator
INSTALLATION
(1) Place new gasket on pressure regulator and
carefully install new o-ring.
(2) Position pressure regulator on throttle body.
Press into place. Install screws and tighten to 5 Nzm
(40 in. lbs.) torque.
(3) Connect battery cable to battery.
(4) Test for leaks using DRB scan tool. With key in
the Run position, use DRB Special Functions Test
ASD Fuel System Test. This will activate pump and
pressurize the system. Check for leaks.
(5) Install air cleaner assembly.

Refer to the Fuel Tank section of this group for removal/installation procedures.

FUEL TANK PRESSURE RELIEF/ROLLOVER VALVE


Refer to the Fuel Tank section of this group for removal/installation procedures.

FUEL TUBES/LINES/HOSES AND CLAMPS


Refer to the Fuel Delivery System section of this
group for removal/installation procedures. Also refer
to Quick-Connect Fittings.

IDLE AIR CONTROL (IAC) MOTOR


The IAC stepper motor is mounted on the throttle
body (Fig. 12).

FUEL PUMP MODULE


Refer to the Fuel Delivery System section of this
group for removal/installation procedures.

FUEL PUMP RELAY


The fuel pump relay is located in the power distribution center (PDC) (Fig. 11). For location of this relay within the PDC, refer to label attached to bottom
of PDC cover.

Fig. 12 Idle Air Control (IAC) Motor

Fig. 11 Power Distribution Center (PDC)Typical

REMOVAL
(1) Remove air cleaner.
(2) Disconnect negative battery cable at battery.
(3) Disconnect 4-pin connector on IAC motor.
(4) Remove throttle body temperature sensor from
throttle body housing.
(5) Remove IAC motor mounting screws (Torx head
screws 25 mm long).
(6) Remove IAC motor from throttle body housing,
making sure that o-ring remains on control motor.

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION2.5L ENGINE

14 - 47

INSTALLATION
(1) Be sure that the IAC motor pintle is in the retracted position. If pintle measures more than 1 inch
(25 mm) (Fig. 13) it must be retracted by using the
Actuate Outputs Test Idle Air Control Motor Open/
Close with the DRB scan tool. Refer to the appropriate Powertrain Diagnostic Procedures service manual
for operation of the DRB scan tool. Battery must be
connected for this operation.

Fig. 14 Manifold Absolute Pressure (MAP) Sensor

OXYGEN (O2S) SENSOR


Fig. 13 Servicing Idle Air Control (IAC) Motor
(2) Install new o-ring on IAC motor.
(3) Install new IAC motor into housing. Be sure
that the o-ring is in place.
(4) Tighten mounting screws to 2 Nzm (20 in. lbs.)
torque.
(5) Connect 4-pin connector to IAC motor.
(6) Install temperature sending unit into throttle
body housing.
(7) Connect battery cable.

IGNITION COIL
Refer to Group 8D, Ignition Systems for removal/
installation procedures.

INTAKE MANIFOLD
Refer to Group 11, Exhaust System and Intake
Manifold for removal/installation procedures.

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR


REMOVAL/INSTALLATION
The MAP sensor is mounted in the engine compartment (Fig. 14).
(1) Remove vacuum hose and electrical connector
from sensor.
(2) Remove sensor mounting screws and remove
sensor.
(3) Reverse the above procedure for installation.
Check the vacuum hose and electrical connections to
the sensor.

REMOVAL
The oxygen sensor is installed in the exhaust manifold (Fig. 15).
CAUTION: When disconnecting the sensor electrical
connector, do not pull directly on wire going into
sensor. Damage to sensor may result. Use care in
working around sensor as the exhaust manifold
may be extremely hot.
(1) Disconnect O2S electrical connector (Fig. 15).
(2) Remove the O2S sensor from the exhaust manifold. Snap-On oxygen sensor wrench (number YA
8875) may be used for removal and installation.
(3) When the sensor is removed, the exhaust manifold threads must be cleaned with an 18 mm X 1.5 +
6E tap.

INSTALLATION
If the same sensor is to be installed, the sensor
threads must be coated with an anti-seize compound
such as Loctite 771-64 or equivalent. New factory
sensors are packaged with compound on the threads.
Additional compound is not required. The sensor
must be tightened to 27 Nzm (20 ft. lbs.) torque.

PARK/NEUTRAL SWITCH
Refer to Group 21, Transmission and Transfer Case
for removal/installation procedures.

14 - 48

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION2.5L ENGINE


INSTALLATION
(1) Check the pins in 60-way electrical connector
for damage. Repair as necessary.
(2) Install PCM. Tighten three mounting bolts to 1
Nzm (9 in. lbs.) torque.
(3) Engage 60-way connector into PCM. Tighten
connector mounting bolt to 4 Nzm (35 in. lbs.) torque.
(4) Connect negative cable to battery.

QUICK-CONNECT FITTINGS
Refer to the Fuel Delivery System section of this
group for removal/installation procedures.

THROTTLE BODY
REMOVAL
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF)
OF APPROXIMATELY 100 KPA (14.5 PSI). BEFORE
SERVICING THE THROTTLE BODY OR FUEL INJECTOR THE FUEL SYSTEM PRESSURE MUST BE RELEASED.
(1) Remove air cleaner (Fig. 17).

Fig. 15 Oxygen Sensor

POWERTRAIN CONTROL MODULE (PCM)


The PCM is located in the engine compartment on
the right inner fender panel (Fig. 16).

REMOVAL
(1) Disconnect negative battery cable at battery.
(2) Remove air cleaner air duct from PCM.
(3) Remove 60-way wiring connector from module.
(4) Remove PCM mounting screws. Remove module.

Fig. 17 Throttle Body and Air Cleaner Assembly


(2) Perform Fuel System Pressure Release procedure. Refer to the Fuel Delivery System section of
this group.
(3) Disconnect negative battery cable at battery.
(4) Disconnect vacuum hoses and electrical connectors.
(5) Remove throttle cable. Remove the speed control and transmission kick-down cables (if equipped).
(6) Remove return spring.
(7) Remove fuel intake and return hoses.
(8) Remove throttle body mounting screws and lift
throttle body from vehicle (Fig. 18). Remove and discard the throttle body gasket from intake manifold.

Fig. 16 Powertrain Control Module (PCM)

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION2.5L ENGINE

Fig. 18 Throttle Body Removal and Installation


INSTALLATION
(1) Using a new gasket, install throttle body.
Tighten mounting screws to 20 Nzm (175 in. lbs.)
torque.
(2) Install the fuel intake and return hoses using
new original equipment type clamps.
(3) Install return spring.
(4) Install throttle body cables.
(5) Install wiring connectors and vacuum hoses.
(6) Install air cleaner.
(7) Connect negative battery cable.
(8) Start engine and check for leaks.

THROTTLE BODY TEMPERATURE SENSOR


The throttle body temperature sensor is installed
in the bottom of the throttle body air horn. This is
next to the idle air control (IAC) motor (Fig. 19).

REMOVAL
(1) Remove air cleaner.
(2) Disconnect throttle cables from throttle body
linkage.
(3) Remove throttle cable bracket mounting screws
and lay bracket aside.
(4) Disconnect throttle body temperature sensor
electrical connector.
(5) Unscrew sensor (Fig. 19).
INSTALLATION
(1) Apply heat transfer compound (provided with
new factory sensor) to tip portion of new sensor (Fig.
19).
(2) Install sensor and tighten to 9-13.5 Nzm
(80-120 in. lbs.) torque.
(3) Connect wiring connector.
(4) Install throttle cable bracket. Tighten mounting
screws.
(5) Connect throttle cables to throttle body linkage
and install clips.
(6) Install air cleaner.

14 - 49

Fig. 19 Servicing Throttle Body Temperature Sensor

THROTTLE BODY FITTINGS


The fuel inlet and return fittings are installed with
a sealing washer into corresponding passages in the
top of the throttle body (Fig. 20).

REMOVAL
(1) Remove air cleaner assembly.
(2) Perform Fuel System Pressure Release.
(3) Disconnect negative battery cable at battery.
WARNING: DO NOT ALLOW FUEL TO SPILL ONTO
THE ENGINE INTAKE OR EXHAUST MANIFOLDS.
PLACE SHOP TOWELS UNDER THE FUEL SYSTEM
HOSES ABSORB ANY RESIDUAL FUEL WHEN DISCONNECTING THEM FROM THE FUEL FITTINGS.
(4) Loosen fuel intake and return hose clamps.
Wrap a shop towel around each hose. Twist and pull
on each hose for removal.
(5) Remove each fitting and note inlet diameter.
The fuel inlet fitting nipple diameter is larger than
the fuel inlet fittings (Fig. 20). Remove and discard
the copper washers on the fittings.

Fig. 20 Servicing Fuel Fittings

14 - 50

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION2.5L ENGINE

INSTALLATION
(1) Install new replacement washers on fuel fittings.
(2) Install fuel fittings in proper fuel passage ports.
Tighten to 20 Nzm (175 in. lbs.) torque.
(3) Using new original equipment type hose
clamps, install fuel return and supply hoses. Tighten
hose clamps to 1 Nzm (10 in. lbs.) torque.
(4) Connect battery cable.
(5) Test for leaks using Diagnostic Readout Box II
(DRB) scan tool. With key in the Run position, use
Special Functions Test ASD Fuel System Test. This
will activate pump and pressurize the system. Check
for leaks.
(6) Install air cleaner assembly.

THROTTLE POSITION SENSOR


The Throttle Position Sensor (TPS) is mounted on
the throttle body and connected to the throttle blade
shaft (Fig. 21).

Fig. 22 Servicing Throttle Position Sensor


extension housing of the transmission on 2WD models. It is located on the transfer case on 4WD models.

Fig. 21 Throttle Position Sensor


REMOVAL
(1) Disconnect negative battery cable at battery.
(2) Remove air cleaner.
(3) Disconnect electrical connector at throttle position sensor.
(4) Remove throttle position mounting screws.
(5) Lift throttle position sensor off the throttle
shaft (Fig. 22).
INSTALLATION
(1) Install throttle position sensor to throttle body.
Position toward the front of the vehicle. Tighten to 2
Nzm (20 in. lbs.) torque.
(2) Connect 3-way connector at throttle position
sensor.
(3) Install air cleaner.
(4) Connect battery cable.

VEHICLE SPEED SENSOR


The vehicle speed sensor (Fig. 23) is located on the

Fig. 23 Vehicle Speed SensorTypical


REMOVAL
(1) Raise and support vehicle.
(2) Clean the area around the sensor before removal.
(3) Disconnect the electrical connector from the
sensor (Fig. 24).
(4) Remove the sensor mounting bolt (Fig. 24).
(5) Pull the sensor from the speedometer pinion
gear adapter for removal.
INSTALLATION
(1) Install new sensor into speedometer gear
adapter.

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION2.5L ENGINE

14 - 51

(2) Tighten sensor mounting bolt. To prevent damage to sensor or speedometer adapter, be sure the
sensor is mounted flush to the adapter before tightening.
(3) Connect electrical connector to sensor.

Fig. 24 Sensor Removal/InstallationTypical

14 - 52

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE

MULTI-PORT FUEL INJECTION (MFI)COMPONENT DESCRIPTION/SYSTEM


OPERATION3.9L/5.2L ENGINE
INDEX
page
Air Conditioning (A/C) Clutch RelayPCM Output
Air Conditioning (A/C) ControlsPCM Input . . . . .
Auto Shutdown (ASD) RelayPCM Output . . . . .
Automatic Shutdown (ASD) SensePCM Input . .
Battery VoltagePCM Input . . . . . . . . . . . . . . . .
Brake SwitchPCM Input . . . . . . . . . . . . . . . . . .
Camshaft Position SensorPCM Input . . . . . . . .
Crankshaft Position SensorPCM Input . . . . . . .
Data Link ConnectorPCM Input and Output . . .
EGR (Exhaust Gas Recirculation) Valve Control
SolenoidPCM Output . . . . . . . . . . . . . . . . . .
EMR LampPCM Output . . . . . . . . . . . . . . . . . .
Engine Coolant Temperature SensorPCM Input
EVAP Canister Purge SolenoidPCM Output . . .
Fuel InjectorsPCM Output . . . . . . . . . . . . . . . .
Fuel Pressure Regulator . . . . . . . . . . . . . . . . . . .
Fuel Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Information . . . . . . . . . . . . . . . . . . . . . .
Generator FieldPCM Output . . . . . . . . . . . . . . .
Generator LampPCM Output . . . . . . . . . . . . . .
Idle Air Control (IAC) MotorPCM Output . . . . . .
Ignition Circuit SensePCM Input . . . . . . . . . . . .
Ignition CoilPCM Output . . . . . . . . . . . . . . . . . .

.
.
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61
56
61
57
57
57
57
58
57

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62
62
58
62
62
64
63
52
61
61
61
58
62

GENERAL INFORMATION
All 3.9L (V-6) and 5.2L (V-8) engines are equipped
with sequential Multi-Port Fuel Injection (MFI). The
MFI system provides precise air/fuel ratios for all
driving conditions.
The powertrain control module (PCM) operates the
fuel system. The PCM was formerly referred to as
the SBEC or engine controller. The PCM is a pre-programmed, dual microprocessor digital computer. It
regulates ignition timing, air-fuel ratio, emission control devices, charging system, speed control, air conditioning compressor clutch engagement and idle
speed. The PCM can adapt its programming to meet
changing operating conditions.
Powertrain Control Module (PCM) Inputs represent the instantaneous engine operating conditions.
Air-fuel mixture and ignition timing calibrations for
various driving and atmospheric conditions are preprogrammed into the PCM. The PCM monitors and
analyzes various inputs. It then computes engine fuel
and ignition timing requirements based on these inputs. Fuel delivery control and ignition timing will
then be adjusted accordingly.
Other inputs to the PCM are provided by the brake
switch, air conditioning select switch and the speed
control switches. All inputs to the PCM are converted
into signals.

page
Intake Manifold Air Temperature Sensor
PCM Input . . . . . . . . . . . . . . . . . . . . . . . .
Malfunction Indicator LampPCM Output . .
Manifold Absolute Pressure (MAP) Sensor
PCM Input . . . . . . . . . . . . . . . . . . . . . . . .
Open Loop/Closed Loop Modes of Operation
Overdrive/Override Switch . . . . . . . . . . . . . .
Oxygen (O2S) SensorPCM Input . . . . . . .
Park/Neutral SwitchPCM Input . . . . . . . . .
PCM System Schematics . . . . . . . . . . . . . .
Power Ground . . . . . . . . . . . . . . . . . . . . . .
Powertrain Control Module (PCM) . . . . . . . .
SCI ReceivePCM Input . . . . . . . . . . . . . .
SCI TransmitPCM Output . . . . . . . . . . . . .
Sensor ReturnPCM Input . . . . . . . . . . . . .
Shift IndicatorPCM Output . . . . . . . . . . . .
Speed ControlPCM Input . . . . . . . . . . . . .
Speed ControlPCM Output . . . . . . . . . . . .
TachometerPCM Output . . . . . . . . . . . . . .
Throttle Body . . . . . . . . . . . . . . . . . . . . . . .
Throttle Position Sensor (TPS)PCM Input .
Vehicle Speed SensorPCM Input . . . . . . .

. . . . . 58
. . . . . 62
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.

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59
64
59
59
60
53
60
56
60
63
60
63
60
63
63
63
60
60

Electrically operated fuel injectors spray fuel in


precise metered amounts into the intake port directly
above the intake valve. The injectors are fired in a
specific sequence by the PCM. The PCM maintains
an air/fuel ratio of 14.7 to 1 by constantly adjusting
injector pulse width. Injector pulse width is the
length of time that the injector opens and sprays fuel
into the chamber. The PCM adjusts injector pulse
width by opening and closing the ground path to the
injector.
Manifold absolute pressure (air density) and engine
rpm (speed) are the primary inputs that determine
fuel injector pulse width. The PCM also monitors
other inputs when adjusting air-fuel ratio.
Inputs That Effect Fuel Injector Pulse Width
Exhaust gas oxygen content (O2S)
Coolant temperature
Manifold absolute pressure (MAP)
Engine speed
Throttle position
Battery voltage
Air conditioning selection
Transmission gear selection (automatic transmissions only)
Speed control
The powertrain control module (PCM) adjusts ignition timing by controlling ignition coil operation. The
ignition coil receives battery voltage when the ignition key is in the run or starter position. The PCM

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE


provides a ground for the ignition coil. The coil discharges when the PCM supplies a ground. By switching the ground path on and off, the PCM regulates
ignition timing.
The sensors and switches that provide inputs to
the Powertrain control module (PCM) comprise the
Engine Control System. It is also comprised of the
PCM Outputs (engine control devices that the are operated by the PCM).

SYSTEM DIAGNOSIS
The powertrain control module (PCM) tests many
of its own input and output circuits. If a Diagnostic
Trouble Code (DTC) is found in a major system, this

14 - 53

information is stored in the PCM memory. Refer to


On-Board Diagnostics in the Multi-Port Fuel InjectionGeneral Diagnosis3.9L/5.2L Engine section of
this group for DTC information.

PCM SYSTEM SCHEMATICS


Powertrain control system schematics for the 3.9L
V-6 and 5.2L V-8 fuel injected engines are shown in
figures 1 or 2.
These schematics are displayed as a quick reference only. They are not intended to be all-inclusive.
Refer to the Wiring Diagrams section for detailed information.

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE

Fig. 1 System Schematic3.9L V-6 Engine

14 - 54

14 - 55

Fig. 2 System Schematic5.2L V-8 Engine

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE

14 - 56

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE

POWERTRAIN CONTROL MODULE (PCM)


The powertrain control module (PCM) (Fig. 3) operates the fuel system. The PCM was formerly referred
to as the SBEC or engine controller. The PCM is a
pre-programmed, dual microprocessor digital computer. It regulates ignition timing, air-fuel ratio,
emission control devices, charging system, speed control, air conditioning compressor clutch engagement
and idle speed. The PCM can adapt its programming
to meet changing operating conditions.
The PCM receives input signals from various
switches and sensors. Based on these inputs, the
PCM regulates various engine and vehicle operations
through different system components. These components are referred to as powertrain control module
(PCM) Outputs. The sensors and switches that provide inputs to the PCM are considered powertrain
control module (PCM) Inputs.

Fig. 3 Powertrain Control Module (PCM) Location


The PCM adjusts ignition timing based upon inputs it receives from sensors that react to: engine
rpm, manifold absolute pressure, coolant temperature, throttle position, transmission gear selection
(automatic transmission), vehicle speed and the
brake switch.
The PCM adjusts idle speed based on inputs it receives from sensors that react to: throttle position,
vehicle speed, transmission gear selection, coolant
temperature and from inputs it receives from the air
conditioning clutch switch and brake switch.
Based on inputs that it receives, the PCM adjusts
ignition coil dwell. The PCM also adjusts the generator charge rate through control of the generator
field and provides speed control operation.
Powertrain Control Module (PCM) Inputs:
Generator output
A/C request (if equipped with factory A/C)
A/C select (if equipped with factory A/C)
Auto shutdown (ASD) sense
Intake manifold air temperature sensor
Battery voltage

Brake switch
Engine coolant temperature sensor
Crankshaft position sensor
Ignition circuit sense (ignition switch in run position)
Manifold absolute pressure sensor
Overdrive/override switch
Oxygen sensor
Park/neutral switch (auto. trans. only)
SCI receive (DRB scan tool connection)
Speed control resume switch
Speed control set switch
Speed control on/off switch
Camshaft position sensor signal
Throttle position sensor
Vehicle speed sensor
Sensor return
Power ground
Signal ground
Powertrain Control Module (PCM) Outputs:
A/C clutch relay
Idle air control (IAC) motor
Auto shutdown (ASD) relay
Generator field
Malfunction Indicator lamp (Check Engine Lamp)
EGR valve control solenoid
Fuel injectors
Fuel pump relay
Ignition coil
EVAP canister purge solenoid
SCI transmit (DRB scan tool connection)
Shift indicator lamp (manual transmission only)
Speed control vacuum solenoid
Speed control vent solenoid
Tachometer (on instrument panel, if equipped)
The powertrain control module (PCM) contains a
voltage convertor. This converts battery voltage to a
regulated 8.0 volts. It is used to power the crankshaft
position sensor, camshaft position sensor and vehicle
speed sensor. The PCM also provides a five (5) volt
supply for the Manifold Absolute Pressure (MAP)
sensor and Throttle Position Sensor (TPS).

AIR CONDITIONING (A/C) CONTROLSPCM INPUT


The A/C control system information applies to factory installed air conditioning units.
A/C SELECT SIGNAL: When the A/C switch is in
the ON position and the A/C low-pressure switch is
closed, an input signal is sent to the powertrain control module (PCM). The signal informs the PCM that
the A/C has been selected. The PCM adjusts idle
speed to a pre-programmed rpm through the idle air
control (IAC) motor to compensate for increased engine load.
A/C REQUEST SIGNAL: Once A/C has been selected, the powertrain control module (PCM) receives
the A/C request signal from the evaporator switch.

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE


The input indicates that the evaporator temperature
is in the proper range for A/C application. The PCM
uses this input to cycle the A/C compressor clutch
(through the A/C relay). It will also determine the
correct engine idle speed through the idle air control
(IAC) motor position.
If the A/C low-pressure switch opens (indicating a
low refrigerant level), the PCM will not receive an
A/C select signal. The PCM will then remove the
ground from the A/C relay. This will deactivate the
A/C compressor clutch.
If the evaporator switch opens, (indicating that
evaporator is not in proper temperature range), the
PCM will not receive the A/C request signal. The
PCM will then remove the ground from the A/C relay,
deactivating the A/C compressor clutch.

AUTOMATIC SHUTDOWN (ASD) SENSEPCM


INPUT
A 12 volt signal at this input indicates to the PCM
that the ASD has been activated. The ASD relay is
located in the power distribution center (PDC) in the
engine compartment. It is used to connect oxygen
sensor heater element, ignition coil, generator field
winding and fuel injectors to 12 volt + power supply.
This input is used only to sense that the ASD relay
is energized. If the powertrain control module (PCM)
does not see 12 volts at this input when the ASD
should be activated, it will set a Diagnostic Trouble
Code (DTC).

Refer to Camshaft Position Sensor in Group 8D, Ignition System for more information.

Fig. 4 Camshaft Position Sensor

DATA LINK CONNECTORPCM INPUT AND


OUTPUT
The data link connector (diagnostic scan tool connector) links the Diagnostic Readout Box (DRB) scan tool
or the Mopar Diagnostic System (MDS) with the powertrain control module (PCM). The data link connector is
located in the engine compartment (Fig. 5). For operation of the DRB scan tool, refer to the appropriate Powertrain Diagnostic Procedures service manual.

BATTERY VOLTAGEPCM INPUT


The battery voltage input provides power to the
powertrain control module (PCM). It also informs the
PCM what voltage level is supplied to the ignition
coil and fuel injectors.
If battery voltage is low, the PCM will increase injector pulse width (period of time that the injector is energized). This is done to compensate for the reduced flow
through injector caused by the lowered voltage.

BRAKE SWITCHPCM INPUT


When the brake switch is activated, the powertrain
control module (PCM) receives an input indicating
that the brakes are being applied. After receiving
this input, the PCM maintains idle speed to a scheduled rpm through control of the idle air control (IAC)
motor. The brake switch input is also used to operate
the speed control system.

CAMSHAFT POSITION SENSORPCM INPUT


A sync signal is provide by the camshaft position
sensor located in the distributor (Fig. 4). The sync
signal from this sensor works in conjunction with the
crankshaft position sensor to provide the powertrain
control module (PCM) with inputs. This is done to establish and maintain correct injector firing order.

14 - 57

Fig. 5 Data Link ConnectorTypical

14 - 58

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE

INTAKE MANIFOLD AIR TEMPERATURE SENSOR


PCM INPUT
The intake manifold air temperature sensor is installed in the intake manifold with the sensor element extending into the air stream (Fig. 6). The
sensor provides an input voltage to the powertrain
control module (PCM) indicating intake manifold air
temperature. The input is used along with inputs
from other sensors to determine injector pulse width.
As the temperature of the air-fuel stream in the
manifold varies, the sensor resistance changes. This
results in a different input voltage to the PCM.

Fig. 7 Crankshaft Position Sensor

Fig. 6 Intake Manifold Air Temperature Sensor


Typical

CRANKSHAFT POSITION SENSORPCM INPUT


This sensor is a Hall Effect device that detects
notches in the flywheel (manual transmission), or
flexplate (automatic transmission).
This sensor is used to indicate to the powertrain
control module (PCM) that a spark and or fuel injection event is to be required. The output from this
sensor, in conjunction with the camshaft position sensor signal, is used to differentiate between fuel injection and spark events. It is also used to synchronize
the fuel injectors with their respective cylinders.
The sensor is bolted to the cylinder block near the
rear of the right cylinder head (Fig. 7).
Refer to Group 8D, Ignition System for more crankshaft position sensor information.
The engine will not operate if the PCM does not receive a crankshaft position sensor input.

ENGINE COOLANT TEMPERATURE SENSORPCM


INPUT
The coolant temperature sensor is installed next to
the thermostat housing (Fig. 8) and protrudes into
the water jacket. The sensor provides an input voltage to the powertrain control module (PCM) relating
coolant temperature. The PCM uses this input along
with inputs from other sensors to determine injector

pulse width and ignition timing. As coolant temperature varies, the coolant temperature sensors resistance changes. The change in resistance results in a
different input voltage to the PCM.
When the engine is cold, the PCM will operate in
Open Loop cycle. It will demand slightly richer airfuel mixtures and higher idle speeds. This is done
until normal operating temperatures are reached.

Fig. 8 Engine Coolant Temperature Sensor

IGNITION CIRCUIT SENSEPCM INPUT


The ignition circuit sense input tells the powertrain
control module (PCM) the ignition switch has energized the ignition circuit. Refer to the wiring diagrams for circuit information.

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE


MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSORPCM INPUT
The MAP sensor reacts to absolute pressure in the
intake manifold. It provides an input voltage to the
powertrain control module (PCM). As engine load
changes, manifold pressure varies. The change in
manifold pressure causes MAP sensor voltage to
change. The change in MAP sensor voltage results in
a different input voltage to the PCM. The input voltage level supplies the PCM with information about
ambient barometric pressure during engine start-up
(cranking) and engine load while the engine is running. The PCM uses this input along with inputs
from other sensors to adjust air-fuel mixture.
The MAP sensor is mounted on the side of the engine throttle body (Fig. 9). The sensor is connected to
the throttle body with a rubber L-shaped fitting.

14 - 59

The oxygen sensor is equipped with a heating element that keeps the sensor at proper operating temperature during all operating modes. Maintaining
correct sensor temperature at all times allows the
system to enter into closed loop operation sooner.
In Closed Loop operation, the powertrain control
module (PCM) monitors the O2S sensor input (along
with other inputs). It then adjusts the injector pulse
width accordingly. During Open Loop operation, the
PCM ignores the O2S sensor input and adjusts injector pulse width to a preprogrammed value (based on
other sensor inputs).

Fig. 10 Oxygen Sensor Location

OVERDRIVE/OVERRIDE SWITCH

Fig. 9 MAP Sensor, IAC Motor and TPSTypical

OXYGEN (O2S) SENSORPCM INPUT


The O2S sensor is located in the exhaust down pipe
(Fig. 10). It provides an input voltage to the powertrain control module (PCM) relating the oxygen content of the exhaust gas. The PCM uses this
information to fine tune the air-fuel ratio by adjusting injector pulse width.
The O2S sensor produces voltages from 0 to 1 volt.
This voltage will depend upon the oxygen content of
the exhaust gas in the exhaust manifold. When a
large amount of oxygen is present (caused by a lean
air-fuel mixture), the sensor produces a low voltage.
When there is a lesser amount present (rich air-fuel
mixture) it produces a higher voltage. By monitoring
the oxygen content and converting it to electrical
voltage, the sensor acts as a rich-lean switch.

On vehicles equipped with an automatic transmission and overdrive, the powertrain control module
(PCM) regulates the 3-4 overdrive up-shift and downshift through the overdrive solenoid. This solenoid is
located in the transmission. An overdrive/override
push-button switch is located on the instrument
panel.
The PCM circuit for overdrive is controlled by inputs from the engine coolant temperature sensor and
vehicle speed sensor. If coolant temperature and vehicle speed are not within the preset PCM specifications, the PCM will not allow the transmission to
shift into overdrive. These preset PCM specifications
must be met before the push-button switch will be allowed to control overdrive operation.
The overdrive/override push-button switch is normally closed (overdrive allowed) when the lamp is
not illuminated. It opens (overdrive not allowed)
when the operator presses the switch and the lamp is
illuminated. The switch will revert to its normally
closed position (lamp off) each time the ignition
switch in turned on. The transmission downshifts if
the operator presses the override switch while in
overdrive.
Refer to Group 21 for more transmission information.

14 - 60

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE

PARK/NEUTRAL SWITCHPCM INPUT


The park/neutral switch is located on the transmission housing and provides an input to the powertrain
control module (PCM). This will indicate that the automatic transmission is in Park, Neutral or a drive
gear selection. This input is used to determine idle
speed (varying with gear selection), fuel injector
pulse width, ignition timing advance and vehicle
speed control operation. Refer to Group 21, Transmissions, for testing, replacement and adjustment information.

POWER GROUND
The power ground is used to control ground circuits
for the following powertrain control module (PCM)
loads:
Generator Field Winding
8 volt (PCM) power supply
Fuel Injectors
Ignition Coil

SCI RECEIVEPCM INPUT


SCI Receive is the serial data communication receive circuit for the DRB scan tool. The powertrain
control module (PCM) receives data from the DRB
through the SCI Receive circuit.

SPEED CONTROLPCM INPUT


The speed control system provides three separate
inputs to the powertrain control module (PCM); On/
Off, Set and Resume. The On/Off input informs the
PCM that the speed control system has been activated. The Set input informs the PCM that a fixed
vehicle speed has been selected. The Resume input
indicates to the PCM that the previous fixed speed is
requested.
The speed control operating range is from 50 km/h
to 142 km/h (35 to 85 mph). Inputs that effect speed
control operation are:
Brake switch position
Park/neutral switch
Vehicle speed sensor
Throttle position sensor
Refer to Group 8H for further speed control information.

throttle blade shaft. As the position of the throttle


blade changes, the resistance of the TPS changes.
The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
PCM) represents the throttle blade position. The
PCM receives an input signal voltage from the TPS.
This will vary in an approximate range of from 1 volt
at minimum throttle opening (idle), to 4 volts at wide
open throttle. Along with inputs from other sensors,
the PCM uses the TPS input to determine current
engine operating conditions. In response to engine
operating conditions, the PCM will adjust fuel injector pulse width and ignition timing.

VEHICLE SPEED SENSORPCM INPUT


The speed sensor (Fig. 11) is located in the extension housing of the transmission (2WD) or on the
transfer case extension housing (4WD). The sensor
input is used by the powertrain control module
(PCM) to determine vehicle speed and distance traveled.
The speed sensor generates 8 pulses per sensor
revolution. These signals, in conjunction with a
closed throttle signal from the throttle position sensor, indicate a closed throttle deceleration to the
PCM. When the vehicle is stopped at idle, a closed
throttle signal is received by the PCM (but a speed
sensor signal is not received).
Under deceleration conditions, the PCM adjusts the
idle air control (IAC) motor to maintain a desired
MAP value. Under idle conditions, the PCM adjusts
the IAC motor to maintain a desired engine speed.

SENSOR RETURNPCM INPUT


Sensor Return provides a low noise ground reference for all system sensors.

THROTTLE POSITION SENSOR (TPS)PCM INPUT


The throttle position sensor (TPS) is mounted on
the throttle body (Fig. 9). The TPS is a variable resistor that provides the powertrain control module
(PCM) with an input signal (voltage) that represents
throttle blade position. The sensor is connected to the

Fig. 11 Vehicle Speed SensorTypical

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE

14 - 61

AIR CONDITIONING (A/C) CLUTCH RELAYPCM


OUTPUT
The powertrain control module (PCM) activates the
A/C compressor through the A/C clutch relay. The
PCM regulates A/C compressor operation by switching the ground circuit for the A/C clutch relay on and
off. The relay is located in the power distribution
center (PDC) (Fig. 12). For the location of the relay
within the PDC, refer to label under PDC cover.

Fig. 13 Throttle Body Air Control Passage


the air control passage. The IAC motor is positioned
when the ignition key is turned to the On position.
A (factory adjusted) set screw is used to mechanically limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
speed using this screw. All idle speed functions are
controlled by the PCM.

Fig. 12 Power Distribution Center (PDC)Typical


When the PCM receives a request for A/C from A/C
evaporator switch, it will adjust idle air control (IAC)
motor position. This is done to increase idle speed.
The PCM will then activate the A/C clutch through
the A/C clutch relay. The PCM adjusts idle air control
(IAC) stepper motor position to compensate for increased engine load from the A/C compressor.
By switching the ground path for the relay on and
off, the PCM is able to cycle the A/C compressor
clutch. This is based on changes in engine operating
conditions. If, during A/C operation, the PCM senses
low idle speeds or a wide open throttle condition, it
will de-energize the relay. This prevents A/C clutch
engagement. The relay will remain de-energized until
the idle speed increases or the wide open throttle
condition exceeds 15 seconds or no longer exists. The
PCM will also de-energize the relay if coolant temperature exceeds 125C (257F).

IDLE AIR CONTROL (IAC) MOTORPCM OUTPUT


The IAC motor is mounted to the back of the throttle body (Fig. 9) and is controlled by the powertrain
control module (PCM).
The throttle body has an air control passage that
provides air for the engine at idle (the throttle plate
is closed). The IAC motor pintle protrudes into the
air control passage (Fig. 13) and regulates air flow
through it. Based on various sensor inputs, the powertrain control module (PCM) adjusts engine idle
speed by moving the IAC motor pintle in and out of

AUTO SHUTDOWN (ASD) RELAYPCM OUTPUT


The ASD relay is located in the power distribution
center (PDC) (Fig. 12). For the location of this relay
within the PDC, refer to label under PDC cover.
The ASD supplies battery voltage to the fuel pump,
fuel injector, ignition coil, generator field winding
and oxygen (O2S) sensor heating element. The
ground circuit for the coil in the ASD relay is controlled by the powertrain control module (PCM). The
PCM operates the relay by switching the ground circuit on and off.
The fuel pump relay is controlled by the PCM
through same circuit that the ASD relay is controlled.

GENERATOR FIELDPCM OUTPUT


The powertrain control module (PCM) regulates the
charging system voltage within a range of 12.9 to
15.0 volts. Refer to Group 8A for charging system information.

GENERATOR LAMPPCM OUTPUT


If the powertrain control module (PCM) senses a
low charging condition in the charging system, it will
illuminate the generator lamp (if equipped) on the instrument panel. For example, during low idle with
all accessories turned on, the lamp may momentarily
go on. Once the PCM corrects idle speed to a higher
rpm, the lamp will go out. Refer to Group 8A for
charging system information.

14 - 62

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE

EGR (EXHAUST GAS RECIRCULATION) VALVE


CONTROL SOLENOIDPCM OUTPUT
Refer to Group 25, Emission Control System for information. See EGR (Exhaust Gas Recirculation) Systems.

EMR LAMPPCM OUTPUT


The EMR lamp is not used for the 1995 model year.

EVAP CANISTER PURGE SOLENOIDPCM


OUTPUT
Refer to Group 25, Emission Control System. See
EVAP Canister Purge Solenoid.

FUEL INJECTORSPCM OUTPUT


The fuel injectors are attached to the fuel rail (Fig.
14). 3.9L engines use six injectors. 5.2L engines use
eight injectors.
The nozzle ends of the injectors are positioned into
openings in the intake manifold just above the intake
valve ports of the cylinder head. The engine wiring
harness connector for each fuel injector is equipped
with an attached numerical tag (INJ 1, INJ 2 etc.).
This is used to identify each fuel injector.
The injectors are energized individually in a sequential order by the powertrain control module
(PCM). The PCM will adjust injector pulse width by
switching the ground path to each individual injector
on and off. Injector pulse width is the period of time
that the injector is energized. The PCM will adjust
injector pulse width based on various inputs it receives.
During start up, battery voltage is supplied to the
injectors through the ASD relay. When the engine is
operating, voltage is supplied by the charging system. The PCM determines injector pulse width based
on various inputs.

Fig. 14 Fuel InjectorsTypical

MALFUNCTION INDICATOR LAMPPCM OUTPUT


The malfunction indicator lamp illuminates each
time the ignition key is turned on. It will stay on for
approximately three seconds as a bulb test. The lamp
is displayed on the instrument panel as the CHECK
ENGINE lamp (Fig. 15).
If the powertrain control module (PCM) receives an
incorrect signal, or no signal from certain sensors or
emission related systems, the lamp is turned on. This
is a warning that the PCM has recorded a system or
sensor malfunction. In some cases, when a problem is
declared, the PCM will go into a limp-in mode. This
is an attempt to keep the system operating. It signals
an immediate need for service.
The lamp can also be used to display a Diagnostic
Trouble Code (DTC). Cycle the ignition switch OnOff-On-Off-On within three seconds and any codes
stored in the PCM memory will be displayed. This is
done in a series of flashes representing digits. Refer

Fig. 15 Check Engine Lamp LocationTypical


to On-Board Diagnostics in the General Diagnosis
section of this group for more information.

IGNITION COILPCM OUTPUT


System voltage is supplied to the ignition coil positive terminal. The powertrain control module (PCM)
operates the ignition coil. Base (initial) ignition
timing is not adjustable. The PCM adjusts ignition
timing to meet changing engine operating conditions.
The ignition coil is located near the front of the
right cylinder head (Fig. 16).

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE

14 - 63

tle body. Fuel is sprayed into the manifold by the fuel


injectors. The throttle body is mounted on the intake
manifold. It contains an air control passage (Fig. 18)
controlled by an idle air control (IAC) motor. The air
control passage is used to supply air for idle conditions. A throttle valve (plate) is used to supply air for
above idle conditions.

Fig. 16 Ignition Coil

SCI TRANSMITPCM OUTPUT


SCI Transmit is the serial data communication
transmit circuit for the DRB scan tool. The powertrain control module (PCM) transmits data to the
DRB through the SCI Transmit circuit.

SHIFT INDICATORPCM OUTPUT


Vehicles equipped with manual transmissions have
an Up-Shift indicator lamp. The lamp is controlled by
the powertrain control module (PCM). The lamp illuminates on the instrument panel to indicate when
the driver should shift to the next highest gear for
best fuel economy. The PCM will turn the lamp OFF
after 3 to 5 seconds if the shift of gears is not performed. The up-shift lamp will remain off until vehicle stops accelerating and is brought back to range of
up-shift lamp operation. This will also happen if vehicle is shifted into fifth gear.
The indicator lamp is normally illuminated when
the ignition switch is turned on and it is turned off
when the engine is started up. With the engine running, the lamp is turned on/off depending upon engine speed and load.

SPEED CONTROLPCM OUTPUT


Speed control operation is regulated by the powertrain control module (PCM). The PCM controls the
vacuum to the throttle actuator through the speed
control vacuum and vent solenoids. Refer to Group
8H for Speed Control Information.

TACHOMETERPCM OUTPUT
The powertrain control module (PCM) supplies engine rpm values to the instrument cluster tachometer. Refer to Group 8E for tachometer information.

THROTTLE BODY
Filtered air from the air cleaner enters the intake
manifold through the throttle body (Fig. 17). Fuel
does not enter the intake manifold through the throt-

Fig. 17 Throttle BodyTypical


The throttle position sensor (TPS), idle air control
(IAC) motor and manifold absolute pressure sensor
(MAP) are attached to the throttle body. The accelerator pedal cable, speed control cable and transmission control cable (when equipped) are connected to
the throttle arm.
A (factory adjusted) set screw is used to mechanically limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
speed using this screw. All idle speed functions are
controlled by the PCM.

FUEL RAIL
The fuel rail supplies the necessary fuel to each individual fuel injector and is mounted to the intake
manifold (Fig. 19). The fuel pressure regulator is no
longer mounted to the fuel rail on the 3.9L V-6 or
5.2L V-8 engine. It is now located on the fuel tank
mounted fuel pump module. Refer to Fuel Filter/Fuel
Pressure Regulator in the Fuel Delivery System section of this group for information. The fuel rail is not
repairable.

14 - 64

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE


different injector pulse width and ignition timing for
idle than it does for wide open throttle (WOT). There
are several different modes of operation that determine how the PCM responds to the various input signals.

Fig. 18 Air Control Passage

Fig. 19 Fuel Rail3.9L/5.2L EnginesTypical


CAUTION: 3.9L OR 5.2L ENGINES. The left and right
sections of the fuel rail are connected with a flexible connecting hose. Do not attempt to separate the
rail halves at this connecting hose. Due to the design of this connecting hose, it does not use any
clamps. Never attempt to install a clamping device
of any kind to the hose. When removing the fuel rail
assembly for any reason, be careful not to bend or
kink the connecting hose.

FUEL PRESSURE REGULATOR


The combination fuel filter/fuel pressure regulator
is located on the top of the fuel pump module. For information, refer Fuel Filter/Fuel Pressure Regulator
in the Fuel Delivery section of this group.

OPEN LOOP/CLOSED LOOP MODES OF


OPERATION
As input signals to the powertrain control module
(PCM) change, the PCM adjusts its response to the
output devices. For example, the PCM must calculate

MODES
Open Loop
Closed Loop
During Open Loop modes, the powertrain control
module (PCM) receives input signals and responds
only according to preset PCM programming. Input
from the oxygen (O2S) sensor is not monitored during Open Loop modes.
During Closed Loop modes, the PCM will monitor
the oxygen (O2S) sensor input. This input indicates
to the PCM whether or not the calculated injector
pulse width results in the ideal air-fuel ratio. This
ratio is 14.7 parts air-to-1 part fuel. By monitoring
the exhaust oxygen content through the O2S sensor,
the PCM can fine tune the injector pulse width. This
is done to achieve optimum fuel economy combined
with low emission engine performance.
The fuel injection system has the following modes
of operation:
Ignition switch ON
Engine start-up (crank)
Engine warm-up
Idle
Cruise
Acceleration
Deceleration
Wide open throttle (WOT)
Ignition switch OFF
The ignition switch On, engine start-up (crank), engine warm-up, acceleration, deceleration and wide
open throttle modes are Open Loop modes. The idle
and cruise modes, (with the engine at operating temperature) are Closed Loop modes.
IGNITION SWITCH (KEY-ON) MODE
This is an Open Loop mode. When the fuel system
is activated by the ignition switch, the following actions occur:
The powertrain control module (PCM) pre-positions the idle air control (IAC) motor.
The PCM determines atmospheric air pressure
from the MAP sensor input to determine basic fuel
strategy.
The PCM monitors the engine coolant temperature
sensor input. The PCM modifies fuel strategy based
on this input.
Intake manifold air temperature sensor input is
monitored
Throttle position sensor (TPS) is monitored
The auto shutdown (ASD) relay is energized by the
PCM for approximately three seconds.

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE


The fuel pump is energized through the fuel pump
relay by the PCM. The fuel pump will operate for approximately three seconds unless the engine is operating or the starter motor is engaged.
The O2S sensor heater element is energized
through the fuel pump relay. The O2S sensor input is
not used by the PCM to calibrate air-fuel ratio during this mode of operation.
The up-shift indicator lamp is illuminated (manual
transmission only).

ENGINE START-UP MODE


This is an Open Loop mode. The following actions
occur when the starter motor is engaged.
The powertrain control module (PCM) receives inputs from:
Battery voltage
Engine coolant temperature sensor
Crankshaft position sensor
Intake manifold air temperature sensor
Manifold absolute pressure (MAP) sensor
Throttle position sensor (TPS)
Starter motor relay
Camshaft position sensor signal
The PCM monitors the crankshaft position sensor.
If the PCM does not receive a crankshaft position
sensor signal within 3 seconds of cranking the engine, it will shut down the fuel injection system.
The fuel pump is activated by the PCM through
the fuel pump relay.
Voltage is applied to the fuel injectors with the
PCM. The PCM will then control the injection sequence and injector pulse width by turning the
ground circuit to each individual injector on and off.
The PCM determines the proper ignition timing according to input received from the crankshaft position sensor.
ENGINE WARM-UP MODE
This is an Open Loop mode. During engine warmup, the powertrain control module (PCM) receives inputs from:
Battery voltage
Crankshaft position sensor
Engine coolant temperature sensor
Intake manifold air temperature sensor
Manifold absolute pressure (MAP) sensor
Throttle position sensor (TPS)
Camshaft position sensor signal (in the distributor)
Park/Neutral Switch (gear indicator signalauto.
trans. only)
Air conditioning select signal (if equipped)
Air conditioning request signal (if equipped)
Based on these inputs the following occurs:
Voltage is applied to the fuel injectors with the
powertrain control module (PCM). The PCM will

14 - 65

then control the injection sequence and injector pulse


width by turning the ground circuit to each individual injector on and off.
The PCM adjusts engine idle speed through the
idle air control (IAC) motor and adjusts ignition timing.
The PCM operates the A/C compressor clutch
through the clutch relay. This is done if A/C has been
selected by the vehicle operator and requested by the
A/C thermostat.
If the vehicle has a manual transmission, the upshift lamp is operated by the PCM.
When engine has reached operating temperature,
the PCM will begin monitoring O2S sensor input.
The system will then leave the warm-up mode and go
into closed loop operation.

IDLE MODE
When the engine is at operating temperature, this
is a Closed Loop mode. At idle speed, the powertrain
control module (PCM) receives inputs from:
Air conditioning select signal (if equipped)
Air conditioning request signal (if equipped)
Battery voltage
Crankshaft position sensor
Engine coolant temperature sensor
Intake manifold air temperature sensor
Manifold absolute pressure (MAP) sensor
Throttle position sensor (TPS)
Camshaft position sensor signal (in the distributor)
Battery voltage
Park/Neutral Switch (gear indicator signalauto.
trans. only)
Oxygen sensor
Based on these inputs, the following occurs:
Voltage is applied to the fuel injectors with the
powertrain control module (PCM). The PCM will
then control injection sequence and injector pulse
width by turning the ground circuit to each individual injector on and off.
The PCM monitors the O2S sensor input and adjusts air-fuel ratio by varying injector pulse width. It
also adjusts engine idle speed through the idle air
control (IAC) motor.
The PCM adjusts ignition timing by increasing
and decreasing spark advance.
The PCM operates the A/C compressor clutch
through the clutch relay. This happens if A/C has
been selected by the vehicle operator and requested
by the A/C thermostat.
CRUISE MODE
When the engine is at operating temperature, this
is a Closed Loop mode. At cruising speed, the powertrain control module (PCM) receives inputs from:
Air conditioning select signal (if equipped)
Air conditioning request signal (if equipped)

14 - 66

FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION3.9L/5.2L ENGINE

Battery voltage
Engine coolant temperature sensor
Crankshaft position sensor
Intake manifold air temperature sensor
Manifold absolute pressure (MAP) sensor
Throttle position sensor (TPS)
Camshaft position sensor signal (in the distributor)
Park/Neutral switch (gear indicator signalauto.
trans. only)
Oxygen (O2S) sensor
Based on these inputs, the following occurs:
Voltage is applied to the fuel injectors with the
PCM. The PCM will then adjust the injector pulse
width by turning the ground circuit to each individual injector on and off.
The PCM monitors the O2S sensor input and adjusts air-fuel ratio. It also adjusts engine idle speed
through the idle air control (IAC) motor.
The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
The PCM operates the A/C compressor clutch
through the clutch relay. This happens if A/C has
been selected by the vehicle operator and requested
by the A/C thermostat.

ACCELERATION MODE
This is an Open Loop mode. The powertrain control
module (PCM) recognizes an abrupt increase in
throttle position or MAP pressure as a demand for
increased engine output and vehicle acceleration. The
PCM increases injector pulse width in response to increased throttle opening.
DECELERATION MODE
When the engine is at operating temperature, this
is an Open Loop mode. During hard deceleration, the
powertrain control module (PCM) receives the following inputs.
Air conditioning select signal (if equipped)
Air conditioning request signal (if equipped)
Battery voltage
Engine coolant temperature sensor
Crankshaft position sensor
Intake manifold air temperature sensor
Manifold absolute pressure (MAP) sensor
Throttle position sensor (TPS)
Camshaft position sensor signal (in the distributor)
Park/Neutral switch (gear indicator signalauto.
trans. only)
If the vehicle is under hard deceleration with the
proper rpm and closed throttle conditions, the PCM

will ignore the oxygen sensor input signal. The PCM


will enter a fuel cut-off strategy in which it will not
supply battery voltage to the injectors. If a hard deceleration does not exist, the PCM will determine the
proper injector pulse width and continue injection.
Based on the above inputs, the PCM will adjust engine idle speed through the idle air control (IAC) motor.
The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
The PCM opens the ground circuit to the A/C
clutch relay to disengage the A/C compressor clutch.
This is done until the vehicle is no longer under deceleration (if the A/C system is operating).

WIDE OPEN THROTTLE MODE


This is an Open Loop mode. During wide open
throttle operation, the powertrain control module
(PCM) receives the following inputs.
Battery voltage
Crankshaft position sensor
Engine coolant temperature sensor
Intake manifold air temperature sensor
Manifold absolute pressure (MAP) sensor
Throttle position sensor (TPS)
Camshaft position sensor signal (in the distributor)
During wide open throttle conditions, the following
occurs:
Voltage is applied to the fuel injectors with the
powertrain control module (PCM). The PCM will
then control the injection sequence and injector pulse
width by turning the ground circuit to each individual injector on and off. The PCM ignores the oxygen
sensor input signal and provides a predetermined
amount of additional fuel. This is done by adjusting
injector pulse width.
The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
The PCM opens the ground circuit to the A/C
clutch relay to disengage the A/C compressor clutch.
This will be done for approximately 15 seconds (if the
air conditioning system is operating).
If the vehicle has a manual transmission, the upshift lamp is operated by the PCM.
IGNITION SWITCH OFF MODE
When ignition switch is turned to OFF position,
the PCM stops operating the injectors, ignition coil,
ASD relay and fuel pump relay.

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

14 - 67

MULTI-PORT FUEL INJECTIONGENERAL DIAGNOSIS3.9L/5.2L ENGINE


INDEX
page
Camshaft Position Sensor Testing . . . . . . . . .
Crankshaft Position Sensor Test . . . . . . . . . .
Diagnostic Trouble Code (DTC) . . . . . . . . . . .
DRB Scan Tool . . . . . . . . . . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor Test . . .
Fuel Injector Test . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Pressure Test . . . . . . . . . . . . . . .
Idle Air Control (IAC) Motor Test . . . . . . . . . .
Intake Manifold Air Temperature Sensor Test .
Manifold Absolute Pressure (MAP) Sensor Test
On-Board Diagnostics (OBD) . . . . . . . . . . . . .

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VISUAL INSPECTION
A visual inspection for loose, disconnected, or incorrectly routed wires and hoses should be made. This
should be done before attempting to diagnose or service the fuel injection system. A visual check will
help spot these faults and save unnecessary test and
diagnostic time. A thorough visual inspection will include the following checks:
(1) Verify that the 60-way connector is fully inserted into the connector of the powertrain control
module (PCM) (Fig. 1). Verify that the connector
mounting screw is tightened to 4 Nzm (35 in. lbs.)
torque.

page
Oxygen (O2S) Sensor Heating Element Test
Powertrain Control Module (PCM) 60-Way
Connector . . . . . . . . . . . . . . . . . . . . . . .
Powertrain Control Module Testing . . . . . . .
RelaysOperation/Testing . . . . . . . . . . . .
Starter Motor Relay Test . . . . . . . . . . . . . .
System Schematics . . . . . . . . . . . . . . . . . .
Throttle Body Minimum Air Flow Check . . .
Throttle Position Sensor (TPS) Test . . . . . .
Vehicle Speed Sensor Test . . . . . . . . . . . .
Visual Inspection . . . . . . . . . . . . . . . . . . . .

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power distribution center (PDC) (Fig. 2). For the location of the relays within the PDC, refer to label under PDC cover.

Fig. 2 Power Distribution Center (PDC)Typical

Fig. 1 Powertrain Control Module (PCM)


(2) Inspect the battery cable connections. Be sure
that they are clean and tight.
(3) Inspect fuel pump relay and air conditioning
compressor clutch relay (if equipped). Inspect the
ASD relay connections. Inspect starter motor relay
connections. Inspect relays for signs of physical damage and corrosion. The relays are located in the

(4) Inspect ignition coil connections. Verify that coil


secondary cable is firmly connected to coil (Fig. 3).
(5) Verify that distributor cap is correctly attached
to distributor. Be sure that spark plug cables are
firmly connected to the distributor cap and the spark
plugs are in their correct firing order. Be sure that
coil cable is firmly connected to distributor cap and
coil. Be sure that camshaft position sensor wire connector (at the distributor) is firmly connected to harness connector. Inspect spark plug condition. Refer to
Group 8D, Ignition. Connect vehicle to an oscilloscope
and inspect spark events for fouled or damaged spark
plugs or cables.
(6) Verify that generator output wire, generator
connector and ground wire are firmly connected to
the generator.
(7) Inspect the system body grounds for loose or
dirty connections. Refer to Group 8W, Wiring for location of ground connections.

14 - 68

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE


air conditioning condenser for restrictions.
(15) Verify that the intake manifold air temperature sensor wire connector is firmly connected to harness connector (Fig. 5).

Fig. 3 Ignition Coil


(8) Verify Positive Crankcase Ventilation (PCV)
valve operation. Refer to Group 25, Emission Control
System for additional information. Verify PCV valve
hose is firmly connected to PCV valve and manifold
(Fig. 4).

Fig. 5 Intake Manifold Air Temperature Sensor


Typical
(16) Verify that MAP sensor electrical connector is
firmly connected to MAP sensor (Fig. 6). Also verify
that the rubber L-shaped fitting from the MAP sensor to the throttle body is firmly connected and not
leaking vacuum (Fig. 7).

Fig. 4 PCV Valve Hose ConnectionsTypical


(9) Inspect fuel tube quick-connect fitting-to-fuel
rail connections.
(10) Verify that hose connections to all ports of
vacuum fittings on intake manifold are tight and not
leaking.
(11) Inspect accelerator cable, transmission throttle
cable (if equipped) and cruise control cable connections (if equipped). Check their connections to the
throttle arm of throttle body for any binding or restrictions.
(12) If equipped with vacuum brake booster, verify
that vacuum booster hose is firmly connected to fitting on intake manifold. Also check connection to
brake vacuum booster.
(13) Inspect the air cleaner inlet and air cleaner element for dirt or restrictions.
(14) Inspect radiator grille area, radiator fins and

Fig. 6 MAP SensorTypical


(17) Verify that fuel injector wire harness connectors are firmly connected to injectors in the correct
order. Each harness connector is numerically tagged
with the injector number (INJ 1, INJ 2 etc.) of its
corresponding fuel injector and cylinder number.

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

14 - 69

Fig. 9 Oxygen Sensor Location


Fig. 7 Rubber L-Shaped FittingMAP Sensor-toThrottle Body

(25) Verify that the harness connector is firmly


connected to the vehicle speed sensor (Fig. 10).

(18) Verify harness connectors are firmly connected


to idle air control (IAC) motor, throttle position sensor (TPS) and manifold absolute pressure (MAP) sensor (Fig. 6).
(19) Verify that wire harness connector is firmly
connected to the engine coolant temperature sensor
(Fig. 8).

Fig. 10 Vehicle Speed SensorTypical


Fig. 8 Engine Coolant Temperature Sensor
(20) Raise and support the vehicle.
(21) Verify that oxygen sensor wire connector is
firmly connected to the sensor. Inspect sensor and
connector for damage (Fig. 9).
(22) Inspect for pinched or leaking fuel tubes. Inspect for pinched, cracked or leaking fuel hoses.
(23) Inspect for exhaust system restrictions such
as pinched exhaust pipes, collapsed muffler or
plugged catalytic convertor.
(24) If equipped with automatic transmission, verify that electrical harness is firmly connected to park/
neutral switch. Refer to Automatic Transmission
section of Group 21.

(26) Verify that fuel pump/gauge sender unit wire


connector is firmly connected to harness connector.
(27) Inspect fuel hoses at fuel pump/gauge sender
unit for cracks or leaks.
(28) Inspect transmission torque convertor housing
(automatic transmission) or clutch housing (manual
transmission) for damage to timing ring on drive
plate/flywheel.
(29) Verify that battery cable and solenoid feed
wire connections to the starter solenoid are tight and
clean. Inspect for chaffed wires or wires rubbing up
against other components.

14 - 70

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

POWERTRAIN CONTROL MODULE (PCM) 60-WAY


CONNECTOR
For PCM 60-way connector wiring schematics, refer
to Group 8W, Wiring Diagrams.

SENSOR RESISTANCE (OHMS)COOLANT


TEMPERATURE SENSOR/INTAKE MANIFOLD
AIR TEMPERATURE SENSOR

SYSTEM SCHEMATICS
Refer to PCM Schematics in the Multi-Port Fuel
Injection (MFI)Component Description/System Operation3.9L/5.2L Engine section of this group.

CAMSHAFT POSITION SENSOR TESTING


Refer to Group 8D, Ignition Systems for testing.

ENGINE COOLANT TEMPERATURE SENSOR TEST


To perform a complete test of the engine coolant
temperature sensor and its circuitry, refer to DRB
scan tool and appropriate Powertrain Diagnostics
Procedures manual. To test the sensor only, refer to
the following:
(1) Disconnect wire harness connector from coolant
temperature sensor (Fig. 11).
Engines with air conditioning: When removing
the connector from sensor, do not pull directly on wiring harness. Fabricate an L-shaped hook tool from a
coat hanger (approximately eight inches long). Place
the hook part of tool under the connector for removal.
The connector is snapped onto the sensor. It is not
equipped with a lock type tab.

tor terminal. Also test continuity of wire harness terminal 4 to the sensor connector terminal. Repair the
wire harness if an open circuit is indicated.
(4) After tests are completed, connect electrical
connector to sensor. The sensor connector is symmetrical (not indexed). It can be installed to the sensor
in either direction.

INTAKE MANIFOLD AIR TEMPERATURE SENSOR


TEST

Fig. 11 Engine Coolant Temperature Sensor


(2) Test the resistance of the sensor with a high input impedance (digital) volt-ohmmeter. The resistance (as measured across the sensor terminals)
should be less than 1340 ohms with the engine
warm. Refer to the Coolant Temperature sensor/Intake Manifold Air Temperature sensor resistance
chart. Replace the sensor if it is not within the range
of resistance specified in the chart.
(3) Test continuity of the wire harness. Do this between the powertrain control module (PCM) wire
harness connector terminal 2 and the sensor connec-

To perform a complete test of the intake manifold


air temperature sensor and its circuitry, refer to DRB
scan tool and appropriate Powertrain Diagnostics
Procedures manual. To test the sensor only, refer to
the following:
(1) Disconnect the wire harness connector from the
air temperature sensor (Fig. 12).
(2) Test the resistance of the sensor with an input
impedance (digital) volt-ohmmeter. The resistance (as
measured across the sensor terminals) should be less
than 1340 ohms with the engine warm. Refer to the
Coolant Temperature sensor/Intake Manifold Air
Temperature sensor resistance chart. Replace the
sensor if it is not within the range of resistance specified in the chart.
(3) Test the resistance of the wire harness. Do this
between the powertrain control module (PCM) wire
harness connector terminal 21 and the sensor connector terminal. Also check between terminal 4 to the
sensor connector terminal. Repair the wire harness
as necessary if the resistance is greater than 1 ohm.

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

Fig. 12 Intake Manifold Air Temperature Sensor


Typical

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR


TEST
To perform a complete test of MAP sensor (Fig. 13)
and its circuitry, refer to DRB scan tool and appropriate Powertrain Diagnostics Procedures manual. To
test the MAP sensor only, refer to the following:
(1) Inspect the rubber L-shaped fitting from the
MAP sensor to the throttle body (Fig. 14). Repair as
necessary.

14 - 71

Fig. 14 Rubber L-Shaped FittingMAP Sensor-toThrottle Body


(Fig. 15). With the ignition switch ON and the engine
OFF, output voltage should be 4-to-5 volts. The voltage should drop to 1.5-to-2.1 volts with a hot, neutral
idle speed condition.

Fig. 15 MAP Sensor Connector TerminalsTypical

Fig. 13 Manifold Absolute Pressure (MAP) Sensor


CAUTION: When testing the MAP sensor, be sure
that the harness wires are not damaged by the test
meter probes.
(2) Test the MAP sensor output voltage at the
MAP sensor connector between terminals A and B

(3) Test powertrain control module (PCM) pin-1 for


the same voltage described above to verify the wire
harness condition. Repair as necessary.
(4) Test MAP sensor supply voltage at sensor connector between terminals A and C (Fig. 15) with the
ignition ON. The voltage should be approximately 5
volts (60.5V). Five volts (60.5V) should also be at
terminal 6 of the powertrain control module (PCM)
wire harness connector. Repair or replace the wire
harness as necessary.
(5) Test the MAP sensor ground circuit at sensor
connector terminal A (Fig. 15) and PCM connector
terminal/pin-4. Repair the wire harness if necessary.

14 - 72

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

(6) Test the MAP sensor ground circuit at the PCM


connector between terminal/pin-4 and terminal/
pin-11 with an ohmmeter. If the ohmmeter indicates
an open circuit, inspect for a defective sensor ground
connection. Refer to Group 8W, Wiring Diagrams for
location of this connection. If the ground connection
is good, replace the PCM. If terminal/pin-4 has a
short circuit to 12 volts +, correct this condition before replacing the PCM.

CRANKSHAFT POSITION SENSOR TEST


Refer to Group 8D, Ignition System for information.

OXYGEN (O2S) SENSOR HEATING ELEMENT TEST


To perform a complete test of O2S sensor and its
circuitry, refer to DRB scan tool and appropriate
Powertrain Diagnostics Procedures manual. To test
the O2S only, refer to the following:
The O2S sensor is located on the right exhaust
down pipe (Fig. 17). The O2S heating element can be
tested with an ohmmeter as follows:
Disconnect the O2S sensor connector. Connect the
ohmmeter test leads across the white wire terminals
of the sensor connector. Resistance should be between 5 and 7 ohms. Replace the sensor if the ohmmeter displays an infinity (open) reading.

THROTTLE POSITION SENSOR (TPS) TEST


To perform a complete test of the TPS and its circuitry, refer to the DRB scan tool and appropriate
Powertrain Diagnostics Procedures manual. To test
the TPS only, refer to the following:
The TPS can be tested with a digital voltmeter.
The center terminal of the TPS is the output terminal (Fig. 16).
With the ignition key in the ON position, check the
TPS output voltage at the center terminal wire of the
connector. Check this at idle (throttle plate closed)
and at wide open throttle (WOT). At idle, TPS output
voltage should must be greater than 200 millivolts.
At wide open throttle, TPS output voltage must be
less than 4.8 volts. The output voltage should increase gradually as the throttle plate is slowly
opened from idle to WOT.

Fig. 17 Oxygen SensorTypical

IDLE AIR CONTROL (IAC) MOTOR TEST


To perform a complete test of IAC motor (Fig. 16)
and its circuitry, refer to DRB scan tool and appropriate Powertrain Diagnostics Procedures manual. To
test the IAC motor only, special IAC motor exerciser
tool number 7558 (Fig. 18) may be used.
CAUTION: Proper safety precautions must be taken
when testing the IAC motor.

Fig. 16 Throttle Position Sensor (TPS) Connector

Set the parking brake and block the drive wheels


Route all tester cables away from the cooling fans,
drive belt, pulleys and exhaust components
Provide proper ventilation while operating the engine
Always return the engine idle speed to normal before disconnecting the exerciser tool
(1) With the ignition OFF, disconnect the IAC motor wire connector at throttle body (Fig. 16).
(2) Plug the exerciser tool (7558) harness connector
into the IAC motor (Fig. 18).
(3) Connect the red clip of exerciser tool (7558) to
battery positive terminal. Connect the black clip to
negative battery terminal. The red light on the exerciser tool will be illuminated when the exerciser is
properly connected to battery.
(4) Start engine.

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

14 - 73

Fig. 19 IAC Stepper Motor PintleTypical

Fig. 18 IAC Motor Testing


When the switch is in the HIGH or LOW position,
the light on the exerciser tool will flash. This indicates that voltage pulses are being sent to the IAC
stepper motor.
(5) Move the switch to the HIGH position. The engine speed should increase. Move the switch to the
LOW position. The engine speed should decrease.
(a) If the engine speed changes while using the
exerciser tool, the IAC motor is functioning properly. Disconnect the exerciser tool and connect the
IAC stepper motor wire connector to the stepper
motor.
(b) If the engine speed does not change, turn the
ignition OFF and proceed to step (6). Do not disconnect exerciser from the IAC stepper motor.
(6) Remove the IAC stepper motor from the throttle body.

(b) If the pintle operates properly, check the IAC


motor bore in the throttle body bore for blockage
and clean as necessary. Install the IAC motor and
retest. If blockage is not found, refer to the DRB
scan tool and the appropriate Powertrain Diagnostics Procedures service manual.

THROTTLE BODY MINIMUM AIR FLOW CHECK


3.9L V-6 AND 5.2L V-8 ENGINES
The following test procedure has been developed to
check throttle body calibrations for correct idle conditions. The procedure should be used to diagnose the
throttle body for conditions that may cause idle problems. This procedure should be used only after
normal diagnostic procedures have failed to
produce results that indicate a throttle body related problem. Be sure to check for proper operation of the idle air control motor before
performing this test.
A special fixed orifice tool (number 6714) (Fig. 20)
must be used for the following test.

CAUTION: When checking IAC motor operation with


the motor removed from the throttle body, do not
extend the pintle (Fig. 19) more than 6.35 mm (.250
in). If the pintle is extended more than this amount, it
may separate from the IAC stepper motor. The IAC motor must be replaced if the pintle separates from the
motor.
(7) With the ignition OFF, cycle the exerciser tool
switch between the HIGH and LOW positions. Observe the pintle. The pintle should move in-and-out
of the motor.
(a) If the pintle does not move, replace the IAC
motor. Start the engine and test the replacement
motor operation as described in step (5).

Fig. 20 Fixed Orifice Tool


(1) Start the engine and bring to operating temperature. Be sure all accessories are off before performing this test.
(2) Shut off the engine and remove the air cleaner
element housing.

14 - 74

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

(3) Disconnect the vacuum line at the PCV valve


(Fig. 21).

Fig. 21 Install Orifice Tool


(4) Install the 0.185 inch orifice tool (number 6714)
into the disconnected vacuum line in place of the
PCV valve (Fig. 21).
(5) Disconnect the idle purge vacuum line from fitting at throttle body. This vacuum line is located on
the front of throttle body next to the MAP sensor
(Fig. 22). Cap the fitting at throttle body after vacuum line has been removed.

Fig. 23 Data Link ConnectorTypical


(8) Using the DRB scan tool, scroll through the
menus as follows: selectSystem, selectEngine, selectFuel and Ignition, selectActuator Tests, selectEngine rpm and selectMinimum Air Flow.
The DRB scan tool will count down to stabilize the
idle rpm and display the minimum air flow idle rpm.
The idle rpm should be between 500 and 900 rpm.
If the idle speed is outside of these specifications, replace the throttle body. Refer to Throttle Body in the
Component Removal/Installation section of this
group.
(9) Disconnect the DRB scan tool from the vehicle.
(10) Remove cap from idle purge fitting at throttle
body and install vacuum line.
(11) Remove orifice tool and connect vacuum line
to PCV valve.
(12) Install air cleaner element housing.

VEHICLE SPEED SENSOR TEST


To perform a complete test of the sensor and its circuitry, refer to DRB scan tool and appropriate Powertrain Diagnostics Procedures manual.

RELAYSOPERATION/TESTING
Fig. 22 Idle Purge Line
(6) Connect the DRB scan tool to the data link connector (Fig. 23) on the vehicle. Refer to the appropriate Powertrain Diagnostic Procedures service manual
for DRB operation.
(7) Start the engine.

OPERATION
The following operations/tests apply to these
relays only: Automatic Shutdown (ASD) and Fuel
Pump. For operations/tests on all other relays, refer
to the appropriate section of this service manual.
These relays are located in the power distribution
center (PDC) (Fig. 24). For the location of the relay
within the PDC, refer to label under PDC cover.

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

14 - 75

tion. Terminal number 87 then supplies battery voltage to the component being operated.
Terminal number 86 is connected to a switched (+)
power source.
Terminal number 85 is grounded by the powertrain control module (PCM).

Fig. 24 Power Distribution Center (PDC)Typical


The relay terminal numbers from (Fig. 25) can be
found on the bottom of the relay.
Terminal number 30 is connected to battery voltage and can be switched or B+ (hot) at all times.
The center terminal number 87A is connected (a
circuit is formed) to terminal 30 in the de-energized
(normally OFF) position.
Terminal number 87 is connected (a circuit is
formed) to terminal 30 in the energized (ON) posi-

TESTING
(1) Remove relay before testing.
(2) Using an ohmmeter, perform a resistance test
between terminals 85 and 86. Resistance value
(ohms) should be 75 65 ohms for resistor equipped
relays.
(3) Connect the ohmmeter between terminals number 87A and 30. Continuity should be present at this
time.
(4) Connect the ohmmeter between terminals number 87 and 30. Continuity should not be present at
this time.
(5) Use a set of jumper wires (16 gauge or smaller). Connect one jumper wire between terminal number 85 (on the relay) to the ground side (-) of a 12
Volt power source.
(6) Attach the other jumper wire to the positive
side (+) of a 12V power source. Do not connect this
jumper wire to relay at this time.

Fig. 25 Relay Terminals

14 - 76

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

CAUTION: DO NOT ALLOW THE OHMMETER TO


CONTACT TERMINALS 85 OR 86 DURING THESE
TESTS. DAMAGE TO OHMMETER MAY RESULT.
(7) Attach the other jumper wire (12V +) to terminal number 86. This will activate the relay. Continuity should now be present between terminals number
87 and 30. Continuity should not be present between
terminals number 87A and 30.
(8) Disconnect jumper wires from relay and 12 Volt
power source.
If continuity or resistance tests did not pass, replace relay. If tests passed, refer to Group 8W, Wiring
Diagrams for (fuel system) relay wiring schematics
and for additional circuit information.

STARTER MOTOR RELAY TEST


Refer to Group 8A, Battery/Starting/Charging System Diagnostics, for starter motor relay testing.

FUEL INJECTOR TEST


Disconnect the fuel injector wire harness connector
from the injector (Fig. 26). Place an ohmmeter across
the injector terminals. Resistance reading should be
approximately 14.5 ohms 61.2 ohms at 20C (68F).
Proceed to following Injector Diagnosis chart. When
performing the following tests from the chart,
do not leave electrical current applied to the
injector for longer than five seconds. Damage
to injector coil or internal injector seals could
result.

Fig. 26 Fuel Injector Wiring Connector

FUEL PUMP PRESSURE TEST


Refer to Fuel Pump Pressure Test in the Fuel Delivery System section of this group.

Fig. 27 Fuel Injector Internal ComponentsTypical

POWERTRAIN CONTROL MODULE TESTING


Operation of the powertrain control module (PCM)
is tested with the DRB scan tool. Refer to the appropriate Powertrain Diagnostic Procedures service
manual for tests.

ON-BOARD DIAGNOSTICS (OBD)


The powertrain control module (PCM) has been
programmed to monitor many different circuits of the
fuel injection system. If a problem is sensed in a
monitored circuit often enough to indicate an actual
problem, a Diagnostic Trouble Code (DTC) is stored.
The DTC will be stored in the PCM memory for eventual display to the service technician. If the problem
is repaired or ceases to exist, the PCM cancels the
DTC after 51 engine starts.
Certain criteria must be met for a diagnostic trouble code (DTC) to be entered into PCM memory. The
criteria may be a specific range of engine rpm, engine
temperature and/or input voltage to the PCM.
It is possible that a DTC for a monitored circuit
may not be entered into memory even though a malfunction has occurred. This may happen because one
of the DTC criteria for the circuit has not been met.
Example: assume that one of the criteria for the
MAP sensor circuit is that the engine must be operating between 750 and 2000 rpm to be monitored for
a DTC. If the MAP sensor output circuit shorts to
ground when the engine rpm is above 2400 rpm, a 0
volt input will be seen by the PCM. A DTC will not
be entered into memory because the condition does
not occur within the specified rpm range.
A DTC indicates that the powertrain control module (PCM) has recognized an abnormal signal in a
circuit or the system. A DTC may indicate the result
of a failure, but never identify the failed component
directly.

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE


INJECTOR DIAGNOSISVEHICLE RUNS ROUGH AND/OR HAS A MISS

14 - 77

14 - 78

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

There are several operating conditions that the


PCM does not monitor and set a DTC for. Refer to
the following Monitored Circuits and Non-Monitored
Circuits in this section.

MONITORED CIRCUITS
The powertrain control module (PCM) can detect
certain problems in the fuel injection system.
Open or Shorted Circuit - The PCM can determine if sensor output (which is the input to PCM) is
within proper range. It also determines if the circuit
is open or shorted.
Output Device Current Flow - The PCM senses
whether the output devices are hooked up.
If there is a problem with the circuit, the PCM
senses whether the circuit is open, shorted to ground
(-), or shorted to (+) voltage.
Oxygen Sensor - The PCM can determine if the
oxygen sensor is switching between rich and lean.
This is, once the system has entered Closed Loop. Refer to Open Loop/Closed Loop Modes Of Operation in
the Component Description/System Operation section
for an explanation of Closed (or Open) Loop operation.
NON-MONITORED CIRCUITS
The PCM does not monitor the following circuits,
systems or conditions that could have malfunctions
that result in driveability problems. A Diagnostic
Trouble Code (DTC) may not be displayed for these
conditions.
Fuel Pressure: Fuel pressure is controlled by the
vacuum assisted fuel pressure regulator. The PCM
cannot detect a clogged fuel pump inlet filter, clogged
in-line fuel filter, or a pinched fuel supply or return
line. However, these could result in a rich or lean
condition causing an oxygen sensor DTC to be stored
in the PCM.
Secondary Ignition Circuit: The PCM cannot
detect an inoperative ignition coil, fouled or worn
spark plugs, ignition cross firing, or open circuited
spark plug cables.
Engine Timing: The PCM cannot detect an incorrectly indexed timing chain, camshaft sprocket or
crankshaft sprocket. The PCM also cannot detect an
incorrectly indexed distributor. However, these could
result in a rich or lean condition causing an oxygen
sensor DTC to be stored in the PCM.
Cylinder Compression: The PCM cannot detect
uneven, low, or high engine cylinder compression.
Exhaust System: The PCM cannot detect a
plugged, restricted or leaking exhaust system.
Fuel Injector Malfunctions: The PCM cannot determine if the fuel injector is clogged, or the wrong
injector is installed. However, these could result in a
rich or lean condition causing an oxygen sensor DTC
to be stored in the PCM.

Excessive Oil Consumption: Although the PCM


monitors exhaust stream oxygen content through oxygen sensor (closed loop), it cannot determine excessive oil consumption.
Throttle Body Air Flow: The PCM cannot detect
a clogged or restricted air cleaner inlet or air cleaner
element.
Evaporative System: The PCM will not detect a
restricted, plugged or loaded EVAP canister.
Vacuum Assist: Leaks or restrictions in the vacuum circuits of vacuum assisted engine control system devices are not monitored by the PCM. However,
a vacuum leak at the MAP sensor will be monitored
and a diagnostic trouble code (DTC) will be generated by the PCM.
Powertrain Control Module (PCM) System
Ground: The PCM cannot determine a poor system
ground. However, a DTC may be generated as a result of this condition.
Powertrain Control Module (PCM) Connector
Engagement: The PCM cannot determine spread or
damaged connector pins. However, a DTC may be
generated as a result of this condition.

HIGH AND LOW LIMITS


The powertrain control module (PCM) compares input signal voltages from each input device. It will establish high and low limits that are programmed into
it for that device. If the input voltage is not within
specifications and other Diagnostic Trouble Code
(DTC) criteria are met, a DTC will be stored in memory. Other DTC criteria might include engine rpm
limits or input voltages from other sensors or
switches. The other inputs might have to be sensed
by the PCM when it senses a high or low input voltage from the control system device in question.
ACCESSING DIAGNOSTIC TROUBLE CODES
A stored Diagnostic Trouble Code (DTC) can be displayed by cycling the ignition key On-Off-On-Off-On
within three seconds and observing the malfunction
indicator lamp. This lamp is displayed on the instrument panel as the CHECK ENGINE lamp (Fig. 28).
They can also be displayed through the use of the
Diagnostic Readout Box (DRB) scan tool. The DRB
connects to the data link connector in the vehicle
(Fig. 29). For operation of the DRB, refer to the appropriate Powertrain Diagnostic Procedures service
manual.
EXAMPLES:
If the lamp (Fig. 28) flashes 1 time, pauses and
flashes 2 more times, a flashing Diagnostic Trouble
Code (DTC) number 12 is indicated. If this code is
observed, it is indicating that the battery has been
disconnected within the last 50 key-on cycles. It

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

14 - 79

After any stored DTC information has been observed, the display will end with a flashing DTC
number 55. This will indicate the end of all stored information.
Refer to the Diagnostic Trouble Code (DTC) charts
for DTC identification.
If the problem is repaired or ceases to exist, the
powertrain control module (PCM) cancels the DTC
after 51 engine starts.
Diagnostic trouble codes indicate the results of a
failure, but never identify the failed component directly.
The circuits of the data link connector are shown in
(Fig. 30).

Fig. 28 Check Engine Lamp LocationTypical

Fig. 30 Data Link Connector Schematic


ERASING TROUBLE CODES
The DRB scan tool must be used to erase a Diagnostic Trouble Code (DTC). Refer to the appropriate
Powertrain Diagnostic Procedures service manual for
operation of the DRB scan tool.

DRB SCAN TOOL


For operation of the DRB scan tool, refer to the appropriate Powertrain Diagnostic Procedures service
manual.

DIAGNOSTIC TROUBLE CODE (DTC)

Fig. 29 Data Link ConnectorTypical


could also indicate that battery voltage has been disconnected to the PCM. In either case, other DTCs
may have been erased.
If the lamp flashes 4 times, pauses and flashes 1
more time, a diagnostic trouble code (DTC) number
41 is indicated.
If the lamp flashes 4 times, pauses and flashes 6
more times, a diagnostic trouble code (DTC) number
46 is indicated.

On the following pages, a list of diagnostic trouble


codes is provided for the 3.9L V-6 and the 5.2L V-8
engine. A DTC indicates that the powertrain control
module (PCM) has recognized an abnormal signal in
a circuit or the system. A DTC may indicate the result of a failure, but never identify the failed component directly.

14 - 80

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE


DIAGNOSTIC TROUBLE CODE DESCRIPTIONS

Diagnostic
Trouble Code

DRB Scan Tool

Description of Diagnostic Trouble Code

11**

No Crank Reference Signal at PCM

No crank reference signal detected during engine cranking.

12*

Battery Disconnect

Direct battery input to PCM was disconnected


within the last 50 Key-on cycles.

13**

No Change in MAP From Start to Run

No difference recognized between the engine


MAP reading and the barometric (atmospheric)
pressure reading at start-up.

14**

MAP Sensor Voltage Too Low

MAP sensor input below minimum acceptable


voltage.

or
MAP Sensor Voltage Too High

MAP sensor input above maximum acceptable


voltage.

15**

No Vehicle Speed Sensor Signal

No vehicle distance (speed) sensor signal detected during road load conditions.

17*

Engine is Cold Too Long

Engine coolant temperature remains below


normal operating temperatures during vehicle
travel (thermostat).

21**

O2S Stays at Center

Neither rich or lean condition detected from


the oxygen sensor input.

or

22**

O2S Shorted to Voltage

Oxygen sensor input voltage maintained above


the normal operating range.

ECT Sensor Voltage Too High

Engine coolant temperature sensor input


above maximum acceptable voltage.

or

23**

ECT Sensor Voltage Too Low

Engine coolant temperature sensor input below


minimum acceptable voltage.

Intake Air Temp Sensor Voltage Low

Intake manifold air temperature sensor input


below the minimum acceptable voltage.

or

24**

Intake Air Temp Sensor Voltage High

Intake manifold air temperature sensor input


above the maximum acceptable voltage.

Throttle Position Sensor Voltage High

Throttle position sensor input above the maximum acceptable voltage.

or

25**

Throttle Position Sensor Voltage Low

Throttle position sensor input below the minimum acceptable voltage.

Idle Air Control Motor Circuits

A shorted condition detected in one or more of


the idle air control motor circuits.

* Check Engine Lamp will not illuminate at all times if this Diagnostic Trouble Code was recorded. Cycle
Ignition key as described in manual and observe code flashed by Check Engine lamp.
** Check Engine Lamp will illuminate during engine operation if this Diagnostic Trouble Code was recorded.

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE

14 - 81

DIAGNOSTIC TROUBLE CODE DESCRIPTIONS CONTINUED


Diagnostic
Trouble Code

27*

DRB Scan Tool

Injector #1 Control Circuit

Description of Diagnostic Trouble Code

Injector #1 output driver does not respond


properly to the control signal.

or
Injector #2 Control Circuit

Injector #2 output driver does not respond


properly to the control signal.

or
Injector #3 Control Circuit

Injector #3 output driver does not respond


properly to the control signal.

or
Injector #4 Control Circuit

Injector #4 output driver does not respond


properly to the control signal.

or
Injector #5 Control Circuit

Injector #5 output driver does not respond


properly to the control signal.

or
Injector #6 Control Circuit

Injector #6 output driver does not respond


properly to the control signal.

or
Injector #7 Control Circuit

Injector #7 output driver does not respond


properly to the control signal.

or
Injector #8 Control Circuit

Injector #8 output driver does not respond


properly to the control signal.

31**

EVAP Solenoid Circuit

An open or shorted condition detected in the


EVAP solenoid circuit.

32**

EGR Solenoid Circuit

An open or shorted condition detected in the


EGR solenoid circuit.

or
EGR System Failure

A mechanical problem found in EGR system


(vaccum line leak, defective EGR valve,
plugged EGR tube, etc.).

33*

A/C Clutch Relay Circuit

An open or shorted condition detected in the


A/C clutch relay circuit.

34*

Speed Control Solenoid Circuits

An open or shorted condition detected in the


Speed Control vacuum or vent solenoid circuits.

or
Speed Control Switch Always Low

Speed Control switch input below the minimum acceptable voltage.

* Check Engine Lamp will not illuminate at all times if this Diagnostic Trouble Code was recorded. Cycle
Ignition key as described in manual and observe code flashed by Check Engine lamp.
** Check Engine Lamp will illuminate during engine operation if this Diagnostic Trouble Code was recorded.

14 - 82

FUEL SYSTEM GENERAL DIAGNOSIS3.9L/5.2L ENGINE


DIAGNOSTIC TROUBLE CODE DESCRIPTIONS CONTINUED

Diagnostic
Trouble Code

DRB Scan Tool

Description of Diagnostic Trouble Code

or
Speed Control Switch Always High

Speed Control switch input above the maximum acceptable voltage.

41**

Generator Field Not Switching Properly

An open or shorted condition detected in the


generator field control circuit.

42*

Auto Shutdown Relay Control Circuit

An open or shorted condition detected in the


auto shutdown relay circuit.

44*

Battery Temp Sensor Volts out of Limit

An open or shorted condition exists in the engine coolant temperature sensor circuit or a
problem exists in the PCMs battery temperature voltage circuit.

46**

Charging System Voltage Too High

Battery voltage sense input above target


charging voltage during engine operation.

47**

Charging System Voltage Too Low

Battery voltage sense input below target


charging during engine operation. Also, no significant change detected in battery voltage
during active test of generator output.

51**

O2S Signal Stays Below Center (Lean)

Oxygen sensor signal input indicates lean air/


fuel ratio condition during engine operation.

52**

O2S Signal Stays Above Center (Rich)

Oxygen sensor signal input indicates rich air/


fuel ratio condition during engine operation.

53*

Internal PCM Failure

PCM Internal fault condition detected.

or
PCM Failure SRI Communications

PCM Internal fault condition detected.

54*

No Cam Sync Signal at PCM

No fuel sync (camshaft signal) detected during


engine cranking.

55*

Display not shown on DRB scan tool

Completion of diagnostic trouble code display


on the Malfunction Indicator Lamp (Check Engine Lamp).

62*

PCM Failure SRI miles not stored

Unsuccessful attempt to update SRI (service


reminder indicator) miles in the PCM EEPROM.

63*

PCM Failure EEPROM Write Denied

Unsuccessful attempt to write to an EEPROM


location by the PCM.

* Check Engine Lamp will not illuminate at all times if this Diagnostic Trouble Code was recorded. Cycle
Ignition key as described in manual and observe code flashed by Check Engine lamp.
** Check Engine Lamp will illuminate during engine operation if this Diagnostic Trouble Code was recorded.

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION3.9L/5.2L ENGINE

14 - 83

MULTI-PORT FUEL INJECTION (MFI)COMPONENT REMOVAL/INSTALLATION


3.9L/5.2L ENGINE
INDEX
page
Accelerator Pedal and Throttle Cable
Air Cleaner Element . . . . . . . . . . . .
Air Cleaner Housing . . . . . . . . . . . .
Air Conditioning (A/C) Clutch Relay .
Automatic Shutdown (ASD) Relay . .
Brake Switch . . . . . . . . . . . . . . . . .
Camshaft Position Sensor . . . . . . . .
Crankshaft Position Sensor . . . . . . .
Engine Coolant Temperature Sensor
EVAP Canister Purge Solenoid . . . .
Fuel Filter . . . . . . . . . . . . . . . . . . . .
Fuel Injector(s) . . . . . . . . . . . . . . . .
Fuel Pressure Regulator . . . . . . . . .
Fuel Pump Module . . . . . . . . . . . . .
Fuel Pump Relay . . . . . . . . . . . . . .
Fuel Rail . . . . . . . . . . . . . . . . . . . . .

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page
Fuel System Pressure Release Procedure
Fuel Tank Pressure Relief/Rollover Valve .
Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . .
Fuel Tubes/Lines/Hoses and Clamps . . . .
Idle Air Control (IAC) Motor . . . . . . . . . . .
Ignition Coil . . . . . . . . . . . . . . . . . . . . . .
Intake Manifold . . . . . . . . . . . . . . . . . . . .
Intake Manifold Air Temperature Sensor . .
Manifold Absolute Pressure (MAP) Sensor
Oxygen (O2S) Sensor . . . . . . . . . . . . . . .
Park/Neutral Switch . . . . . . . . . . . . . . . . .
Powertrain Control Module (PCM) . . . . . .
Quick-Connect Fittings . . . . . . . . . . . . . .
Throttle Body . . . . . . . . . . . . . . . . . . . . .
Throttle Position Sensor (TPS) . . . . . . . .
Vehicle Speed Sensor . . . . . . . . . . . . . . .

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ACCELERATOR PEDAL AND THROTTLE CABLE


Refer to the Accelerator Pedal and Throttle Cable
section of this group for removal/installation procedures.

AIR CONDITIONING (A/C) CLUTCH RELAY


The A/C clutch relay is located in the power distribution center (PDC) (Fig. 1). For location of this relay
within the PDC, refer to label attached to bottom of
PDC cover.

Fig. 2 Air Cleaner Housing AssemblyTypical


(2) Pull crankcase breather/filter (straight up) from
engine valve cover (Fig. 2).
(3) Remove wing nut and remove air cleaner assembly from throttle body (Fig. 3).

Fig. 1 Power Distribution Center (PDC)Typical

AIR CLEANER HOUSING


REMOVAL
(1) Remove air intake tube at air cleaner (Fig. 2).
Tube snaps onto air cleaner housing.

INSTALLATION
(1) Position air cleaner housing to throttle body.
(2) If housing-to-throttle body mounting stud (Fig.
3) is being installed, tighten to 10 Nzm (90 in. lbs.)
torque.
(3) Tighten wingnut to 1.5 Nzm (15 in. lbs.) torque.
(4) Push crankcase breather/filter into valve cover.
(5) Install air intake tube to housing.

14 - 84

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION3.9L/5.2L ENGINE


cated in the front/side of the intake manifold (Fig. 4).

Fig. 4 Intake Manifold Air Temperature Sensor


Typical
REMOVAL
(1) Remove air cleaner assembly.
(2) Disconnect electrical connector at sensor (Fig.
4).
(3) Remove sensor from intake manifold.

Fig. 3 Air Cleaner Components3.9L/5.2L Engine

AIR CLEANER ELEMENT


REMOVAL/INSTALLATION
(1) Remove wingnut (Figs. 2 or 3) and remove
cover from housing.
(2) Remove air cleaner element (Fig. 3) from housing.
(3) Clean inside of housing before replacing element. Housing removal is not necessary for element
replacement.
(4) Reverse preceding steps for installation.

AUTOMATIC SHUTDOWN (ASD) RELAY


The ASD relay is located in the power distribution
center (Fig. 1) (PDC). For location of this relay
within the PDC, refer to label attached to bottom of
PDC cover.

BRAKE SWITCH
Refer to Group 5, Brakes for removal/installation
procedures.

CAMSHAFT POSITION SENSOR


For removal/installation procedures, refer to Group
8D, Ignition System. See Camshaft Position Sensor.

INTAKE MANIFOLD AIR TEMPERATURE SENSOR


The intake manifold air temperature sensor is lo-

INSTALLATION
(1) Install sensor to intake manifold. Tighten to 28
Nzm (20 ft. lbs.) torque.
(2) Install electrical connector.
(3) Install air cleaner.

CRANKSHAFT POSITION SENSOR


Refer to the Component Removal/Installation section of Group 8D, Ignition System for procedures. See
Crankshaft Position Sensor.

ENGINE COOLANT TEMPERATURE SENSOR


REMOVAL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOVING THE COOLANT TEMPERATURE SENSOR. REFER TO GROUP 7, COOLING.
(1) Partially drain cooling system. Refer to Group
7, Cooling.
(2) Disconnect electrical connector from sensor
(Fig. 5).
Engines with air conditioning: When removing
the connector from sensor, do not pull directly on wiring harness. Fabricate an L-shaped hook tool from a
coat hanger (approximately eight inches long). Place
the hook part of tool under the connector for removal.
The connector is snapped onto the sensor. It is not
equipped with a lock type tab.

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION3.9L/5.2L ENGINE

14 - 85

(3) Remove sensor from intake manifold.

Fig. 6 Injector Mounting


Fig. 5 Coolant Temperature Sensor
INSTALLATION
(1) Install sensor.
(2) Tighten to 11 Nzm (8 ft. lbs.) torque.
(3) Connect electrical connector to sensor.
The sensor connector is symmetrical (not indexed).
It can be installed to the sensor in either direction.
(4) Replace any lost engine coolant. Refer to Group
7, Cooling System.

EVAP CANISTER PURGE SOLENOID


Refer to Group 25, Emission Control System for removal/installation procedures.

FUEL FILTER
3.9L and 5.2L Engine: The fuel filter and fuel
pressure regulator are one combined part. A separate
in-line fuel filter is not used with the 3.9L or 5.2L engine. Refer to Fuel Filter/Fuel Pressure Regulator in
the Fuel Delivery System section of this group for removal and installation procedures.

FUEL INJECTOR(S)
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE
TURNED OFF). BEFORE SERVICING THE FUEL INJECTOR(S), THE FUEL SYSTEM PRESSURE MUST
BE RELEASED.
To release fuel pressure, refer to the Fuel Delivery
System section of this group. See Fuel System Pressure Release.
To remove one or more fuel injectors, the fuel rail
assembly must be removed from engine.

REMOVAL
(1) Remove air cleaner assembly.
(2) Remove fuel rail assembly. Refer to Fuel Rail
removal in this section.

Fig. 7 Injector Retaining ClipsTypical Injector


(3) Remove the clip(s) retaining the injector(s) to
fuel rail (Figs. 6 or 7).
(4) Remove injector(s) from fuel rail.

INSTALLATION
(1) Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
(2) Install injector(s) and injector clip(s) to fuel
rail.
(3) Install fuel rail assembly. Refer to Fuel Rail installation.
(4) Install air cleaner.
(5) Start engine and check for leaks.

FUEL PRESSURE REGULATOR


3.9L and 5.2L Engines: The fuel filter and fuel
pressure regulator are one combined part. Refer to

14 - 86

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION3.9L/5.2L ENGINE

Fuel Filter/Fuel Pressure Regulator in the Fuel Delivery System section of this group for removal and
installation procedures.

FUEL PUMP MODULE

(4) Remove throttle body from intake manifold. Refer to Throttle Body removal in this group.
(5) If equipped with air conditioning, remove the
A/C compressor-to-intake manifold support bracket
(three bolts) (Fig. 9).

Refer to the Fuel Delivery System section of this


group for removal/installation procedures.

FUEL PUMP RELAY


The fuel pump relay is located in the power distribution center (PDC) (Fig. 1). For location of this relay
within the PDC, refer to label attached to bottom of
PDC cover.

FUEL RAIL
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE
TURNED OFF). BEFORE SERVICING THE FUEL
RAIL ASSEMBLY, THE FUEL SYSTEM PRESSURE
MUST BE RELEASED.
To release fuel pressure, refer to the Fuel Delivery
System section of this group. See Fuel System Pressure Release.
CAUTION: The left and right fuel rails are replaced
as an assembly. Do not attempt to separate the rail
halves at the connecting hose (Fig. 8). Due to the
design of this connecting hose, it does not use any
clamps. Never attempt to install a clamping device
of any kind to the hose. When removing the fuel rail
assembly for any reason, be careful not to bend or
kink the connecting hose.

Fig. 9 A/C Compressor Support BracketTypical


(6) Disconnect electrical connectors at all fuel injectors (Fig. 10). The factory fuel injection wiring harness is numerically tagged (INJ 1, INJ 2, etc.) for
injector position identification.

Fig. 10 Fuel Injector Connectors


Fig. 8 Fuel Rail AssemblyTypical
REMOVAL
(1) Remove negative battery cable at battery.
(2) Remove air cleaner.
(3) Perform the fuel pressure release procedure.
Refer to the Fuel Delivery System section of this
group.

(7) 3.9L engine only: Disconnect electrical connector at intake manifold air temperature sensor. Do not
remove sensor.
(8) Remove EVAP canister purge solenoid/bracket
assembly (Fig. 11) from intake manifold (one nut on
3.9L, one bolt on 5.2L).

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION3.9L/5.2L ENGINE

Fig. 11 EVAP Canister Purge SolenoidTypical


(9) Disconnect latch clip retaining fuel line to fuel
rail on side of fuel rail. A special tool will be needed
to release the fuel line from the fuel rail. Refer to
Fuel Tubes/Lines/Hoses and Clamps in the Fuel Delivery System section of this group for procedures.
(10) Remove the remaining fuel rail mounting
bolts (Fig. 8).
(11) Gently rock and pull the left fuel rail until
the fuel injectors just start to clear the intake manifold. Gently rock and pull the right fuel rail until
the fuel injectors just start to clear the intake manifold. Repeat this procedure (left/right) until all fuel
injectors have cleared the intake manifold.
(12) Remove fuel rail (with injectors attached) from
engine.
(13) Remove the clip(s) retaining the injector(s) to
fuel rail (Fig. 12).

INSTALLATION
(1) Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
(2) Install injector(s) and injector clip(s) to fuel
rail.

14 - 87

(3) Position the fuel rail/fuel injector assembly to


the injector openings on the intake manifold.
(4) Guide each injector into the intake manifold.
Be careful not to tear the injector o-ring.
(5) Push the right fuel rail down until fuel injectors have bottomed on injector shoulder. Push the
left fuel rail down until fuel injectors have bottomed
on injector shoulder.
(6) Install fuel rail mounting bolts.
(7) Install EVAP canister purge solenoid to intake
manifold.
(8) Connect electrical connector to intake manifold
air temperature sensor.
(9) Connect wiring to all fuel injectors. The injector
wiring harness is numerically tagged.
(10) Install the A/C support bracket (if equipped).
(11) Install throttle body to intake manifold. Refer
to Throttle Body installation in this section of the
group.
(12) Install fuel line at fuel rail. Install latch clip
to fuel line. Refer to Fuel Tubes/Lines/Hoses and
Clamps in the Fuel Delivery System section of this
group for procedures.
(13) Install air cleaner.
(14) Connect battery cable to battery.
(15) Start engine and check for leaks.

FUEL SYSTEM PRESSURE RELEASE PROCEDURE


WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE
TURNED OFF). BEFORE SERVICING THE FUEL
PUMP, FUEL LINES, FUEL FILTER, OR FUEL INJECTOR(S), THE FUEL SYSTEM PRESSURE MUST BE
RELEASED.
To release fuel pressure, refer to the Fuel Delivery
System section of this group. See Fuel System Pressure Release Procedure.

FUEL TANKS
Refer to the Fuel Tank section of this group for removal/installation procedures.

FUEL TANK PRESSURE RELIEF/ROLLOVER VALVE


Refer to the Fuel Tank section of this group for removal/installation procedures.

FUEL TUBES/LINES/HOSES AND CLAMPS


Refer to Fuel Tubes/Lines/Hoses and Clamps in the
Fuel Delivery System section of this group for removal/installation procedures.
Also refer to Quick-Connect Fittings in the Fuel
Delivery System section of this group for removal/installation procedures.

Fig. 12 Fuel Injector Clip

14 - 88

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION3.9L/5.2L ENGINE

IDLE AIR CONTROL (IAC) MOTOR

IGNITION COIL

The IAC motor is located on the back of the throttle body (Fig. 13).

Refer to Group 8D, Ignition Systems for removal/


installation procedures.

INTAKE MANIFOLD
Refer to Group 11, Exhaust System and Intake
Manifold for removal/installation procedures.

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR


The MAP sensor is located on the front of the
throttle body (Fig. 13). An L-shaped rubber fitting is
used to connect the MAP sensor to throttle body (Fig.
15).

Fig. 13 IAC Motor and Map SensorTypical


REMOVAL
(1) Remove air cleaner assembly.
(2) Disconnect electrical connector from IAC motor.
(3) Remove two mounting screws (Fig. 14).
(4) Remove IAC motor from throttle body.
INSTALLATION
(1) Install IAC motor to throttle body.
(2) Install and tighten two mounting screws to 7
Nzm (60 in. lbs.) torque.
(3) Install electrical connector.
(4) Install air cleaner assembly.

Fig. 15 MAP Sensor L-Shaped Rubber Fitting


REMOVAL
The throttle body must be removed from the intake
manifold for MAP sensor removal.
(1) Remove air cleaner assembly.
(2) Remove throttle body. Refer to Throttle Body
removal in this section.
(3) Remove two MAP sensor mounting screws (Fig.
15).
(4) While removing MAP sensor, slide the vacuum
rubber L-shaped fitting (Fig. 15) from the throttle
body.
(5) Remove rubber L-shaped fitting from MAP sensor.
INSTALLATION
(1) Install rubber L-shaped fitting to MAP sensor.
(2) Position sensor to throttle body while guiding
rubber fitting over throttle body vacuum nipple.
(3) Install MAP sensor mounting screws. Tighten
screws to 3 Nzm (25 in. lbs.) torque.
(4) Install throttle body. Refer to Throttle Body installation in this section.
(5) Install air cleaner.

Fig. 14 Mounting ScrewsIAC Motor

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION3.9L/5.2L ENGINE


OXYGEN (O2S) SENSOR
The O2S sensor is located in the right exhaust
down-pipe below the exhaust manifold flange (Fig.
16).

REMOVAL
WARNING: THE EXHAUST MANIFOLD BECOMES
VERY HOT DURING ENGINE OPERATION. ALLOW
ENGINE TO COOL BEFORE REMOVING OXYGEN
SENSOR.
(1) Raise and support the vehicle.
(2) Disconnect the wire connector from the O2S
sensor.

14 - 89

REMOVAL
(1) Disconnect negative battery cable at battery.
(2) Carefully remove 60-way wiring connector from
PCM (one screw) (Fig. 17).
(3) Remove three mounting screws (Fig. 17).
(4) Remove PCM from vehicle.
INSTALLATION
(1) Install PCM to inner fender.
(2) Check inside of 60-way wiring harness connector for bent pins or corrosion. Repair as necessary.
(3) Install 60-way connector to PCM. Tighten
mounting screw to 4 Nzm (35 in. lbs.). torque.
(4) Install battery cable to battery.

CAUTION: When disconnecting the sensor electrical


connector, do not pull directly on wire going into
sensor.
(3) Remove the O2S sensor from the exhaust manifold. Snap-On oxygen sensor wrench (number YA
8875) may be used for removal and installation.

Fig. 17 Powertrain Control Module (PCM)

QUICK-CONNECT FITTINGS
Refer to the Fuel Delivery System section of this
group for removal/installation procedures.

THROTTLE BODY
Fig. 16 Oxygen Sensor
INSTALLATION
Threads of new oxygen sensors are factory coated
with anti-seize compound to aid in removal. DO
NOT add any additional anti-seize compound to
the threads of a new oxygen sensor.
(1) Install the O2S sensor into the exhaust manifold. Tighten to 30 Nzm (22 ft. lbs.) torque.
(2) Connect the O2S sensor wire connector.
(3) Lower the vehicle.

PARK/NEUTRAL SWITCH
Refer to Group 21, Transmission and Transfer Case
for removal/installation procedures.

POWERTRAIN CONTROL MODULE (PCM)


The powertrain control module (PCM) is located in
the engine compartment on the right inner fender
panel (Fig. 17).

A (factory adjusted) set screw is used to mechanically limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
speed using this screw. All idle speed functions are
controlled by the powertrain control module (PCM).

REMOVAL
(1) Remove the air cleaner.
(2) Disconnect throttle body electrical connectors at
MAP sensor, IAC motor and TPS (Fig. 18).
(3) Remove vacuum line at throttle body.
(4) Remove all control cables from throttle body
(lever) arm. Refer to the Accelerator Pedal and Throttle Cable section of this group for additional information.
(5) Remove four throttle body mounting bolts (Fig.
19).
(6) Remove throttle body from intake manifold.
(7) Discard old throttle body-to-intake manifold
gasket.

14 - 90

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION3.9L/5.2L ENGINE


(7) Install electrical connectors.
(8) Install air cleaner.

THROTTLE POSITION SENSOR (TPS)


REMOVAL
The TPS is located on the side of the throttle body
(Fig. 18).
(1) Remove air intake tube at throttle body.
(2) Disconnect TPS electrical connector.
(3) Remove two TPS mounting screws (Fig. 20).

Fig. 18 Sensor Electrical Connectors

Fig. 20 TPS Mounting Screws3.9L/5.2L Engine


(4) Remove TPS from throttle body.

INSTALLATION
The throttle shaft end of the throttle body slides
into a socket in the TPS (Fig. 21). The TPS must be
installed so that it can be rotated a few degrees. If
the sensor will not rotate, install the sensor with the
throttle shaft on the other side of the socket tangs.
The TPS will be under slight tension when rotated.

Fig. 19 Throttle Body Mounting BoltsTypical


INSTALLATION
(1) Clean the mating surfaces of the throttle body
and the intake manifold.
(2) Install new throttle body-to-intake manifold
gasket.
(3) Install throttle body to intake manifold.
(4) Install four mounting bolts. Tighten bolts to 23
Nzm (200 in. lbs.) torque.
(5) Install control cables.
(6) Install vacuum line to throttle body.

Fig. 21 TPS Installation3.9L/5.2L Engine


(1) Install the TPS and two retaining screws.
(2) Tighten screws to 7 Nzm (60 in. lbs.) torque.

FUEL SYSTEM COMPONENT REMOVAL/INSTALLATION3.9L/5.2L ENGINE


(3)
hand
(4)
(5)

Manually operate the throttle control lever by


to check for any binding of the TPS.
Connect TPS electrical connector to TPS.
Install air intake tube.

14 - 91

(2) Clean the area around the sensor before removal.


(3) Disconnect the electrical connector from the
sensor (Fig. 23).

VEHICLE SPEED SENSOR


The vehicle speed sensor (Fig. 22) is located on the
extension housing of the transmission on 2WD models. It is located on the transfer case on 4WD models.

REMOVAL

Fig. 23 Sensor Removal/InstallationTypical


(4) Remove the sensor mounting bolt (Fig. 23).
(5) Pull the sensor from the speedometer pinion
gear adapter for removal.

Fig. 22 Vehicle Speed Sensor LocationTypical


(1) Raise and support vehicle.

INSTALLATION
(1) Install new sensor into speedometer gear
adapter.
(2) Tighten sensor mounting bolt. To prevent damage to sensor or speedometer adapter, be sure the
sensor is mounted flush to the adapter before tightening.
(3) Connect electrical connector to sensor.

14 - 92

FUEL SYSTEM SPECIFICATIONS


SPECIFICATIONS

GENERAL INFORMATION
The following specifications are published from the
latest information available at the time of publication. If anything differs between the specifications found on the Vehicle Emission Control
Information (VECI) label and the following
specifications, use specifications on VECI label.
The VECI label is located in the engine compartment.

SENSOR

FUEL TANK CAPACITIES

FUEL SYSTEM SPECIFICATIONS


TORQUE

14 - 93

PROPELLER SHAFTS

16 - 1

PROPELLER SHAFTS
CONTENTS
page

page

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
PROPELLER SHAFT REPLACEMENT . . . . . . . . . . 8
SERVICE DIAGNOSIS/PROCEDURES . . . . . . . . . 3

TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 15
UNIVERSAL JOINT REPLACEMENT . . . . . . . . . 10

GENERAL INFORMATION
PROPELLER SHAFTS
The propeller shaft transmits power from one point
to another in a smooth and continuous action. The
shaft is designed to send torque through an angle
from the transmission (transfer case on 4WD vehicles) to the axle.
The propeller shaft must operate through constantly changing relative angles between the transmission and axle. It must also be capable of changing
length while transmitting torque. The axle rides suspended by springs in a floating motion. This means
the propeller shaft must be able to contract, expand
and change operating angles when going over various
road surfaces. This is accomplished through universal joints, which permit the propeller shaft to operate
at different angles. The slip joints (or yokes) permit
contraction or expansion.

Tubular propeller shafts are balanced by the manufacturer with weights spot welded to the tube.
The propeller shaft is designed and built with the
yoke lugs in line with each other. This is called phasing. This design produces the smoothest running condition. Out of phase shafts can cause a vibration.
Before undercoating a vehicle, the propeller
shaft and the U-joints should be covered. This
will prevent the undercoating from causing an
unbalanced condition.
CAUTION: Use exact replacement hardware on propeller shafts and tighten fasteners to specified
torque. This will ensure proper operation.

Fig. 1 Front & Rear Propeller Shafts (4WD)

16 - 2

PROPELLER SHAFTS

CENTER BEARINGS
Vehicles equipped with a two-piece propeller shaft
uses a rubber insulated center bearing. The bearing
is used to support the shafts where they are joined
together.

UNIVERSAL JOINTS
The rear propeller shaft uses a 7290 series cardan
joint. This joint is used on 2WD and 4WD vehicles.
The 4WD front shaft uses a 1310 series double cardan joint at the transfer case end. At the front axle
end a 1310/7260 hybrid joint is used.
Two different types of universal joints systems are
used:
Single cardan universal joint (Fig. 2).
Double cardan universal joint (Fig. 3).

LUBRICATION
The slip yoke on the front shaft is equipped with a
zerk type lubrication fitting. Use a multi-purpose
NLGI Grade 2 EP lubricant. Refer to Group 0, Lubrication and Maintenance for additional information.
The factory installed U-joints are lubricated for the
life of the vehicle and do not need re-lubrication. All

Fig. 2 Single Cardan Universal Joint (Typical)


U-joints should be inspected for leakage and damage
each time the vehicle is serviced. If seal leakage or
damage exists, the U-joint should be replaced.

Fig. 3 Double Cardan (CV) Universal Joint

PROPELLER SHAFTS

16 - 3

SERVICE DIAGNOSIS/PROCEDURES
INDEX
page

page

Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Runout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Unbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Universal Joint Angle Measurement . . . . . . . . . . . . . 4


Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

PRECAUTIONS

Propeller shaft vibration will increase as the vehicle speed is increased. A vibration that occurs within
a specific speed range is not caused by propeller
shaft unbalance. Defective U-joints or an incorrect
propeller shaft angle are usually the cause.

Propeller shafts are balanced by the manufacturer


to prevent vibration. Before undercoating a vehicle,
the propeller shaft and the U-joints should be covered. This will prevent the undercoating from causing an unbalanced condition and vibration.
Use exact replacement hardware for attaching the
propeller shafts. Exact replacement will ensure safe
operation. The specified torque must always be applied when tightening the fasteners.

VIBRATION
Tires that are out-of-round or wheels that are unbalanced will cause a low frequency vibration. Refer
to Group 22, Tires And Wheels for service information.
Brake drums that are unbalanced will cause harsh,
low frequency vibration. Refer to Group 5, Brakes for
service information.
Driveline vibration can also result from loose or
damaged engine mounts. Refer to Group 21, Transmissions for additional information.

UNBALANCE
If propeller shaft unbalance is suspected, it can be
verified with the following procedure.
Removing and re-indexing the propeller shaft
180 may eliminate some vibrations.
(1) Raise and support the vehicle.
(2) Clean all foreign material from propeller shaft
and U-joints.
(3) Inspect propeller shaft for missing balance
weights, broken welds, and bent areas. If the propeller shaft is bent, it must be replaced.
(4) Ensure the U-joints are not worn and are properly installed.
(5) Check the U-joint clamp screws torque.
(6) Remove wheels and tires. Install wheel lug
nuts to retain brake drums in place.

DRIVELINE VIBRATION

16 - 4

PROPELLER SHAFTS

(7) Mark and number the propeller shaft tube at four


positions 90 apart, and six inches from the yoke weld.
(8) Run and accelerate the vehicle until vibration
occurs. Note the intensity and speed the vibration occurred. Stop the engine.
(9) Install a screw clamp at position 1 (Fig. 1).

Fig. 3 Clamp Screws Separated


(15) Install the wheel and tire. Remove supports
and lower the vehicle.
(16) If the amount of vibration remains unacceptable, apply procedures at the front end of propeller
shaft.

Fig. 1 Clamp Screw At Position 1


(10) Start the engine and re-check for vibration. If
there is little or no change in vibration, move the
clamp to one of the other three positions. Repeat the
vibration test.
(11) If no difference in the amount of vibration is
noticed, the vibration may not be caused by the propeller shaft.
(12) If the vibration decreased, install a second
clamp (Fig. 2) and repeat the vibration test.

RUNOUT
(1) Clean propeller shaft surface where the dial indicator contacts the shaft.
(2) Measure propeller shaft runout at the center
and ends of the shaft.
(3) Mount a dial indicator perpendicular to the
shaft surface.
(4) Rotate shaft several times and not reading. Refer to Runout Specifications chart.
(5) Replace the propeller shaft if the runout exceeds the limit.

RUNOUT SPECIFICATIONS

UNIVERSAL JOINT ANGLE MEASUREMENT


Fig. 2 Two Clamp Screws At The Same Position
(13) If the clamps cause an unbalanced condition
separate the clamp 1/4 inch above and below the
mark. Repeat the vibration test (Fig. 3).
(14) Increase distance between the clamps and repeat the test until the vibration is at the lowest level.
Bend the slack end of the clamps so the screws will
not loosen.

INFORMATION
When two shafts intersect at any common universal joint, the bend that is formed is called the working or operating angle. The larger the operating
angle, the larger the amount of acceleration and deceleration of the joint. This speeding up and slowing
down of the joint must be cancelled to produce a

PROPELLER SHAFTS
smooth power flow. This is done through phasing and
proper universal joint working angles.
A propeller shaft is properly phased when the yoke
ends are on the same plane or in line. A twisted shaft
will throw the yokes out of phase and cause a noticeable vibration.
When taking universal joint angle measurements or
checking phasing with two piece shafts, consider each
shaft separately. On 4WD vehicles, the front shaft input
(pinion shaft) angle has priority over the caster angle.
Ideally the driveline system should have:
Angles that are in equal or opposite within 1
degree of each other
Have a 3 degree maximum operating angle
Have at least a 1/2 degree continuous operating (propeller shaft) angle
Engine speed (R.P.M.) is the main factor though in
determining maximum allowable operating angles.
As a guide to maximum normal operating angles refer to the chart listed (Fig. 4).

16 - 5

Always make measurements from front to


rear.
(2) Place Inclinometer on yoke bearing (A) parallel
to the shaft (Fig. 5). Center bubble in sight glass and
record measurement.
This measurement will give you the transmission or OUTPUT YOKE ANGLE (A).

Fig. 5 Front (Output) Angle Measurement (A)

Fig. 4 Maximum Angles and R.P.M.


INSPECTION
Before measuring universal joint angles, the
following must done.
Inflate all tires to correct pressure.
Check angles in the same loaded or unloaded
condition as when the vibration occurred. Prop
shaft angles will change according to the amount
of load in the vehicle. Always check angles in
loaded and unloaded conditions.
Check the condition of all suspension components
and verify all fasteners are torqued to specifications.
Check the condition of the engine and transmission mounts and verify all fasteners are torqued to
specifications.
MEASUREMENT
To accurately check driveline alignment, raise and
support the vehicle at the axles as level as possible.
Allow the wheels and propeller shaft to turn. Remove
any external bearing snap rings (if equipped) from
universal joint so protractor base sits flat.
(1) Rotate the shaft until transmission/transfer
case output yoke bearing is facing downward.

(3) Rotate propeller shaft 90 degrees and place Inclinometer on yoke bearing parallel to the shaft (Fig.
6). Center bubble in sight glass and record measurement. This measurement can also be taken at the
rear end of the shaft.
This measurement will give you the PROPELLER SHAFT ANGLE (C).

Fig. 6 Propeller Shaft Angle Measurement (C)

16 - 6

PROPELLER SHAFTS

(4) Subtract smaller figure from larger (C minus A)


to obtain transmission OUTPUT OPERATING ANGLE.
(5) Rotate propeller shaft 90 degrees and place Inclinometer on pinion yoke bearing parallel to the
shaft (Fig. 7). Center bubble in sight glass and record
measurement.
This measurement will give you the pinion
shaft or INPUT YOKE ANGLE (B).
(6) Subtract smaller figure from larger (C minus
B) to obtain axle INPUT OPERATING ANGLE.
Refer to rules given below and the example in (Fig.
8) for additional information.
Good cancellation of u-joint operating angles (within 1)
Operating angles less than 3
At least 1/2 of one degree continuous operating
(propeller shaft) angle

ADJUSTMENT AT AXLE WITH LEAF SPRINGS


Adjust the pinion shaft angle at the springs with
tapered shims (Fig. 9). Install tapered shims between
the springs and axle pad to correct the angle. Refer
to Group 3, Rear Suspension and Axle for additional
information.

Fig. 7 Rear (Input) Angle Measurement (B)

Fig. 8 Universal Joint Angle Example

PROPELLER SHAFTS

16 - 7

rubber insulator around the bearing. Do not use


washers. Replace the original bolts with the appropriate increased length bolts.

Fig. 9 Angle Adjustment at Leaf Springs


ADJUSTMENT AT CENTER BEARING WITH
TWO-PIECE SHAFT
Drive away shudder is the vibration that occurs at
first acceleration from a stop. Shudder vibration usually peaks at the engines highest torque output.
Shudder is a symptom associated on vehicles using a
two-piece prop shaft. Shudder can be decreased by
lowering the center bearing in 1/4 inch increments
with shim stock or fabricated plates (Fig. 10). Plate
stock must be used to maintain compression of the

Fig. 10 Angle Adjustment at Center Bearing

16 - 8

PROPELLER SHAFTS
PROPELLER SHAFT REPLACEMENT

PRECAUTIONS
Use exact replacement hardware for attaching the
propeller shafts. Exact replacement will ensure safe
operation. The specified torque must always be applied when tightening the fasteners.
Mark propeller shaft yoke and axle or transmission
yoke before removal or component service (Fig. 1).
This will assure correct phasing and eliminate possible vibration.

Fig. 2 Front Propeller Shaft

Fig. 1 Reference Marks on Yokes


CAUTION: Do not allow the propeller shaft to drop
or hang from either universal joint during removal.
Attach it to the vehicle underside with wire to prevent damage to the universal joints.
CAUTION: It is important to protect the machined
external surface of the slip yoke from damage. If
damaged, the transmission extension seal could be
damaged and cause a leak.

FRONT
REMOVAL
(1) Shift the transmission and transfer case (if applicable) to their Neutral positions. Raise the vehicle.
Remove skid plates (if equipped) from frame, refer to
Group 13, Frames.
(2) Scribe alignment marks on the yokes at the
transfer case. Place marks at the pinion shaft and at
each end of the propeller shaft. These marks will be
used for installation reference (Fig. 2).
(3) Remove the U-joint strap bolts at the pinion
shaft yoke.
(4) Remove bolts from transfer case yoke and remove the propeller shaft.

INSTALLATION
(1) Position the propeller shaft with the yoke reference marks aligned. Install the propeller shaft (Fig.
2).
Replacement U-joint straps and bolts must be
installed.
(2) Tighten the U-joint strap bolts at the pinion
shaft to 19 Nzm (14 ft. lbs.) torque. Tighten the transfer case bolts to 27 Nzm (20 ft. lbs.) torque.
(3) Install skid plates (if equipped), refer to Group
13, Frames. Lower the vehicle.

REAR
REMOVAL
(1) Shift the transmission and transfer case (if applicable) to their Neutral positions. Raise the vehicle.
(2) Scribe alignment marks at the pinion yoke and
at each end of the propeller shaft.
(3) Remove the U-joint strap bolts at the pinion
shaft yoke.
(4) Slide the slip yoke off of the transmission/
transfer case output shaft and remove the propeller
shaft (Fig. 3).
INSTALLATION
(1) Slide the slip yoke on the transmission/transfer
case output shaft. Align the installation reference
marks at the axle yoke and install the propeller shaft
(Fig. 3).
Replacement U-joint straps and bolts must be
installed.

PROPELLER SHAFTS

16 - 9

(5) Slide the slip yoke off of the transmission/


transfer case output shaft and remove the propeller
shaft.

Fig. 3 One Piece Rear Propeller Shaft


(2) Tighten the U-joint strap bolts to 19 Nzm (14 ft.
lbs.) torque.
(3) Lower the vehicle.

REARTWO PIECE
REMOVAL
(1) Shift the transmission and transfer case (if applicable) to their Neutral positions. Raise the vehicle.
(2) Scribe alignment marks at the pinion yoke and
at each end of the propeller shaft.
(3) Remove the universal joint strap bolts at the
pinion shaft yoke.
(4) Scribe alignment marks at the frame crossmember for reference. Remove the bolts that attach
the center bearing to the support bracket (Fig. 4).

INSTALLATION
(1) Slide the slip yoke on the transmission/transfer
case output shaft. Align the installation reference
marks at the axle yoke and install the propeller
shaft.
(2) Align and install the center bearing to the support bracket. Install the bolts and tighten to 68 Nzm
(50 ft. lbs.) torque.
Replacement U-joint straps and bolts must be
installed.
(3) Tighten the U-joint strap bolts to 19 Nzm (14 ft.
lbs.) torque.
(4) Lower the vehicle.

CENTER BEARING SERVICE


Vehicles equipped with a two-piece rear propeller
shaft have a rubber insulated center bearing. The
bearing supports the shafts where they join together.

REMOVAL
(1) Remove rear two-piece shaft. Refer to two-piece
removal.
(2) Remove slip joint boot clamp and separate the
two shafts. The slip joints are master splined.
(3) Use hammer and punch to tap slinger away
from shaft to provide room for bearing splitter.
(4) Position Bearing Splitter Tool 1130 between
slinger and shaft.
Caution: Do not damage shaft spline during removal of center bearing.
(5) Set shaft in press and press bearing off the
shaft.

Fig. 4 Center Bearing Support

INSTALLATION
(1) Install new slinger on shaft and drive into position with suitable size pipe.
(2) Install new center bearing on shaft with Bearing Installer Tool 6052. Drive on shaft with hammer
until bearing is seated.
(3) Clean shaft splines and apply a coat of multipurpose grease.
(4) Align master splines and slide front and rear
shafts together. Reposition slip yoke boot and install
new clamp.
(5) Install two-piece shaft in vehicle. Refer to installation two-piece shaft.

16 - 10

PROPELLER SHAFTS
UNIVERSAL JOINT REPLACEMENT

PRECAUTIONS
It is important to put reference marks on the yokes
before removal or component service. This will assure
correct phasing and eliminate possible vibration.

REMOVAL/DISASSEMBLY
Single cardan universal joints are not serviceable.
If worn or leaking, they must be replaced as a unit.
(1) Remove the propeller shaft. Refer to Propeller
Shaft Replacement in this Group.
(2) Score alignment marks on the yokes/flanges
and propeller shaft for installation reference.
(3) Using a soft drift, tap the outside of the bearing assembly to loosen snap ring.
(4) Remove snap rings from both sides of yoke (Fig. 1).

Fig. 2 Press Out Bearing

Fig. 1 Remove Snap Ring


(5) Set the yoke in an arbor press or vise with a large
socket beneath it. Position the yoke with the lube fitting
pointing up (if equipped). Place a smaller socket on the
upper bearing assembly and press it through to release
the lower bearing assembly (Fig. 2).
(6) If the bearing assembly will not pull out by hand
after pressing, tap the base of the lug near it to dislodge.
(7) To remove the opposite bearing, turn the yoke
over and straighten the cross in the open hole. Then
carefully press the end of the cross until the remaining bearing can be removed (Fig. 3).
CAUTION: If the cross or bearing assembly are
cocked when being pressed, the bearing assembly
will score the walls of the yoke bore and ruin the
yoke.

Fig. 3 Press Out Remaining Bearing

CLEANING AND INSPECTION


(1) Clean all the universal joint yoke bores with
cleaning solvent and a wire brush.
(2) Inspect the yokes for distortion, cracks and
worn bearing assembly bores.

ASSEMBLY/INSTALLATION
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1
or 2 grease to aid in installation.

PROPELLER SHAFTS
(2) Position the cross in the yoke with its lube fitting (if equipped) pointing up (Fig. 4).

16 - 11

(4) Press the bearing assembly into the cross hole


enough to install a snap ring. Install a snap ring.
(5) Repeat steps 3 and 4 to install the opposite
bearing assembly. Strike the yoke with a soft hammer to seat the needle bearings. Install a snap ring.
(6) Add grease to lube fitting (if equipped).
(7) Install the propeller shaft. Refer to Propeller
Shaft Replacement in this Group.

DOUBLE CARDAN (CV)


REMOVAL/DISASSEMBLY
Cardan universal joints are not serviceable. If worn
or leaking, they must be replaced as a unit.
(1) Remove the propeller shaft. Refer to Propeller
Shaft Replacement in this group.
(2) Paint or score alignment marks on the
yokes and propeller shaft for installation reference.
(3) Remove all the bearing assembly snap rings
(Fig. 6).

Fig. 4 Install Cross In Yoke


(3) Place a bearing assembly over the trunnion and
align it with the cross hole (Fig. 5). Keep the needle
bearings upright in the bearing assembly. A needle
roller lying at the bottom will prevent proper assembly.

Fig. 6 Remove Snap Rings

Fig. 5 Install Bearing On Trunnion

16 - 12

PROPELLER SHAFTS

(4) Press the bearing assembly partially from the


outboard side of the center yoke, enough to grasp by
vise jaws (Fig. 7). Be sure to remove any lube fittings
that may interfere with removal.

(6) Flip assembly and repeat steps 4 and 5 for removing the opposite side bearing. This will then allow removal of the cross centering kit assembly and
spring (Fig. 9).

Fig. 9 Remove Centering Kit


Fig. 7 Press Out Bearing
(5) Grasp the protruding bearing by vise jaws. Tap
the tube yoke with a mallet and drift to dislodge
from the yoke (Fig. 8).

(7) Press the remaining bearing assemblies out the


other cross as described above to complete the disassembly.

CLEANING AND INSPECTION


(1) Clean all the U-joint yoke bores with cleaning
solvent and a wire brush.
(2) Inspect the yokes for distortion, cracks and
worn bearing assembly bores.
ASSEMBLY/INSTALLATION
During installation, ensure that the spiders
and yokes are aligned to the reference marks.
(1) Fit a cross into the tube yoke (Fig. 10).

Fig. 8 Remove Bearing From Yoke

Fig. 10 Install Cross In Yoke

PROPELLER SHAFTS
(2) Place a bearing assembly in a tube yoke hole
and over a trunnion. Keep the needle bearings upright in the bearing assembly (Fig. 11). A needle
roller lying at the bottom will prevent proper assembly. Be sure to remove any lube fittings that may interfere with removal.

16 - 13

(4) Flip the tube yoke and bearing assembly installation on the opposite trunnion. Install a snap ring
(Fig. 13).

Fig. 13 Press In Bearing Assembly


Fig. 11 Install Bearing Assembly
(3) Press the bearing assembly in place and install
a snap ring (Fig. 12).

(5) Fit the center yoke on the remaining two trunnions and press bearing assemblies in place, both
sides (Fig. 14). Install a snap ring.

Fig. 14 Install Center Yoke


Fig. 12 Press In Bearing Assembly

16 - 14

PROPELLER SHAFTS

(6) Install the centering kit assembly inside the


center yoke making sure the spring is in place (Fig.
15). Align the lube fitting on the centering kit with
the lube fitting on the installed cross.

(8) Press the remaining two bearing assemblies


into place and install snap rings (Fig. 17).

Fig. 17 Press In Bearing Assembly


Fig. 15 Install Centering Kit
(7) Place two bearing assemblies on the remaining
cross (opposite sides). Fit the open trunnions into the
center yoke holes and the bearing assemblies into the
centering kit (Fig. 16). Align the lube fitting on the
cross with the other two lube fittings.

(9) Tap the snap rings to allow them to set into the
grooves (Fig. 18).

Fig. 18 Seat Snap Rings In Groove


Fig. 16 Install Remaining Cross

PROPELLER SHAFTS

16 - 15

(10) Check for proper assembly. Flex the CV joint


beyond center, it should snap over-center in both directions when correctly assembled (Fig. 19).
(11) Add grease to all three lube fittings.
(12) Install the propeller shaft. Refer to Propeller
Shaft Replacement in this group.

Fig. 19 Check Assembly

TORQUE SPECIFICATIONS
PROPELLER SHAFT AND UNIVERSAL JOINT
DESCRIPTION ................................................TORQUE
Center Bearing
Support Bolts...............................68 Nzm (50 ft. lbs.)

Transfer Case
Yoke Bolts ....................................27 Nzm (20 ft. lbs.)
Axle Yoke
Clamp Bolts .................................19 Nzm (14 ft. lbs.)

STEERING

19 - 1

STEERING
CONTENTS
page

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
POWER STEERING PUMP . . . . . . . . . . . . . . . . . 12
POWER STEERING SYSTEM DIAGNOSIS . . . . . . 3
RACK AND PINION STEERING GEAR . . . . . . . . 33

page

RECIRCULATING BALL POWER STEERING GEAR .


STEERING COLUMN . . . . . . . . . . . . . . . . . . . . .
STEERING LINKAGE 4WD VEHICLES . . . . . .
TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . .

19
36
17
42

GENERAL INFORMATION
STEERING SYSTEM COMPONENTS
Dakota vehicles can have either manual or power
steering system (Fig. 1). A power assisted recirculating-ball type steering gear is used with four wheel
drive. Two wheel drive vehicles use either a manual
or power assisted rack and pinion steering gear.
Power steering systems use:
Recirculating-ball steering gear on 4WD vehicles
Rack and pinion steering gear on 2WD vehicles
Steering linkage
Belt driven hydraulic steering pump with fluid
reservoir
Pump pressure and return hoses and fittings
Intermediate shaft between column and gear

Fig. 1 Power Steering System


POWER STEERING GEAR
The steering gear is mounted on the left frame rail.
The gear is joined to a intermediate shaft by a uni-

versal joint coupling. The coupling helps isolate noise


and road shock from the cab interior.
The major components of a power steering gear
are:
Rotary valve assembly
Steering worm shaft
Rack piston assembly
Pitman shaft
The steering gear is aided by hydraulic pressure.
Manual steering is always available at times when
the engine is not running or in the event of pump
failure. Steering effort is increased under such conditions.
The steering stub shaft, rotary valve, worm shaft,
and rack piston assembly are all in line. All oil passages are internal within the gear housing except for
the pressure and return hoses.
The power steering gear has a recirculating ball
system. This acts as a rolling thread between the
worm shaft and rack piston. The worm shaft is supported by a thrust bearing at the lower end and a
bearing assembly at the upper end. When the worm
shaft is turned right, the rack piston moves up in the
gear. Turning the worm shaft left moves the rack piston down in the gear. The rack piston teeth mesh
with the sector, which is part of the pitman shaft.
Turning the worm shaft turns the pitman shaft,
which moves the steering linkage.
The control valve in the steering gear directs the
power steering fluid to either side of the rack piston.
The rack piston converts the hydraulic pressure into
a mechanical force. If the steering system becomes
damaged and loses hydraulic pressure, the vehicle
can be controlled manually.
An identification code located on the side cover designates the gear ratio (Fig. 2).
Code NZ designates 14:1 ratio

STEERING LINKAGE4WD
The steering linkage consists of a pitman arm,
idler arm, tie rods, and center link. Adjustment
sleeves are used on the tie rods for toe and steering

19 - 2

STEERING

Fig. 2 Ratio Code Location

POWER STEERING PUMP


The power steering pump provides pressure for operation of the steering gear. The power steering
pump is a constant flow rate and displacement, vanetype pump. The internal parts in the housing operate
submerged in fluid. The flow control orifice is part of
the high pressure line fitting. The pressure relief
valve inside the flow control valve limits the pump
pressure.
Power steering pumps are not interchangeable with pumps installed in other vehicles.
The power steering pump is connected to the steering gear via high pressure and return hose. The
pump shaft has a pressed-on drive pulley that is belt
driven by the crankshaft pulley.
The P-Series pump (Fig. 5) is used in Dakota vehicles.

wheel alignment. For additional wheel alignment information refer to Group 2, Front Suspension.

RACK AND PINION STEERING GEAR2WD


The manual and power (assisted) rack and pinion
steering gears (Fig. 3, 4) are not serviced or adjusted.
If a malfunction or a fluid leak occurs, the complete
unit must be replaced. The steering gear must be removed from the vehicle for boot replacement. Refer to
Protective Rubber Boot Replacement.

Fig. 5 PumpP-Series

Fig. 3 Manual Rack & Pinion Steering Gear

Fig. 4 Power Rack & Pinion Steering Gear

STEERING COLUMNS
Two types of steering columns are installed on Dakota vehicles: a fixed, non-tilt column and a tilt column.
The ignition key/lock cylinder and the ignition
switch are located in the steering column. When the
key/lock cylinder is turned to the LOCK position, the
ignition switch and the steering shaft cannot be operated.
The column to gear intermediate shaft is equipped
with universal joints. A Rubber isolator is built into
the shafts to absorb noise and vibration from the
steering system.
Both types of steering columns have anti-theft provisions. They are energy-absorbing (collapse from impact in the event of a front-end collision).

STEERING

19 - 3

POWER STEERING SYSTEM DIAGNOSIS


HISS NOISE COMPLAINT
There is some noise in all power steering systems.
One of the most common is a hissing sound most evident at stand still parking. Hiss is a high frequency
noise similar to that experienced while slowly closing
a water tap. The noise is present in every steering
gear valve and results from high velocity fluid passing valve orifice edges. There is no relationship between this noise and performance of the steering.
HISS MAY BE EXPECTED WHEN SLOWLY TURNING AT STANDSTILL. The noise transmission of
this into the passenger compartment is controlled by
the use of the universal joint coupling. There is a
rubber isolator in the steering coupling (intermediate) shaft to muffle hiss. If hiss is extremely objectional, replace the shaft. If hiss is persistent, service
the steering gear.

POWER STEERING PUMP FLOW RATE AND


PRESSURE TEST
The following procedure can be used to test the operation of the power steering system on the vehicle.
This test will provide the flow rate of the power
steering pump along with the maximum relief pressure. This test is to be performed any time a power
steering system problem is present to determine if
the power steering pump or power steering gear is
not functioning properly. The following pressure and
flow test is performed using Pressure/Flow tester,
Special Tool 6815 (Fig. 1).

POWER STEERING PUMP FLOW AND


PRESSURE TEST PROCEDURE
(1) Check belt tension and adjust as necessary.
(2) Disconnect high pressure hose at gear or pump.
Use a container for dripping fluid.
(3) Connect Pressure Gauge, Special Tool from kit
6815 (Fig. 1) to both hoses using adapter fitting. Connect spare pressure hose to gear or pump.
(4) Open the test valve completely.
(5) Start engine and let idle long enough to circulate power steering fluid through flow/pressure test
gauge and to get air out of the fluid. Then shut off
engine.
(6) Check fluid level, add fluid as necessary. Start
engine again and let idle.
(7) Gauge should read below 862 kPa (125 psi), if
above, inspect the hoses for restrictions and repair as
necessary. The initial pressure reading should be in
the range of 345-552 kPa (50-80 psi). The flow meter
should read between 1.3 and 1.9 GPM.

Fig. 1 Pressure Test Gauge


CAUTION: The following test procedure involves
testing maximum pump pressure output and flow
control valve operation. Do not leave valve closed
for more than five seconds as the pump could be
damaged.
(8) Close valve fully three times and record highest
pressure indicated each time. All three readings
must be above specifications and within 345
kPa (50 psi) of each other.
Pressures above specifications but not within 345
kPa (50 psi) of each other, replace pump.
Pressures within 345 kPa (50 psi) of each other
but below specifications, replace pump.
CAUTION: Do not force the pump to operate against
the stops for more than 2 to 4 seconds at a time because, pump damage will result.
(9) Open the test valve, turn steering wheel extreme left and right positions against the stops.
Record the highest indicated pressure at each position. Compare readings to specifications. If highest
output pressures are not the same against either
stop, the gear is leaking internally and must be repaired.

PUMP OPERATING SPECIFICATIONS

19 - 4

STEERING
POWER STEERING SYSTEM DIAGNOSIS

STEERING
POWER STEERING SYSTEM DIAGNOSIS

19 - 5

19 - 6

STEERING
POWER STEERING SYSTEM DIAGNOSIS

STEERING
POWER STEERING SYSTEM DIAGNOSIS

19 - 7

19 - 8

STEERING
POWER STEERING SYSTEM DIAGNOSIS

STEERING
POWER STEERING SYSTEM DIAGNOSIS

19 - 9

19 - 10

STEERING
PUMP LEAKAGE DIAGNOSIS

STEERING
GEAR LEAKAGE DIAGNOSIS

19 - 11

19 - 12

STEERING
POWER STEERING PUMP
INDEX
page

Drive Pulley Replacement . . . . . . . . . . .


Power Steering Pump Initial Operation . .
Pressure and Return Hose Replacement
Pump Replacement 4 Cylinder Engine

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15
16
12
13

page
Pump Replacement V-6 and V-8 . . . . . . . . . . . . 13
Reservoir Replacement . . . . . . . . . . . . . . . . . . . . . 15
Service Information . . . . . . . . . . . . . . . . . . . . . . . . 12

SERVICE INFORMATION
The power steering pump internal components are
not serviced or adjusted. If a malfunction or an internal fluid leak occurs, the complete unit must be replaced.
A power steering pump oil cooler is available on
some vehicles (Figs 1 and 2).

Fig. 2 Power Steering Cooler4X4


(2) Disconnect the pressure and return hose from
the steering gear.
Cap hose open ends and pump/steering gear fittings to prevent entry of foreign material.
(3) Disconnect pressure and return hose from the
pump. Remove hoses from vehicle (Fig. 3,4,5).

Fig. 1 Power Steering Cooler4X2

PRESSURE AND RETURN HOSE REPLACEMENT


Cap hose open ends and pump/steering gear fittings to prevent entry of foreign material.
WARNING: POWER STEERING FLUID AND THE EXHAUST SYSTEM CAN BE EXTREMELY HOT IF THE
ENGINE HAS BEEN RECENTLY OPERATING. DO
NOT START THE ENGINE WITH ANY LOOSE OR
DISCONNECTED HOSES. DO NOT ALLOW THE
HOSES TO TOUCH A HOT EXHAUST MANIFOLD.

REMOVAL
(1) Place a drain pan under the pump and gear.

INSTALLATION
(1) Wipe hose ends, pump and gear unions clean.
(2) Connect hose at steering gear and pump. Route
hose while avoiding extreme bends or kinks. The
hose must be kept away from exhaust system
components. Do not distort hose tube ends by bending, kinking or over tightening.
(3) When used, the protective foam sleeves must be
properly positioned on the hose to prevent chafing.
(4) Tighten fittings at pump and gear to 35 Nzm
(25 ft. lbs.) torque.
(5) Install clamps on return hose on gear and
pump.
(6) After installation, inspect and test for fluid
leaks.

STEERING

19 - 13

Fig. 5 Power Steering LinesV/6 and V/8 4WD


(5) Remove the pump rear bracket bolts/nuts and
remove the pump. Remove the front bracket from the
pump, if necessary.

Fig. 3 Power Steering Lines4 Cylinder

INSTALLATION
(1) If removed, attach the front mounting bracket
to the pump.
(2) Position the pump in the rear mounting
bracket. Install the retaining bolts/nuts and tighten
to 28 Nzm (21 ft. lbs.) torque.
(3) Install front bracket-to-engine bolts and tighten
to 28 Nzm (21 ft. lbs.) torque.
(4) Connect fluid hoses to pump.
(5) Install and adjust drive belt. Refer to Group 7,
Cooling for additional information.
(6) Fill reservoir with MOPARt Power Steering
Fluid. If necessary, refer to Power Steering Pump
Initial Operation.

PUMP REPLACEMENT V-6 and V-8


Fig. 4 Power Steering LinesV/6 and V/8 2WD

PUMP REPLACEMENT 4 CYLINDER ENGINE


REMOVAL
CAUTION: The drive belt tension must be released
before removing the pump. If the belt is not loosened, the pump pulley could be damaged.
(1) Loosen and remove pump drive belt (Fig. 6).
Refer to Group 7, Cooling for additional information.
(2) Place a drain pan under the power steering
pump.
(3) Disconnect the hoses from the power steering
pump. Cap hose open ends to prevent entry of foreign
material.
(4) Remove the front bracket attaching bolts where
applicable.

REMOVAL
WARNING: DO NOT ATTEMPT TO REMOVE THE
PUMP WITHOUT REMOVING THE BELT FIRST. THE
AUTOMATIC BELT TENSIONER IS UNDER A HIGH
SPRING LOAD.
(1) Remove the serpentine drive belt. Rotate tensioner clock-wise and hold in place, slide belt from
tensioner pulley (Fig. 7).
(2) Clamp the fluid return hose and disconnect the
hoses from the power steering pump. Cap the fittings.
(3) Remove battery ground cable. Remove the
bracket to engine block attaching bolts (Fig. 8). The
steering pump (with pulley) and mounting
bracket will be removed from engine as an assembly.

19 - 14

STEERING

Fig. 6 Pump Mounting4 Cylinder

Fig. 7 Serpentine Belt Removal/Installation


(4) Remove the pump pulley, refer to Pump Pulley
Removal. This will allow access to the pump attaching screws.
(5) Remove the bracket to pump attaching bolts
(Fig. 9).

INSTALLATION
(1) Install the bracket to pump attaching bolts
(Fig. 9). Tighten the screws to 54 Nzm (40 ft. lbs.)
torque.

Fig. 8 Pump Assembly Removal/Installation


(2) Install the pump pulley, refer to Pump Pulley
Installation.
(3) Position the assembly (steering pump with pulley and mounting bracket) on the engine block (Fig.
8).
(4) Install the bracket to engine block attaching
bolts (Fig. 8). Tighten the bolts to 41 Nzm (30 ft. lbs.)
torque. Install the battery ground wire and nut.
Tighten to 41 Nzm (30 ft. lbs.) torque.
(5) Connect the fluid hoses to the pump.

STEERING

19 - 15

damage will occur to the pump and pulley.

INSTALLATION
Service replacement for plastic pulley will be a
metal pulley. Install the replacement metal pulley accordingly.
(1) Install the pulley with Installer C-4063-B (Fig.
11). Do not use the tool adapters.

Fig. 9 Pump MountingV/6 and V/8


(6) Install the serpentine drive belt over all pulleys
except the idler pulley. Rotate tensioner clock-wise
and hold in place, slip the belt over the idler pulley.
Refer to Group 7, Cooling for belt routing.

Fig. 11 Install Drive PulleyTypical

(7) Fill the reservoir with power steering fluid only.


If necessary, refer to Pump Initial Operation for detailed instructions.

(2) Force pulley flush with the end of the shaft.


With Serpentine Belts; Run engine until warm (5
min.) and note any belt chirp. If chirp exists, move
pulley outward approximately 0.5 mm (0.020 in.). If
noise increases, press on 1.0 mm (0.040 in.). Be
careful that pulley does not contact mounting
bolts.

DRIVE PULLEY REPLACEMENT

RESERVOIR REPLACEMENT

REMOVAL
(1) Remove the drive pulley with Puller C-4333
(Fig. 10).

REMOVAL
(1) Remove power steering pump. Refer to Pump
Replacement in this section.
(2) Remove the filler cap and drain the fluid from
reservoir before removing parts.
(3) Remove mounting studs and pressure fitting
(Fig. 12). Rock reservoir by hand or use a soft face
mallet to remove.
(4) Remove O-ring seals from housing and reservoir (Fig. 12).
(5) Remove flow control valve and spring from
housing.

CAUTION: Do not use automatic transmission fluid


to fill the reservoir.

Fig. 10 Remove Drive PulleyTypical


Do not hammer on any part of drive pulley,

INSTALLATION
(1) Install flow control valve and spring (Fig. 13).
(2) Lubricate and install new O-ring seals in housing (Fig. 13). Tighten mounting studs to 48 Nzm (35
ft. lbs.) torque.
(3) Install fitting in flow control valve bore.
Tighten the fitting to 75 Nzm (55 ft. lbs.) torque.
(4) Install power steering pump. Refer to Pump
Replacement in this section.

19 - 16

STEERING

Fig. 12 Pump and Reservoir


nents. Use only Mopar Power Steering Fluid. Do not
use automatic transmission fluid. Do not overfill.

Fig. 13 Flow Control Valve/Spring Installation

POWER STEERING PUMP INITIAL OPERATION


CAUTION: The fluid level should be checked with
engine off to prevent injury from moving compo-

Wipe filler cap clean, then check the fluid level.


The dipstick should indicate FULL COLD when the
fluid is at normal temperature 21C to 27C (70F to
80F).
(1) Fill the pump fluid reservoir to the proper level
and let the fluid settle for at least two (2) minutes.
(2) Start the engine and let run for a few seconds.
Then turn the engine off.
(3) Add fluid if necessary. Repeat the above procedure until the fluid level remains constant after running the engine.
(4) Raise the front wheels off the ground.
(5) Start the engine. Slowly turn the steering
wheel right and left, lightly contacting the wheel
stops.
(6) Add power steering fluid if necessary.
(7) Lower the vehicle and turn the steering wheel
slowly from lock to lock.
(8) Stop the engine. Check the fluid level and refill
as required.
(9) If the fluid is extremely foamy, allow the vehicle to stand a few minutes and repeat the above procedure.

STEERING

19 - 17

STEERING LINKAGE 4WD VEHICLES


INDEX
page

page

Center Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Idler Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Pitman Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Service Information . . . . . . . . . . . . . . . . . . . . . . . . 17
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

SERVICE INFORMATION

(3) If necessary, loosen the end clamp bolts and remove the tie rod ends from the tube.

The steering linkage consists of a pitman arm, center link, tie rod, and idler arm. Adjustment sleeves
are used on the tie rods for toe and steering wheel
alignment.
Refer to Group 2, Front Suspension and Axle
for additional information.
The tie-rod end ball stud seals should be inspected
during all oil changes.
A damaged ball stud seal requires removal of the
seal. Inspect the tie-rod end ball stud at the throat
opening. Check for lubricant loss, contamination, ball
stud wear or corrosion. If these conditions exist, replace the tie-rod. A replacement seal can be installed
if lubricant is in good condition. Otherwise, a complete replacement ball stud end should be installed.
Lubricate the tie-rod end with MOPARt Multi-Mileage Lubricant, or equivalent product.
Use Puller C-3894-A for tie rod removal. Failure to use this tool could damage the ball stud
and seal (Fig. 1).

INSTALLATION
(1) If necessary, install the tie rod ends in the tube
(Fig. 2). Position the tie rod clamp. Tighten to 30 Nzm
(22 ft. lbs.) torque.
(2) Install the tie rod on the center link and steering knuckle. Install the retaining nuts.
(3) Tighten the ball stud nut on the steering
knuckle to 54 Nzm (40 ft. lbs.) torque. Tighten the
ball stud nut to center link to 75 Nzm (55 ft. lbs.)
torque. Install new cotter pins.
(4) Set the wheel toe pattern. Refer to Group 2,
Front Suspension and Axle for Alignment adjustment.

PITMAN ARM
REMOVAL
(1) Remove the cotter pin and nut from the pitman
arm at the center link.
(2) Remove the pitman arm from the center link
with a puller.
(3) Remove the nut and washer from the steering
gear shaft. Mark the pitman shaft and pitman arm
for installation reference. Remove the pitman arm
from steering gear with Puller C-4150-A (Fig. 3).
INSTALLATION
(1) Align and install the pitman arm on steering
gear shaft.
(2) Install the washer and nut on the shaft.
Tighten the nut to 251 Nzm (185 ft. lbs.) torque.
(3) Install center link on the pitman arm ball stud.
Install and tighten nut to 54 Nzm (40 ft. lbs.) torque.
Install a new cotter pin.

Fig. 1 Ball Stud Removal

TIE ROD
REMOVAL
(1) Remove the cotter pins and nuts at the steering
knuckle and center link (Fig. 2).
(2) Loosen the ball studs with puller tool to remove
the tie rod.

IDLER ARM
REMOVAL
(1) Remove the cotter pin and nut from the idler
arm at the center link.
(2) Remove the idler arm from the center link with
a puller.
(3) Remove the bolts from the right frame rail and
remove idler arm.

19 - 18

STEERING

Fig. 2 Steering Linkage


(2) Install idler arm to the center link. Install and
tighten nut to 54 Nzm (40 ft. lbs.) torque. Install a
new cotter pin.

CENTER LINK
REMOVAL
(1) Remove the tie rods from the center link (Fig.
2). Refer to Tie Rod Removal in this section.
(2) Remove the idler arm from the center link. Refer to Idler Arm Removal in this Section.
(3) Remove the pitman arm from the center link.
Refer to Pitman ArmRemoval in this Section.
(4) Remove the link from the steering knuckle with
a puller tool. Remove the same for tie rod and pitman arm.

Fig. 3 Pitman Arm Removal


INSTALLATION
(1) Position the idler arm on the frame rail and install the bolts and washers. Tighten the bolts to 88
Nzm (65 ft. lbs.) torque.

INSTALLATION
(1) Install the drag link adjustment sleeve and tie
rod end. Position clamp bolts.
(2) Position the drag link at the steering linkage
(Fig. 2).
Install the drag link to the steering knuckle nut.
Do the same for the tie rod and pitman arm.
(3) Tighten the nut at the steering knuckle to 54
Nzm (40 ft. lbs.) torque. Tighten the pitman and tie
rod ball stud nuts to 75 Nzm (55 ft. lbs.) torque. Install new cotter pins.

STEERING

19 - 19

RECIRCULATING BALL POWER STEERING GEAR


INDEX
page
Adjuster Plug Assembly Replacement . . .
Check Valve Replacement . . . . . . . . . . . .
Gear Disassembly Information . . . . . . . . .
Housing End Plug . . . . . . . . . . . . . . . . . .
Intermediate (Coupler) Shaft . . . . . . . . . .
Pitman Shaft and Side Cover Replacement
Pitman Shaft Seals in Car Replacement

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25
31
22
24
31
24
19

SERVICE INFORMATION
A recirculating-ball steering gear is used with the
power (assisted) steering system. The power steering
gear can be adjusted and internally serviced.

PITMAN SHAFT SEALS IN CAR REPLACEMENT


REMOVAL
(1) Remove pitman arm from gear. Refer to Pitman
Arm Removal in Steering Linkage.
(2) Clean exposed end of pitman shaft and housing. Use a wire brush to clean the shaft splines.
(3) Remove retaining ring with snap ring pliers
(Fig. 1).

page
Pitman Shaft Seals and Bearing Replacement
Rack Piston and Worm Shaft Replacement . .
Service Information . . . . . . . . . . . . . . . . . . . .
Steering Gear Adjustments . . . . . . . . . . . . . .
Steering Gear Replacement . . . . . . . . . . . . .
Valve Replacement . . . . . . . . . . . . . . . . . . . .

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30
28
19
21
32
26

Stop the engine.


(5) Remove backup washer and single lip seal with
screwdriver.
(6) Inspect the housing for burrs and remove if
necessary. Inspect the pitman shaft seal surface for
roughness and pitting. If pitted replace shaft.

INSTALLATION
(1) Install single lip seal with Installer or a suitable size deep socket (Fig. 2).

Fig. 2 Pitman Shaft Seal Installation

Fig. 1 Pitman Shaft Seals


CAUTION: Use care not to score the housing bore
when prying out seals and washers.
(4) Remove backup washer and double lip seal
with screwdriver.
Start the engine and turn the steering wheel fully
to the LEFT to force out the seals and washers.

(2) Coat the double lip seal and washer with grease.
(3) Install the backup washer.
(4) Install the double lip seal.
(5) Install the backup washer.
(6) Install the retainer ring with snap ring pliers.
(7) Center the steering gear.
(8) Install the pitman arm. Refer to Pitman Arm
Installation in Steering Linkage.
(9) Add power steering fluid. Refer to Power Steering Initial Operation.

Fig. 3 Power Steering Gear

19 - 20
STEERING

STEERING

19 - 21

STEERING GEAR ADJUSTMENTS


SERVICE INFORMATION
Adjusting the steering gear in the vehicle is NOT
recommended. Remove the gear from the vehicle
(Fig. 3) and mount in a vise. Drain the power steering fluid and make the following adjustments in this
order:
FIRST - worm thrust bearing preload
SECOND - over-center preload adjustment
WORM THRUST BEARING PRELOAD
ADJUSTMENT
(1) Remove adjuster plug locknut (Fig. 4).

Fig. 5 Alignment Marking On Housing

Fig. 4 Loosening the Adjuster Plug Locknut


(2) Turn the adjuster in with Spanner Wrench
C-4381. Tighten the plug and thrust bearing in the
housing until firmly bottomed in housing.
(3) Place an index mark on the housing even with
one of the holes in adjuster plug (Fig. 5).
(4) Measure back (counterclockwise) 13 mm (0.050
in) and mark housing (Fig. 6).
(5) Rotate adjustment cap back (counterclockwise)
with spanner wrench until hole is aligned with the
second mark (Fig. 7).
(6) Install and tighten locknut to 109 Nzm (80 ft.
lbs.) torque. Be sure adjustment cap does not turn
while tightening the locknut.

OVER-CENTER ADJUSTMENT
(1) Rotate the stub shaft from stop to stop and
count the number of turns.
(2) Starting at either stop turn the stub shaft back
1/2 the total number of turns. This is the center of
the gear travel (Fig. 8).

Fig. 6 Remarking The Housing


(3) Turn the pitman shaft adjuster screw back
(COUNTERCLOCKWISE) until extended, then turn
back in (CLOCKWISE) one full turn.
(4) Place the torque wrench in the vertical position
on the stub shaft. Rotate the wrench 45 degrees each
side of the center and record the highest rotational
torque on center (Fig. 9).
(5) Turn the adjuster in until torque to turn stub
shaft is 0.6 to 1.2 Nzm (6.0 to 10.0 in. lbs.) more than
reading in Step 4.
(6) Prevent the adjuster screw from turning while
tightening adjuster lock nut. Tighten the adjuster
lock nut to 49 Nzm (36 ft. lbs.).

19 - 22

STEERING

Fig. 7 Aligning To The Second Mark

Fig. 9 Checking Over-center Rotation Torque


tools and components clean at all times. Thoroughly clean the exterior of the gear with cleaning
solvent before disassembly. Drain as much of the
fluid as possible. Use protective vise jaws at all
times when clamping components. During assembly, lubricate all components with power steering
fluid except when instructed otherwise (Fig. 10).

Fig. 8 Steering Gear Centered

GEAR DISASSEMBLY INFORMATION


CAUTION: Cleanliness is extremely important when
repairing a power steering gear. Keep the bench,

Fig. 10 Power Steering Gear

STEERING
19 - 23

19 - 24

STEERING

PITMAN SHAFT AND SIDE COVER REPLACEMENT


REMOVE
(1) Remove steering gear from vehicle. Refer to
Power Steering Gear Replacement in this section.
(2) Remove pitman arm from steering gear. Refer
to Pitman Arm Removal in the Steering Linkage section.
(3) Rotate stub shaft back and forth to drain power
steering fluid.
DISASSEMBLE
Clean exposed end of pitman shaft and housing.
Clean pitman shaft spline with a wire brush.
(1) Remove preload adjuster nut.
(2) Remove side cover bolts. Rotate stub shaft with
socket to center gear.
(3) Remove side cover, gasket and pitman shaft as
an assembly.
(4) Remove pitman shaft from the side cover (Fig.
11).

(3) Install gasket to side cover and bend tabs


around edges of side cover.
(4) Install pitman shaft assembly and side cover to
housing.
(5) Install side cover bolts and tighten to 60 Nzm
(44 ft. lbs.).
(6) Adjust pitman shaft, refer to Over-Center Adjustment.

INSTALL
(1) Install steering gear. Refer to Power Steering
Gear Replacement in this section.
(2) Install pitman arm onto steering gear. Refer to
Steering Linkage in this group.

HOUSING END PLUG


REMOVE
(1) Remove steering gear from vehicle. Refer to
Power Steering Gear Replacement in this section.
(2) Remove pitman arm from steering gear. Refer
to Steering Linkage in this group.
(3) Rotate stub shaft back and forth to drain power
steering fluid.
DISASSEMBLE
Rotate stub shaft back and forth to drain fluid.
(1) Rotate retaining ring until one end is under the
hole in the housing. Unseat and force ring from
groove (Fig. 12).

Fig. 11 Side Cover and Pitman Shaft


ASSEMBLE
(1) Install pitman shaft to side cover by screwing
shaft in until it fully seats to side cover.
(2) Install preload adjuster nut. Do not tighten
nut until after pitman shaft adjustment has
been made.

Fig. 12 End Plug Retaining Ring


(2) Rotate stub shaft slowly COUNTER-CLOCKWISE to remove end plug out from housing (Fig. 13).

STEERING
CAUTION: Do not turn stub shaft any further than
necessary. The recirculating balls will drop out of
the rack piston circuit and fall inside the rack piston chamber.
(3) Remove O-ring seal (Fig. 13).

19 - 25

(2) Install pitman arm onto steering gear. Refer to


Steering Linkage in this group.

ADJUSTER PLUG ASSEMBLY REPLACEMENT


REMOVE
(1) Remove steering gear from vehicle. Refer to
Power Steering Gear Replacement in this section.
DISASSEMBLE
(1) Remove adjuster plug lock nut from housing.
(2) Remove adjuster plug from housing with Spanner Wrench C-4381 (Fig. 15).

Fig. 13 End Plug Components


ASSEMBLE
Lubricate O-ring seal with power steering fluid.
(1) Install O-ring into housing.
(2) Install plug, tap lightly with a plastic mallet to
seat it.
(3) Install retaining ring with open end 25 mm (1
inch) from access hole (Fig. 14).

Fig. 15 Remove/Install Adjustment Plug


(3) Remove thrust washer bearing retainer from
adjuster plug with screwdriver (Fig. 16).

Fig. 14 Installing The Retaining Ring


INSTALL
(1) Install steering gear. Refer to Power Steering
Gear Replacement in this section.

Fig. 16 Remove Retainer

19 - 26

STEERING

(4) Remove bearing spacer, races and thrust bearing (Fig. 17).

(1) Install needle bearing into adjuster plug with


tool C-4177 and handle C-4171.
(2) Apply white petroleum grease on lip seal. Install lip seal into adjuster plug with tool C-4177 and
handle C-4171.
(3) Apply white petroleum grease to dust seal cavity and install dust seal into adjuster plug with tool
C-4177 and handle C-4171.
(4) Install retainer snap ring.
(5) Install O-ring seal to adjuster plug.
(6) Install large bearing race, thrust bearing, small
bearing race and bearing spacer to adjuster plug.
(7) Install thrust washer bearing retainer to adjuster plug (Fig. 19).

Fig. 17 Adjustment Plug Components


(5)
(6)
(7)
with

Remove O-ring seal.


Remove retaining snap ring.
Remove needle bearing, dust seal and lip seal
tool handle C-4171 (Fig. 18).

Fig. 19 Install Retainer


CAUTION: When installing adjuster plug, care
should be taken NOT to cut the seals.
(8) Install adjuster plug into housing with Spanner
Wrench C-4381.
(9) Adjust bearing preload, refer to Thrust Bearing
Preload Adjustment.
(10) Install adjuster plug lock nut, and using a
punch (drift) in a notch, tighten securely (Fig. 20).
Hold adjuster plug to maintain alignment of the
marks.
(11) Adjust pitman shaft. Refer to Over-Center Adjustment.

Fig. 18 Needle Bearing Removal

INSTALL
(1) Install steering gear. Refer to Power Steering
Gear Replacement in this section.

ASSEMBLE

VALVE REPLACEMENT

CAUTION: Needle bearing must be installed with


identification on bearing facing tool to prevent damage to bearing.

REMOVE
(1) Remove steering gear from vehicle. Refer to
Power Steering Gear Replacement in this section.

STEERING

Fig. 20 Tighten Lock Nut

19 - 27

Fig. 22 Remove and Install Stub Shaft

DISASSEMBLE
(1) Remove adjuster plug, refer to Adjuster Plug
Assembly Replacement.
(2) Remove stub shaft and valve assembly (Fig.
21).

Fig. 23 Remove and Install Spool


Remove valve body teflon rings and O-ring seals
(Fig. 24).

Fig. 21 Bearing, Worm and Valve Assembly


(3) Remove stub shaft from valve assembly, if necessary.
Tap stub shaft lightly on a block of wood to loosen
shaft cap.
Pull cap and valve body and disengage stub shaft
pin from hole in valve body (Fig. 22).
(4) Remove valve assembly if necessary.
Remove valve spool by pulling and rotating from
valve body (Fig. 23).
Remove valve spool O-ring seal.

ASSEMBLE
(1) Install valve spool O-ring seal to valve spool.
(2) Lubricate valve spool and O-ring seal with
power steering fluid.
(3) Install valve spool to valve body by pushing
and rotating. Hole in valve spool for stub pin must be
accessible from opposite end of valve body.
(4) Assemble stub shaft to valve spool, if necessary
and insert pin (Fig. 25).
Notch in stub shaft cap MUST fully engage valve
body pin and seat against valve body shoulder.
(5) Install O-ring seals and teflon rings to valve
body.

19 - 28

STEERING
INSTALL
(1) Install steering gear. Refer to Power Steering
Gear Replacement in this section.

RACK PISTON AND WORM SHAFT REPLACEMENT


REMOVE
(1) Remove steering gear from vehicle. Refer to
Power Steering Gear Replacement in this section.
DISASSEMBLE
(1) Remove pitman shaft and side cover. Refer to
Side Cover and Pitman Shaft Replacement in this
section.
(2) Remove housing plug end. Refer to Housing
End Plug Replacement in this section.
(3) Turn stub shaft COUNTERCLOCKWISE until
the rack piston begins to come out of the housing.
(4) Remove rack piston plug (Fig. 26).

Fig. 24 Remove and Install Valve Seals

Fig. 26 Remove and Install Rack Piston End Plug

Fig. 25 Stub Shaft Installation


(6) Lubricate O-ring seals and teflon rings with
power steering fluid.
(7) Install stub shaft and valve assembly to worm
shaft. Line up worm shaft to slot in the valve assembly.
(8) Adjust Thrust Bearing Preload Adjustment and
Over-Center Adjustment. Refer to Steering Gear Adjustments in this section.

(5) Insert Arbor C-4175 into bore of rack piston


(Fig. 27). Hold tool tightly against worm shaft while
turning the stub shaft COUNTERCLOCKWISE.
The rack piston will be forced onto the tool and
hold the rack piston balls in place.
(6) Remove the rack piston, rack balls, and tool together from housing.
(7) Remove valve. Refer to Valve Replacement in
this section.
(8) Remove worm shaft.
(9) Remove thrust bearing and races.
(10) Remove tool from rack piston.
(11) Remove rack piston balls.
(12) Remove screws, clamp and ball guide.
(13) Remove teflon ring and O-ring seal (Fig. 28).

STEERING

Fig. 27 Remove and Install Rack Piston

19 - 29

Fig. 29 Installing Balls in Rack Piston


There are 24 balls in the rack piston circuit,
12 are black and 12 are silver (Chrome). The
black rack piston balls are smaller than the silver balls. THE BLACK AND SILVER BALLS
MUST BE INSTALLED ALTERNATELY INTO
THE RACK PISTON AND BALL GUIDE. This
procedure will maintain worm shaft preload.
(3) Lubricate and install rack piston balls through
return guide hole while turning worm shaft COUNTERCLOCKWISE.
(4) Install remaining balls to guide using grease or
petroleum jelly at each end to hold in place (Fig. 30).
(5) Install guide onto rack piston and return with

Fig. 28 Remove and Install Seal on Rack Piston


CLEAN AND INSPECTION
(1) Wash all components in clean solvent and dry
with compressed air.
(2) Check for scores, nicks or burrs on the rack piston finished surface. Slight wear is normal on the
worm gear surfaces.
ASSEMBLE
(1) Install O-ring seal and teflon ring and lubricate
with power steering fluid.
(2) Install worm shaft to rack piston outside of
housing. Fully seat worm shaft to rack piston. Align
worm shaft spiral groove with rack piston ball guide
hole (Fig. 29).
WARNING: MAKE SURE ALL RACK PISTON BALLS
ARE REINSTALLED IN THE RACK PISTON. IMPROPER INSTALLATION MAY RESULT IN PERSONAL INJURY.

Fig. 30 Balls in the Return Guide


clamp and screws. Tighten screws to 58 Nzm (43 in.
lbs.) torque.
(6) Insert Arbor C-4175 into bore of rack piston.
Hold tool tightly against worm shaft while turning

19 - 30

STEERING

the stub shaft COUNTERCLOCKWISE.


The rack piston will be forced onto the tool and
hold the rack piston balls in place.
(7) Install the races and thrust bearing to worm
shaft (Fig. 31).

PITMAN SHAFT SEALS AND BEARING REPLACEMENT


REMOVE
(1) Remove steering gear from vehicle. Refer to
Power Steering Gear Replacement in this section.
DISASSEMBLE
(1) Remove pitman arm from gear. Refer to Pitman
Arm Removal in Steering Linkage.
(2) Clean exposed end of pitman shaft and housing. Use a wire brush to clean the shaft splines.
(3) Remove retaining ring with snap ring pliers
(Fig. 32).

Fig. 31 Worm Shaft and Bearing


(8) Install worm shaft to housing.
(9) Install valve. Refer to Valve Replacement in
this section.
(10) Install rack piston to worm shaft from tool,
compress seals.
Hold Arbor tightly against worm shaft and turn
stub shaft CLOCKWISE until rack piston is seated
on worm shaft.
WARNING: MAKE SURE ALL RACK PISTON BALLS
ARE REINSTALLED IN THE RACK PISTON. IMPROPER INSTALLATION MAY RESULT IN PERSONAL INJURY.
(11) Install rack piston plug and tighten to 150
Nzm (111 ft. lbs.) torque.
(12) Install housing end plug. Refer to Housing
End Plug Replacement in this section.
(13) Install pitman shaft and side cover. Refer to
Side Cover and Pitman Shaft Replacement in this
section.
(14) Adjust steering gear. Refer to Steering Gear
Adjustments in this section.

INSTALL
(1) Install steering gear. Refer to Power Steering
Gear Replacement in this section.

Fig. 32 Pitman Shaft Seals


CAUTION: Use care not to score the housing bore
when prying out seals and washers.
(4) Remove backup washer and double lip seal
with screwdriver.
(5) Remove backup washer and single lip seal with
screwdriver.
(6) Inspect the housing for burrs and remove if
necessary.
(7) Remove needle bearing from side cover area of
housing (Fig. 33).

ASSEMBLE
(1) Install needle bearing into housing (Fig. 34).
(2) Install single lip seal with Installer or a suitable size socket (Fig. 35).
(3) Coat the double lip seal and washer with
grease.
(4) Install the backup washer.
(5) Install the double lip seal.
(6) Install the backup washer.
(7) Install the retainer ring with snap ring pliers.

STEERING

Fig. 33 Needle Bearing Removal

19 - 31

Fig. 35 Pitman Shaft Seal Installation


DISASSEMBLE
CAUTION: Use care not to damage the threads of
the housing when prying out check valve.
(1) Remove valve by prying from housing with a
small screwdriver.

ASSEMBLE
(1) Install the valve into the housing with a 3/8inch diameter piece of tubing 100 mm (4 inches) long.
INSTALL
(1) Install steering gear. Refer to Power Steering
Gear Replacement in this section.

INTERMEDIATE COUPLER SHAFT

Fig. 34 Pitman Shaft Bearing Installation


(8) Install the pitman shaft and side cover. Refer to Side
Cover and Pitman Shaft Replacement in this section.

INSTALL
(1) Install steering gear. Refer to Power Steering
Gear Replacement in this section.

CHECK VALVE REPLACEMENT


REMOVE
(1) Remove steering gear from vehicle. Refer to
Power Steering Gear Replacement in this section.

REMOVAL
The new easy slide shaft does not pullapart at
the center. Shaft is a single assembly that collapses
for removal and installation.
(1) Place the front wheels in the straight ahead position.
(2) Remove the bolt at the steering gear and column (Fig. 36).
(3) Collapse the intermediate shaft to remove.
INSTALLATION
(1) Align and install the intermediate (coupler)
shaft to the steering column. Install the bolt and
tighten to 49 Nzm (36 ft. lbs.).
(2) Slide the lower coupler down onto steering gear.
Install the bolt and tighten to 49 Nzm (36 ft. lbs.).

19 - 32

STEERING

Fig. 37 Steering Gear Mounting

Fig. 36 Coupler Shaft

STEERING GEAR REPLACEMENT


REMOVAL
(1) Place the front wheels in the straight ahead position with the steering wheel centered.
(2) Disconnect and cap the fluid hoses from steering gear. Refer to Pressure and Return Hose Replacement in this group.
(3) Remove the column coupler shaft from the gear.
Refer to the removal procedures in this section.

(4) Remove pitman arm from gear. Refer to Pitman


Arm Removal in the Steering Linkage section.
(5) Remove the steering gear retaining bolts and
nuts. Remove the steering gear from the vehicle (Fig.
37).

INSTALLATION
(1) Align the column coupler shaft to steering gear.
Refer to Column Coupler installation in this section.
(2) Position the steering gear on the frame rail and
install the bolts. Tighten the bolts to 95 Nzm (70 ft.
lbs.) torque.
(3) Align and install the pitman arm. Refer to Pitman Arm Installation in the Steering Linkage section.
(4) Connect fluid hoses to steering gear. Refer to
Pressure and Return Hose Replacement in this group.

POWER STEERING GEAR SPECIFICATIONS

STEERING

19 - 33

RACK AND PINION STEERING GEAR


SERVICE INFORMATION
The rack and pinion steering gear cannot be adjusted or internally serviced. If a malfunction or a
fluid leak occurs, the complete unit must be replaced.
If a boot becomes damaged, the steering gear must
be removed from the vehicle for boot replacement.
Refer to Protective Rubber Boot Replacement for the
procedure, if necessary.

STEERING GEAR REPLACEMENT


REMOVAL
(1) Raise and support the vehicle.
(2) Remove the cotter pin and nut from the tie-rod
end stud (Fig. 4).

INTERMEDIATE COUPLER SHAFT


REMOVAL
The new easy slide shaft does not pullapart at
the center. Shaft is a single assembly that collapses
for removal and installation.
(1) Place the front wheels in the straight ahead position.
(2) Remove the retaining bolts at the steering gear
and column end (Fig. 1).
(3) Collapse the intermediate shaft to remove.

Fig. 2 Rack & Pinion Steering Gear

Fig. 1 Coupler Shaft


INSTALLATION
(1) Align and install the intermediate (coupler)
shaft to the steering column. Install the retaining
bolt and tighten to 49 Nzm (36 ft. lbs.).
(2) Slide the lower coupler down onto steering
gear. Install the retaining bolt and tighten to 49 Nzm
(36 ft. lbs.).

Use Puller C-3894-A for tie rod removal. Failure to use this tool could damage the tie rod
and seal (Fig. 3).
A damaged ball stud seal requires removal of the
seal. Inspect the tie-rod end ball stud at the throat
opening. Check for lubricant loss, contamination, ball
stud wear or corrosion. If these conditions exist, replace the tie-rod. A replacement seal can be installed
if lubricant is in good condition. Otherwise, a complete replacement tie-rod end should be installed. Lubricate the tie-rod end with MOPARt Multi-Mileage
Lubricant, or an equivalent product.
(3) Install Puller C-3894-A on the tie-rod end stud
and steering arm (Fig. 3). Loosen the tie-rod end stud
from steering knuckle arm.
(4) Remove the hoses from the pump (power steering only). If necessary, refer to the hose removal procedure.
(5) Disconnect the steering shaft coupler from the
pinion gear shaft by collapsing shaft (Fig. 1).
(6) Remove the bolts (Fig. 2) that attach the gear
to the front crossmember. Remove the gear.

INSTALLATION
(1) Position the gear at the front crossmember. Install the attaching bolts (Fig. 1).
For manual rack and pinion gears, ensure
that the master serration is aligned.
(2) Tighten the steering gear-to-crossmember bolts
to 203 Nzm (150 ft. lbs.) torque.
(3) Connect the steering shaft coupler to the pinion
gear shaft and tighten bolt to 49 Nzm (36 ft. lbs.).

19 - 34

STEERING
(4) Loosen the jam nut and un-thread the tie-rod
(Fig. 4).

Fig. 4 Outer Tie Rod

Fig. 3 Puller Installed


(4) Insert the tie-rod end studs into the steering
knuckle arm bores. Install and tighten the nuts to 54
Nzm (40 ft. lbs.) torque. Install replacement cotter
pins.
(5) Install the hoses (power steering only).
(6) After the hoses are installed, inspect and test
for leaks. Refer to Pump Installation for the procedure.
(7) Adjust the toe position, refer to Group 2, Front
Suspension. Tighten the locknut to 75 Nzm (55 ft.
lbs.) torque.

TIE-ROD END
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the cotter pin and nut from the tie-rod
end stud at the steering knuckle arm (Fig. 3).
Use Puller C-3894-A for tie rod removal. Failure to use this tool could damage the tie rod
and seal (Fig. 3).
A damaged ball stud seal requires removal of the
seal. Inspect the tie-rod end ball stud at the throat
opening. Check for lubricant loss, contamination, ball
stud wear or corrosion. If these conditions exist, replace the tie-rod. A replacement seal can be installed
if lubricant is in good condition. Otherwise, a complete replacement tie-rod end should be installed. Lubricate the tie-rod end with MOPARt Multi-Mileage
Lubricant, or an equivalent product.
(3) Install Puller C-3894-A on the tie-rod end stud
and steering arm (Fig. 3). Loosen the tie-rod end stud
from steering knuckle arm.

INSTALLATION
(1) Thread the replacement tie-rod end onto the tie
rod. Do not tighten the jam nut.
(2) Use pliers to expand the protective rubber boot
outer clamp and remove it from the boot. Leave it
loose around the tie rod.
(3) Connect the tie-rod end stud to the steering
knuckle arm. Tighten the nut to 54 Nzm (40 ft. lbs.)
torque. Install a new cotter pin.
(4) Adjust the wheel toe position, refer to Group 2,
Wheel Alignment. Do not twist the protective rubber
boot.
(5) Tighten the locknut to 75 Nzm (55 ft. lbs.)
torque. Lubricate the boot outer groove (tie rod end)
with silicone type lubricant. Ensure that the protective rubber boot is not twisted.

BOOT SEAL
Servicing the rubber boot must be done with
the steering gear removed from the vehicle
(Fig. 5).

REMOVAL
(1) Loosen the locknut and remove the tie-rod.
(2) Remove the outer clamp from the rubber boot.
(3) Remove the boot inner clamp.
(4) Mark the vent tube location on steering gear
before removing the rubber boot.

STEERING
INSTALLATION
(1) Align the vent tube with the reference mark on
the steering gear.
(2) Position and align the new boot over the housing.
(3) Install inner clamp on the rubber boot.
(4) Position outer clamp on the inner tie rod.
(5) Install the tie-rod end.
(6) Lubricate the boot outer groove (tie rod end)
with silicone type lubricant. Ensure that the protective rubber boot is not twisted.
(7) Install the outer clamp on the boot.

Fig. 5 Boot Seal Remove Install

19 - 35

19 - 36

STEERING
STEERING COLUMN
INDEX
page

page

Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Column Assembly Replacement . . . . . . . . . . . . . . 39
Component Service . . . . . . . . . . . . . . . . . . . . . . . . 41

Service Information . . . . . . . . . . . . . . . . . . . . . . . . 36
Steering Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

SERVICE INFORMATION

WARNING: WHEN A STEERING COLUMN HAS AN


AIRBAG MODULE ATTACHED, NEVER PLACE THE
COLUMN ON THE FLOOR OR OTHER SURFACE
WITH THE STEERING WHEEL OR MODULE FACE
DOWN.

The Acustar columns (Fig.1) have been designed to


be serviced as an assembly; less wiring, switches,
shrouds, steering wheel, etc. Also most steering column components can be serviced without removing
the column from the vehicle. For additional information refer to Group 8H, Electrical.
WARNING: BEFORE BEGINNING ANY AIRBAG SYSTEM REMOVAL OR INSTALLATION PROCEDURES,
REMOVE AND ISOLATE THE BATTERY NEGATIVE
(-) CABLE FROM THE VEHICLE BATTERY. THIS IS
THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO DO THIS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

CAUTION: Bumping, jolting and hammering on the


steering column shaft and gear shift tube must be
avoided during all service procedures.
CAUTION: Do not attempt to remove pivot pins to
dissemble the tilting mechanism. Do not remove ignition locking link, shaft lock plate or shaft lock
plate retainer (Fig. 2, 3). Damage will occur.

Fig. 1 Acustar Steering Column

STEERING

19 - 37

Fig. 2 Observe Cautions

Fig. 4 Speed Control Switch Removal

Fig. 3 Observe Caution

Fig. 5 Speed Control Switches

STEERING WHEEL
REMOVAL
When removing a deployed air bag module Refer to
Group 8M.
(1) Make sure the front wheels are in the straight
ahead position.
(2) Disconnect battery negative cable and isolate.
(3) From underside of steering wheel, remove
speed control switch or trim piece mounting screws
(Fig. 4).
(4) Pull switches from wheel and unplug connector
(Fig. 5).
(5) Using a small screwdriver remove right rear
steering wheel cover (Fig. 6).
(6) Remove 4 nuts attaching AirBag Module (Fig.
7).
(7) Remove AirBag Module from steering wheel
and unplug squib connector from airbag module.
(8) Remove the steering wheel retaining nut.
Steering wheel and shaft are master splined for installation reference.

(9) Remove the steering wheel with puller. Do not


hammer or jolt steering column or shaft during
removal of wheel.

INSTALLATION
(1) Pull speed control and air bag wires through
the lower hole in the steering wheel. Pull the horn
wire through the smaller hole at the top (Fig. 8). Ensure the wires are NOT pinched.
(2) Install the steering wheel with the scored
marks or master splines aligned.
(3) Install the retaining nut and tighten to 61 Nzm
(45 ft. lbs.) torque. Force the steering wheel down
on the shaft with the retaining nut only. Do not
hammer or shock the column with sudden impact to install the wheel.
(4) Connect the wires to the horn buttons, speed
control switch and air bag module.
(5) Connect clockspring wiring connector to the
module, by pressing straight in on the connector. The
connector should latch securely beneath module locking clip to assure positive connection.

19 - 38

STEERING

Fig. 8 Steering Wheel Installation

Fig. 6 Right Rear Steering Wheel Cover

(3) Remove the steering wheel, refer to Steering


Wheel Removal.
(4) Remove upper and lower steering column
shrouds to gain access to the clockspring wiring.
(5) Release wire connector at clockspring.
(6) Pull clockspring assembly from column by lifting locking fingers as necessary. The clockspring cannot be repaired, and must be replaced if faulty.

INSTALLATION
(1) Snap clockspring assembly onto column. If
clockspring is not properly positioned, follow the centering procedures before installing steering wheel.
(2) Connect the wire connector to the clockspring.
WARNING: ENSURE CLOCKSPRING WIRE CONNECTION IS COMPLETELY SEATED. THE LATCHING
CLIP ARMS MUST BE PROPERLY ENGAGED ON
THE MODULE.
(3) Install upper and lower steering column
shrouds. Be sure wiring is inside of shrouds and not
pinched.
(4) Install the steering wheel and, refer to Steering
Wheel Installation.

Fig. 7 AirBag Module Removal


(6) Mount air bag module, install 4 nuts and
torque to 9 to 11 Nzm (80 to 100 in. lbs.).
(7) Do not connect negative battery cable. Refer to
Airbag System Check for proper procedure.

CLOCKSPRING
REMOVAL
(1) Place the front wheels in the straight ahead position before starting the repair.
(2) Disconnect battery negative cable and isolate.

CENTERING PROCEDURE
If the rotating tape within the clockspring is not
positioned properly, the clockspring may fail during
use. The following procedures MUST BE USED to
center the clockspring.
(1) Place the front wheels in the straight ahead position before starting the procedure.
(2) Depress the 2 locking tabs to disengage the
locking mechanism (Fig. 9).
(3) Keeping the mechanism disengaged, rotate the
clockspring rotor in the CLOCKWISE DIRECTION
to the end of the travel. Do not apply excessive
torque.

STEERING

19 - 39

Fig. 10 Link Rod Removal

Fig. 9 ClockspringAuto-Locking
(4) From the end of travel, rotate the rotor 2 1/2
full turns in the COUNTER CLOCKWISE direction.
The horn wire should end up at the top and the
squib wire at the bottom (Fig. 9).
(5) Install the steering wheel, refer to Steering
Wheel Installation.

COLUMN ASSEMBLY REPLACEMENT


CAUTION: Bumping, jolting and hammering on the
steering column shaft and gear shift tube must be
avoided during all service procedures.

Fig. 11 Coupler Bolt Removal/Installation


REMOVAL
(1) Make sure the front wheels are in the straight
ahead position.
(2) Disconnect the negative (ground) cable from the
battery.
(3) Remove steering wheel from column, refer to
Steering Wheel-Removal.
(4) Disconnect the link rod (if equipped) by prying
it out of the grommet in the shift lever (Fig. 10).
(5) Remove upper coupler bolt (Fig. 11).
(6) Push the upper coupler shaft down into the
lower steering coupler.
(7) Remove hood release cable bracket.
(8) Remove the dash panel column cover (Fig. 12).
(9) Column shift vehicles, place gear shift lever in
position 1 and remove indicator cable (Fig. 13).
(10) Remove tilt lever (if equipped) from column.
(11) Remove the upper and lower lock housing
shrouds (Fig. 1). Remove the lower fixed shroud.

Fig. 12 Column Panel Cover


(12) Remove the turn signal multi-function switch
with a 7mm socket (Fig. 14).
(13) Disconnect wiring from Key-in light, Main Ignition Switch, Horn connection or Clock Spring
(Speed Control) (Fig. 15).

19 - 40

STEERING

Fig. 15 Steering Column Wiring

Fig. 13 Indicator Cable

(1) Column shift vehicles, install a new grommet


(Fig. 16). Use MOPARt Multipurpose Lubricant, or
equivalent, to aid installation. A new grommet
should be used whenever the rod is disconnected from the lever.

Fig. 16 Grommet Installation


(2) Install the ground clip on the left spacer slot
(Fig. 17).

Fig. 14 Multi-function Switch Wiring


(14) Loosen the upper support bracket nuts to allow some slack.
(15) Remove the upper fixed shroud. Remove the
wiring harness from the column by prying out the
plastic retainer buttons.
(16) Remove the toe plate to dash panel fasteners
(Fig. 1).
(17) Remove the column. Use care to avoid damaging the paint or trim.

INSTALLATION
CAUTION: Bumping, jolting and hammering on the
steering column shaft and gear shift tube must be
avoided during all service procedures.

Fig. 17 Ground Clip & Spacer Installation

STEERING
(3) Remove the shipping lock pin (Fig. 1), if necessary.
(4) Install column through floor pan.
(5) Position the column bracket shear pins on the
attaching studs. Install, but loose assemble the two
upper bracket washers and nuts.
(6) With the front wheels in the straight-ahead position. Align and install the upper and lower coupler.
Do not apply force at the top of the steering
column shaft.
(7) Install the coupler bolt and tighten to 48 Nzm
(36 ft. lbs.) torque.
(8) Clip the wiring harness on the steering column.
Connect the multi-function switch wiring.
(9) Install the upper fixed shroud (Fig. 1).
(10) Be sure both spacers are fully seated in the
column support bracket by pulling column upwards.
Tighten the upper column bracket support nuts to 12
Nzm (105 in. lbs.) torque (DO NOT OVER TORQUE).
(11) Tighten the toe plate attaching bolts/nuts (Fig.
1) to 23 Nzm (200 in. lbs.) torque.
(12) Install the wiring connections to the column.
Install the lower fixed shroud.
(13) Column shift vehicles, install the gear position
indicator cable.
(14) Install the lock housing shrouds. Install the
tilt lever (if equipped).
(15) Install the lower dash panel column cover.
(16) Install hood release cable bracket.
(17) Install steering wheel on column, refer to
Steering Wheel-Installation.
(18) Column shift vehicles, connect the shift link
rod to the transmission shift lever. Use MOPARt
Multipurpose Lubricant, or an equivalent product, to
aid the installation.
(19) Check operation of the transmission shift linkage and adjust as necessary. Refer to Group 21,
Transmission for the shift linkage adjustment.
(20) Slowly move the gear shift selector lever from
1 or L (low) to P (PARK). The indicator pointer must
align with each indicator position.
(21) Connect the battery ground (negative) cable.

Fig. 18 Gear Shift Removal

Fig. 19 Remove Driver Rivets

COMPONENT SERVICE
The Acustar columns (Fig.1) have been designed to
be serviced as an assembly; less wiring, switches,
shrouds, steering wheel, etc. Most steering column
components can be serviced without removing the
column from the vehicle. For additional information
refer to Group 8H, Electrical.
(1) The gear shift lever (if equipped) can be serviced. Use a drift and a suitable size socket to drive
out the pin (Fig. 18).
(2) The gear position indicator driver can be removed by drilling out the rivets (Fig. 19). Use care
when installing a new driver. Use the correct replacement rivets. Install with a hand rivet gun (Fig. 20).

Fig. 20 Install Driver Rivets

19 - 41

19 - 42

STEERING
TORQUE SPECIFICATIONS

STEERING COLUMN

STEERING LINKAGE

STEERING GEAR
STEERING PUMP

TRANSMISSION AND TRANSFER CASE

21 - 1

TRANSMISSION AND TRANSFER CASE


CONTENTS
page

page

42RH/46RH AUTOMATIC TRANSMISSION . . . . 82


AX 15 MANUAL TRANSMISSION . . . . . . . . . . . . 1

NV3500 MANUAL TRANSMISSION . . . . . . . . . . 38

AX 15 MANUAL TRANSMISSION
INDEX
page
Gear Ratios . . . . . . . . . .
General Information . . . .
Identification . . . . . . . . . .
Recommended Lubricant
Shift Pattern . . . . . . . . . .
Specifications . . . . . . . . .
Speedometer Service . . .
Switch and Plug Locations

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GENERAL INFORMATION
The AX 15 is a five speed, synchromesh, manual
transmission. Fifth gear is an overdrive range with a
ratio of 0.789:1. The AX 15 is used with 2.5L and
3.9L engines.

page
Transmission Assembly and Adjustment . . . . . . . . . 24
Transmission Diagnosis . . . . . . . . . . . . . . . . . . . . . 3
Transmission Disassembly and Overhaul . . . . . . . . . 8
Transmission Installation2-Wheel Drive . . . . . . . . 6
Transmission Installation4-Wheel Drive . . . . . . . . 7
Transmission Removal2-Wheel Drive . . . . . . . . . . 4
Transmission Removal4-Wheel Drive . . . . . . . . . . 5
The AX 15 is a top loader style transmission with the
entire shift mechanism located in the shift tower
(Fig. 1).

Fig. 1 AX 15 Manual Transmission

21 - 2

AX 15 MANUAL TRANSMISSION

IDENTIFICATION
The AX 15 identification code numbers are on the
bottom surface of the transmission gear case (Fig. 2).
The first number represents year of manufacture (5
= 1995, 4 = 1994). The second and third numbers indicate month of manufacture (01 = January, 02 = february, etc.). The remaining numbers represent the
transmission serial number.

Correct lubricant refill or top-off level is to the bottom edge of the fill plug hole.
Lubricant dry fill capacity is approximately 3.10 liters (3.27 U.S. quarts) in 4-wheel drive models.

SWITCH AND PLUG LOCATIONS


The fill plug is at the driver side of the gear case
(Fig. 4).
The drain plug and backup light switch are on the
passenger side of the gear case (Fig. 5).

Fig. 2 Identification Code Number Location

SHIFT PATTERN

Fig. 4 Fill Plug Location

The AX 15 shift pattern is shown in Figure 3.


First-second and third-fourth gear ranges are in a
conventional H pattern. Fifth and reverse gear
ranges are in line and positioned at the extreme
right of the H pattern (Fig. 3).
The AX 15 is equipped with a reverse lockout. The
shift lever must be moved through the Neutral detent before a shift to reverse can be completed.

Fig. 5 Drain Plug And Backup Light Switch Location

GEAR RATIOS

Fig. 3 AX 15 Shift Pattern

RECOMMENDED LUBRICANT
Recommended lubricant for the AX 15 transmission
is Mopar 75W-90, API Grade GL-5 gear lubricant, or
equivalent.

AX 15 gear ratios are as follows:


First gear - 3.83:1
Second gear - 2.33:1
Third gear - 1.44:1
Fourth gear - 1.00:1
Fifth gear - 0.79:1
Reverse - 4.22:1

AX 15 MANUAL TRANSMISSION
SPECIFICATIONS
AX 15 transmission specifications are located at
the end of Group 21. Recommended lubricant, gear
ratios, and overhaul information are all provided in
this section.

TRANSMISSION DIAGNOSIS
LOW LUBRICANT LEVEL
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill, or an incorrect lubricant level check.
Leaks can occur at the mating surfaces of the gear
case, intermediate plate and adapter or extension
housing, or from the front/rear seals. A suspected
leak could also be the result of an overfill condition.
Leaks at the rear of the extension or adapter housing will be from the housing oil seals. Leaks at component mating surfaces will probably be the result of
inadequate sealer, gaps in the sealer, incorrect bolt
tightening, or use of a non-recommended sealer.
A leak at the front of the transmission will be from
either a loose or damaged, front bearing retainer or
retainer seal. Lubricant may also drip from the
clutch housing after extended operation. If the leak is
severe, it will contaminate the clutch disc causing
slip, grab and chatter.
Transmissions filled from air or electrically powered lubricant containers can be underfilled. This
generally happens when the container delivery mechanism is improperly calibrated. Always check the lubricant level after filling to avoid an under fill
condition.
A correct lubricant level check can only be
made when the vehicle is level; use a drive-on
hoist to ensure this. Also allow the lubricant to
settle for a minute or so before checking. These
recommendations will ensure an accurate
check and avoid an under-or-overfill condition.
HARD SHIFTING
Hard shifting is usually caused by: low lubricant
level; improper or contaminated lubricants; transmission component damage; faulty clutch linkage; or
damaged clutch cover or disc.
Substantial lubricant leaks can result in gear, shift
rail, synchro and bearing damage. If a leak goes undetected for an extended period, the first indications
of a problem are usually hard shifting and noise.
Incorrect or contaminated lubricants can also contribute to hard shifting. The consequence of using
non-recommended lubricants is noise, excessive wear,
internal bind and hard shifting.
Improper clutch release is a frequent cause of hard
shifting. A loose, worn, or damaged pressure plate,
disc, or clutch linkage can cause incorrect release. If
the clutch problem is advanced, gear clash during
shifts can result.

21 - 3

Worn or damaged synchro rings can cause gear


clash when shifting into any forward gear. In some
new or rebuilt transmissions, new synchro rings may
tend to stick slightly causing hard or noisy shifts. In
most cases, this condition will decline as the rings
wear-in.

TRANSMISSION NOISE
Most manual transmissions make some noise during normal operation. Rotating gears can generate a
mild whine that may only be audible at extreme
speeds.
Severe, obviously audible transmission noise is
generally the result of a lubricant problem. Insufficient, improper, or contaminated lubricant can promote rapid wear of gears, synchros, shift rails, forks
and bearings. The overheating caused by a lubricant
problem, can also lead to gear breakage.

SPEEDOMETER SERVICE
Rear axle gear ratio and tire size determine pinion
gear requirements. If the gear must be replaced, refer to the parts catalogue information for the correct
gear.

SPEEDOMETER ASSEMBLY REMOVAL


(1) Raise vehicle.
(2) Disconnect wires from vehicle speed sensor.
(3) Remove adapter clamp and screw (Fig. 11).
(4) Remove speed sensor and speedometer adapter
as assembly.
(5) Remove speed sensor retaining screw and remove sensor from adapter.
(6) Remove speedometer pinion from adapter. Replace pinion if worn, cracked, or teeth are chipped.
(7) Inspect sensor and adapter O-rings (Fig. 6). Remove and discard O-rings if worn, cut, or torn.
(8) Inspect terminal pins in speed sensor. Clean
pins with Mopar electrical spray cleaner if dirty or
oxidized. Replace sensor if faulty, pins are loose, severely corroded, or damaged.
SPEEDOMETER INSTALLATION AND
INDEXING
(1) Thoroughly clean adapter flange and adapter
mounting surface in housing. Surfaces must be clean
for proper adapter alignment and speedometer operation.
(2) Install new O-rings on speed sensor and speedometer adapter if necessary (Fig. 6).
(3) Lubricate sensor and adapter O-rings with
transmission fluid.
(4) Install vehicle speed sensor in speedometer
adapter. Tighten sensor attaching screw to 2-3 Nzm
(15-27 in. lbs.) torque.
(5) Install speedometer pinion in adapter.

21 - 4

AX 15 MANUAL TRANSMISSION

Fig. 6 Speedometer Components


(6) Count number of teeth on speedometer pinion.
Do this before installing assembly in housing. Then
lubricate pinion teeth with transmission fluid.
(7) Note index numbers on adapter body (Fig. 7).
These numbers will correspond to number of teeth on
pinion.
(8) Install speedometer assembly in housing.
(9) Rotate adapter until required range numbers
are at 6 o-clock position. Be sure range index numbers correspond to number of teeth on pinion gear.
(10) Install speedometer adapter clamp and retaining screw. Tighten clamp screw to 10-12 Nzm (90-110
in. lbs.) torque.
(11) Connect wires to vehicle speed sensor.
(12) Lower vehicle and top off transmission fluid
level if necessary.

TRANSMISSION REMOVAL2-WHEEL DRIVE


(1) Shift transmission into Neutral and raise vehicle on hoist.
(2) Remove crankshaft position sensor. Retain sensor attaching bolts.
(3) Remove skid plate, if equipped.
(4) Drain transmission lubricant if transmission
will be disassembled for service.
(5) Mark propeller shaft and U-joint for installation reference.
(6) Disconnect and remove propeller shaft.
(7) Disconnect distance sensor wires and disconnect speedometer cable, if equipped.
(8) Disengage harness from clips on transmission
case.
(9) Support engine with adjustable jack stand.

Fig. 7 Location Of Index Numbers On Speedometer


Adapter
(10) Remove nuts attaching insulator to crossmember (Fig. 8). Then remove insulator from extension
housing if necessary.
(11) Remove bolts and nuts attaching crossmember
to frame rails. Rotate crossmember diagonally and
remove crossmember.
(12) Disconnect exhaust pipes at manifold and at
converter or muffler connections as needed. Then remove Y-pipe from vehicle and move remaining pipes
aside for working clearance.
(13) Lower transmission approximately 7.62 cm (3
in.) for access to shift lever.

AX 15 MANUAL TRANSMISSION

21 - 5

Fig. 8 Transmission Rear Mounting


(14) Reach up and around transmission case and
unseat shift lever dust boot from transmission shift
tower (Fig. 9). Move boot upward on lever for access
to lever retainer.
(15) Disengage shift lever from transmission as follows:
(a) Reach up and around transmission case and
press shift lever retainer downward with your fingers.
(b) Turn retainer counterclockwise to release it.
(c) Lift lever and retainer out of shift tower (Fig.
9). It is not necessary to remove shift lever
from floorpan boot. Simply leave lever in
place.
(16) Remove slave cylinder attaching nuts and remove cylinder from clutch housing.
(17) Support transmission with transmission jack.
Secure transmission to jack with safety chains.
(18) Remove nuts/bolts attaching clutch housing to
engine (Fig. 10).
(19) Move transmission and clutch housing rearward until clear of engine. Then lower jack and remove transmission from under vehicle.
(20) Remove transmission from jack and position
transmission on workbench.
(21) If transmission will be overhauled, remove release bearing, and fork and remove clutch housing
from transmission (Fig. 11).

Fig. 9 Removing/Installing Shift Lever

TRANSMISSION REMOVAL4-WHEEL DRIVE


(1) Shift transmission into Neutral.
(2) Remove crankshaft position sensor. Retain sensor attaching bolts.
(3) Raise vehicle and remove skid plate, if
equipped.
(4) Drain transmission lubricant if transmission
will be disassembled for service.
(5) Mark propeller shafts and U-joints for installation reference.

21 - 6

AX 15 MANUAL TRANSMISSION

Fig. 10 Transmission-To-Engine Attachment

Fig. 11 Clutch Housing Attachment


(6) Disconnect and remove propeller shafts.
(7) Disconnect distance sensor wires and disconnect speedometer cable, if equipped.
(8) Disconnect transfer case shift linkage at transfer case range lever.
(9) Remove bolts attaching shift linkage bracket to
transfer case and move linkage and bracket aside.
(10) Remove nuts attaching transfer case to transmission adapter housing.
(11) Remove transfer case with aid of helper. Support transfer case with transmission jack. Move
transfer case rearward, tilt it away from fixed (welded) rear crossmember and work it out from between
transmission and crossmember.
(12) Support engine with adjustable jack stand.
(13) Remove nuts and bolts attaching support
bracket and cushions to fixed crossmember.
(14) Remove nuts and bolts attaching removable
crossmember to frame rails. Rotate crossmember diagonally to remove it.
(15) Disconnect exhaust pipes at manifold and at
converter or muffler connections as needed. Then re-

move Y-pipe from vehicle and move remaining pipes


aside for working clearance.
(16) Lower transmission approximately 7.62 cm (3
in.) for access to shift lever.
(17) Reach up and around transmission case and
unseat shift lever dust boot from transmission shift
tower (Fig. 1). Move boot upward on lever for access
to lever retainer.
(18) Disengage shift lever from transmission as follows:
(a) Reach up and around transmission case and
press shift lever retainer downward with your fingers.
(b) Turn retainer counterclockwise to release it.
(c) Lift lever and retainer out of shift tower (Fig.
9). It is not necessary to remove shift lever
from floorpan boot. Simply leave the lever in
place for later installation.
(19) Remove slave cylinder attaching nuts and remove cylinder from clutch housing. Move cylinder
aside for working clearance.
(20) Remove clutch housing dust cover.
(21) On some models, it may be necessary to remove front axle struts and oil filter for access and removal clearance. Remove these components if
necessary.
(22) Support transmission with transmission jack.
Secure transmission to jack with safety chains.
(23) Remove bolts attaching clutch housing to engine block (Fig. 10).
(24) Move transmission rearward until clutch
housing is clear of engine. Then lower jack and remove transmission from under vehicle.
(25) Remove transmission from jack and position
transmission on workbench.
(26) If transmission will be disassembled for service, remove release bearing and fork. Then remove
bolts attaching clutch housing to transmission and
remove housing (Fig. 11).

TRANSMISSION INSTALLATION2-WHEEL DRIVE


(1) Install clutch housing on transmission, if removed. Tighten housing attaching bolts to 38 Nzm (28
ft. lbs.) torque. Make sure transmission and
clutch housing contact surfaces are clean before assembly.
(2) Lubricate release fork pivot ball, release fork,
release bearing hub and transmission bearing retainer surface with Mopar high temperature grease.
(3) Mount transmission on jack. Secure transmission to jack with safety chains.
(4) Lubricate transmission input shaft pilot hub
and splines with light coat of Mopar high temperature grease.
(5) Align transmission input shaft with release
bearing and clutch disc. Then slide transmission into
place on engine block.

AX 15 MANUAL TRANSMISSION
(6) Install and tighten clutch housing bolts to 68
Nzm (50 ft. lbs.) torque. Be sure housing is fully
seated before tightening bolts. Install housing dust
cover after tightening housing bolts.
(7) Lower transmission for access to shift tower.
(8) Reach up and around transmission and insert
shift lever into shift tower. Press lever retainer downward and turn it clockwise to lock it in place. Then
install lever dust boot on shift tower.
(9) Fill transmission with Mopar 75W-90, or equivalent API grade GL 5 gear lubricant. Correct fill level
is to bottom edge of fill plug hole.
(10) Connect backup light switch wires.
(11) Connect transmission harnesses to clips on
case.
(12) Install crossmember. Tighten crossmember-toframe bolts to 68 Nzm (50 ft. lbs.) torque.
(13) Tighten crossmember-to-transmission insulator nuts to 68 Nzm (50 ft. lbs.) torque.
(14) Install slave cylinder. Tighten cylinder nuts to
23 Nzm (200 in. lbs.) torque.
(15) Remove jack used to support transmission.
(16) Install strut bolts/nuts, if removed. Also install oil filter if removal was necessary.
(17) If speedometer was removed, install pinion
and adapter. Then index adapter and install speed
sensor (Fig. 6). Connect wires to speed sensor.
(18) Connect exhaust pipes.
(19) Align and install remaining exhaust components that were loosened, or removed. Tighten all
clamp and bracket bolts and nuts securely. Be sure
exhaust components are clear of all chassis and driveline components.
(20) Align and install propeller shaft. Tighten
U-joint clamp bolts to 19 Nzm (170 in. lbs.) torque.
(21) Verify that all linkage components, hoses and
electrical wires have been connected.
(22) Remove any remaining support stands and
lower vehicle.
(23) Install crankshaft position sensor.

TRANSMISSION INSTALLATION4-WHEEL DRIVE


(1) Install clutch housing on transmission, if removed. Tighten housing attaching bolts to 38 Nzm (28
ft. lbs.) torque. Make sure transmission and
clutch housing contact surfaces are clean before assembly.
(2) Lubricate release fork pivot ball, release fork,
release bearing hub and transmission bearing retainer surface with Mopar high temperature grease.
(3) Mount transmission on jack. Secure transmission to jack with safety chains.
(4) Lubricate transmission input shaft pilot hub
and splines with light coat of Mopar high temperature grease.

21 - 7

(5) Align transmission input shaft with release


bearing and clutch disc. Then slide clutch housing
into place on engine block.
(6) Install and tighten clutch housing attaching
bolts to 54-61 Nzm (40-45 ft. lbs.) torque. Be sure
housing is fully seated before tightening bolts. If
equipped, install dust cover after tightening housing
bolts.
(7) Lower transmission for access to shift tower.
(8) Reach up and around transmission and insert
shift lever into shift tower. Press lever retainer downward and turn it clockwise to lock it in place. Then
install lever dust boot on shift tower.
(9) Fill transmission with Mopar 75W-90, or equivalent API grade GL 5 gear lubricant. Correct fill level
is to bottom edge of fill plug hole.
(10) Connect backup light switch wires.
(11) Connect transmission harnesses and vent line
to retainer clips on case.
(12) Install center crossmember. Tighten crossmember-to-frame bolts to 67 Nzm (50 ft. lbs.) torque.
(13) Tighten crossmember-to-insulator nuts to
54-61 Nzm (40-45 ft. lbs.) torque.
(14) Install slave cylinder in clutch housing.
Tighten cylinder attaching nuts to 23 Nzm (200 in.
lbs.) torque.
(15) Remove jack used to support transmission.
(16) Install strut bolts/nuts, if removed.
(17) Install transfer case. Align and position transfer case with transmission jack or aid of helper. Tilt
case upward and work into position on transmission
mounting studs.
(18) Install and tighten transfer case attaching
nuts to 47 Nzm (35 ft. lbs.) torque.
(19) Install and connect transfer case shift linkage
and vent hose.
(20) If speedometer was removed, install pinion
and adapter. Then index adapter and install speed
sensor (Fig. 6). Connect wires to sensor after installation.
(21) Connect exhaust Y-pipe to engine exhaust
manifolds.
(22) Align and install remaining exhaust components that were loosened or removed. Tighten all
clamp and bracket bolts and nuts securely. Be sure
exhaust components are clear of all chassis and driveline components.
(23) Align and install front and rear propeller
shafts. Tighten U-joint clamp bolts to 19 Nzm (170 in.
lbs.) torque.
(24) Verify that all linkage components, hoses and
electrical wires have been connected.
(25) Check transfer case fluid level. Add Mopar
Dexron, or ATF Plus if necessary. Correct level is to
bottom edge of fill plug hole. Be sure transfer case is
level before checking or adding fluid.

21 - 8

AX 15 MANUAL TRANSMISSION

(26) Check and adjust transfer case shift linkage if


necessary.
(27) Install transfer case skid plate, if equipped.
(28) Install new oil filter, if original was removed.
(29) Remove any remaining support stands and
lower vehicle.
(30) Install crankshaft position sensor.
(31) If new oil filter was installed, add engine oil
as needed to bring level to full mark on dipstick.

TRANSMISSION DISASSEMBLY AND OVERHAUL


ADAPTER/EXTENSION HOUSING REMOVAL
(1) Remove release bearing, fork, retainer clip and
clutch housing from transmission. Also remove shift
lever if not previously removed.
(2) On 2-wheel drive models, remove extension
housing seal (Fig. 1).

Fig. 3 Shift Tower Gasket Removal/Installation


(5) Remove shift arm retainer bolt (Fig. 4).
(6) Loosen and remove restrictor pins (Fig. 5).

Fig. 1 Removing Extension Housing Seal


(3) Remove shift tower bolts and remove tower
from adapter or extension housing (Fig. 2).
(4) Remove gasket from shift tower (Fig. 3).

Fig. 4 Shift Arm Retainer Bolt Removal/Installation

Fig. 5 Removing/Installing Restrictor Pins


Fig. 2 Shift Tower Removal/Installation

AX 15 MANUAL TRANSMISSION
(7) Remove shift arm shaft plug (Fig. 6).
(8) Remove shift arm shaft with large magnet (Fig.
7).
(9) Remove shift arm (Fig. 8).

21 - 9

(10) Remove plug for reverse shift head lock ball.


Plug is at right side of adapter housing near backup
light switch (Fig. 9).
(11) Remove lock ball spring with pencil magnet
(Fig. 10).
(12) Remove shift head lock ball with pencil magnet (Fig. 11).

Fig. 6 Removing/Installing Shift Arm Shaft Plug


(4WD)
Fig. 9 Removing/Installing Lock Ball Plug

Fig. 7 Removing/Installing Shift Arm Shaft (4WD)


Fig. 10 Removing/Installing Lock Ball Spring

Fig. 8 Shift Arm Removal/Installation

Fig. 11 Removing/Installing Shift Head Lock Ball

21 - 10

AX 15 MANUAL TRANSMISSION
(13) Remove backup light switch from adapter/extension housing.
(14) On 2-wheel drive models, remove distance
sensor, speedometer adapter and driven gear if not
removed previously.
(15) Remove adapter/extension housing bolts (Fig.
12).
(16) Loosen adapter/extension housing with rubber
mallet (Fig. 13).
(17) Remove housing after loosening it (Fig. 14)

Fig. 13 Loosening Adapter Housing

Fig. 14 Adapter Housing Removal

Fig. 12 Adapter Housing Bolt Locations

AX 15 MANUAL TRANSMISSION

21 - 11

(18) Remove adapter housing oil seal with pry tool


(Fig. 15).

Fig. 17 Front Bearing Retainer Seal Location


Fig. 15 Removing Adapter Housing Seal
GEAR CASE REMOVAL
(1) Remove bearing retainer bolts and remove retainer (Fig. 16).

Fig. 18 Removing Input Shaft Bearing Snap Ring

Fig. 16 Front Bearing Retainer Removal


(2)
(3)
(4)
(Fig.

Remove retainer oil seal with pry tool (Fig. 17).


Remove input shaft bearing snap ring (Fig. 18).
Remove cluster gear front bearing snap ring
19).

Fig. 19 Removing Cluster Gear Front Bearing Snap


Ring

21 - 12

AX 15 MANUAL TRANSMISSION

(5) Loosen gear case by tapping it away from intermediate plate with rubber mallet (Fig. 20).

Fig. 22 Lock Ball Plug Locations


Fig. 20 Loosening Gear Case
(6) Remove gear case from geartrain and intermediate plate (Fig. 21).
(7) On 2-wheel drive models, remove speedometer
gear snap ring and remove speedometer gear and
spacer from output shaft.

Fig. 21 Gear Case Removal


FIFTH GEAR AND SYNCHRO ASSEMBLY
REMOVAL
(1) Remove three lock ball plugs from intermediate
plate (Fig. 22).
(2) Remove three lock ball springs and lock balls
from intermediate plate with pencil magnet (Fig. 23).

Fig. 23 Removing/Installing Lock Ball And Spring

AX 15 MANUAL TRANSMISSION

21 - 13

Fig. 24 Mounting Intermediate Plate And Geartrain In Vise


(3) Mount intermediate plate and geartrain assembly in vise as follows:
(a) Insert two spare bolts in one bottom bolt hole
in intermediate plate. Insert bolts from opposite
sides of plates (Fig. 24).
(b) Install enough flat washers under each bolt
head to prevent bolts from touching (Fig. 24).
(c) Tape bolts and washers in place and mount
intermediate plate in vise (Fig. 24).
(d) Clamp vise jaws securely against bolt heads
(Fig. 24). Do not clamp vise jaws on intermediate plate. Clamp only on bolt heads.
(4) Remove fifth gear snap ring (Fig. 25). Retain
snap ring for assembly reference. It is a select fit
component.

(5) Remove E-ring that secures reverse shift arm


to fork (Fig. 26).

Fig. 26 Removing Reverse Shift Arm E-Ring


(6) Remove bolts attaching reverse shift arm
bracket to intermediate plate. Then remove bracket
(Fig. 27).
(7) Remove reverse shift arm and shoe (Fig. 28).
(8) Remove fifth gear shift fork set screw (Fig. 29).
(9) Move fifth gear shift rail forward until it clears
shift fork.
(10) Remove fifth gear shift fork from synchro
sleeve (Fig. 30).
(11) Remove reverse shift rail and reverse shift
head as assembly (Fig. 31).

Fig. 25 Fifth Gear Snap Ring Removal

21 - 14

AX 15 MANUAL TRANSMISSION

Fig. 27 Removing Reverse Shift Arm Bracket

Fig. 30 Removing Fifth Gear Shift Fork

Fig. 28 Removing Reverse Shift Arm And Shoe

Fig. 31 Removing Reverse Shift Head And Rail


(13) Loosen fifth spline gear with standard two-jaw
puller (Fig. 32). Position puller jaws behind fifth
counter gear as shown.

Fig. 29 Removing Fifth Gear Fork Set Screw


(12) Measure thrust clearance between counter
fifth gear and thrust ring with feeler gauge. Clearance should be 0.10 - 0.40 mm (0.003 - 0.019 in.). If
clearance exceeds limits, gear and/or ring will have
to be replaced.

Fig. 32 Loosening Fifth Spline Gear

AX 15 MANUAL TRANSMISSION
(14) Remove fifth spline gear (Fig. 33).
(15) Remove fifth gear synchro ring (Fig. 34).
(16) Remove fifth gear synchro and sleeve assembly (Fig. 35).

21 - 15

(17) Remove counter fifth gear thrust ring (Fig. 36).


(18) Remove thrust ring lock ball with pencil magnet (Fig. 37).
(19) Remove bolts attaching output shaft rear
bearing retainer to intermediate plate (Fig. 38).

Fig. 33 Removing Fifth Spline Gear


Fig. 36 Removing Fifth Gear Thrust Ring

Fig. 34 Removing Fifth Gear Synchro Ring


Fig. 37 Removing Thrust Ring Lock Ball

Fig. 35 Removing Counter Fifth Gear And Synchro


Assembly

Fig. 38 Removing Output Shaft Rear Bearing


Retainer Bolts

21 - 16

AX 15 MANUAL TRANSMISSION

Fig. 39 Removing Output Shaft Rear Bearing


Retainer
(20) Remove rear bearing retainer (Fig. 39).
(21) Remove reverse idler gear and shaft (Fig. 40).

SHIFT RAIL AND FORK REMOVAL


There are a total of five shift rails in the AX 15
transmission. The 1-2, 3-4, fifth gear and front reverse shift rails are shown in Figure 41.
Two shift rails are used for reverse gear range. The
front reverse rail is at the forward side of the intermediate plate (Fig. 41). The short rear reverse rail
and reverse shift head are at the rear side of the intermediate plate.

Fig. 40 Removing Reverse Idler Gear And Shaft


It is not necessary to remove the shift rails if
they do not require service during overhaul.
Only the shift forks need be removed for access
to the transmission shafts and gears.
(1) Remove fifth gear shift rail (Fig. 41). Catch lock
ball in your hand as rail comes out of intermediate
plate.

Fig. 41 Shift Rail Identification

AX 15 MANUAL TRANSMISSION

21 - 17

(2) Remove 1-2 and 3-4 shift rail C-rings with two
screwdrivers of equal size and length (Fig. 42).

Fig. 44 Removing 3-4 Shift Rail

Fig. 42 Removing Shift Rail C-Rings


(3) Remove shift fork set screws (Fig. 43).

Fig. 45 Removing 3-4 Shift Rail Interlock Plug

Fig. 43 Removing Shift Fork Set Screws


(4) Remove 3-4 shift rail from shift fork and intermediate plate (Fig. 44).
(5) Remove 3-4 shift rail interlock plug from intermediate plate with magnet (Fig. 45).
(6) Remove 1-2 shift rail from shift fork and intermediate plate (Fig. 46).

Fig. 46 Removing 1-2 Shift Rail

21 - 18

AX 15 MANUAL TRANSMISSION

(7) Remove 1-2 shift rail interlock pin from shift


rail (Fig. 47).

Fig. 49 Removing Fifth Gear Shift Rail Lock Ball


Fig. 47 Removing 1-2 Shift Rail Interlock Pin
(8) Remove 1-2 shift rail interlock plug from intermediate plate (Fig. 48).

Fig. 48 Removing 1-2 Shift Rail Interlock Plug


(9) Lift reverse shift fork upward and remove fifth
gear shift rail lock ball (Fig. 49)..
(10) Remove 3-4 shift fork (Fig. 50).
(11) Remove 1-2 shift fork (Fig. 50)

Fig. 50 Shift Fork Removal

AX 15 MANUAL TRANSMISSION
(12) Remove reverse shift rail C-ring with two
equal length and size screwdrivers (Fig. 51).

21 - 19

(15) Position shift rails, shift forks, lock balls, interlock plugs and interlock pins on the workbench in
order of removal. This will help in identifying components during inspection and assembly.

Fig. 53 Removing Reverse Shift Rail Interlock Pin


OUTPUT SHAFT AND CLUSTER GEAR
REMOVAL
(1) Remove output shaft rear bearing snap ring
(Fig. 54).
(2) Remove cluster gear rear bearing snap ring
(Fig. 54).

Fig. 51 Removing Reverse Shift Rail C-Ring


(13) Remove reverse shift rail and fork (Fig. 52).

Fig. 52 Removing Reverse Shift Rail And Fork


(14) Remove interlock pin from reverse shift rail
(Fig. 53).

Fig. 54 Removing Bearing Snap Rings

21 - 20

AX 15 MANUAL TRANSMISSION

(3) Tap end of output shaft with mallet to unseat


and start rear bearing out of intermediate plate (Fig.
55).
(4) Remove output shaft by rocking it lightly until
rear bearing comes out of intermediate plate (Fig.
56).

Fig. 57 Cluster Gear Removal

Fig. 55 Unseating Output Shaft Rear Bearing

Fig. 58 Removing Cluster Gear Rear Bearing

Fig. 56 Input/Output Shaft Assembly Removal


(5) Remove cluster gear by pulling it straight out
of rear bearing (Fig. 57).
(6) Remove cluster gear rear bearing from intermediate plate (Fig. 58).
(7) Remove input shaft from output shaft (Fig. 59).

Fig. 59 Input Shaft Removal

AX 15 MANUAL TRANSMISSION

21 - 21

(8) Remove output shaft pilot bearing from input


shaft (Fig. 60).

Fig. 60 Removing Input Shaft Pilot Bearing


(9) Remove synchro ring from input shaft (Fig. 61).
(10) Remove bearing snap ring and press bearing
off input shaft (Fig. 61).

Fig. 62 Checking Output Shaft Gear Thrust


Clearance
(5) Remove first/reverse hub snap ring (Fig. 63).
(6) Remove synchro ring.
(7) Press reverse gear and first/reverse hub off
shaft as assembly.
(8) Remove remaining synchro ring and second
gear and bearing (Fig. 63).
(9) Remove snap ring at front of output shaft (Fig.
63).
(10) Press 3-4 hub and sleeve off output shaft as
assembly (Fig. 63).
(11) Remove synchro ring.
(12) Remove third gear and needle bearing (Fig.
63).

Fig. 61 Input Shaft Components


OUTPUT SHAFT DISASSEMBLY
(1) Measure thrust clearance of output shaft first,
second and third gears with feeler gauge (Fig. 62).
First gear clearance should be 0.10 - 0.40 mm
(0.003 - 0.0197 in).
Secondthird gear clearance should be 0.10 - 0.30
mm (0.003 - 0.0118 in.).
(2) If first gear thrust clearance is incorrect, replace gear and thrust washer. If second or third
gear clearance is incorrect, either gear and
bearing, or output shaft flange is worn. Refer to
output shaft inspection in Cleaning and Inspection section.
(3) Press fifth gear and rear bearing off rear of
output shaft.
(4) Remove thrust washer, pin, and first gear and
bearing (Fig. 62).

TRANSMISSION CLEANING AND INSPECTION


Clean the transmission components in solvent. Dry
the cases, gears, shift mechanism and shafts with
compressed air. Dry the bearings with clean, dry
shop towels only. Never use compressed air on
the bearings. This could damage the bearing
rollers.
Replace components that are obviously worn,
cracked, chipped or damaged in any way.
Inspect the transmission case. Replace the case if
cracked or porous or if any of the bearing and gear
bores are damaged.
Output Shaft Inspection
Measure thickness of the output shaft flange with
a micrometer (Fig. 64). Minimum allowable flange
thickness is 4.70 mm (0.185 in).
If shaft flange thickness is OK but previously
measured second/third gear thrust clearance
was incorrect (Fig. 62), replace the necessary

21 - 22

AX 15 MANUAL TRANSMISSION

Fig. 63 Output Shaft And Gears


gear and needle bearing as an assembly.
Check diameter of the first, second and third gear
bearing surfaces of the output shaft (Fig. 64). Minimum allowable diameters are:
38.86 mm (1.529 in.) for first gear surface
46.86 mm (1.844 in.) for second gear surface
37.86 mm (1.490 in.) for third gear surface
Check output shaft runout with V-blocks and a dial
indicator (Fig. 64). Maximum allowable runout is
0.06 mm (0.0024 in.).
Replace the output shaft if any surface measured
fails to meet stated tolerance.
Cluster Gear Inspection
Inspect the cluster gear teeth. Replace the gear if
any teeth are worn or damaged or if the bearing surfaces are damaged.
Check diameter of the cluster gear journal with a
micrometer (Fig. 65). Minimum allowable diameter is
27.860 mm (1.096 in.).
Check condition of the cluster gear front bearing.
Replace the bearing if worn, noisy, or damaged.

GEAR AND SYNCHRO INSPECTION


Install the synchro rings on their respective gears.
Rotate each ring on the gear and note synchro action.
Replace any synchro ring that exhibits a lack of
braking action or binds on the gear. Also replace any
ring that is worn or has chipped or broken teeth.
Measure end clearance between the synchro ring
and the gear with a feeler gauge (Fig. 66). Clearance
should be 0.06 mm - 1.6 mm (0.024 - 0.063 in.).
Install the needle bearings in the first, second and
third gears. Then install the gears on the output
shaft and check shaft-to-gear clearance with a dial
indicator (Fig. 67).
Maximum allowable clearance is 0.16 mm (0.0063
in.). If any gear exhibits excessive clearance, replace
the gear and needle bearing.

AX 15 MANUAL TRANSMISSION

21 - 23

Fig. 66 Checking Synchro Ring End Clearance

Fig. 64 Checking Output Shaft Tolerances

Fig. 67 Checking Gear-To-Shaft Clearance

Fig. 65 Checking Cluster Gear Journal Diameter

21 - 24

AX 15 MANUAL TRANSMISSION

Check clearance between the shift forks and synchro sleeves with a feeler gauge (Fig. 68). Clearance
should not exceed 1.0 mm (0.039 in.). Replace the
synchro sleeve (and matching hub) if clearance exceeds the stated limit.

thread inserts if necessary. However, do not attempt


to repair if the cracks are evident around any
threaded hole.
Inspect the reverse pin in the adapter/extension
housing. Replace the pin if worn or damaged. Refer
to the replacement procedure in the Transmission Assembly section.

TRANSMISSION ASSEMBLY AND ADJUSTMENT


Lubricate the transmission components with Mopar
75W-90 gear lubricant during assembly. Use petroleum jelly to lubricate seal lips and/or hold parts in
place during installation.

FRONT BEARING, SEAL AND PIN


INSTALLATION
(1) Press front bearing on input shaft. Then secure
bearing with thickest snap ring that will fit in shaft
groove (Fig. 70).

Fig. 68 Checking Shift Fork-To-Sleeve Clearance


Check condition of the reverse idler gear bushing
(Fig. 69). Replace the gear if the bushing is damaged
or worn.

Fig. 70 Selecting Input Shaft Front Bearing Snap


Ring

Fig. 69 Reverse Idler Gear Bushing


Gear Case, Housing And Intermediate Plate
Clean the case, housing and plate with solvent and
dry with compressed air. Replace any component that
is cracked, warped or damaged in any way.
Inspect the threads in the case, housing and plate.
Minor thread damage can be repaired with steel

(2) Press front bearing on cluster gear. Then secure bearing with thickest snap ring that will fit in
ring groove on gear (Fig. 71).
(3) Install new oil seals in front bearing retainer
and adapter housing (Fig. 72). Installation depth for
bearing retainer seal is 10.5 - 11.5 mm (0.414 - 0.453
in.).
(4) Install reverse shaft and shaft retaining pin in
adapter housing. Then install access hole plug with
torx bit (Fig. 73).
(5) Lubricate reverse shaft and gear components
with Mopar 75W-90 gear lubricant.

AX 15 MANUAL TRANSMISSION

Fig. 71 Selecting Cluster Gear Front Bearing Snap


Ring

21 - 25

Fig. 73 Installing Reverse Shaft Pin


(3) Install synchro ring on third gear (Fig. 63).
(4) Assemble 1-2 and 3-4 synchro hubs and sleeves
(Fig.74).

Fig. 74 Synchro Sleeve And Hub Identification

Fig. 72 Oil Seal Installation


OUTPUT SHAFT ASSEMBLY
(1) Lubricate output shaft journals, gears and needle bearings with Mopar 75W-90 gear lubricant.
(2) Install third gear and needle bearing on shaft
(Fig. 63)

(5) Install inserts and springs in synchro sleeves.


Position open ends of springs 180 apart as shown
(Fig. 75).
(6) Install 3-4 synchro hub and sleeve on output
shaft. Press hub onto shaft if necessary.
(7) Install 3-4 synchro hub snap ring (Fig. 76). Use
thickest snap ring that will fit in shaft groove.
(8) Verify third gear thrust clearance with feeler
gauge (Fig. 56). Clearance should be 0.10 - 0.25 mm
(0.004 - 0.010 in.).
(9) Lubricate remaining output shaft gears and
bearings with gear lubricant.
(10) Install second gear and needle bearing on
shaft (Fig. 78).

21 - 26

AX 15 MANUAL TRANSMISSION

Fig. 75 Insert Spring Position


Fig. 77 Checking Third Gear Clearance

Fig. 76 Installing 3-4 Synchro Hub Snap Ring


(11) Install synchro ring on second gear (Fig. 78).
(12) Assemble first/reverse hub, insert springs, inserts, reverse gear and 1-2 sleeve (Fig. 78). Be sure
spring ends are 180 apart. Note that splines in
hub bore are chamfered on one side. Install
hub so chamfered side faces front of output
shaft.
(13) Press assembled hub and sleeve on output
shaft.
(14) Install selective snap ring (Fig. 78). Use thickest snap ring that will fit in output shaft groove.
(15) Install synchro ring on first gear (Fig. 79).
(16) Install first gear spacer on shaft and against
selective fit snap ring (Fig. 79).
(17) Install first gear and needle bearing (Fig. 79)
on output shaft.

Fig. 78 Second Gear And Synchro Assembly


(18) Install locating pin and thrust washer on
shaft (Fig. 79).
(19) Press rear bearing on shaft. Position bearing
snap ring groove so it is closest to end of output
shaft.
(20) Check first and second gear thrust clearance
with feeler gauge (Fig. 62).
First gear clearance should be 0.10 - 0.40 mm
(0.003 - 0.0197 in.)
Second gear clearance should be 0.10 - 0.30 mm
(0.003 - 0.0118 in.)
(21) Press fifth gear onto output shaft. Then install
select fit snap ring (Fig. 80). Use thickest snap ring
that will fit in shaft groove.

AX 15 MANUAL TRANSMISSION

21 - 27

(3) Install cluster gear rear bearing in intermediate plate (Fig. 81). Be sure snap ring groove in bearing is rearward as shown.

Fig. 79 First And Fifth Gear Components

Fig. 81 Installing Cluster Gear Rear Bearing


(4) Start cluster gear into bearing (Fig. 57). Then
hold bearing and push gear into place. Use plastic or
rawhide mallet to seat bearing if necessary.
(5) Start output shaft rear bearing in intermediate
plate. Push shaft rearward and tap intermediate
plate with mallet to seat bearing.
(6) Install snap rings on cluster and output shaft
rear bearings only (Fig. 82). Do not install front
bearing snap rings at this time.

Fig. 80 Selecting Fifth Gear Snap Ring


(22) Lubricate input shaft pilot bearing with petroleum jelly and install bearing in shaft (Fig. 60).
(23) Install input shaft on output shaft (Fig. 59).
Be sure output shaft hub is fully seated in pilot bearing.

OUTPUT SHAFT AND CLUSTER GEAR


INSTALLATION
(1) Mount intermediate plate in vise (Fig. 24).
(2) Lubricate cluster gear journal and rear bearing
with petroleum jelly or gear lubricant.

Fig. 82 Installing Rear Bearing Snap Rings


(7) Install reverse idler gear and shaft (Fig. 83).
(8) Position rear bearing retainer over output shaft
and rear bearing. Be sure bearing retainer tab is
engaged in reverse idler shaft notch (Fig. 84).
(9) Install and tighten rear bearing retainer bolts
to 18 Nzm (13 ft-lbs).

21 - 28

AX 15 MANUAL TRANSMISSION

Fig. 83 Installing Reverse Idler Gear And Shaft

Fig. 84 Installing Rear Bearing Retainer

SHIFT RAIL AND FORK INSTALLATION


The shift rail interlock pins, balls and plugs must
be installed in the correct sequence for proper shifting. Refer to the installation diagram (Fig. 85) during
assembly.
Coat the intermediate plate shift rail bores
and the interlock balls, pins and plugs with a
heavy coating of petroleum jelly before assem-

bly. The jelly will hold the interlock components in place making installation easier. Use a
pencil magnet to hold and insert the interlocks.
Then use a small screwdriver to push the interlock components into place.

Fig. 85 Shift Rail Ball-Plug-Pin Position

AX 15 MANUAL TRANSMISSION

21 - 29

(1) Coat reverse rail interlock pin with petroleum


jelly and install pin in rail (Fig. 86).

Fig. 86 Installing Reverse Shift Rail Interlock Pin


(2) Install reverse shift rail in intermediate plate
(Fig. 87).
(3) Install reverse shift rail C-ring (Fig. 51).

Fig. 88 Shift Fork Installation

Fig. 87 Installing Reverse Shift Rail And Fork


(4) Position 1-2 and 3-4 shift forks in synchro
sleeves (Fig. 88).
(5) Coat reverse rail lock ball with petroleum jelly.
Then tilt reverse shift fork upward and insert ball in
intermediate plate (Fig. 89).

Fig. 89 Installing Reverse Shift Rail Lock Ball

21 - 30

AX 15 MANUAL TRANSMISSION

(6) Coat 1-2 shift rail interlock plug with petroleum jelly and install it in intermediate plate bore
(Fig. 90).

Fig. 92 Installing 1-2 Shift Rail

Fig. 90 Installing 1-2 Shift Rail Interlock Plug


(7) Coat 1-2 shift rail interlock pin with petroleum
jelly and insert it in shift rail (Fig. 91).

Fig. 93 Installing 3-4 Shift Rail Interlock Plug

Fig. 91 Installing 1-2 Shift Rail Interlock Pin


(8) Install 1-2 shift rail in intermediate plate and
1-2 fork (Fig. 92).
(9) Coat 3-4 shift rail interlock plug with petroleum jelly and install plug in intermediate plate (Fig.
93).
(10) Install 3-4 shift rail in intermediate plate and
in both shift forks (Fig. 94).
(11) Verify that none of interlock balls, plugs, or
pins were displaced during shift rail installation.

Fig. 94 Installing 3-4 Shift Rail

AX 15 MANUAL TRANSMISSION

21 - 31

(12) Install and tighten shift fork setscrews to 20


Nzm (14 ft. lbs.) torque (Fig. 95).

Fig. 97 Installing Thrust Ring Lock Ball


Fig. 95 Installing Shift Fork Set Screws
(13) Install 1-2 and 3-4 shift rail C-rings (Fig. 96).
(14) Insert fifth gear shift rail through reverse
shift fork. Then slide rail into intermediate plate
just far enough to secure interlock ball. Do not
fully install shift rail at this time.

Fig. 98 Installing Fifth Gear Thrust Ring

Fig. 96 Installing Shift Rail C-Rings


FIFTH-REVERSE GEAR AND SHIFT
COMPONENT INSTALLATION
(1) Install thrust ring lock ball in cluster gear journal (Fig. 97). Use petroleum jelly to hold ball in
place.
(2) Install fifth gear thrust ring (Fig. 98). Be sure
thrust ring notch fits over lock ball.
(3) Assemble counter fifth gear, synchro sleeve, inserts and insert springs (Fig. 99).

Fig. 99 Assembling Fifth Gear And Synchro


Assembly

21 - 32

AX 15 MANUAL TRANSMISSION

(4) Lubricate two-piece bearing with petroleum


jelly and install it in counter fifth gear (Fig. 100).

(7) Install fifth spline gear on cluster journal (Fig.


103). Tap spline gear into place with plastic mallet if
necessary.

Fig. 100 Installing Counter Fifth Gear Bearing


(5) Install counter fifth gear and synchro assembly
on cluster gear journal (Fig. 101).

Fig. 103 Installing Fifth Spline Gear


(8) Install fifth gear selective snap ring (Fig. 104).
Use thickest snap ring that will fit in shaft groove.

Fig. 101 Installing Counter Fifth Gear And Sleeve


(6) Install synchro ring in synchro sleeve (Fig.
102).

Fig. 104 Installing Fifth Gear Snap Ring

Fig. 102 Installing Fifth Gear Synchro Ring

AX 15 MANUAL TRANSMISSION
(9) Install reverse shift head and rail (Fig. 105).
Then install lock ball in shift head.

21 - 33

through fork, shift head, intermediate plate and reverse shift fork. Be sure interlock ball is not displaced during installation.
(12) Align screw holes in shift fork and rail and install set screw (Fig. 108). Tighten screw to 20 Nzm
(15 ft. lbs.) torque.

Fig. 105 Installing Reverse Shift Head And Rail


(10) Position fifth gear shift fork in synchro sleeve
(Fig. 106).

Fig. 108 Shift Fork Set Screw Installation


(13) Install lock balls and springs in intermediate
plate (Fig. 109). Then install and tighten lock ball
plugs to 19 Nzm (14 ft. lbs.) torque.

Fig. 106 Installing Fifth Gear Shift Fork


(11) Install fifth gear shift rail (Fig. 107). Slide rail

Fig. 109 Detent Ball And Spring Installation


Fig. 107 Installing Fifth Gear Shift Rail

21 - 34

AX 15 MANUAL TRANSMISSION

(14) Install reverse shift arm bracket (Fig. 110).


Tighten bracket bolts to 18 Nzm (13 ft. lbs.) torque.
(15) Install reverse shift arm (Fig. 110). Position
arm on reverse fork pin and engage it with pin on
shift arm bracket.
(16) Verify that shift arm shoe is engaged in reverse idler gear. Then secure shift arm to pin on reverse fork with new E-clip.

Fig. 112 Installing Gear Case

Fig. 110 Reverse Shift Arm And Bracket Installation


GEAR CASE AND ADAPTER INSTALLATION
(1) Dismount intermediate plate and gear assemblies from vise.
(2) Clean mating surfaces of intermediate plate
and transmission gear case with wax and grease remover. Then wipe dry with a clean cloth.
(3) Apply 3 mm (1/8 in.) wide bead of Mopar Gasket Maker to mating surface of gear case. Keep
sealer bead inside bolt holes as shown (Fig. 111).

Fig. 113 Installing Front Bearing Snap Rings

Fig. 111 Applying Sealer To Gear Case


(4) Install gear case (Fig. 112). Align shift rails and
bearings in case and tap case into position.
(5) Verify that gear case is seated on intermediate
plate dowel pins.
(6) Install front bearing snap rings (Fig. 113).

(7) Clean gear case and front bearing retainer sealing surfaces with wax and grease remover. Then
wipe dry with a clean cloth.
(8) Install new seal in front bearing retainer. Then
lubricate seal lip with petroleum jelly. Installation
depth for seal is 10.5 - 11.5 mm (0.413 - 0.453 in.).
(9) Apply a 3 mm (1/8 in.) wide bead of Mopar
Gasket Maker to front bearing retainer sealing surface.
(10) Align and install front bearing retainer (Fig.
114). Be sure retainer is properly seated on case and
bearings.
(11) Install and tighten front bearing retainer bolts
to 17 Nzm (12 ft. lbs.) torque.
(12) On 2-wheel drive models, install speedometer
gear, lock ball and retaining rings (Fig. 115). Be sure
lock ball is engaged in gear.

AX 15 MANUAL TRANSMISSION

21 - 35

(a) Remove roll pin access plug (Fig. 117).

Fig. 114 Installing Front Bearing Retainer


Fig. 117 Access Plug Removal/Installation
(b) Tap roll pin out of housing with pin punch
(Fig. 118). Then remove old reverse pin.
(c) Install new reverse pin and secure it with roll
pin. Then install and tighten access plug to 19 Nzm
(14 ft. lbs.) torque.

Fig. 115 Speedometer Gear Installation (2WD


Models)
(13) Inspect condition of reverse pin in adapter/extension housing (Fig. 116). If pin is worn or damaged,
replace it as follows:

Fig. 118 Roll Pin Removal/Installation

Fig. 116 Reverse Pin Position

(14) Clean sealing surfaces of adapter or extension


housing and intermediate plate with wax and grease
remover. Then wipe dry with a clean cloth.
(15) Apply 3 mm (1/8 in.) wide bead of Mopar Gasket Maker to sealing surface of adapter or extension
housing. Keep sealer bead inside bolt holes as shown
in Figure 111.
(16) Align and install adapter or extension housing
on intermediate plate (Fig. 119). Be sure housing is
seated on intermediate plate dowel pins.
(17) Coat threads of housing attaching bolts with
silicone sealer. Then install and tighten bolts to 37
Nzm (27 ft. lbs.) torque.
(18) Install detent ball (Fig. 120).
(19) Install detent spring (Fig. 121).

21 - 36

AX 15 MANUAL TRANSMISSION

Fig. 119 Adapter/Extension Housing Installation

Fig. 122 Installing Detent Access Plug

(20) Install detent access plug (Fig. 122). Tighten


plug to 19 Nzm (14 ft. lbs.) torque.

Fig. 123 Installing Shift Arm Shaft


Fig. 120 Installing Detent Ball

Fig. 124 Shift Arm Installation


Fig. 121 Installing Detent Spring
(21) Lubricate shift arm shaft and install it in
adapter housing (Fig. 123).
(22) Position shift arm in adapter housing (Fig.
124). Be sure arm is engaged in shift rails.

(23) Align shift arm with shaft and push shaft into
arm.
(24) Rotate shift arm shaft until set screw holes in
shaft and arm are aligned.
(25) Install and tighten shift arm set screw to 38
Nzm (28 ft. lbs.) torque (Fig. 125).

AX 15 MANUAL TRANSMISSION
(26) Install and tighten restrictor pins to 19 Nzm
(14 ft. lbs.) torque (Fig. 125).
(27) Install and tighten shift arm shaft access plug
to 19 Nzm (14 ft. lbs.) torque (Fig. 126).

Fig. 125 Set Screw And Restrictor Pin Installation

Fig. 126 Access Plug Installation

Fig. 127 Shift Tower Gasket Installation

21 - 37

(28) Position new shift tower gasket on adapter


housing (Fig 127).
(29) Install shift tower (Fig. 128). Tighten tower
attaching bolts to 18 Nzm (13 ft. lbs.) torque.
(30) Install new gasket on backup light switch and install switch. Tighten switch to 37 Nzm (27 ft. lbs.) torque.
(31) Install new washer on drain plug. Then install
and tighten plug to 37 Nzm (27 ft. lbs.) torque.
(32) If transmission will be filled with gear lubricant
before installation, place transmission in a level position.
Then fill with Mopar 75W-90, grade GL-5 gear lubricant.
Correct fill level is to bottom edge of fill plug hole.
(33) Install new washer on fill plug. Then install
and tighten plug to 37 Nzm (27 ft. lbs.) torque.
(34) Install clutch housing and release bearing
components.
(35) On 2-wheel drive models, install new seal in
extension housing with suitable size installer tool
(Fig. 129). Lubricate seal lips with petroleum jelly
before installation.
(36) On 2-wheel drive models, install speedometer
driven gear (if removed), and vehicle speed sensor.

Fig. 128 Shift Tower Installation

Fig. 129 Installing Extension Housing Seal (2WD


Models)

21 - 38

NV3500 MANUAL TRANSMISSION


NV3500 MANUAL TRANSMISSION
INDEX
page

Drain and Fill Plug Locations . . . . . . . . . . . . . . . .


General Service Information . . . . . . . . . . . . . . . .
Speedometer Service . . . . . . . . . . . . . . . . . . . . .
Transmission Assembly . . . . . . . . . . . . . . . . . . . .
Transmission Changes . . . . . . . . . . . . . . . . . . . .
Transmission Component Cleaning and Inspection
Transmission Diagnosis . . . . . . . . . . . . . . . . . . . .
Transmission Disassembly and Overhaul . . . . . . .

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GENERAL SERVICE INFORMATION


The NV3500 is a medium-duty, 5-speed, fully synchronized manual transmission. Fifth gear is an
overdrive range with a ratio of 0.0729:1. The NV3500
is used with 5.2L engines and is available in two and
four-wheel drive configurations.
The transmission gear case consists of two aluminum housings (Fig. 1). The clutch housing is not a removable component. It is an integral part of the front
housing.

page
Transmission
Transmission
Transmission
Transmission
Transmission
Transmission
Transmission

Gear Ratios . . . . . . . . . . . .
Installation (2-Wheel Drive) .
Installation (4-Wheel Drive) .
Lubricant . . . . . . . . . . . . . .
Lubricant Level and Capacity
Removal (2-Wheel Drive) . .
Removal (4-Wheel Drive) . .

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Roller bearings are used to support the transmission shafts in the two housings. The transmission
gears all rotate on caged type needle bearings.
The NV3500 has only one shift shaft; all three shift
forks are mounted on the single shaft. The shaft is
supported in the front and rear housings by bushings
and one bearing. Internal shift components consist of
the forks, shaft, shift lever socket, anti-rotation
bracket, bias spring and detent components (Fig. 2).

NV3500 MANUAL TRANSMISSION

Fig. 1 NV3500 Manual Transmission

21 - 39

21 - 40

NV3500 MANUAL TRANSMISSION

Fig. 2 NV3500 Shift Mechanism

TRANSMISSION LUBRICANT
Required lubricant for the NV3500 is Mopar Manual Transmission Lubricant P/N 4761526. This is the
only lubricant recommended for use in NV3500
transmissions.

TRANSMISSION LUBRICANT LEVEL AND


CAPACITY
The correct transmission lubricant level is to the
bottom edge of the fill plug hole.
The transmission must be level to obtain an accurate lubricant level check. A drive-on hoist is recommended for this purpose.
Dry fill lubricant capacity of the NV3500 is 1.98 liters (4.2 pints). This is the approximate quantity
needed to refill the transmission after a lubricant
change or overhaul.

DRAIN AND FILL PLUG LOCATIONS


The NV3500 fill and drain plugs are both located
in the front housing. The fill plug is at the passenger
side of the housing. The drain plug is at the bottom
of the housing (Fig. 3).

TRANSMISSION GEAR RATIOS


Two versions of the NV3500 will be used during
the 1995 model year. The original version has the
4.01 first gear. The new version will have a closer ra-

Fig. 3 Drain and Fill Plug Locations


tio gearset as indicated. For this reason, it is very
important that the correct transmission part
number be used for service parts ordering.

NV3500 MANUAL TRANSMISSION


original gearset ratios are:
first.....4.01:1
second....2.31:1
third.....1.40:1
fourth....1:1
fifth.....0.72:1
reverse...3.55:1
new gearset ratios are:
first.....3.49:1
second....2.16:1
third.....1.40:1
fourth....1:1
fifth.....0.72:1
reverse...3.55:1

TRANSMISSION CHANGES
The shift lever assembly and shift mechanism are
new for 1995. The new design self-biasing shift lever
is mounted in a lightweight shift tower. The lever
and tower are serviced as an assembly.
The shift socket and shift shaft are basically unchanged. However, the bias spring, and anti-rotation
bracket and rollers are no longer necessary and have
been eliminated. This is made possible by the new
self-biasing shift lever assembly.

TRANSMISSION DIAGNOSIS
LOW LUBRICANT LEVEL
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill, or an incorrect lubricant level check.
Leaks can occur at the mating surfaces of the housings, or from the front/rear seals. A suspected leak
could also be the result of an overfill condition.
Leaks at component mating surfaces will probably
be the result of inadequate sealer, gaps in the sealer,
incorrect bolt tightening, or use of a non-recommended sealer.
A leak at the front of the transmission will be from
either a loose or damaged, front bearing retainer or
retainer seal. Lubricant may also drip from the
transmission clutch housing after extended operation. If the leak is severe, it will contaminate the
clutch disc causing slip, grab and chatter.
Transmissions filled from air or electrically powered lubricant containers can be underfilled. This
generally happens when the container delivery mechanism is improperly calibrated. Always check the lubricant level after filling to avoid an under fill
condition.
A correct lubricant level check can only be
made when the vehicle is level; use a drive-on
hoist to ensure this. Also allow the lubricant to
settle for a minute or so before checking. These
recommendations will ensure an accurate
check and avoid an under-or-overfill condition.

21 - 41

HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper or contaminated lubricants, transmission component damage, clutch linkage malfunction,
or by a damaged clutch pressure plate or disc.
Substantial lubricant leaks can result in gear, shift
component, synchro and bearing damage. If a leak
goes undetected for an extended period, the first indications of a problem are usually hard shifting and
noise.
Incorrect or contaminated lubricants can also contribute to hard shifting. The consequence of using
non-recommended lubricants is noise, excessive wear,
internal bind and hard shifting.
Improper clutch release is a frequent cause of hard
shifting. Incorrect adjustment or a worn, damaged
pressure plate or disc can cause incorrect release. If
the clutch problem is advanced, gear clash during
shifts can result.
Worn or damaged synchro rings can cause gear
clash when shifting into any forward gear. In some
new or rebuilt transmissions, new synchro rings may
tend to stick slightly causing stiff and/or noisy shifts.
In most cases, this condition will decline as the rings
wear-in.
TRANSMISSION NOISE
Most manual transmissions make some noise during normal operation. Rotating gears can generate a
mild whine that may only be audible at extreme
speeds.
Severe, obviously audible transmission noise is
generally the result of a lubricant problem. Insufficient, improper, or contaminated lubricant can promote rapid wear of gears, synchros, shift rails, forks
and bearings. The overheating caused by a lubricant
problem, can also lead to gear breakage.

SPEEDOMETER SERVICE
Rear axle gear ratio and tire size determine pinion
gear requirements. If the gear must be replaced, refer to the parts catalogue information for the correct
gear.

SPEEDOMETER ASSEMBLY REMOVAL


(1) Raise vehicle.
(2) Disconnect wires from vehicle speed sensor.
(3) Remove adapter clamp and screw (Fig. 4).
(4) Remove speed sensor and speedometer adapter
as assembly.
(5) Remove speed sensor retaining screw and remove sensor from adapter.
(6) Remove speedometer pinion from adapter.
(7) Inspect sensor and adapter O-rings (Fig. 4). Remove and discard O-rings if worn or damaged.
(8) Inspect terminal pins in speed sensor. Clean
pins with Mopar electrical spray cleaner if dirty or

21 - 42

NV3500 MANUAL TRANSMISSION

Fig. 4 Speedometer Components


oxidized. Replace sensor if faulty, or pins are loose,
severely corroded, or damaged.

SPEEDOMETER INSTALLATION AND


INDEXING
(1) Thoroughly clean adapter flange and adapter
mounting surface in housing. Surfaces must be clean
for proper adapter alignment and speedometer operation.
(2) Install new O-rings on speed sensor and speedometer adapter if necessary (Fig. 4).
(3) Lubricate sensor and adapter O-rings with
transmission fluid.
(4) Install vehicle speed sensor in speedometer
adapter. Tighten sensor attaching screw to 2-3 Nzm
(15-27 in. lbs.) torque.
(5) Install speedometer pinion in adapter.
(6) Count number of teeth on speedometer pinion.
Do this before installing assembly in housing. Then
lubricate pinion teeth with transmission fluid.
(7) Note index numbers on adapter body (Fig. 5).
These numbers will correspond to number of teeth on
pinion.
(8) Install speedometer assembly in housing.
(9) Rotate adapter until required range numbers
are at 6 o-clock position. Be sure range index numbers correspond to number of teeth on pinion gear.
(10) Install speedometer adapter clamp and retaining screw. Tighten clamp screw to 10-12 Nzm (90-110
in. lbs.) torque.
(11) Connect wires to vehicle speed sensor.
(12) Lower vehicle and top off transmission fluid
level if necessary.

Fig. 5 Location Of Index Numbers On Speedometer


Adapter

TRANSMISSION REMOVAL (2-WHEEL DRIVE)


(1) Disconnect battery negative cable.
(2) Shift transmission into Neutral.
(3) Remove shift boot bezel screws and slide boot
upward on shift lever extension. Then loosen extension locknut and unscrew extension from transmission shift lever.
(4) Remove shift tower attaching bolts and remove
lever and tower assembly (Fig. 6). Shift lever isolator
and plate can also be removed at this time if plate
sealer bead has broken loose.
(5) Remove shift lever isolator and plate assembly
from rear housing (Fig. 7). Plate assembly is oneway fit. Note position of plate for installation

NV3500 MANUAL TRANSMISSION

Fig. 6 Shift Lever Assembly Removal/Installation


reference before removal. Narrow side of plate
goes toward driver side of transmission and
rubber coated side of plate faces upward.

Fig. 7 Shift Lever Isolator And Plate Removal


(6) Cover shift housing opening with shop towels to
prevent entry of dirt or foreign material.
(7) Raise vehicle on hoist.
(8) Remove crankshaft position sensor. Retain sensor attaching bolts.
(9) Remove skid plate, if equipped.
(10) Drain transmission lubricant if transmission
will be disassembled for service.
(11) Mark propeller shaft and U-joint for installation reference. Then disconnect and remove propeller
shaft.
(12) Disconnect vehicle speed sensor wires.
(13) Disengage wire harnesses from clips on transmission housing (Fig. 8).
(14) Support engine with adjustable jack stand.
(15) Remove nuts attaching insulator to crossmember. Then remove insulator from extension housing if
necessary.

21 - 43

Fig. 8 Wire Harness Clip Locations (On


Transmission)
(16) Remove bolts and nuts attaching crossmember
to frame rails. Rotate crossmember diagonally and
remove crossmember.
(17) Disconnect exhaust pipes at manifold and at
converter or muffler connections as needed. Then remove Y-pipe, converter and tailpipe.
(18) Remove slave cylinder attaching nuts and remove cylinder. Move cylinder aside for working clearance.
(19) Remove starter motor.
(20) Support transmission with transmission jack.
Secure transmission to jack with safety chains.
(21) Remove nuts/bolts attaching clutch housing to
engine.
(22) Move transmission and clutch housing rearward until clear of engine. Then lower jack and remove transmission from under vehicle.
(23) Remove transmission from jack and position
transmission on workbench.
(24) If transmission will be overhauled, remove release bearing, and fork and remove clutch housing
from transmission.

TRANSMISSION REMOVAL (4-WHEEL DRIVE)


(1) Disconnect battery negative cable.
(2) Shift transmission into Neutral.
(3) Remove screws attaching shift boot bezel and
slide boot upward on shift lever extension. Then
loosen extension locknut and unscrew extension from
shift lever.
(4) Remove bolts attaching shift tower and lever
assembly and remove assembly (Fig. 6). Shift lever

21 - 44

NV3500 MANUAL TRANSMISSION

isolator and plate assembly can also be removed at


this time if plate sealer bead has broken loose.
(5) Remove isolator and plate assembly from shift
lever opening in rear housing (Fig. 7). Plate assembly is one-way fit. Note position of plate for installation reference before removal. Narrow
side of plate goes toward driver side of transmission and rubber coated side faces upward.
(6) Cover shift lever opening in rear housing with
shop towels to prevent entry of dirt/foreign material.
(7) Remove crankshaft position sensor. Retain sensor attaching bolts.
(8) Raise vehicle on hoist.
(9) Remove skid plate, if equipped.
(10) Drain transmission lubricant if transmission
will be disassembled for service.
(11) Mark propeller shafts and U-joints for installation reference. Then disconnect and remove propeller shafts.
(12) Disconnect vehicle speed sensor wires.
(13) Disconnect transfer case shift linkage at
transfer case range lever.
(14) Remove bolts attaching shift linkage bracket
to transfer case and move linkage and bracket aside.
(15) Remove nuts attaching transfer case to transmission adapter housing.
(16) Remove transfer case with aid of helper. Support transfer case with transmission jack. Move
transfer case rearward, tilt it away from fixed (welded) rear crossmember and work it out from between
transmission and crossmember.
(17) Support engine with adjustable jack stand.
(18) Remove nuts and bolts attaching support
bracket and cushions to fixed crossmember.
(19) Remove nuts and bolts attaching removable
crossmember to frame rails. Rotate crossmember diagonally to remove it.
(20) Disconnect exhaust pipes at manifold and at
converter or muffler connections as needed. Then remove Y-pipe, converter and tailpipe.
(21) Remove slave cylinder attaching nuts and remove cylinder. Move cylinder aside for working clearance.
(22) Remove clutch housing dust cover.
(23) On some models, it may be necessary to remove front axle struts and oil filter for access and removal clearance. Remove these components if
necessary.
(24) Support transmission with transmission jack.
Secure transmission to jack with safety chains.
(25) Remove bolts attaching transmission clutch
housing to engine block.
(26) Move transmission rearward until transmission clutch housing is clear of engine. Then lower
jack and remove transmission from under vehicle.
(27) Remove transmission from jack and position
transmission on workbench.

(28) If transmission will be disassembled for service, remove release bearing and fork.

TRANSMISSION INSTALLATION (2-WHEEL DRIVE)


(1) Make sure transmission clutch housing mounting surface is clean before installation.
(2) Lubricate release fork pivot ball, release fork,
release bearing hub and transmission bearing retainer surface with Mopar high temperature grease.
(3) Mount transmission on jack. Secure transmission to jack with safety chains.
(4) Lubricate transmission input shaft pilot hub
and splines with light coat of Mopar high temperature grease.
(5) Align transmission input shaft with release
bearing and clutch disc. Then slide transmission into
place on engine block.
(6) Install and tighten transmission clutch housing
bolts to 54-61 Nzm (40-45 ft. lbs.) torque. Be sure
housing is fully seated before tightening bolts. Install
housing dust cover after tightening housing bolts.
(7) Fill transmission with recommended Mopar
gear lubricant. Correct fill level is to bottom edge of
fill plug hole.
(8) Connect backup light switch wires.
(9) Connect transmission harnesses to clips on
case.
(10) Install crossmember. Tighten crossmember-toframe bolts to 68 Nzm (50 ft. lbs.) torque.
(11) Tighten crossmember-to-transmission insulator nuts to 68 Nzm (50 ft. lbs.) torque.
(12) Install slave cylinder. Tighten cylinder nuts to
23 Nzm (200 in. lbs.) torque.
(13) Remove jack used to support transmission.
(14) Install strut bolts/nuts, if removed. Also install oil filter if removal was necessary.
(15) Connect vehicle speed sensor wires.
(16) Install and connect exhaust system. Align exhaust components before tightening clamp and
bracket bolts and nuts. Be sure exhaust components
are clear of all chassis and driveline components.
(17) Align and install propeller shaft. Tighten
U-joint clamp bolts to 19 Nzm (170 in. lbs.) torque.
(18) Verify that all linkage components, hoses and
electrical wires have been connected.
(19) Remove any remaining support stands and
lower vehicle.
(20) Install crankshaft position sensor.
(21) Connect battery negative cable.
(22) Remove protective shop towels from shift lever
opening in transmission. Then apply Mopar Gasket
Maker, or Loctite 518 to isolator and plate assembly
mounting surface.
(23) Position isolator and plate assembly on transmission. Plate is one-way fit. Narrow side goes
toward driver side of transmission.

NV3500 MANUAL TRANSMISSION


(24) Install shift lever assembly. Tighten shift
tower bolts to 7-10 Nzm (5-7 ft. lbs.) torque.
(25) Install shift lever extension and shift boot.

TRANSMISSION INSTALLATION (4-WHEEL DRIVE)


(1) Make sure transmission clutch housing and engine block contact surfaces are clean.
(2) Lubricate release fork pivot ball, release fork,
release bearing hub and transmission bearing retainer surface with Mopar high temperature grease.
(3) Mount transmission on jack. Secure transmission to jack with safety chains.
(4) Lubricate transmission input shaft pilot hub
and splines with light coat of Mopar high temperature grease.
(5) Align transmission input shaft with release
bearing and clutch disc. Then slide clutch housing
into place on engine block.
(6) Install and tighten transmission clutch housing
bolts to 54-61 Nzm (40-45 ft. lbs.) torque. Be sure
housing is fully seated before tightening bolts. If
equipped, install dust cover after tightening housing
bolts.
(7) Fill transmission with recommended Mopar
gear lubricant. Correct fill level is to bottom edge of
fill plug hole.
(8) Connect backup light switch wires.
(9) Connect transmission harnesses and vent line
to retainer clips on housing.
(10) Install center crossmember. Tighten crossmember-to-frame bolts to 67 Nzm (50 ft. lbs.) torque.
(11) Tighten crossmember-to-insulator nuts to
54-61 Nzm (40-45 ft. lbs.) torque.
(12) Install slave cylinder in transmission clutch
housing. Tighten cylinder attaching nuts to 23 Nzm
(200 in. lbs.) torque.
(13) Remove jack used to support transmission.
(14) Install strut bolts/nuts, if removed.
(15) Install transfer case. Align and position transfer case with transmission jack or aid of helper. Tilt
case upward and work into position on transmission
mounting studs.
(16) Install and tighten transfer case attaching
nuts to 47 Nzm (35 ft. lbs.) torque.
(17) Install and connect transfer case shift linkage.
(18) Connect vehicle speed sensor wires.
(19) Align and connect exhaust system components. Be sure exhaust components are clear of all
chassis and driveline components.
(20) Align and install front and rear propeller
shafts. Tighten U-joint clamp bolts to 19 Nzm (170 in.
lbs.) torque.
(21) Verify that all linkage components, hoses and
electrical wires have been connected.

21 - 45

(22) Check transfer case fluid level. Add Mopar


Dexron II if necessary. Correct level is to edge of fill
plug hole. Be sure transfer case is level before checking or adding fluid.
(23) Check and adjust transfer case shift linkage if
necessary.
(24) Install transfer case skid plate, if equipped.
(25) Install new oil filter, if original was removed.
(26) Remove any remaining support stands and
lower vehicle.
(27) Install crankshaft position sensor.
(28) If new oil filter was installed, add engine oil
as needed to bring level to full mark on dipstick.
(29) Connect battery negative cable.
(30) Apply Mopar Gasket Maker, or Loctite 518 to
mounting surface of isolator and plate assembly.
(31) Remove protective shop towels from shift lever
opening in transmission. Then apply Mopar Gasket
Maker, or Loctite 518 to isolator and plate assembly
mounting surface.
(32) Position isolator and plate assembly on transmission. Plate is one-way fit. Narrow side goes
toward driver side of transmission.
(33) Install shift lever assembly. Tighten shift
tower bolts to 7-10 Nzm (5-7 ft. lbs.) torque.
(34) Install shift lever extension and shift boot.

TRANSMISSION DISASSEMBLY AND OVERHAUL


FRONT HOUSING REMOVAL
(1) If necessary, temporarily reinstall isolator
plate and shift lever assembly. Then shift transmission into Neutral.
(2) If lubricant was not drained out of transmission during removal, remove drain plug and drain lubricant into container at this time.
(3) Remove backup light switch. Switch is located
on driver side of rear housing (Fig. 1).

Fig. 1 Backup Light Switch Location


(4) Remove shift tower bolts and remove shift lever
assembly (Fig. 2). Use 8 mm socket to remove bolts.
(5) Remove isolator and plate assembly from shift
lever opening in rear housing (Fig. 3). Plate assembly is one-way fit. Note position of plate for installation reference before removal. Narrow

21 - 46

NV3500 MANUAL TRANSMISSION

Fig. 2 Shift Lever Assembly Removal

Fig. 4 Shift Shaft Lock Bolt Removal

side of plate goes toward driver side of transmission and rubber coated side faces upward.

Fig. 3 Shift Lever Isolator And Plate Assembly


Removal
(6) Remove shift shaft lock bolt (Fig. 4). Bolt is located at top of front housing just forward of shift
tower. Bolt is a hex head, shoulder bolt that secures
shift shaft bushing and lever. Use 13 mm socket to
remove bolt.
(7) Remove bolts attaching input shaft bearing retainer in front housing (Fig. 5). Use 10 mm socket to
remove bolts.
(8) Remove input shaft bearing retainer. Use pry
tool to carefully lift retainer and break sealer bead
(Fig. 6).

Fig. 5 Input Shaft Bearing Retainer Bolt Removal

Fig. 6 Loosening Bearing Retainer Sealer Bead

NV3500 MANUAL TRANSMISSION


(9) Remove bearing retainer from input shaft (Fig.
7). Note position of retainer lube channel for installation reference.

21 - 47

(12) Remove shift shaft detent plunger and spring


(Fig. 10). Use pencil magnet to remove spring then
plunger.

Fig. 10 Detent Plunger And Spring Removal

Fig. 7 Input Shaft Bearing Retainer Removal


(10) Remove snap ring that secures input shaft in
front bearing (Fig. 8).

(13) Remove bolts that attach front housing to rear


housing (Fig. 11). Three bolts at extreme rear of
housing are actually for the output shaft bearing retainer. It is not necessary to remove all
three bolts at this time. Leave at least one bolt
in place until rear case is ready to be removed.

Fig. 8 Input Shaft Snap Ring Removal


(11) Remove shift shaft detent plug (Fig. 9). Use
crowfoot bar and hammer to lightly pry and tap plug
out of housing.

Fig. 11 Housing And Bearing Retainer Bolt


Locations

Fig. 9 Shift Shaft Detent Plug Removal

21 - 48

NV3500 MANUAL TRANSMISSION

(14) Separate front housing from rear housing (Fig.


12). Use plastic mallet to tap front housing off alignment dowels.

Fig. 12 Front Housing Removal


(15) Remove input shaft bearing and countershaft
front bearing from front case (Fig. 13). Use hammer
handle to tap input shaft bearing out of case. Countershaft bearing can be removed by hand.

Fig. 14 Geartrain And Shift Component Identification

Fig. 15 Removing Shift Shaft Lever Detent Ball And


Spring
Fig. 13 Input Shaft And Countershaft Front Bearing
Location
(16) Note position of input shaft, shift shaft and
forks, and geartrain components in housing (Fig. 14).

SHIFT SHAFT, SHIFT FORKS AND REVERSE


IDLER SEGMENT REMOVAL
(1) Place shop towel over shaft lever and bushing to
contain lever detent ball and spring. Then rotate lever
and bushing upward out of shift forks and catch ball
and spring as they exit shaft lever (Fig. 15).
(2) Unseat roll pin that secures shift socket to shift
shaft as follows:
(a) Tilt socket toward passenger side of case. This
places roll pin at slight angle to avoid trapping pin between gear teeth when it is tapped downward.

(b) Tap roll pin downward with pin punch (Fig.


16). Roll pin does not have to come completely out
of shift shaft. It only has to clear the socket.
(c) If roll pin accidentally becomes jammed
between gear teeth locking socket and shaft
in place, proceed to alternate disassembly
method in step (3).
(3) If socket roll pin becomes jammed, alternate
disassembly method is as follows:
(a) Remove rear bearing retainer bolts.
(b) Remove reverse idler segment (but leave gear
in case).
(c) Remove input shaft, bearing, and 3-4 synchro
ring.

NV3500 MANUAL TRANSMISSION

21 - 49

(d) Remove 3-4 shift fork and 3-4 synchro sleeve


simultaneously. Use shop rag to catch struts, balls,
and springs as sleeve comes off hub.
(e) Slide shift shaft bushing off shaft lever. Then
rotate lever out of shift fork arms and catch ball
and spring as lever clears notches.
(f) Push shift shaft rearward, tap out pin (if
needed) and pull shaft out of rear housing and shift
forks. Use plastic mallet to assist shaft removal.

Fig. 18 Pulling Shift Shaft Out Of Housing, Shift


Socket, And Shift Forks

Fig. 16 Tapping Roll Pin Out Of Shift Socket


(4) Drive out roll pin that secures bushing and lever to shift shaft (Fig. 17).

Fig. 19 Shift Socket And Roll Pin

Fig. 17 Removing Shift Shaft Lever Roll Pin

Fig. 20 Removing Shift Shaft Lever And Bushing

(5) Pull shift shaft out of rear housing, shift socket,


fifth-reverse fork, and 1-2 fork (Fig. 18). Tap shift
socket rearward with mallet to help remove shaft.
(6) Remove shift socket from rear housing (Fig.
19).
(7) Remove lever and bushing from shift shaft (Fig.
20).
(8) Remove shift shaft (Fig. 21). Pull shaft straight
out of fork.
(9) Remove 3-4 fork. Rotate 3-4 fork around synchro sleeve fork clears shift arms on 1-2 and fifth-reverse forks. Then remove 3-4 fork (Fig. 22).
(10) Support geartrain and rear housing on Assembly Fixture Tool 6747 (with aid of helper) as follows:

(a) Adjust height of reverse idler pedestal rod to


18.42 cm (7-1/4 in.) Then position Adapters 6747-1
and 6747-2 on Assembly Fixture 6747.
(b) Slide fixture tool onto input shaft, countershaft and idler gear (Fig. 23). The pedestal rod
on the fixture tool is used to support the reverse idler.
(c) Stand geartrain and rear housing upright on
fixture (Fig. 24). Have helper hold fixture tool in
place while housing and geartrain is being rotated
into upright position.
(d) Position 5 x 10 cm (2 x 4 in.) wood blocks under
legs of fixture tool. Blocks are needed to raise fixture
high enough for input shaft to clear workbench surface.

21 - 50

NV3500 MANUAL TRANSMISSION

Fig. 21 Shift Shaft Removal

Fig. 24 Geartrain And Housing Mounted On Fixture Tool

Fig. 22 Removing 3-4 Shift Fork 16

Fig. 25 Removing/Installing Reverse Idler Shaft Bolts

Fig. 23 Installing Assembly Fixture On Geartrain


(11) Remove bolts attaching reverse idler shaft and
shaft support segment to rear housing (Fig. 25).
(12) Remove reverse idler shaft support segment
by sliding it straight out of housing (Fig. 26).

NV3500 MANUAL TRANSMISSION

21 - 51

Fig. 26 Reverse Idler Shaft Support Segment


Removal/Installation

Fig. 28 Unseating Rear Housing From Output Shaft


Bearing (2-Wheel Drive Transmission)

Fig. 27 Removing/Installing Output Shaft Bearing


Retainer Bolts (2-Wheel Drive Transmission)
REAR HOUSING REMOVAL (2-WHEEL DRIVE
TRANSMISSION)
(1) On 2-wheel drive transmission, remove three bolts
that attach output shaft bearing retainer to rear case
(Fig. 27). Bolts are to rear of shift tower opening.
(2) Unseat output shaft bearing from bearing bore in
rear housing. Use plastic or rawhide mallet to tap rear
housing upward and off output shaft bearing as shown
(Fig. 28).

Fig. 29 Rear Housing Removal (2-Wheel Drive


Transmission)
(3) Lift rear housing up and off geartrain (Fig. 29).

21 - 52

NV3500 MANUAL TRANSMISSION

(4) Remove countershaft rear bearing from rear


housing (Fig. 30).
(5) Examine condition of oil tube, bearing bore and
idler shaft notch in rear housing (Fig. 30). Replace
housing if any of these components are damaged.

Fig. 31 Rear Seal Remover Tool (4-Wheel Drive


Transmission)

Fig. 30 Rear Housing Components (2-Wheel Drive


Transmission)
REAR ADAPTER HOUSING REMOVAL (4WHEEL DRIVE TRANSMISSION)
(1) A tool is required to remove the rear seal from
the adapter housing. Use either a dent puller, or fabricate a remover tool from 5/16 x 1-1/2 in. long lag
screw and appropriate size hex nut. Use hex nut that
will fit on a slide hammer. Tack weld, braze or silver
solder nut to lag screw (Fig. 31).
(2) Install fabricated seal remover tool on slide
hammer shaft (Fig. 31).
(3) Locate dimples in face of rear seal (Fig. 32).
Fabricated seal remover tool will be threaded into
one of these dimples.
(4) Thread fabricated seal remover tool into one of
the dimples in the seal face (Fig. 33).
(5) Remove rear seal with slide hammer. Seal
should only require 2-3 light bumps with slide hammer to remove it (Fig. 32).
(6) Remove rear bearing snap ring from output
shaft with heavy duty snap ring pliers (Fig. 35).
(7) Lift rear adapter or extension housing upward
and off geartrain (Fig. 36).
(8) Remove bearing retainer bolts and remove rear
bearing retainer and rear bearing (Fig. 37). Use hammer handle to push or tap bearing out of housing if
needed.

Fig. 32 Location Of Dimples In Seal Face (4-Wheel


Drive Transmission)

Fig. 33 Remover Tool Threaded Into Seal (4-Wheel


Drive Transmission)

NV3500 MANUAL TRANSMISSION

21 - 53

Fig. 34 Rear Seal Removal (4-Wheel Drive


Transmission)

Fig. 37 Rear Adapter/Extension Housing


Components

Fig. 35 Rear Bearing Snap Ring Removal (4-Wheel


Drive Transmission)

Fig. 36 Rear Adapter/Extension Housing Removal


(9) Examine condition of bearing bore, countershaft rear bearing race and idler shaft notch in rear
housing. Replace housing if race, bore or notch are
worn or damaged.

REMOVING GEARTRAIN FROM FIXTURE TOOL


6747
(1) Slide reverse idler gear assembly off assembly
fixture pedestal.
(2) Remove 1-2 and fifth-reverse forks from synchro sleeves.
(3) Slide countershaft out of fixture tool.
(4) Remove output shaft bearing retainer from rear
surface of fifth gear (retainer will drop onto gear after bolts are removed).
(5) Lift and remove output shaft and gears off input shaft.
(6) Lift and remove input shaft, pilot bearing and
fourth gear synchro ring from assembly fixture tool.
OUTPUT SHAFT GEARTRAIN DISASSEMBLY
The synchronizer hubs and sleeves are different and must not be intermixed. It is recommended that each synchronizer unit be
removed as an assembly to avoid intermixing
parts. It is also recommended that each synchro hub and sleeve be marked with a scriber
or paint for correct assembly reference.
(1) Remove snap ring that secures 3-4 synchro hub
on output shaft.
(2) Remove 3-4 synchro assembly and third speed
synchro ring with shop press and Remover Tool 1130
(Fig. 38).
(a) If remover tool has fairly thick jaws, position
tool jaws behind third speed synchro ring. Inspect
synchro ring afterward as remover tool may damage ring during removal.

21 - 54

NV3500 MANUAL TRANSMISSION

(b) If remover tool has fairly thin jaws, position


tool jaws behind third gear. Then remove synchro
assembly and gear simultaneously.

Fig. 38 Removing 3-4 Synchro Assembly


(3) Remove third gear and needle bearing (Fig. 39).

(5) Remove two-piece thrust washer (Fig. 41). Note


position of washer locating lugs in shaft notches for
installation reference.

Fig. 41 Two-Piece Thrust Washer Removal


(6) Remove second gear and needle bearing (Fig. 42).

Fig. 39 Third Gear And Needle Bearing Removal

Fig. 42 Second Gear And Needle Bearing Removal

(4) Remove retaining ring that secures two-piece


thrust washer on shaft (Fig. 40). Use small pry tool
to remove retaining ring.

(7) Remove second speed synchro ring. Then remove 1-2 synchro hub snap ring (Fig. 43).

Fig. 40 Thrust Washer Retaining Ring Removal

Fig. 43 Second Speed Synchro Ring And Synchro


Hub Snap Ring Removal

NV3500 MANUAL TRANSMISSION


(8) Remove 1-2 synchro hub and sleeve from output shaft with shop press and Remover Tool 1130
(Fig. 44).

21 - 55

(11) On 2-wheel drive models, remove output shaft


bearing with Remover Tool 1130 and shop press (Fig.
47).

Fig. 44 1-2 Synchro Hub And Sleeve Removal


(9) Remove first gear and needle bearing (Fig. 45).

Fig. 47 Output Shaft Bearing Removal (2-Wheel


Drive)
(12) Remove fifth gear (Fig. 48).

Fig. 45 First Gear And Needle Bearing Removal


(10) Remove output shaft bearing snap ring (Fig.
46).

Fig. 48 Fifth Gear Removal

Fig. 46 Output Shaft Bearing Snap Ring Removal

(13) Remove fifth gear needle bearing. Spread


bearing apart just enough to clear shoulder on output
shaft (Fig. 49).
(14) Remove fifth-reverse synchro hub snap ring
(Fig. 50).
(15) Remove fifth reverse synchro hub and sleeve
with shop press and standard type remover tool (Fig.
51).

21 - 56

NV3500 MANUAL TRANSMISSION

Fig. 52 Reverse Gear And Needle Bearing Removal

Fig. 49 Fifth Gear Needle Bearing Removal

REVERSE IDLER DISASSEMBLY (FIG. 53)


(1) Remove idler gear snap rings.
(2) Remove thrust washer, wave washer, thrust
plate and idler gear from shaft.
(3) Remove idler gear needle bearing from shaft.

TRANSMISSION COMPONENT CLEANING AND


INSPECTION
Repair Parts Ordering
Two versions of the NV3500 will be used during
the 1995 model year. The original version has the
4.01 first gear. The new version will have a closer ratio 3.49 first gear and 2.16 second gear. Since the two
transmission versions are virtually identical in appearance, it is very important that the transmission
assembly part number be available when ordering repair parts. The assembly number is on a sticker, or
plate attached to the gear case.

Fig. 50 Fifth-Reverse Synchro Hub Snap Ring


Removal

Component Cleaning
Clean the gears, shafts, shift components and
transmission housings with a standard parts cleaning solvent. Do not use acid or corrosive base solvents. Dry all parts except bearings with compressed
air.
Clean the shaft bearings with a mild solvent such
as Mopar degreasing solvent, Gunk, or similar solvents. Do not dry the bearings with compressed air.
Allow the bearings to either air dry, or wipe them dry
with clean shop towels.
Shift Lever Assembly
The shift lever assembly is not serviceable. Replace
the lever and shift tower as an assembly if the tower,
lever, lever ball, or internal components are worn, or
damaged.

Fig. 51 Fifth-Reverse Synchro Hub And Sleeve


Removal
(16) Remove reverse gear and needle bearing (Fig.
52).

Shift Shaft And Forks


Inspect the shift fork interlock arms and synchro
sleeve contact surfaces (Fig. 54). Replace any fork exhibiting wear or damage in these areas. Do not attempt to salvage shift forks.
Inspect the shift shaft bushings and front
bearing carefully. The bushings and bearing are

NV3500 MANUAL TRANSMISSION

21 - 57

Fig. 53 Reverse Idler Components


not serviceable items. The front or rear housing
will have to be replaced if these components
are damaged in any way.
Check condition of the shift shaft detent plunger
and spring. The plunger should be smooth and free of
nicks, or scores. The plunger spring should be
straight and not collapsed, or distorted. Minor
scratches, or nicks on the plunger can be smoothed
with 320/400 grit emery soaked in oil. Replace the
plunger and spring if in doubt about condition.
Inspect the shift shaft, the shaft lever and the lever bushing that fits over the lever. Replace the shaft
if bent, cracked, or severely scored. Minor burrs,
nicks, or scratches can be smoothed off with 320/400
grit emery cloth followed by polishing with crocus
cloth.

Replace the shaft lever and bushing if either part


is deformed, or worn. Do not attempt to salvage these
parts as shift fork binding will occur. Replace the
small detent ball and spring that goes in the lever if
the ball is worn, or if the spring is bent or collapsed.
Replace the roll pin that secures the lever to the
shaft.
Front/Rear Housings And Bearing Retainers
Inspect the housings carefully. Look for cracks,
stripped threads, scored mating surfaces, damaged
bearing bores, or worn dowel pin holes. Minor nicks
on mating surfaces can be dressed off with a fine file,
or emery cloth. Damaged threads can be renewed by
either re-tapping or installing Helicoil inserts.

Fig. 54 Shift Forks And Shaft

21 - 58

NV3500 MANUAL TRANSMISSION

Check condition of the oil tube in the rear housing.


The tube must not be bent or loose. The housing will
have to be replaced if the tube is loose or damaged.
Pay particular attention to the bushings and
bearings in the front and rear housings. The front
housing contains the shift shaft front bearing and
bushing, the countershaft front bearing race and
the detent plunger bushing. The rear housing contains the shift shaft rear bushing and the countershaft rear bearing race. Be advised that these
components are NOT serviceable items. The front
housing will have to be replaced if the shift shaft
bearing and bushing, detent plunger bushing, or
countershaft bearing race is loose, worn, or damaged. The rear housing will have to be replaced if
the shift shaft rear bushing, or the countershaft
rear bearing race is loose, worn, or damaged.
Inspect the input shaft bearing retainer. Be sure
the release bearing slide surface of the retainer is in
good condition. Minor nicks on the surface can be
smoothed off with 320/420 grit emery cloth and final
polished with oil coated crocus cloth. Replace the retainer seal if necessary.
Inspect the output shaft bearing retainer. Be sure
the U-shaped retainer is flat and free of distortion.
Replace the retainer if the threads are damaged, or if
the retainer is bent, or cracked.
Countershaft Bearings And Races
The countershaft bearings and races are machine
lapped during manufacture to form matched sets.
The bearings and races should not be interchanged.
The bearing races are a permanent press fit
in the housings and are NOT serviceable. If a
bearing race becomes damaged, it will be necessary to replace the front or rear housing as
necessary. In addition, if a countershaft bearing
becomes damaged, it will be necessary to replace not only the bearing but the applicable
housing as well. A new countershaft bearing
will be supplied with each new housing for service use.
The countershaft bearings can be installed backwards
if care is not exercised. The bearing roller cage is a different diameter on each side. Be sure the bearing is
installed so the large diameter side of the cage is
facing the countershaft gear (Fig. 55). The small
diameter side goes in the bearing race.
Reverse Idler Components
Inspect the idler gear, bearing, shaft, thrust
washer, wave washer and thrust plate (Fig. 53). Replace the bearing if any of the needle bearing rollers
are worn, chipped, cracked, flat-spotted, or brinnelled. Also replace the bearing if the plastic bearing
cage is damaged or distorted.
Replace the thrust washer, wave washer, or thrust
plate if cracked, chipped, or worn. Replace the idler

Fig. 55 Correct Countershaft Bearing Installation


gear if the teeth are chipped, cracked or worn thin.
Replace the shaft if worn, scored, or the bolt threads
are damaged beyond repair. Replace the support segment if cracked, or chipped and replace the idler attaching bolts if the threads are damaged.
Shift Socket
Inspect the shift socket for wear or damage. replace
the socket if the roll pin, or shift shaft bores are
damaged. Minor nicks in the shift lever ball seat in
the socket can be smoothed down with 400 grit emery or wet/dry paper. Replace the socket if the ball
seat is worn, or cracked. Do not reuse the original
shift socket roll pin. Install a new pin during reassembly. The socket roll pin is approximately is approximately 33 mm (1-1/4 in.) long.
Output Shaft And Geartrain
Inspect all of the gears (Fig. 56) for worn, cracked,
chipped, or broken teeth. Also check condition of the
bearing bore in each gear. The bores should be
smooth and free of surface damage. Discoloration of
the gear bores is a normal occurrence and is not a
reason for replacement. Replace gears only when
tooth damage has occurred, or if the bores are brinnelled or severely scored.
Inspect the shaft splines and bearings surfaces. Minor
nicks on the bearing surfaces can be smoothed with 320/
420 grit emery and final polished with crocus cloth. Replace the shaft if the splines are damaged or bearing
surfaces are deeply scored, worn, or brinnelled.

NV3500 MANUAL TRANSMISSION

Fig. 56 Output Shaft And Geartrain

21 - 59

21 - 60

NV3500 MANUAL TRANSMISSION

TRANSMISSION ASSEMBLY
Assembly Information
Gaskets are not used in the NV3500 transmission.
Sealers are used at all flange joints. Recommended
sealers are Mopar Gasket Maker (or Loctite 518) for
all flange joints and Loctite Ultra, heavy body silicone (black) sealer (or Mopar equivalent) for the input shaft bearing retainer. Apply these products as
indicated in the reassembly procedures.
It is very important that the transmission
shift components be in Neutral position during
assembly. This is necessary to prevent damaging synchro and shift components when the
housings are installed.
Transmission gears, shafts, and synchro components should all be lubricated with recommended
gear lubricant during assembly operations. Petroleum jelly can be used to prelubricate bearings and
to hold parts in place during assembly. Only petroleum jelly should be used. Do not use chassis or
bearing grease. This type of heavy grease will
plug oil channels in the housings and gears resulting in failure.
The 3-4, 1-2 and fifth-reverse synchro hub snap
rings can be fitted selectively. New snap rings are
available in 0.05 mm (0.0019 in.) thickness increments. Use the thickest snap ring that will fit in
each snap ring groove.
Proper reassembly of the NV3500 requires some
special service tools. Geartrain Assembly Fixture
6747 is especially important. The entire geartrain
and shift mechanism must be assembled in this fixture before either transmission housing can be properly installed. The tools are needed to avoid
damaging the gears, housing, or shift components.

CORRECT ASSEMBLY OF SYNCHRONIZER


COMPONENTS
The synchronizer sleeves, hubs and struts are different and must be kept in sets. Only the synchro detent balls and springs are interchangeable.
The 3-4 and 1-2 synchro rings are all made of cast
metal and are interchangeable. However, the reverse
gear synchro ring is made of solid brass and must
not be interchanged.
A total of three detent springs, struts and balls are
used in all three synchro assemblies. The balls and
springs are interchangeable.
The synchro sleeves and hubs must also be correctly positioned on the shaft in order to operate
properly. Assemble and install each synchro according to the following instructions.
3-4 Synchro Position
Some 3-4 synchro hubs may have a raised shoulder
on one side of the spline bore. If so, this side of the
hub must face the front of the output shaft after in-

stallation. However, if both hub sides are the same,


the hub can be installed in either direction.
The 3-4 synchro sleeve has grooves machined on
one side. Be sure this side also faces the front of the
output shaft.
1-2 Synchro Position
The 1-2 synchro hub has raised shoulders on one
side of the spline bore. This side of the hub must face
the rear of the output shaft after installation.
The top surface of the 1-2 synchro sleeve is marked
for correct installation (Fig. 57). One side of the
sleeve is marked first gear side. Be sure this side is
facing the first gear after installation.

Fig. 57 Location Of Position Marks On 1-2 Synchro


Sleeve
Fifth-Reverse Synchro Position
The fifth-reverse synchro hub has raised shoulders
on one side of the spline bore. This side of the hub
must face the rear of the output shaft after installation.
The fifth-reverse sleeve has a large taper on one
side. Be sure the sleeve is installed so the taper faces
toward front of the output shaft.
Synchro Component Assembly
The easiest method of assembling each synchro is
to install the springs, struts and detent balls one at a
time as follows:
(1) Slide the sleeve part way onto the hub. Leave
enough room to install the spring in the hub and the
strut in the hub groove.
(2) Install the first spring in the hub. Then install
a strut over the spring. Be sure the spring is seated
in the spring bore in the strut.
(3) Slide the sleeve onto the hub just far enough to
hold the first strut and spring in place.
(4) Place the detent ball in the top of the strut.
Then carefully work the sleeve over the ball to hold

NV3500 MANUAL TRANSMISSION


it in place. A small flat blade screwdriver can be used
to press the ball into place while moving the sleeve
over it.
(5) Repeat the procedure for the remaining
springs, struts and balls. Tape, or a rubber band can
be used to temporarily secure each strut and ball as
they are installed.
(6) Verify synchro assembly. Be sure the three
springs, struts and detent balls are all in place (Fig. 58).

21 - 61

(5) Lubricate and install reverse gear needle bearing on shaft (Fig. 59). Slide bearing up against shoulder on output shaft as shown.

Fig. 59 Reverse Gear Bearing Installation


(6) Install reverse gear over needle bearing (Fig.
60).

Fig. 60 Reverse Gear Installation


Fig. 58 Assembled View Of Synchro Components
OUTPUT SHAFT AND GEARTRAIN ASSEMBLY
Because the synchro hubs and rear bearing must
be pressed onto the output shaft, it is easier (and
faster), to assemble the entire geartrain while
mounted in a shop press. This method of reassembly
is demonstrated in the following procedure.
Two versions of the NV3500 are used in 1995
models. If any gears have been replaced, compare
them to the new parts before installation to ensure a proper match. The original and new versions have different ratio first and second gears.
(1) Lubricate shaft, gears and bearings (Fig. 56)
with recommended lubricant during assembly. Petroleum jelly can be used to hold parts in place.
(2) Check bearing surfaces of output shaft for nicks
or scratches. Smooth surfaces with 320/400 grit emery cloth if necessary. Apply ATF to emery cloth and
shaft surface before polishing.
(3) Inspect and replace any synchro ring that exhibits wear or damage. Completely immerse each
synchro ring in lubricant before installation.
(4) Recheck needle bearings once again before assembly. replace any bearing exhibiting wear, or damage to
the bearing rollers or plastic bearing cage. Petroleum
jelly can be used to prelubricate bearings if desired.

(7) Install solid brass synchro ring on reverse gear


(Fig. 61).

Fig. 61 Reverse Gear Synchro Ring Installation


(8) Assemble fifth-reverse synchro hub, sleeve, struts,
springs and detent balls, if not previously done.
CAUTION: The fifth-reverse synchro hub and sleeve
can be installed backwards if care is not exercised.
One side of the hub has shoulders around the hub
bore. Make sure this side of the hub is facing the
rear of the shaft. In addition, one side of the sleeve
is tapered. Be sure the sleeve is installed so the tapered side will be facing the front of the shaft.

21 - 62

NV3500 MANUAL TRANSMISSION

(9) Start fifth-reverse synchro assembly on output


shaft splines by hand. Then seat synchro onto shaft
with shop press and suitable size pipe tool (Fig. 62).

Fig. 64 Installing Fifth Speed Synchro Ring


(12) Install fifth gear bearing. Spread bearing only
enough to clear shoulder on output shaft (Fig. 65). Be
sure bearing is properly seated after installation.

Fig. 62 Fifth-Reverse Synchro Assembly Installation


(10) Install new fifth-reverse hub snap ring (Fig.
63) as follows:
(a) Snap rings are available in thicknesses from
2.00 mm to 2.20 mm (0.078 to 0.086 in.).
(b) Install thickest snap ring that will fit in shaft
groove.
(c) Verify that snap ring is completely seated in
groove before proceeding.

Fig. 65 Installing Fifth Gear Bearing


(13) Install fifth gear on shaft and onto bearing
(Fig. 66).

Fig. 63 Installing Fifth-Reverse Synchro Hub Snap


Ring
(11) Install fifth speed synchro ring in synchro hub
and sleeve (Fig. 64).

Fig. 66 Fifth Gear Installation

NV3500 MANUAL TRANSMISSION

21 - 63

(14) Install output shaft bearing with shop press


and suitable size pipe tool (Fig. 67).

Fig. 69 First Gear Bearing Installation


Fig. 67 Output Shaft Bearing Installation
(15) Install output shaft bearing snap ring (Fig.
68). Use heavy duty snap ring pliers and spread snap
ring only enough to install it. Be sure snap ring is
completely seated in shaft groove before proceeding.

Fig. 70 First Gear Installation


(19) Install first speed synchro ring (Fig. 71).
(20) Assemble 1-2 synchro hub sleeve, springs,
struts and detent balls.

Fig. 68 Installing Output Shaft Bearing Snap Ring


(16) Turn output shaft over so it is supported on
press blocks by output shaft bearing (Fig. 69). Remainder of geartrain can now be installed on shaft
while it is still mounted in shop press.
(17) Install first gear bearing on output shaft (Fig.
69). Be sure bearing is seated on shaft shoulder and
is properly joined.
(18) Install first gear on shaft and over bearing
(Fig. 70). Make sure bearing synchro cone is facing
up as shown.

CAUTION: The 1-2 synchro hub and sleeve can be


installed backwards if care is not exercised. One
side of the hub has a small diameter shoulder
around the hub bore. Make sure this side of the hub
faces the forward end of the output shaft. In addition, one side of the synchro sleeve is marked (first
gear side( (Figs. 57 and 72). Be sure this side of the
sleeve will face the first gear after installation.
(21) Start 1-2 synchro assembly on shaft by hand
(Fig. 72). Be sure synchro sleeve is properly positioned. Side marked first side must be facing first
gear.

21 - 64

NV3500 MANUAL TRANSMISSION

Fig. 71 First Speed Synchro Ring Installation

Fig. 73 Pressing 1-2 Synchro Assembly Onto Output


Shaft

Fig. 72 Starting 1-2 Synchro On Shaft


(22) Press 1-2 synchro onto output shaft using
suitable size pipe tool and shop press (Fig. 73).
CAUTION: Take time to align the synchro ring and
sleeve as hub the is being pressed onto the shaft.
The synchro ring can be cracked if it becomes misaligned.

Fig. 74 Installing 1-2 Synchro Hub Snap Ring

(23) Install new 1-2 synchro hub snap ring (Fig.


74) as follows:
(a) Snap rings are available in thicknesses from
1.80 mm to 2.00 mm (0.070 to 0.078 in.).
(b) Install thickest snap ring that will fit in shaft
groove.
(c) Verify that snap ring is completely seated in
groove before proceeding.
(24) Install second speed synchro ring in 1-2 synchro hub and sleeve (Fig. 75). Be sure synchro ring is
properly seated in sleeve.

Fig. 75 Second Speed Synchro Ring Installation

NV3500 MANUAL TRANSMISSION

21 - 65

(25) Install second gear needle bearing on shaft


(Fig. 76).

Fig. 76 Second Gear Bearing Installation


(26) Install second gear onto shaft and bearing
(Fig. 77).

Fig. 78 Installing Two-Piece Thrust Washer

Fig. 77 Second Gear Installation


(27) Install two-piece thrust washer (Fig. 78). Be
sure washer halves are seated in shaft groove and
that washer lugs are seated in shaft lug bores.
(28) Start retaining ring around two-piece thrust
washer (Fig. 79).

Fig. 79 Starting Retaining Ring Over Two-Piece


Thrust Washer

21 - 66

NV3500 MANUAL TRANSMISSION

(29) Seat thrust washer retaining ring with plastic


mallet (Fig. 80).

Fig. 82 Installing Third Gear


Fig. 80 Seating Thrust Washer Retaining Ring
(30) Install third gear needle bearing on shaft (Fig.
81).

Fig. 83 Third Speed Synchro Ring Installation

Fig. 81 Third Gear Bearing Installation


(31) Install third gear on shaft and bearing (Fig.
82).
(32) Install third speed synchro ring on third gear
(Fig. 83).
(33) Assemble 3-4 synchro hub, sleeve, springs,
struts and detent balls.
CAUTION: The 3-4 synchro hub and sleeve can be
installed backwards if care is not exercised. One
side of the hub has shoulders around the hub bore.
Make sure this side of the hub is facing the front of
the shaft. In addition, one side of the sleeve has
grooves in it. Be sure this side of sleeve is also facing the front of the shaft.
(34) Start 3-4 synchro hub on output shaft splines
by hand (Fig. 84).

Fig. 84 Starting 3-4 Synchro Hub On Output Shaft

NV3500 MANUAL TRANSMISSION

21 - 67

Fig. 86 Installing 3-4 Synchro Hub Snap Ring

Fig. 85 Pressing 3-4 Synchro Assembly On Output


Shaft
(35) Press 3-4 synchro assembly onto output shaft
with shop press and suitable size pipe tool (Fig. 85).
(36) Install 3-4 synchro hub snap ring (Fig. 86) as
follows:

(a) Snap rings are available in thicknesses from


2.00 mm to 2.30 mm (0.078 to 0.090 in.).
(b) Install thickest snap ring that will fit in shaft
groove. Use heavy duty snap ring pliers to install new
ring.
(c) Verify that snap ring is completely seated in
groove before proceeding.
(37) Verify correct position of synchro sleeves before
proceeding with assembly operations (Fig. 87). Grooved
side of 3-4 sleeve should be facing forward. First gear

Fig. 87 Correct Synchro Sleeve Position

21 - 68

NV3500 MANUAL TRANSMISSION

side of 1-2 sleeve should be facing first gear. Tapered


side of fifth-reverse sleeve should be facing forward.

REVERSE IDLER ASSEMBLY (FIG. 53)


(1) Lubricate idler components with gear lube.
(2) Slide idler gear bearing on shaft (Fig. 88).
Bearing fits either way on shaft.
(3) Slide gear onto shaft. Side of gear with recess
goes to rear (Fig. 88).
(4) Place first lock ball in dimple at rear end of
idler shaft (Fig. 88). Petroleum jelly can be used to
hold ball in place if desired.

(9) Install wave washer, flat washer and remaining


snap ring on idler shaft (Fig. 90). Be sure snap ring
is fully seated.

Fig. 90 Idler Gear And Shaft Assembly

Fig. 88 Idler Gear And Bearing Installation


(5) Slide thrust rear thrust washer onto shaft and
over lock ball (Fig. 89).
(6) Install snap ring in groove at rear of shaft (Fig.
89).

GEARTRAIN BUILDUP (IN ASSEMBLY


FIXTURE TOOL)
(1) Install Adapter 6747-1 on input shaft hub of
fixture tool (Fig. 91). Then install Adapter 6747-2 on
front bearing hub of countershaft. Adapter 6747-2
has a raised shoulder on one side. Be sure the
shoulder is seated against the countershaft.

Fig. 89 Idler Gear Rear Thrust Washer Installation


(7) Install lock ball in dimple at front of shaft.
Hold ball in place with petroleum jelly if desired.
(8) Install front thrust washer on shaft and slide
washer up against gear and over lock ball (Fig. 90).

Fig. 91 Preparing Assembly Fixture For Geartrain


Buildup

NV3500 MANUAL TRANSMISSION

21 - 69

(2) Position wood block under each leg of assembly


fixture (Fig. 92). Blocks are needed to provide clearance for input shaft and can be made from 2 x 4 lumber.
(3) Install input shaft in fixture tool (Fig. 92).
Make sure Adapter Tool 6747-1 is positioned under
shaft as shown.

Fig. 94 Installing Fourth Speed Synchro Ring On


Input Shaft

Fig. 92 Installing Input Shaft In Assembly Fixture


(4) Install pilot bearing in input shaft (Fig. 93).

Fig. 95 Idler Pedestal Basic Height Adjustment

Fig. 93 Installing Pilot Bearing In Input Shaft


(5) Install fourth speed synchro ring on input shaft
(Fig. 94).
(6) Adjust height of idler gear pedestal on assembly fixture (Fig. 95). Start with a basic height of
18.4 cm (7-1/4 in.). Final adjustment can be
made after gear is positioned on pedestal.

(7) Install assembled output shaft and geartrain in


input shaft (Fig. 96). Carefully rotate output shaft
until fourth speed synchro ring seats in synchro hub
and sleeve.
(8) Install Adapter 6747-2 on front bearing
hub of countershaft, if not previously done. The
adapter has a shoulder on one side. The shoulder goes toward the countershaft.
(9) Slide countershaft (and adapter) into fixture
slot. Verify that countershaft and output shaft gears
are fully meshed before proceeding (Fig. 97).
(10) Check alignment of countershaft and output
shaft gear teeth. Note that gears may not align perfectly. A difference in height of 1.57 to 3.18 mm (1/16
to 1/8 in.) will probably exist. This difference will not
interfere with assembly. However, if the difference is
greater than this, the countershaft adapter tool is
probably upside down. Remove countershaft, reverse
adapter tool, reinstall countershaft and check alignment again.

21 - 70

NV3500 MANUAL TRANSMISSION


that bolt holes are facing out and not toward
geartrain. Adjust pedestal up or down if necessary.
Also be sure that short end of idler shaft is facing up
as shown.

Fig. 96 Output Shaft And Geartrain Installed In Input


Shaft

Fig. 97 Countershaft Installed On Fixture Tool


(11) Position reverse idler on pedestal of assembly
fixture (Fig. 98). Be sure idler gear is properly
meshed and aligned with shaft gear teeth and

Fig. 98 Reverse Idler Assembly Positioned On


Assembly Fixture Pedestal
(12) On 2-wheel drive transmission, thread one Pilot Stud C-3288-B in center or passenger side hole of
output shaft bearing retainer. Then position retainer
on fifth gear as shown (Fig. 99). Cut a screwdriver
slot at the end of the pilot stud with a hacksaw if
necessary (slot makes for easy stud removal after
housing is installed).

Fig. 99 Positioning Output Shaft Bearing Retainer


For Rear Housing Installation
(13) Assemble 1-2 and fifth reverse-shift forks (Fig.
100). Arm of fifth-reverse fork goes through slot in
1-2 fork.

NV3500 MANUAL TRANSMISSION

21 - 71

Fig. 100 Assembling 1-2 And Fifth-Reverse Shift


Forks
(14) Install assembled shift forks in synchro
sleeves (Fig. 101). Be sure forks are properly seated
in sleeves.

Fig. 102 Preparing Rear Housing Dowels For


Installation
bushing/bearing in rear housing (Fig. 104).
(6) Reach into countershaft rear bearing with finger, and push each bearing roller outward against
race. Then apply extra petroleum jelly to hold rollers
in place. This avoids having rollers becoming displaced during housing installation. This will result in
misalignment between bearing and countershaft
bearing hub.

Fig. 101 Shift Forks Installed In Synchro Sleeves


REAR HOUSING INSTALLATION (2-WHEEL
DRIVE TRANSMISSION)
(1) Drive adapter housing alignment dowels back
into housing until dowels are flush with mounting
surface (Fig. 102).
(2) Apply liberal quantity of petroleum jelly to
countershaft rear bearing and bearing race.
(3) Install countershaft rear bearing in bearing
race (Fig. 103).
CAUTION: The countershaft bearings can be installed backwards if care is not exercised. Be sure
the large diameter side of the roller retainer faces
the countershaft and the small diameter side faces
the race and housing (Fig. 104).
(4) Apply extra petroleum jelly to hold countershaft rear bearing in place when housing is installed.
(5) Apply light coat of petroleum jelly to shift shaft

Fig. 103 Lubricating Countershaft Rear Bearing

21 - 72

NV3500 MANUAL TRANSMISSION


(b) Start first two bolts in retainer (Fig. 107). It
may be necessary to move retainer rearward (with
pilot stud) in order to start bolts in retainer.
(c) Remove pilot stud C-3288-B and install last
retainer bolt (Fig. 107). Use screwdriver to remove
pilot stud.
(d) Tighten all three retainer bolts to 30-35 Nzm
(22-26 ft. lbs.) torque.

Fig. 104 Countershaft Rear Bearing Seated In


Seated in Race
(7) Install rear housing onto geartrain (Fig. 105).
Be sure bearing retainer pilot stud is in correct
bolt hole in housing. Also be sure countershaft
and output shaft bearings are aligned in housing and on countershaft.

Fig. 106 Applying Sealer To Retainer And Housing


Bolts

Fig. 107 Removing Pilot Stud Tool And Installing


Retainer Bolts (2-Wheel Drive Transmission)
Fig. 105 Rear Housing Installation (2-Wheel Drive
Transmission Shown)
(8) Seat rear housing on output shaft rear bearing
and countershaft. Use plastic or rawhide mallet to
tap housing into place.
(9) Install three bolts that secure rear bearing retainer to rear housing as follows:
(a) Apply Mopar Gasket Maker, or Loctite 518 to
bolt threads, bolt shanks and under bolt heads
(Fig. 106).

REAR ADAPTER HOUSING INSTALLATION


(4-WHEEL DRIVE TRANSMISSION)
(1) Install rear bearing in adapter housing. Use
wood hammer handle or wood dowel to tap bearing
into place.
(2) Position rear bearing retainer in adapter housing (Fig. 108).
(3) Apply Mopar Gasket Maker, or Loctite 518 to
threads, bolt shanks and under hex heads of bearing
retainer bolts (Fig. 109).

NV3500 MANUAL TRANSMISSION

21 - 73

Fig. 109 Installing Rear Bearing Snap Ring (4-Wheel


Drive Transmission)

Fig. 108 Preparing Adapter Housing For Installation


(4-Wheel Drive Transmission)
(4) Apply liberal quantity of petroleum jelly to
countershaft rear bearing and bearing race.
(5) Install countershaft rear bearing in bearing
race (Fig. 104).
CAUTION: The countershaft bearings can be installed backwards if care is not exercised. Be sure
the large diameter side of the roller retainer faces
the countershaft and the small diameter side faces
the race and housing (Fig. 104).
(6) Apply extra petroleum jelly to hold countershaft rear bearing in place when housing is installed.
(7) Apply light coat of petroleum jelly to shift shaft
bushing/bearing in adapter housing (Fig. 104).
(8) Install adapter housing on geartrain.
(9) Install rear bearing snap ring on output shaft
(Fig. 109).
(10) Lubricate lip of new rear seal (Fig. 110) with
Mopar Door Ease, or transmission fluid.
(11) Install new rear seal in adapter housing bore
with suitable size tool. Be sure seal is fully seated in
housing bore (Fig. 110).

REVERSE IDLER SEGMENT INSTALLATION


(1) Apply Mopar Gasket Maker, or Loctite 518
sealer to underside of idler shaft bolt heads, bolt
shanks and bolt threads (Fig. 106).
(2) Align idler shaft and rear housing bolt holes
with drift, pin punch, or phillips screwdriver.
(3) Work segment upward into housing and onto
idler shaft (Fig. 111).

Fig. 110 Rear Seal Installation (4-Wheel Drive


Transmission)
(4) Verify that idler shaft is seated in housing
notch before proceeding. Segment and housing can be
damaged if idler shaft is misaligned.
(5) Insert idler shaft retaining bolts through housing and segment and into shaft. Long bolt goes
through segment and short bolt goes through housing
and directly into rear of shaft (Fig. 112). Start both
bolts by hand to avoid cross threading.
(6) Tighten idler shaft bolts to 19-25 Nzm (14-18 ft.
lbs.) torque.
CAUTION: Make sure the idler shaft and support
segment are properly seated and held firmly in
place while tightening the shaft bolts. The segment,
housing or shaft threads can be damaged if the
idler shaft is allowed to shift out of position in the
housing.

21 - 74

NV3500 MANUAL TRANSMISSION

Fig. 113 Installing 3-4 Shift Fork

Fig. 111 Installing Reverse Idler Shaft Support


Segment

(4) Check surface of shift shaft before proceeding.


Small nicks or scratches can be smoothed off with oil
soaked 320-400 grit emery cloth if necessary.
(5) Slide shift shaft through 3-4 shift fork (Fig.
114). Be sure shaft detent notches are to front.

Fig. 114 Shift Shaft Installation


Fig. 112 Installing Reverse Idler Shaft Bolts
SHIFT SHAFT, SHAFT LEVER AND BUSHING
AND SHIFT SOCKET INSTALLATION
(1) Remove geartrain and housing assembly from
fixture with aid of helper.
(2) Before proceeding, verify that all synchro
sleeves are in Neutral position (centered on hub).
Move sleeves into neutral if necessary.
CAUTION: The transmission synchros must all be
in Neutral position for proper reassembly. Otherwise, the housings, shift forks and gears can be
damaged during installation of the two housings.
(3) Install 3-4 shift fork in synchro sleeve (Fig.
113). Verify that groove in fork arm is aligned with
grooves in 1-2 and fifth-reverse fork arms as shown.

(6) Assemble shift shaft shift lever and bushing


(Fig. 115). Be sure slot in bushing is facing up
and roll pin hole for lever is aligned with hole
in shaft.
(7) Install assembled lever and bushing on shift
shaft (Fig. 116).
(8) Slide shift shaft through 1-2 fork and part way
into shift lever opening in rear housing (Fig. 117).
(9) Align shift socket with shaft and slide shaft
through socket and part-way into housing (Fig. 118).
(10) Push shift shaft through fifth-reverse fork and
into bushing in rear housing. Use plastic mallet to
tap shaft into place if necessary.
(11) Rotate shift shaft so detent notches in shaft
are facing driver side of housing.

NV3500 MANUAL TRANSMISSION

Fig. 115 Assembling Shift Shaft Lever And Bushing

21 - 75

Fig. 118 Shift Socket Installation


this occurs, the transmission will have to be disassembled again to correct shaft alignment.
(12) Select correct new roll pin for shift shaft lever
(Fig. 119). Shaft lever roll pin is approximately 22
mm (7/8 in.) long. Shift socket roll pin is approximately 33 mm (1-1/4 in.) long.

Fig. 116 Installing Shift Shaft Lever And Bushing

Fig. 119 Roll Pin Identification (Shaft Lever And


Shift Socket)
(13) Align roll pin holes in shift shaft, lever and
bushing. Then start roll pin into shaft lever by hand
(Fig. 120).
(14) Seat shaft lever roll pin with pin punch (Fig.
121).
CAUTION: The shaft lever roll pin must be flush
with the surface of the lever. The lever bushing will
bind on the roll pin if the pin is not seated flush.
(15) Before proceeding, verify that lock pin slot in
lever bushing is positioned as shown (Fig. 121).

Fig. 117 Inserting Shaft Into Lever Opening In


Housing
CAUTION: Correct positioning of the shift shaft detent notch is important. Both of the shaft roll pins
can be installed even when the shaft is 180 off. If

21 - 76

NV3500 MANUAL TRANSMISSION


(17) Seat roll pin in shift socket with pin punch.
Roll pin must be flush with socket after installation
(Fig. 123).

Fig. 120 Starting Roll Pin In Shift Shaft Lever

Fig. 123 Seating Shift Socket Roll Pin


(18) Verify that notches in shift fork arms are
aligned (Fig. 124). Realign arms if necessary.
(19) Rotate shaft lever and bushing downward (out
of fork arms), to expose detent bore in lever (Fig.
124).

Fig. 121 Correct Seating Of Shift Shaft Lever Roll


Pin
(16) Align roll pin holes in shift socket and shift
shaft. Then start roll pin into shift shaft by hand
(Fig. 122).

Fig. 124 Shaft Lever Positioned For Detent Ball and


Spring Installation
(20) Insert detent spring in lever bore with pencil
magnet (Fig. 125).
(21) Install detent ball on top of spring in lever
bore (Fig. 126). Use pencil magnet to hold ball in
place.

Fig. 122 Starting Roll Pin In Shift Socket

NV3500 MANUAL TRANSMISSION

21 - 77

FRONT HOUSING AND INPUT SHAFT


BEARING RETAINER INSTALLATION
(1) Before proceeding, verify that all synchro are in
Neutral position (centered on hub). Move sleeves into
neutral if necessary.
CAUTION: The transmission synchros must all be
in Neutral position during reassembly. Otherwise,
the housings, shift forks and gears can be damaged
during installation of the housings.

Fig. 125 Installing Detent Spring In Shaft Lever

(2) Apply liberal quantity of petroleum jelly to


countershaft front bearing. Then insert bearing in
front housing race (Fig. 128). Large diameter side
of bearing cage goes toward countershaft (Fig.
129). Small diameter side goes toward bearing
race in housing.
(3) Reach into countershaft front bearing with finger, and push each bearing roller outward against
race. Then apply extra petroleum jelly to hold rollers
in place. This avoids having rollers becoming displaced during housing installation. This will result in
misalignment between bearing and countershaft
bearing hub.
(4) Install input shaft bearing in front housing
bore (Fig. 129). Use plastic mallet to seat bearing.
Bearing goes in from front side of housing only.
(5) Apply small amount of petroleum jelly to shift

Fig. 126 Installing Detent Ball In Shaft Lever


(22) Press and hold detent ball in lever with magnet. Then carefully rotate lever upward into fork arm
notches. Be sure ball is seated in fork arms before
proceeding (Fig. 127).

Fig. 128 Lubricating/Positioning Countershaft Front


Bearing

Fig. 127 Correct Seating Of Lever Detent Ball In


Shift Fork Arms

shaft bushing in front housing (Fig. 130).


(6) Apply 1/8 in. wide bead of Mopar Gasket
Maker, or Loctite 518 to mating surfaces of front and
rear housings (Fig. 130).
(7) Have helper hold rear housing and geartrain in
upright position. Then install front housing on rear
housing and geartrain (Fig. 131).
(8) Work front housing downward onto geartrain
until seated on rear housing.

21 - 78

NV3500 MANUAL TRANSMISSION

Fig. 129 Input Shaft Bearing And Countershaft Front


Bearing Installation

Fig. 131 Front Housing Installation

Fig. 130 Applying Sealer To Front/Rear Housings


CAUTION: If the front housing will not seat on the
rear housing, either the shift components are not in
Neutral, or one or more components are misaligned. Do not force the front housing into place.
This will only result in damaged components.
(9) Tap rear housing alignment dowels back into
place with hammer and pin punch (Fig. 132). Both
dowels should be flush fit in each housing. Have
helper hold transmission upright while dowels are
tapped back into place.
(10) Place transmission in horizontal position.
(11) Apply Mopar Gasket Maker, or Loctite 518 to
housing attaching bolts. Apply sealer material sealer
to underside of bolt heads and to bolt shanks and
threads (Fig. 133).

Fig. 132 Reseating Housing Alignment Dowels


(12) Install and start housing attaching bolts by
hand (Fig. 133). Then tighten bolts to 30-35 Nzm
(22-26 ft. lbs.) torque.
(13) Install shift shaft bushing lock bolt (Fig. 134).
Apply Mopar Gasket Maker, or Loctite 518 to bolt
threads, shank and underside of bolt head before installation.

NV3500 MANUAL TRANSMISSION

21 - 79

(14) Lubricate then install shift shaft detent


plunger in housing bore (Fig. 136). Lubricate plunger
with petroleum jelly or gear lubricant. Be sure
plunger is fully seated in detent notch in shift
shaft.

Fig. 133 Installing Housing Attaching Bolts

Fig. 136 Installing Shift Shaft Detent Plunger


(15) Install detent spring inside plunger (Fig. 137).

Fig. 134 Installing Shift Shaft Bushing Lock Bolt


CAUTION: If the lock bolt cannot be fully installed,
do not try to force it into place. Either the shift
shaft is not in Neutral, or the shaft bushing (or lever) is misaligned (Fig. 135).

Fig. 137 Installing Detent Plunger Spring

Fig. 135 Correct Alignment Of Lock Bolt And Shaft


Bushing

(16) Install detent plug (Fig. 138). Start plug in


bore by hand. Then seat plug with brass punch.
(17) Install backup light switch (Fig. 139).
(18) Install input shaft snap ring (Fig. 140).
(19) Install new oil seal in front bearing retainer
with Installer Tool 6448 (Fig. 141).
(20) Apply bead of Loctite Ultra (heavy body),
black silicone sealer (or Mopar equivalent), to flange
surface of front bearing retainer. Then apply bead of
same sealer to retainer mounting surface of front
housing (Fig. 142).
(21) Align and install front bearing retainer over
input shaft and onto housing mounting surface (Fig.
143). Although retainer is one-way fit on housing, be sure bolt holes are aligned before seating retainer.

21 - 80

NV3500 MANUAL TRANSMISSION

Fig. 141 Installing Oil Seal In Front Bearing Retainer

Fig. 138 Detent Plug Installation

Fig. 142 Applying Sealer To Bearing Retainer And


Housing
Fig. 139 Installing Backup Light Switch

Fig. 140 Installing Input Shaft Snap Ring


(22) Install and tighten bearing retainer bolts to
7-10 Nzm (5-7 ft. lbs.) torque (Fig. 144).
(23) Install transmission in vehicle. Then refer to
shift lever installation procedure.

SHIFT LEVER INSTALLATION


On Dakota models, the shift lever assembly cannot be installed until after the transmission is

Fig. 143 Installing Input Shaft Bearing Retainer


back in the vehicle. Refer to the following procedures for shift lever assembly and installation.
(1) Apply 1/8 to 3/16 in. wide bead of Mopar Gasket Maker, or Loctite 518 to isolator and plate mating surface of rear housing (Fig. 145).
(2) Align and position isolator and plate assembly
on rear housing mounting surface. Plate assembly

NV3500 MANUAL TRANSMISSION

21 - 81

Fig. 144 Installing Input Shaft Bearing Retainer


Bolts

Fig. 146 Correct Positioning Of Isolator And Plate


Assembly

Fig. 145 Applying Sealer To Isolator And Plate


Assembly Mounting Surface
is a one-way fit. Narrow side of plate goes on
driver side of housing mounting surface and
rubber coated side faces upward (Fig. 146).
(3) Apply 1/8 to 3/16 in. wide bead of Mopar Gasket Maker, or Loctite 518 to metal side of isolator
and plate assembly.
(4) Install isolator and plate assembly on housing.
(5) Apply petroleum jelly to ball end of shift lever
and interior of shift socket.
(6) Align and install shift lever assembly on isolator plate and in housing (Fig. 147). Be sure ball end
of lever is properly seated in shift socket.
(7) Install and tighten shift lever attaching bolts to
7-10 Nzm (5-7 ft. lbs.) torque. Bolts require an 8 mm
socket.
(8) Raise vehicle and fill transmission to bottom
edge of fill plug hole with required lubricant.
(9) Install and tighten fill plug to 19-27 Nzm (14-20
ft. lbs.) torque.

Fig. 147 Shift Lever Installation


(10) Check transmission vent (Fig. 148). Be sure
vent is open and not restricted in any way before
lowering vehicle.
(11) Lower vehicle.

Fig. 148 Transmission Vent Location

21 - 82

42RH/46RH AUTOMATIC TRANSMISSION


42RH/46RH AUTOMATIC TRANSMISSION
CONTENTS
page

page

42RH TRANSMISSION OVERHAUL . . . . . . . . . 147


42RH/46RH IN-VEHICLE SERVICE . . . . . . . . . 125
42RH/46RH OVERDRIVE UNIT OVERHAUL . . 238
46RH TRANSMISSION OVERHAUL . . . . . . . . . 193
AUTOMATIC TRANSMISSION CONTROLS AND
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 88

AUTOMATIC TRANSMISSION DIAGNOSIS AND


TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . 285
TRANSMISSION - CONVERTER - OVERDRIVE
REMOVAL/INSTALLATION . . . . . . . . . . . . . . 137

GENERAL INFORMATION
INDEX
page
Fourth Gear Overdrive Components
Gear Ratios . . . . . . . . . . . . . . . . .
Recommended Fluid . . . . . . . . . . .
Torque Converter . . . . . . . . . . . . .

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83
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82

TRANSMISSION DESCRIPTION
Chrysler 42RH and 46RH automatic transmissions
are 4-speed, fully automatic units with an overdrive
fourth gear range.
The 42RH is used with 3.9L V6 engines. The 46RH
is used with 5.2L (V8) engines.
The 42RH/46RH are dual unit designs. The assembly consists of a three speed automatic transmission
with an overdrive unit attached at the rear (Figs. 1
and 2). The overdrive unit provides a fourth gear
overdrive ratio of 0.69 to 1.
First through third gear ranges are provided by the
clutches, bands, overrunning clutch and planetary
gear set in the transmission. The overdrive unit contains an overdrive clutch, direct clutch, compound
planetary gear set and overrunning clutch.
The 42RH/46RH valve body has an additional housing. This housing contains the extra valving and electrical solenoid that provide overdrive fourth gear range.
The governor and park lock assemblies are located
inside the overdrive unit. The overdrive unit must be
removed and disassembled for service access to the
park lock and governor components.
Fourth gear is selected by a switch in the instrument panel. The switch is a signal device for the
powertrain control module (PCM). When the switch
is turned ON, it signals the PCM that overdrive
range has been selected. The PCM will then energize
the overdrive solenoid for a 3-4 upshift.

page
Transmission Changes and Parts Interchangeability . . 87
Transmission Description . . . . . . . . . . . . . . . . . . . . 82
Transmission Identification . . . . . . . . . . . . . . . . . . 86
The transmission must be in D range, third gear
before a 3-4 upshift will occur. The overdrive solenoid
will not be energized by the PCM when the switch is
in the OFF position.

TORQUE CONVERTER
A three element torque converter is used for all applications. The converter consists of an impeller, stator, and turbine. The converter also contains an
overrunning clutch and converter clutch mechanism.
A new converter is used with 42RH transmissions.
It has new design drive flats in the hub instead of
the square drive lugs used in previous models. The
oil pump inner gear was also changed to accept the
new drive flats. This converter is not interchangeable with older style converters and oil
pump gears.
The converter clutch consists of a piston, damper,
and disc. The clutch provides optimum torque transfer and economy when applied.
The clutch disc is located in the converter front
cover. The piston and damper are attached to the turbine hub. The damper helps to smooth engine firing
impulses and loads during converter clutch engagement.
Clutch engagement is controlled by the converter
clutch valve. The valve is located in the transmission
valve body. Clutch engagement occurs in drive range at
speeds above approximately 72-80 km/h (45-50 mph).

42RH/46RH AUTOMATIC TRANSMISSION


GEAR RATIOS
42RH forward gear ratios are:
First gear = 2.74:1
Second gear = 1.54:1
Third gear = 1.00:1
Fourth gear = 0.69:1.

46RH forward gear ratios are:


First gear = 2.45:1
Second gear = 1.45:1
Third gear = 1.00:1
Fourth gear = 0.69:1

21 - 83

Fig. 1 42RH Transmission And Overdrive Unit

21 - 84
42RH/46RH AUTOMATIC TRANSMISSION

Fig. 2 46RH Transmission And Overdrive Unit

42RH/46RH AUTOMATIC TRANSMISSION


21 - 85

21 - 86

42RH/46RH AUTOMATIC TRANSMISSION

RECOMMENDED FLUID
The recommended (and preferred) fluid for 42RH/
46RH transmissions is Mopar ATF Plus, type 7176.
Dexron II is not really recommended and should
only be used when ATF Plus is not available.

TRANSMISSION IDENTIFICATION
Transmission identification numbers are stamped
on the left side of the case just above the oil pan gasket surface (Fig. 3).
The first letter/number group is the transmission
part number. The next number group is the build
date and the last number group is the serial number.
Refer to this information when ordering replacement
parts.

Fig. 3 Transmission Part And Serial Number


Location

FOURTH GEAR OVERDRIVE COMPONENTS

Governor pressure and overdrive clutch pressure


taps are provided in the transmission case for pressure testing purposes.
The overdrive unit contains a direct clutch, an
overdrive clutch and an overrunning clutch. Fourth
gear range is provided by an additional planetary
gear set in the overdrive unit.
The direct clutch is applied by spring pressure. A
high pressure spring rated at approximately 830
pounds (5520 kPa) tension, holds the clutch in engagement. The sun gear, direct clutch sliding hub
and drum are splined to the annulus gear for direct
drive. For coasting or reverse gear, power flows only
through the direct clutch.
A timing valve disengages the torque converter
clutch prior to a 4-3 downshift. The clutch solenoid,
engagement valve, and timing valve are actuated in
fourth gear range.
The 42RH/46RH valve body is similar to the standard three speed valve body. However, additional
components are used to provide overdrive fourth gear
range (Fig. 4). The additional valve body components
include:
a separate housing for the overdrive valves and
plugs
an overdrive solenoid
a converter clutch solenoid
a 3-4 shift valve
a 3-4 timing valve
a 3-4 accumulator
a quick fill valve
an overdrive separator plate
a boost valve
The separate housing for the 3-4 shift valves is attached to the lower part of the valve body assembly.

42RH/46RH models have three transmission shafts.


An intermediate shaft is used between the input and
output shafts as a connecting device between the
transmission and overdrive unit. The output shaft is
in the overdrive unit. The intermediate shaft is supported by the overdrive piston retainer and piloted in
the output shaft (Fig. 1).
The overdrive piston and retainer are located at
the rear of the transmission case. The retainer serves
as both the rear support and pressure chamber for
the overdrive piston. The intermediate shaft is
splined to the overdrive direct clutch sliding hub,
planetary assembly and overrunning clutch (Fig. 1).
The governor components and speedometer drive
are located on the overdrive output shaft. Two bearings support the output shaft. The governor is operated by fluid pressure supplied through pressure
tubes. The tubes are permanently attached to the
governor support. Governor fluid pressure is transmitted through the intermediate shaft to the tubes.

Fig. 4 Valve Body

42RH/46RH AUTOMATIC TRANSMISSION


TRANSMISSION CHANGES AND PARTS
INTERCHANGEABILITY
1995 transmissions are similar to previous models
but only in appearance. Current transmissions are
dimensionally different. Do not interchange new/old
parts. Different dimensions, fluid passages, input/
output shafts, cases, bands, valve bodies and governor assemblies are just a few of the changed items.
Tranmission changes affect the governor weight assembly, low-reverse drum, front annulus, boost valve
tube retainer, fluid cooling system, and valve check
balls.
The governor weight assembly now consists of the
inner and outer weights, a smaller weight spring,
and a new intermediate weight. A spacer has been
added to the weight bore in the governor body to help
secure the new weight assembly.
The 46RH low-reverse drum has a spotface in the
hub for a double tab thrust washer. The drum itself
is also different and not interchangeable with prior
parts.

21 - 87

The boost valve tube retainer has been lengthened


and an extra tab added to better secure the tube.
This change affects 42RH and 46RH transmissions.
The thrust plate and front annulus in 42RH transmissions has changed. The thrust plate now has two
locating tabs and the annulus support hub has been
remachined to accomodate the new plate.
Plastic check balls are now being used in some
valve bodies. The new check balls entered production
as a running change. The plastic and steel check
balls are not interchangeable.
A converter drainback check valve has been added
to the fluid cooler system. The one-way valve is located in the transmission outlet (pressure) line. The
valve prevents fluid drainback when the vehicle is
parked for lengthy periods.
42RH output shaft for 2WD models has ground
outside diameters and must not be interchanged. In
addition, 46RH models have a rear servo check ball
(in the transfer plate). A new boost valve tube retainer with 2 tabs is also used on 42RH/46RH/

21 - 88

AUTOMATIC TRANSMISSION CONTROLS AND OPERATION


AUTOMATIC TRANSMISSION CONTROLS AND OPERATION
INDEX
page

3-4 Shift Sequence . . . . . .


Boost Valve Operation . . . .
Clutch and Band Application
Converter Clutch Control . .
Converter Drainback Valve
Gearshift Mechanism . . . .

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88
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3-4 SHIFT SEQUENCE


Fourth gear overdrive operation is controlled by the
powertrain control module (PCM). The module operates an overdrive solenoid on the valve body to cause
a 3-4 upshift. An overdrive switch, in the instrument
panel, allows the driver to select, or turn off the overdrive feature. The switch must be in the ON position
before a 3-4 upshift will take place.
The overdrive switch does not operate the overdrive solenoid directly. Instead, the switch acts as a
signal device that tells the PCM when overdrive has
either been selected, or turned off. When the switch
is turned On, the PCM records the signal; it then energizes the overdrive solenoid when vehicle speed
and sensor inputs are at required levels.
Speed, temperature, and throttle position are
among the electrical signals supplied to the PCM to
operate the overdrive solenoid on the valve body. The
solenoid contains a check ball that opens and closes a
vent port in the 3-4 shift valve feed passage.
The overdrive solenoid and check ball are not energized in first, second, third or reverse gear. The vent
port stays open diverting 2-3 valve line pressure
away from the 3-4 valve.
The overdrive solenoid is energized by the PCM.
The solenoid check ball closes the vent port when the
solenoid is energized. This allows line pressure from
the 2-3 shift valve to act directly on the 3-4 valve.
Line pressure on the 3-4 valve moves the valve to
upshift position. This exposes feed passages to the
3-4 timing valve, quick fill valve, 3-4 accumulator
and ultimately to the overdrive piston.
Line pressure through the timing valve moves the
overdrive piston into contact with the overdrive
clutch. The boost valve provides increased fluid apply
pressure to the overdrive clutch during the 3-4 upshift and during fourth gear operation.
The overdrive piston engages the overdrive clutch
by pressing directly against the clutch pressure plate.
The overdrive clutch also disengages the direct clutch
during 3-4 upshifts.
As fluid pressure extends the overdrive piston, the
piston contacts the direct clutch hub pressing it rearward. This action compresses the direct clutch spring

page
Overdrive Selector Switch . . . .
Pressure Regulation . . . . . . . .
Quick Fill Valve Operation . . . .
Shift Valve Flow Control . . . . .
Transmission Hydraulic Controls

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88
89
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88

relieving spring load on the clutch pack. The clutch is


disengaged once spring load is relieved.
The 3-4 accumulator cushions overdrive clutch engagement to smooth the transition into fourth gear.
The accumulator is charged at the same time as apply pressure acts against the overdrive piston.

GEARSHIFT MECHANISM
The gear shift mechanism provides six shift positions which are:
park (P)
reverse (R)
neutral (N)
drive (D)
manual second (2)
manual low (1)
Manual low (1) range provides first gear only.
Overrun braking is also provided in this range. Manual second (2) range provides first and second gear
only.
Drive range provides first, second third and overdrive fourth gear ranges. The shift into overdrive
fourth gear range occurs only after the transmission
has completed the shift into D third gear range. No
further movement of the shift mechanism is required
to complete the 3-4 shift.
The fourth gear upshift occurs automatically when
the overdrive selector switch is in the ON position.

OVERDRIVE SELECTOR SWITCH


The driver can select overdrive fourth gear by
means of a selector switch in the instrument panel.
The switch must be in the ON position for a 3-4 upshift to take place. The switch has an indicator light
that illuminates when overdrive is turned off. The
switch resets when the ignition key is turned to OFF
position; this allows overdrive feature to be restored.

TRANSMISSION HYDRAULIC CONTROLS


The 42RH/46RH hydraulic control system provides
fully automatic operation. The system performs five
basic functions which are: pressure supply, pressure
regulation, flow control, clutch/band application, and
lubrication.

AUTOMATIC TRANSMISSION CONTROLS AND OPERATION

21 - 89

PRESSURE REGULATION

CONVERTER DRAINBACK VALVE

The pressure regulator valve maintains line pressure. The amount of pressure developed is controlled
by throttle pressure which is dependent on the degree of throttle opening. The regulator valve is located in the valve body.
The throttle valve determines line pressure and
shift speed. The throttle valve controls upshift and
downshift speeds by regulating pressure according to
throttle position.

The drainback valve is located in the transmission


cooler outlet (pressure) line. The valve prevents fluid
from draining from the converter into the cooler and
lines when the vehicle is shut down for lengthy periods.
Production valves have a hose nipple at one end,
while the opposite end is threaded for a flare fitting.
Some early valves have hose nipples at both ends.
The valves have an arrow mark (or similar mark) to
indicate direction of flow through the valve.

SHIFT VALVE FLOW CONTROL


The manual valve is operated by the gearshift linkage and provides the operating range selected by the
driver.
The 1-2 shift valve provides 1-2 or 2-1 shifts and
the 2-3 shift valve provides 2-3 or 3-2 shifts.
The kickdown valve provides forced 3-2 or 3-1
downshifts depending on vehicle speed. Downshifts
occur when the throttle is opened beyond downshift
detent position. Detent is reached just before wide
open throttle position.
The 2-3 valve throttle pressure plug provides 3-2
downshifts at varying throttle openings depending on
vehicle speed.
The 1-2 shift control valve transmits 1-2 shift pressure to the accumulator piston. This controls kickdown band capacity on 1-2 upshifts and 3-2
downshifts.
The 3-4 shift valve, timing valve and accumulator
are only actuated when the overdrive solenoid is energized.
The solenoid check ball controls a vent port to the
3-4 valve. The check ball either diverts line pressure
away from or directly to, the 3-4 shift valve. Energizing the solenoid causes the check ball to close the
vent port allowing line pressure to act upon the 3-4
upshift valve.
The 42RH/46RH valve body is equipped with a
limit valve. The valve determines maximum speed at
which a 3-2 part throttle kickdown can be made. On
transmissions without a limit valve, maximum speed
for a 3-2 kickdown is at detent position.
The 2-3 shuttle valve has two functions. First is
fast front band release and smooth engagement during lift-foot 2-3 upshifts. The second is to regulate
front clutch and band application during 3-2 downshifts.
The 3-4 timing valve is moved by line pressure
coming through the 3-4 shift valve. The timing valve
holds the 2-3 shift valve in an upshift position. The
purpose is to prevent the 2-3 valve from up or downshifting before the 3-4 valve.
The 3-4 accumulator is mounted on the overdrive
housing. It performs the same function as the 2-3 accumulator. It is used to smooth engagement during
the 3-4 shift.

BOOST VALVE OPERATION


The boost valve provides increased fluid apply pressure for converter clutch and overdrive clutch engagement.
The boost valve is connected to the overdrive clutch
circuit via a tube connected between the valve body
upper and lower housings. The valve is connected to
the converter clutch circuit via the regulator valve,
switch valve and 3-4 shift and timing valves.
Hydraulic circuitry for the boost valve is shown in
the hydraulic flow diagrams. The diagrams are located at the end of the transmission diagnosis and
test section.
During converter clutch engagement in fourth gear,
the valve supplies full line pressure directly to the
clutch. The increased pressure available at the clutch
provides smooth shifting and positive engagement.
A 3-4 upshift causes the boost valve to increase line
pressure to the overdrive clutch. Pressure also increases with throttle opening. This ensures positive
clutch engagement during periods of high throttle
opening acceleration.

QUICK FILL VALVE OPERATION


The 3-4 shuttle valve is replaced by a 3-4 quick fill
valve in the valve body. The purpose of the valve is
faster engagement of the overdrive clutch during upshifts.
In operation, the valve temporarily bypasses the
clutch piston feed orifice at the start of a 3-4 upshift.
This exposes a larger passage into the piston retainer
resulting in a much faster clutch fill and apply sequence.
The valve does not bypass the regular clutch feed
orifice throughout the 3-4 upshift. Instead, once a
predetermined pressure develops within the clutch,
the valve closes the bypass. Clutch fill is then completed through the regular feed orifice.

21 - 90

AUTOMATIC TRANSMISSION CONTROLS AND OPERATION

CONVERTER CLUTCH CONTROL


The converter clutch valve applies the converter
clutch when supplied with line pressure through the
converter clutch solenoid. The solenoid is mounted on
the valve body and energized by an electrical signal
from the powertrain control module. Electronic control of converter clutch operation includes clutch release at closed throttle, during warmup, and during
part throttle acceleration. The boost valve provides
additional apply pressure for converter clutch application.
The switch valve directs fluid apply pressure to the
converter clutch in one position and releases it in the
opposite position. It also directs oil to the cooling and
lube circuits. The switch valve regulates oil pressure
to the torque converter by limiting maximum oil
pressure to 130 psi.
Converter clutch engagement in overdrive fourth
gear is controlled by sensor inputs to the powertrain
control module. In third gear above 25 mph and in
fourth gear above 50 mph, sensor inputs to the control module that determine clutch engagement and
shift timing are:
coolant temperature (verifies temperature minimum of 60 F)

engine speed
vehicle speed
throttle position
manifold vacuum (MAP sensor)

CLUTCH AND BAND APPLICATION


The front/rear clutch pistons and servo pistons are
actuated by line pressure. When fluid pressure is released, the clutch pistons are released by spring pressure.
On 2-3 upshifts, the front servo piston is released
by spring tension and hydraulic pressure. The accumulator controls hydraulic pressure on the apply side
of the front servo during 1-2 upshifts and all throttle
openings.
The overdrive direct clutch is applied by spring
pressure. The direct clutch is applied in all ranges
except fourth gear.
The overdrive clutch is applied in fourth gear only.
The clutch is applied by the overdrive piston which is
actuated by line pressure through the 3-4 shift valve.

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

21 - 91

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


INDEX
page

page

Air Testing Transmission Clutch and Band


Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Analyzing the Road Test . . . . . . . . . . . . . . . . . . . . 93
Causes of Burned Fluid . . . . . . . . . . . . . . . . . . . . . 92
Checking Fluid Level and Condition . . . . . . . . . . . . 91
Converter Housing Fluid Leak Diagnosis . . . . . . . . 97
Converter Stall Test . . . . . . . . . . . . . . . . . . . . . . . . 96
Diagnosis Charts . . . . . . . . . . . . . . . . . . . . . . . . . 100
Effects of Incorrect Fluid Level . . . . . . . . . . . . . . . 92

Fluid Contamination . . . . . . . . . . . . . . . . . .
General Information . . . . . . . . . . . . . . . . . .
Hydraulic Pressure Test . . . . . . . . . . . . . . .
Overdrive Fourth Gear Electrical Controls . .
Preliminary Diagnosis . . . . . . . . . . . . . . . . .
Road Testing . . . . . . . . . . . . . . . . . . . . . . .
Stall Test Analysis . . . . . . . . . . . . . . . . . . . .
Transmission Cable and Linkage Adjustment

GENERAL INFORMATION

VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken, disconnected shift linkage.
(3) Check for cracked, leaking cooler lines, or loose,
missing pressure port plugs.
(4) Raise vehicle, start engine, shift transmission
into gear and note following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmission is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmission and check for damaged drive plate, converter,
oil pump, input shaft, planetary gear, clutches.
(c) If propeller shaft does not turn and transmission is not noisy, perform hydraulic pressure test to
determine if problem is hydraulic or mechanical.

Begin diagnosis by checking the easily accessible


items such as fluid level, fluid condition and throttle
cable/shift linkage adjustments. A road test will determine if further diagnosis is necessary.
Procedures outlined in this section should be performed in the following sequence to realize the most
accurate results:
(1) preliminary diagnosis
(2) fluid Level and condition
(3) leak checks (if fluid level is low)
(4) throttle and shift linkage adjustment
(5) overdrive control switch test
(6) road test
(7) stall test
(8) hydraulic pressure test
(9) air pressure tests
(10) analyze test results
(11) refer to diagnosis charts

PRELIMINARY DIAGNOSIS
Two basic procedures are required. One procedure
for vehicles that are driveable and an alternate procedure for disabled vehicles (will not back up or move
forward).

VEHICLE IS DRIVEABLE
(1) Check fluid level and condition.
(2) Check throttle cable and gearshift linkage adjustments if complaint was based on delayed, erratic,
or harsh shifts.
(3) Road test vehicle and note how transmission
engages, upshifts, downshifts.
(4) Perform stall test if complaint is based on sluggish acceleration or if abnormal throttle opening is
needed to maintain normal speeds with a properly
tuned engine.
(5) Perform hydraulic pressure test if shift problems were noted during road test.
(6) Perform air pressure test to check clutch-band
operation if hydraulic pressure test is inconclusive.

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92
91
94
93
91
93
96
93

CHECKING FLUID LEVEL AND CONDITION


Transmission fluid level should be checked a minimum of six times per year under normal operation. If
the vehicle is used for trailer towing or similar heavy
load hauling, check fluid level and condition at
least once a week.
Fluid level is checked with the engine running at
curb idle speed, brakes applied, transmission in Neutral, and the transmission fluid at normal operating
temperature (hot).
(1) Transmission fluid must be at normal operating
temperature for accurate fluid level check. Drive vehicle if necessary to bring fluid temperature up to
normal hot operating temperature of 82C (180F).
(2) Position vehicle on level surface. This is extremely important for accurate fluid level check.
(3) Start and run engine at curb idle speed.
(4) Apply parking brakes.
(5) Shift transmission momentarily into all gear
ranges. Then shift transmission back to Neutral.
(6) Clean top of filler tube and dipstick to keep dirt
from entering tube.

21 - 92

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

(7) Remove dipstick and check fluid level as follows:


(a) Dipstick has three fluid level indicator levels
(Fig. 1) which are a MIN dot, an OK crosshatch
area, and a MAX fill arrow.
(b) Correct maximum level is to MAX arrow
mark. Correct acceptable level is to OK mark in
crosshatch area.
(c) Incorrect level is at or below MIN dot.
(d) If fluid is low, add only enough Mopar ATF
Plus to restore correct level. Do not overfill.
CAUTION: Do not overfill the transmission. Overfilling may cause leakage out the pump vent which
can be mistaken for a pump seal leak. Overfilling
will also cause fluid aeration and foaming as the excess fluid is picked up and churned by the gear
train. This will significantly reduce fluid life.
(8) If transmission is overfilled, fluid can be removed with 1/8 to 3/16 in. diameter tubing and suction gun. Tubing will have to be adapted to nozzle of
gun and be long enough to extend down fill tube and
into transmission oil pan.

either case, air bubbles cause fluid overheating, oxidation and varnish buildup which interferes with
valve, clutch and servo operation.
Foaming also causes fluid expansion which can result in fluid overflow from the transmission vent or
fill tube. Fluid overflow can easily be mistaken for a
leak if inspection is not careful.

CAUSES OF BURNED FLUID


Burned, discolored fluid is a result of overheating
which has two primary causes.
The first cause is a result of restricted fluid flow
through the main and/or auxiliary cooler. This condition
is usually the result of a faulty or improperly installed
drainback valve, a damaged main cooler, or severe restrictions in the coolers and lines caused by debris.
The second primary cause is heavy duty operation
with a vehicle not properly equipped for this type of
operation. Trailer towing or similar high load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should have
an auxiliary transmission fluid cooler, a heavy duty
cooling system, and the engine/axle ratio combination
needed to handle heavy loads.

FLUID CONTAMINATION

Fig. 1 Dipstick Fluid Level Marks


(9) Check fluid condition as follows:
(a) Fluid color should range from dark red to
pink and be free of particles and sludge.
(b) If fluid is orange, brown, or smells burned
but shifts were OK, flow test and reverse flush
cooler and lines. Then change fluid and filter and
road test again to confirm proper operation.
(c) If fluid is black, dark brown, turned to sludge,
contains extensive amount of metal or friction material particles, transmission will need overhaul.
Main and auxiliary coolers will have to be flow
tested and reverse flushed as well. Refer to the
flow test and flushing procedures in the in-vehicle
service section.

EFFECTS OF INCORRECT FLUID LEVEL


A low fluid level allows the pump to take in air
along with the fluid. Air in the fluid will cause fluid
pressures to be low and develop slower than normal.
If the transmission is overfilled, the gears churn
the fluid into foam, aerating the fluid and causing
the same conditions that occur with a low level. In

Fluid contamination is generally a result of:


adding incorrect fluid
failure to clean dipstick and fill tube when checking level
engine coolant entering fluid
internal failure that generates debris
overheat that generates sludge (fluid breakdown)
failure to reverse flush cooler and lines after repair
failure to replace contaminated converter during repair
The use of non-recommended fluids can result in
transmission failure. The usual results are erratic
shifts, slippage, abnormal wear and eventual failure
due to fluid breakdown and sludge formation. Avoid
this condition by using recommended fluids only.
The dipstick cap and fill tube should be wiped
clean before checking fluid level. Dirt, grease and
other foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
time to wipe the cap and tube clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally
caused by a cooler malfunction. The only remedy is to
replace the radiator as the cooler in the radiator is not a
serviceable part. If coolant has circulated through the
transmission for some time, an overhaul may also be
necessary; especially if shift problems had developed.
The transmission cooler and lines should be reverse
flushed whenever a malfunction generates sludge
and/or debris. The torque converter should also be replaced at the same time.

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


Failure to flush the cooler and lines will result in
re-contamination and a shop comeback. Flushing applies to auxiliary coolers as well. The torque converter and drainback valve should also be replaced
whenever a failure generates sludge and debris. This
is necessary because converter flushing will not remove contaminants.

OVERDRIVE FOURTH GEAR ELECTRICAL


CONTROLS
The electrical controls governing the shift into overdrive fourth gear consist of the control switch on the instrument panel and the overdrive solenoid on the valve
body. The control switch is in circuit with the solenoid
and must be in the On position to energize the solenoid.
The transmission must also have reached third gear
range before the shift to fourth gear will occur.
The control switch, valve body solenoid, case connectors and related wiring can all be tested with a 12 volt
test lamp or a volt/ohmmeter. Check continuity of each
component when diagnosis indicates this is necessary.
Switch and solenoid continuity should be checked
whenever the transmission fails to shift into fourth
gear range.

TRANSMISSION CABLE AND LINKAGE


ADJUSTMENT
Transmission throttle valve cable adjustment is extremely important to proper operation. This adjustment positions the throttle valve which controls shift
speed, quality and part throttle downshift sensitivity.
If cable setting is too short, early shifts and slippage between shifts may occur. If the setting is too
long, shifts may be delayed and part throttle downshifts may be very sensitive. Refer to the In-Vehicle
Service section for adjustment procedure.
Shift linkage adjustment is important because it
positions the valve body manual valve. Incorrect adjustment will cause creeping in Neutral, premature
clutch wear, delayed engagement in any gear, or a
no-start in Park or Neutral position.
Proper operation of the park/neutral position
switch will provide a quick check of linkage adjustment. Refer to the In-Vehicle Service section for linkage adjustment procedure.

ROAD TESTING
Before road testing, be sure the fluid level and all
linkage adjustments have been checked and adjusted
if necessary. Observe engine performance during the
road test. A poorly tuned engine will not allow an accurate analysis of transmission operation.
Operate the transmission in all gear ranges. Check
for shift variations and engine flare, which indicates
slippage. Note if shifts are harsh, spongy, delayed,
early, or if part throttle downshifts are sensitive.

21 - 93

Slippage indicated by engine flare, usually means


clutch, band or overrunning clutch problems. If the
condition is advanced, an overhaul may be necessary
to restore normal operation.
A slipping clutch or band can often be determined by
comparing which internal units are applied in the various gear ranges. The Clutch and Band Application chart
(Fig. 2) provides a basis for analyzing road test results.

ANALYZING THE ROAD TEST


Refer to the Clutch and Band Application chart
(Fig. 2) and note which elements are in use in the
various gear ranges.
Note that the rear clutch is applied in all forward
ranges. The transmission overrunning clutch is applied in first gear (D, 2 and 1 ranges) only. The rear
band is applied in 1 and R range only. The overdrive
clutch is applied only in fourth gear and the direct
clutch is applied in all ranges except fourth gear.
For example: If slippage occurs in first gear in D
and 2 range but not in 1 range, the transmission
overrunning clutch is faulty. Similarly, if slippage occurs in any two forward gears, the rear clutch is slipping.
Applying the same method of analysis, note that
the front and rear clutches are applied simultaneously only in D range third and fourth gear. If the
transmission slips in third gear, either the front
clutch or the rear clutch is slipping.
If the transmission slips in fourth gear but not in
third gear, the overdrive clutch is slipping. By selecting another gear which does not use these clutches,
the slipping unit can be determined. For example, if
the transmission also slips in Reverse, the front
clutch is slipping. If the transmission does not slip in
Reverse, the rear clutch is slipping.
If slippage occurs during the 3-4 shift or only in
fourth gear, the overdrive clutch is slipping. Similarly, if the direct clutch were to fail, the transmission would lose both reverse gear and overrun
braking in 2 position (manual second gear). If the
transmission slips in any other two forward gears,
the transmission rear clutch is probably slipping.
If the transmission will not shift to fourth gear, the
control switch, overdrive solenoid or related wiring
may also be the problem cause.
This process of elimination can be used to identify
a slipping unit and check operation. Proper use of
the Clutch and Band Application Chart is the key.
Although road test analysis will help determine the
slipping unit, the actual cause of a malfunction usually cannot be determined until hydraulic and air
pressure tests are performed. Practically any condition can be caused by leaking hydraulic circuits or
sticking valves.
Unless a malfunction is obvious, such as no
drive in D range first gear, do not disassemble

21 - 94

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

Fig. 2 Clutch And Band Application Chart


the transmission. Perform the hydraulic and
air pressure tests to help narrow the probable
cause.

sures are higher. In cases where two test gauges are


required, the 300 psi gauge can be used at any of the
other test ports.

HYDRAULIC PRESSURE TEST


Hydraulic test pressures range from a low of one
psi (6.895 kPa) governor pressure, to 300 psi (2068
kPa) at the rear servo pressure port in reverse. Use
100 psi Gauge C-3292 to check pressure at the accumulator, front servo and governor. Use 300 psi Gauge
C-3293-SP to check pressure at the rear servo and
overdrive port.
Pressure Test Port Locations
There are pressure test ports at the accumulator,
front servo, and rear servo. Governor and overdrive
clutch pressure test ports are located at the left and
right rear sides of the case (Fig. 3).
Line pressure is checked at the accumulator port
on the right side of the case. The front servo pressure
port is at the right side of the case just behind the
filler tube opening.
The rear servo and governor pressure ports are at
the right rear of the transmission case. The overdrive
clutch pressure port is at the left rear of the case
(Fig. 3).
An accurate tachometer and two test gauges are required for the pressure test. Test Gauge C-3292 has a
100 psi range and is used at the accumulator, governor, and front servo pressure ports. Test Gauge
C-3293-SP has a 300 psi range and is used at the
rear servo port and overdrive test ports where pres-

Fig. 3 Pressure Test Port Locations

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


PRESSURE TEST PROCEDURE
Connect a tachometer to the engine. Position the
tachometer so it can be observed from under the vehicle. Raise the vehicle on hoist that will allow the
wheels to rotate freely.
Test OneTransmission In 1 Range
This test checks pump output, pressure regulation, and condition of the rear clutch and
servo circuit. Test Gauges C-3292 and C-3293-SP
are required for this test. Gauge C-3292 has a
100 psi range. Gauge C-3293-SP has a 300 psi
range.
(1) Connect 100 psi Gauge C-3292 to accumulator
port.
(2) Connect 300 psi Gauge C-3293-SP to rear servo
port (Fig. 3).
(3) Disconnect throttle and gearshift rods from
manual and throttle levers.
(4) Start and run engine at 1000 rpm.
(5) Move shift lever (on manual lever shaft) all the
way forward into 1 range.
(6) Move transmission throttle lever from full forward to full rearward position and note pressures on
both gauges.
(7) Line pressure at accumulator port should be
54-60 psi (372-414 kPa) with throttle lever forward
and gradually increase to 90-96 psi (621-662 kPa) as
lever is moved rearward.
(8) Rear servo pressure should be same as line
pressure within 3 psi (20.68 kPa).
Test TwoTransmission In 2 Range
This test checks pump output and pressure
regulation. Use 100 psi Test Gauge C-3292 for
this test.
(1) Connect test gauge to accumulator pressure
port (Fig. 3).
(2) Start and run engine at 1000 rpm.
(3) Move shift lever on valve body manual lever
shaft, one detent rearward from full forward position.
This is 2 range.
(4) Move transmission throttle lever from full forward to full rearward position and read pressure at
both gauges.
(5) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually increase to 90-96 psi (621-662 kPa) as lever is moved
rearward.
Test ThreeTransmission In D Range
This test checks pressure regulation and condition of the clutch circuits. Use both pressure
Test Gauges C-3292 and C-3293-SP for this test.
(1) Connect test gauges to accumulator and front
servo ports (Fig. 3). Use either test gauge at the two
ports.
(2) Start and run engine at 1600 rpm for this test.

21 - 95

(3) Move selector lever to D range. This is two detents rearward from full forward position.
(4) Read pressures on both gauges as transmission
throttle lever is moved from full forward to full rearward position.
(5) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually increase as lever is moved rearward.
(6) Front servo is pressurized only in D range and
should be same as line pressure within 3 psi (21 kPa)
up to downshift point.
Test FourTransmission In Reverse
This test checks pump output, pressure regulation and the front clutch and rear servo circuits. Use 300 psi Test Gauge C-3293-SP for this
test.
(1) Connect 300 psi gauge to rear servo port (Fig.
3).
(2) Start and run engine at 1600 rpm for test.
(3) Move valve body selector lever four detents
rearward from the full forward position. This is Reverse range.
(4) Move throttle lever all way forward then all
way rearward and note gauge readings.
(5) Pressure should be 145 - 175 psi (1000-1207
kPa) with lever forward and increase to 230 - 280 psi
(1586-1931 kPa) as lever is moved rearward.
Test FiveGovernor Pressure
This test checks governor operation by measuring governor pressure response to changes
in engine speed. It is usually not necessary to
check governor operation unless shift speeds
are incorrect or if the transmission will not
downshift.
(1) Connect 100 psi Test Gauge C-3292 to governor
pressure port (Fig. 3).
(2) Move shift lever to D range.
(3) Start and run engine at curb idle speed and
note pressure. At idle and with vehicle stopped, pressure should be zero to 1-1/2 psi maximum. If pressure exceeds this figure, governor valve or weights
are sticking open.
(4) Slowly increase engine speed and observe
speedometer and pressure test gauge. Governor pressure should increase in proportion to vehicle speed.
Or approximately 1 psi for every 1 mph.
(5) Pressure rise should be smooth and drop back
to 0 to 1-1/2 psi when wheels stop rotating.
(6) Compare results of pressure tests with analysis
chart (Fig. 4).
Test SixTransmission In Overdrive Fourth Gear
This test checks line pressure at the overdrive clutch in fourth gear range. Use 300 psi
Test Gauge C-3292 for this test.
(1) Raise vehicle on hoist.

21 - 96

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

(2) Connect test gauge C-3292 to overdrive clutch


pressure port (Fig. 3).
(3) Lower vehicle to enough to allow entry into
drivers seat. Leave vehicle wheels approximately one
foot off shop floor.
(4) Secure test gauge where it can be viewed from
drivers seat. Use extra length of pressure hose to
connect gauge if necessary.
(5) Start engine and shift into D range.
(6) Verify that overdrive switch is in ON position.
(7) Record gauge pressure at closed throttle. Then
gradually increase engine rpm until 3-4 shift occurs
and record gauge pressure again.
CAUTION: If the vehicle is being tested on a hoist,
do not use more than 1/2 throttle. This necessary to
avoid overspeeding and possibly damaging the engine, or axle.
(8) Pressure should be 469-496 kPa (68-72 psi) at
closed throttle and increase to 620-827 kPa (90-120
psi) at 1/2 throttle. Maximum shift pressure (896
kPa/130 psi) requires 3/4 to full throttle to obtain. This pressure should only be checked
when the vehicle is on the road or on a chassis
dyno.
(9) Refer to test analysis chart (Fig. 4), after completing test.

CONVERTER STALL TEST


Stall testing involves determining maximum engine
rpm obtainable at full throttle with the rear wheels
locked and the transmission in D range. This test
checks the holding ability of the converter overrunning and transmission clutches. When stall testing is
completed, refer to the stall speed chart and diagnosis guides.
WARNING: NEVER ALLOW ANYONE TO STAND DIRECTLY IN LINE WITH THE VEHICLE FRONT OR
REAR DURING A STALL TEST. ALWAYS BLOCK
THE WHEELS AND FULLY APPLY THE SERVICE
AND PARKING BRAKES DURING THE TEST.

STALL TEST PROCEDURE


(1) Connect tachometer to engine. Position tachometer so it can be viewed from driver seat.
(2) Check transmission fluid level. Add fluid if necessary.
(3) Drive vehicle to bring transmission fluid up to
normal operating temperature. Vehicle can be driven
on road, or on chassis dyno if shop is so equipped.
(4) Block front wheels.
(5) Fully apply service and parking brakes.
(6) Open throttle completely and record maximum
engine rpm registered on tachometer. It takes 4-10
seconds to reach max rpm. However, once max

Fig. 4 Pressure Test Analysis Chart


rpm has been achieved, do not hold wide open
throttle for more than 4-5 seconds.
CAUTION: Stalling the converter causes a rapid increase in fluid temperature. To avoid fluid overheating, hold the engine at maximum rpm for no more
than 5 seconds. In addition, if engine exceeds 2100
rpm during the test, release the accelerator pedal
immediately; transmission clutch slippage is occurring.
(7) Stall speeds should be in 1750-2150 rpm range.
(8) If a second stall test is required, cool fluid
down before proceeding. Shift into Neutral and run
engine at 1000 rpm for 20-30 seconds to cool fluid.
(9) Refer to Stall Test Analysis.

STALL TEST ANALYSIS


STALL SPEED TOO HIGH
If the stall speed exceeds specifications by more
than 200 rpm, transmission clutch slippage is indicated.

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


STALL SPEED TOO LOW
Low stall speeds with a properly tuned engine indicate a torque converter overrunning clutch problem. The condition should be confirmed by road
testing prior to converter replacement.
The converter overrunning clutch is slipping when:
Stall speeds are 250 to 350 rpm below specified minimum and the vehicle operates properly at highway
speeds but has poor low speed acceleration.
STALL SPEED NORMAL
If stall speeds are normal but abnormal throttle
opening is required to maintain highway speeds, the
converter overrunning clutch is seized and the torque
converter must be replaced.
CONVERTER NOISE DURING TEST
A whining noise caused by fluid flow is normal during a stall test. However, loud metallic noises indicate a damaged converter. To confirm that noise is
originating from the converter, operate the vehicle at
light throttle in Drive and Neutral on a hoist and listen for noise coming from the converter housing.

AIR TESTING TRANSMISSION CLUTCH AND BAND


OPERATION
Air pressure testing can be used to check transmission front/rear clutch and band operation with the
transmission either in the vehicle, or on the work
bench as a final check after overhaul.
Air pressure testing requires that the oil pan and
valve body be removed from the transmission. The
servo and clutch apply passages are shown in Figure
5.

Fig. 5 Air Pressure Test Passages

21 - 97

FRONT CLUTCH AIR TEST


Place one or two fingers on the clutch housing and
apply air pressure through front clutch apply passage
(Fig. 8). Piston movement can be felt and a soft thud
heard as the clutch applies.
REAR CLUTCH AIR TEST
Place one or two fingers on the clutch housing and
apply air pressure through rear clutch apply passage
(Fig. 5). Piston movement can be felt and a soft thud
heard as the clutch applies.
FRONT SERVO AIR TEST
Apply air pressure to the front servo apply passage.
The servo rod should extend and cause the band to
tighten around the drum. Spring tension should release the servo when air pressure is removed.
REAR SERVO AIR TEST
Apply air pressure to the rear servo apply passage.
The servo rod should extend and cause the band to
tighten around the drum. Spring tension should release the servo when air pressure is removed.

CONVERTER HOUSING FLUID LEAK DIAGNOSIS


When diagnosing converter housing fluid leaks, two
items must be established before repair. First, it
must be verified that a leak condition actually exists.
And second, the true source of the leak must be determined.
Some suspected converter housing fluid leaks may
not be leaks at all. They may only be the result of
residual fluid in the converter housing, or excess
fluid spilled during factory fill or refill after repair.
Converter housing leaks have several potential
sources. Through careful observation, a leak source
can be identified before removing the transmission
for repair.
Pump seal leaks tend to move along the drive hub
and onto the rear of the converter. Pump O-ring or
pump body leaks follow the same path as a seal leak
(Fig. 6).
Pump vent or pump attaching bolt leaks are generally deposited on the inside of the converter housing
and not on the converter itself (Fig. 6).
Pump seal or gasket leaks usually travel down the
inside of the converter housing.
Front band lever pin plug leaks are generally deposited on the housing and not on the converter.

LEAK DIAGNOSIS PROCEDURE


(1) Raise rear of vehicle and allow accumulated
fluid to drain out of converter housing.
(2) Check and adjust transmission fluid level.
(3) Raise vehicle. Remove converter housing dust
cover and wipe as much fluid as possible from converter housing.

21 - 98

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

Fig. 6 Converter Housing Leak Paths


(4) Fabricate test probe (Fig. 7). Attach probe to
converter housing with a dust shield bolt.
(5) Have a helper run engine at 2500 rpm (with
transmission in Neutral) for two minutes; then stop
engine.
(6) Inspect test probe and converter housing. If a
leak is evident, note color of fluid. Transmission fluid
is red. Engine oil ranges in color from brown to
green, or to black when oil is dirty.
(7) If probe upper surface is dry, the converter and
seal are not at fault. A path of fluid across probe upper surface indicates a converter or seal leak. Fluid
leaking under the probe is coming from pump housing area (Fig. 8).
(8) Fluid leaking under the probe could be from:
pump seal and/or bushing, pump vent, kickdown lever shaft access plug, pump bolts, or porous spots in
pump body or transmission case (Fig. 8).
(9) If porous spots in the transmission case or
pump body are the suspected leak source, pressurize
transmission as described in Leak Testing With Air
Pressure.

Fig. 7 Leak Test Probe

Fig. 8 Pump Area Inspection Points


TORQUE CONVERTER LEAK POINTS
Possible sources of converter leaks are: (a) leaks at
the weld joint around the outside diameter weld (Fig.
9) and (b) leaks at the converter hub weld (Fig. 9).

Fig. 9 Converter Leak Points (Typical)


LEAK TESTING WITH AIR PRESSURE
This test involves closing off all openings and pressurizing the transmission to 8 psi with hand operated Air Pump Tool 7700.
A soapy water solution is applied to suspected leak
points before and during the pressure test. Leaks will
be indicated by the presence of air bubbles coming
through the solution.
Some transmission openings such as the fill tube
and front cooler line fitting can be closed off with a
rubber plug or similar device. Plugs can secured with
wire or duct tape.
The transmission rear output shaft opening is
closed off simply by leaving the transfer case bolted
in place. However, if the transfer case has been removed, a shipping plug can used to close off this
opening.
The torque converter hub opening in the pump and
the pump vent require special tools to close them off.

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

21 - 99

The converter hub seal cap is made from thin wall


tube and a 3.17 mm (1/8 in.) thick disc (Figs. 10 and
11). A retaining strap is needed to secure the seal cup
for testing (Fig. 12). The strap attaching hole positions are approximate only. Measure hole position on
the converter housing before drilling.
The pump vent plug is made from 6.35 mm (1/4 in.)
rod and 4.76 mm (3/16 in.) plate (Fig. 13).
The fabricated tools can all be made from mild
steel or aluminum stock.

Fig. 12 Seal Cup Retaining Strap

Fig. 10 Converter Hub Seal Cup (42RH)

Fig. 13 Pump Vent Plug

Fig. 11 Converter Hub Seal Cup (46RH)


AIR PRESSURE LEAK TEST PROCEDURE
(1) Install vent plug, converter hub seal cup and
cup retaining strap (Fig. 14).
CAUTION: Be sure the surfaces of the hub seal cup
are smooth and free of nicks, scratches, or burrs.
Surface irregularities on the cup will damage the
pump seal if not removed. Sand and/polish the cup
with 400 grit sandpaper or crocus cloth to smooth
the surface if necessary.
(2) Remove both quick connect fittings from transmission case. Install pipe plug in front fitting hole
and a standard flare or compression fitting in rear
fitting hole. Then attach 15 cm (6 inch) length of copper tubing to rear fitting (Fig. 15).

(3) Close off remaining transmission openings with


rubber plugs, or stoppers or similar devices. Do not
close off rear cooler line fitting. Hand operated
air pump will be attached to this fitting.
(4) Attach Air Pump 7700 to rear cooler line fitting. Connect a length of copper tube to fitting. Then
attach pump hose to tube with hose clamp (Fig. 15).
(5) Apply a thick soapy water solution to suspected
leak areas.
CAUTION: The recommended test pressure is 8 psi.
The maximum allowable test pressure is 10 psi. Do
not exceed specified pressure.
(6) Pressurize transmission to 8 psi with air pump.
(7) Observe suspected leak areas. Air bubbles appearing in soapy water solution indicate leak points.
(8) Remove test tools and plugs after test completion and make necessary repairs as described in Leak
Correction procedure.

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AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

Fig. 14 Vent Plug And Hub Seal Cup Installation


CONVERTER HOUSING AREA LEAK
CORRECTION
(1) Remove converter.
(2) Tighten front band adjusting screw until band
is tight around front clutch retainer. This prevents
front/rear clutches from coming out when oil pump is
removed.
(3) Remove oil pump and remove pump seal. Inspect pump housing drainback and vent holes for obstructions. Clear holes with solvent and wire.
(4) Inspect pump bushing and converter hub. If
bushing is scored, replace it. If converter hub is
scored, either polish it with crocus cloth or replace
converter if scoring is severe.
(5) Install new pump seal, O-ring, gasket, bushing.
Replace oil pump if cracked, porous or damaged in
any way.
(6) Loosen kickdown lever pin access plug three
turns. Apply Permatex No. 2 or equivalent to plug
threads and tighten plug to 17 Nzm (150 in-lbs)
torque.

Fig. 15 Pressurizing Transmission With Tool 7700


(7) Adjust front band.
(8) Lubricate pump seal and converter hub with
transmission fluid or petroleum jelly and install converter.
(9) Install transmission and converter housing
dust shield.
(10) Lower vehicle.

DIAGNOSIS CHARTS
The diagnosis charts provide additional reference
when diagnosing a transmission fault. The charts
provide general information on a variety of transmission, overdrive and converter fault conditions.
The hydraulic flow charts outline fluid flow and hydraulic circuitry. Circuit flow is provided for all gear
ranges. Approximate working pressures are also supplied for each gear range.

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


TRANSMISSION DIAGNOSIS

21 - 101

21 - 102

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


TRANSMISSION DIAGNOSIS

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


TRANSMISSION DIAGNOSIS

21 - 103

21 - 104

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


TRANSMISSION DIAGNOSIS

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


TRANSMISSION DIAGNOSIS

21 - 105

21 - 106

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


TRANSMISSION DIAGNOSIS

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


TRANSMISSION DIAGNOSIS

21 - 107

21 - 108

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


TRANSMISSION DIAGNOSIS

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


OVERDRIVE DIAGNOSIS

21 - 109

21 - 110

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


OVERDRIVE DIAGNOSIS

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


OVERDRIVE DIAGNOSIS

21 - 111

21 - 112

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


CONVERTER CLUTCH DIAGNOSIS

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


CONVERTER CLUTCH DIAGNOSIS

21 - 113

21 - 114

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


CONVERTER CLUTCH DIAGNOSIS

HYDRAULIC FLOW IN PARK

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

21 - 115

HYDRAULIC FLOW IN NEUTRAL

21 - 116

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

HYDRAULIC FLOW IN REVERSE

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

21 - 117

HYDRAULIC FLOW IN D FIRST GEAR (BREAKAWAY)

21 - 118

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

HYDRAULIC FLOW IN D SECOND GEAR

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

21 - 119

HYDRAULIC FLOW IN D THIRD GEAR

21 - 120

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

HYDRAULIC FLOW IN D FOURTH GEAR (CONVERTER CLUTCH NOT APPLIED)

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING


21 - 121

HYDRAULIC FLOW IN D FOURTH GEAR (CONVERTER CLUTCH APPLIED)

21 - 122
AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

HYDRAULIC FLOW IN MANUAL FIRST GEAR (1)

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

21 - 123

HYDRAULIC FLOW IN MANUAL SECOND GEAR (2)

21 - 124

AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

42RH/46RH IN-VEHICLE SERVICE

21 - 125

42RH/46RH IN-VEHICLE SERVICE


INDEX
page
Aluminum Thread Repair . . . . . . . . . . . . .
Converter Drainback Check Valve Service
Fluid and Filter Replacement . . . . . . . . . .
Fluid Level Check . . . . . . . . . . . . . . . . . .
Front Band Adjustment . . . . . . . . . . . . . .
Gear Selector Indicator Adjustment . . . . .
Governor and Park Lock Service . . . . . . .
Oil Pump Seal . . . . . . . . . . . . . . . . . . . .
Park/Neutral Position Switch . . . . . . . . . .
Rear Band Adjustment . . . . . . . . . . . . . .
Recommended Fluid . . . . . . . . . . . . . . . .

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136
134
125
125
129
127
125
125
130
129
125

GOVERNOR AND PARK LOCK SERVICE


The governor and park lock components are located
within the overdrive unit and cannot be serviced in
the vehicle. The overdrive unit must be removed and
disassembled for access to the governor and park lock
components.
Refer to the sections dealing with overdrive removal,
installation and disassembly for repair procedures.

OIL PUMP SEAL


The transmission and torque converter must be removed for access to the oil pump seal. Oil pump seal
replacement procedures are described in the Transmission/Converter Removal And Installation section.

RECOMMENDED FLUID
Recommended (and preferred) fluid for 42RH/46RH
transmissions is Mopar ATF Plus, type 7176.
Dexron II is not really recommended and should
only be used when ATF Plus is not available.

FLUID LEVEL CHECK

page
Refilling After Overhaul or Fluid/Filter Change
Shift Linkage Adjustment . . . . . . . . . . . . . . .
Slip Yoke Seal Replacement (2-Wheel Drive
Models) . . . . . . . . . . . . . . . . . . . . . . . . . .
Speedometer Service . . . . . . . . . . . . . . . . .
Transmission Cooler Flow Testing . . . . . . . .
Transmission Cooler Line and Fitting Service
Transmission Cooler Replacement . . . . . . . .
Transmission Cooler Reverse Flushing . . . .
Transmission Throttle Valve Cable Adjustment
Valve Body Service . . . . . . . . . . . . . . . . . . .

. . . 126
. . . . 127
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131
130
134
133
136
135
128
132

(5) Shift transmission momentarily into all gear


ranges. Then shift transmission back to Neutral.
(6) Clean top of filler tube and dipstick to keep dirt
from entering tube.
(7) Remove dipstick and check fluid level as follows:
(a) Dipstick has three fluid level indicator levels
(Fig. 1) which are a MIN dot, an OK crosshatch
area, and a MAX fill arrow.
(b) Correct maximum level is to MAX arrow
mark. Correct acceptable level is to OK mark in
crosshatch area.
(c) Incorrect level is at or below MIN dot.
(d) If fluid is low, add only enough Mopar ATF
Plus restore correct level. Do not overfill.
CAUTION: Do not overfill the transmission. Overfilling may cause leakage out the pump vent which
can be mistaken for a pump seal leak. Overfilling
will also cause fluid aeration and foaming as the excess fluid is picked up and churned by the gear
train. This will significantly reduce fluid life.

Transmission fluid level should be checked monthly


under normal operation. If the vehicle is used for
trailer towing or similar heavy load hauling, check
fluid level and condition weekly.
Fluid level is checked with the engine running at
curb idle speed, the transmission in Neutral and the
transmission fluid at normal operating temperature.

FLUID LEVEL CHECK PROCEDURE


(1) Transmission fluid must be at normal operating
temperature for accurate fluid level check. Drive vehicle if necessary to bring fluid temperature up to
normal hot operating temperature of 82C (180F).
(2) Position vehicle on level surface. This is extremely important for accurate fluid level check.
(3) Start and run engine at curb idle speed.
(4) Apply parking brakes.

Fig. 1 Dipstick Fluid Level Marks

FLUID AND FILTER REPLACEMENT


NORMAL CHANGE INTERVAL
The fluid and filter should be changed (and the
bands adjusted) at recommended maintenance intervals, or whenever the transmission has been disassembled for any reason.

21 - 126

42RH/46RH IN-VEHICLE SERVICE

Fig. 2 Column Shift Linkage


Refer to the Driveline section in Group O, Lubrication and Maintenance for recommended change intervals. Refer to the fluid/filter replacement and band
adjustment procedures in this section.

SEVERE USAGE CHANGE INTERVAL


Under severe usage, the fluid and filter should be
changed and the bands adjusted at 12,000 mile (19
000 Km) intervals.
Severe usage is defined as:
(a) More than half of vehicle operation occurs in
heavy city traffic during hot weather (above 90 F).
(b) Vehicle is used for taxi, police, limousine, or
similar commercial operation.
(c) Vehicle is used for trailer towing or heavy
load hauling.
FLUID/FILTER REPLACEMENT PROCEDURE
(1) Raise vehicle.
(2) Remove oil pan and drain fluid.
(3) Clean oil pan and pan magnet. Then clean remaining gasket material from gasket surface of
transmission case.
(4) Remove fluid filter screws and remove filter.
(5) Position new filter on valve body and install filter screws. Tighten screws to 4 Nzm (35 in. lbs.)
torque.
(6) Adjust rear band at this time if required.

(7) Position new gasket on oil pan and install pan


on transmission. Tighten pan bolts to 150 in. lbs. (17
Nzm) torque.
(8) Adjust front band at this time if required.
(9) Lower vehicle and refill transmission with Mopar ATF Plus, type 7176 fluid.

REFILLING AFTER OVERHAUL OR FLUID/FILTER


CHANGE
The most effective way to avoid overfilling after a
fluid change or overhaul is as follows:
(1) Remove dipstick and insert clean funnel in
transmission fill tube.
(2) Add following initial quantity of Mopar ATF
Plus to transmission:
(a) If only fluid and filter were changed, add 3
pints (1-1/2 quarts) of ATF Plus to transmission.
(b) If transmission was completely overhauled
and torque converter was replaced or drained, add
12 pints (6 quarts) of ATF Plus to transmission.
(3) Apply parking brakes.
(4) Start and run engine at normal curb idle speed.
(5) Apply service brakes, shift transmission
through all gear ranges then back to Neutral, and
leave engine running at curb idle speed.
(6) Remove funnel, insert dipstick and check fluid
level. Add only enough fluid to bring level to MIN
dot mark on dipstick.

42RH/46RH IN-VEHICLE SERVICE

21 - 127

(7) Drive vehicle until transmission fluid is at normal operating temperature. Then recheck fluid level
as described in next step.
(8) Leave engine running at curb idle speed, shift
into Neutral, and check fluid level again. This time,
add just enough fluid to bring level up to MAX arrow mark but do not overfill.
(9) When fluid level is correct, shut engine off, release park brake, remove funnel, and reseat dipstick
in fill tube.

SHIFT LINKAGE ADJUSTMENT


Check linkage adjustment by starting the engine in
Park and Neutral. Adjustment is OK if the engine
starts only in these positions.
Adjustment is incorrect if the engine starts in one
but not both positions.
If the engine starts in any position other than Park
or Neutral, or if the engine will not start at all, the
park/neutral position switch is probably faulty.

SHIFT LINKAGE ADJUSTMENT PROCEDURE


Check condition of the shift linkage (Fig. 2) before
adjustment. Do not attempt adjustment if any parts
are worn, loose, or bent. Replace the linkage grommets and bushing if the linkage exhibits excessive
play. Replace the torque shaft, brackets, or shift rods
if bent, or binding.
If either shift rod must be disconnected, replace the
grommet securing the rod in the torque shaft arm.
Disconnect the rods with a pry tool. Pry only where
the grommet and rod attach and not on the rod itself.
Then cut away the old grommet. Use pliers to snap
the new grommet into the lever and to snap the rod
into the grommet.
(1) Shift transmission into Park.
(2) Raise vehicle.
(3) Loosen lock bolt in front shift rod adjusting
swivel (Fig. 3).
(4) Be sure front shift rod slides freely in swivel.
Lube rod and swivel if necessary.
(5) Move transmission shift lever fully rearward
into Park detent. Then center adjusting swivel in
torque shaft grommet and tighten swivel lock bolt to
90 in. lbs. (10 Nzm) torque.
(6) Lower vehicle and check shift linkage adjustment. Engine should only start in Park and Neutral
position. If engine starts in any position other
than Park or Neutral, adjustment is incorrect
or park/neutral position switch is faulty.

Fig. 3 Linkage Adjustment Components


aligned by rough handling, improper adjustment, or
an incorrect reset procedure after service.
If the pointer only needs adjustment after service,
refer to the indicator adjustment procedure. However,
if pointer misalignment has occurred, realign the
pointer as described in the indicator pointer reset
procedure.

GEAR SELECTOR INDICATOR ADJUSTMENT


The indicator (PRNDL) mechanism is located in
the instrument cluster (Fig. 4).
The indicator mechanism is self adjusting and
should not require further attention under normal
circumstances. However, the pointer can be mis-

Fig. 4 Gear Selector Indicator Location


INDICATOR POINTER RESET PROCEDURE
(1) Shift into manual low (1) position.

21 - 128

42RH/46RH IN-VEHICLE SERVICE

(2) Disconnect indicator cable from steering column (Fig. 5).


(3) Reset cable adjuster mechanism by pulling cable downward and quickly releasing it. Repeat the
pull/release action 5 or 6 times to be sure mechanism
is reset.
(4) Reconnect indicator cable to steering column.
Be sure cable retainer clip is seated in column
bracket (Fig. 5).
(5) Shift into Park position.
(6) Verify correct pointer alignment.

Fig. 6 Throttle Valve Cable Attachment (At Engine)


CHECKING THROTTLE VALVE CABLE
ADJUSTMENT
(1) Turn ignition key to OFF position.
(2) Remove air cleaner.
(3) Verify that engine throttle body lever (Fig. 6) is
at curb idle position.
(4) Verify that transmission throttle lever (Fig. 7)
is also at curb idle (fully forward) position.

Fig. 5 Gear Selector Indicator Cable Attachment


GEAR SELECTOR INDICATOR ADJUSTMENT
(1) Place shift lever into manual low (1) position.
(2) Connect indicator cable to bracket on steering
column. Be sure cable retainer is seated.
(3) Move shift lever into Park position.
(4) Verify that indicator pointer is properly aligned
in all gear positions.

TRANSMISSION THROTTLE VALVE CABLE


ADJUSTMENT
The transmission throttle valve is operated by the
valve body throttle lever. The throttle lever is actuated by a cable connected to the engine throttle body
lever (Fig. 6). A lock button at the engine end of the
cable provides for cable adjustment.
A correctly adjusted throttle valve cable, will cause
the throttle lever on the transmission to move simultaneously with the throttle body lever from the idle
position. Proper adjustment allows simultaneous
movement without causing the transmission throttle
lever to move ahead of, or lag behind the throttle
body lever.

Fig. 7 Throttle Valve Cable Attachment (At


Transmission)

42RH/46RH IN-VEHICLE SERVICE


(5) Slide cable off attachment stud on throttle body
lever (Fig. 8).
(6) Compare position of cable end to attachment
stud on throttle body lever (Fig. 8):
(a) Cable end and attachment stud should be
aligned (or centered on one another) to within 1
mm (0.039 in.) in either direction.
(b) If cable end and attachment stud are misaligned (off center), cable will have to be adjusted
as described in Throttle Valve Cable Adjustment
procedure.

21 - 129

(5) Press cable button inward to release cable (Fig.


6). Button only has to move about 2 mm (0.070 in.) to
release cable.
(6) Center cable end on attachment stud to within
1 mm (0.039 in.) and release cable button (Fig. 8).
(7) Check cable adjustment. Be sure transmission
throttle lever and lever on throttle body move simultaneously as described in cable adjustment checking
procedure.

FRONT BAND ADJUSTMENT


The front band adjusting screw is located on the
driver side of the transmission case above the manual valve and throttle valve levers.

ADJUSTMENT PROCEDURE
(1) Raise vehicle.
(2) Loosen band adjusting screw locknut. Then
back locknut off 4-5 turns.
(3) Be sure adjusting screw turns freely in case.
Lubricate screw threads with Mopar spray lube, LPS
all purpose spray lube, or equivalent quality product.
(4) Tighten band adjusting screw to 8 Nzm (72 in.
lbs.) torque with inch pound Torque Wrench
C-3380-A, a 3-in. extension and 5/16 socket (Fig. 9).
CAUTION: If Adapter C-3705 is needed to reach the
adjusting screw (Fig. 10), tighten the screw to only
5 Nzm (47-50 in. lbs.) torque.

Fig. 8 Throttle Valve Cable Adjustment


(7) Reconnect cable end to attachment stud. Then
with aid of a helper, observe movement of transmission throttle lever and lever on throttle body.
(a) If both levers move simultaneously from idle
to half-throttle and back to idle position, adjustment is correct.
(b) If transmission throttle lever moves ahead of,
or lags behind throttle body lever, cable adjustment
will be necessary. Or, if throttle body lever prevents
transmission lever from returning to closed position, cable adjustment will be necessary.

THROTTLE VALVE CABLE ADJUSTMENT


PROCEDURE
(1) Turn ignition switch to OFF position.
(2) Remove air cleaner.
(3) Disconnect cable end from attachment stud.
Carefully slide cable off stud. Do not pry or pull
cable off.
(4) Verify that transmission throttle lever is in
fully closed position. Then be sure lever on throttle
body is at curb idle position.

(5) Back off front band adjusting screw as follows:


2-1/4 turns on 42RH
2-7/8 turns on 46RH
(6) Hold adjuster screw in position and tighten
locknut to 41 Nzm (30 ft. lbs.) torque.
(7) Lower vehicle.

Fig. 9 Front Band Adjustment Screw Location

REAR BAND ADJUSTMENT


The transmission oil pan must be removed for access to the rear band adjusting screw.
(1) Raise vehicle.

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42RH/46RH IN-VEHICLE SERVICE

Fig. 10 Band Adjustment Adapter Tool Usage


(2) Remove transmission oil pan and drain fluid.
(3) Loosen band adjusting screw locknut 5-6 turns.
(4) Tighten adjusting screw to 8 Nzm (72 in. lbs.)
torque (Fig. 11). Use inch-pound Torque Wrench
C-3380-A for adjustment.
(5) Back off rear band adjusting screw as follows:
four turns on 42RH
two turns on 46RH
(6) Hold adjusting screw in place and tighten locknut to 34 Nzm (25 ft. lbs.) torque.
(7) Clean oil pan, pan magnet and gasket surface
of case. Also inspect and replace fluid filter if necessary.
(8) Position new gasket on oil pan and install pan
on transmission. Tighten pan bolts to 17 Nzm (150 in.
lbs.) torque.
(9) Lower vehicle and refill the transmission with
Mopar ATF Plus, type 7176 fluid.

(3) Remove adapter clamp and screw (Fig. 12).


(4) Remove speed sensor and speedometer adapter
as assembly.
(5) Remove speed sensor retaining screw and remove sensor from adapter.
(6) Remove speedometer pinion from adapter.
(7) Inspect sensor and adapter O-rings (Fig. 12).
Remove and discard O-rings if worn or damaged.
(8) Inspect terminal pins in speed sensor. Clean
pins with Mopar electrical spray cleaner if dirty or
oxidized. Replace sensor if faulty, or pins are loose,
severely corroded, or damaged.

SPEEDOMETER INSTALLATION AND


INDEXING
(1) Thoroughly clean adapter flange and adapter
mounting surface in housing. Surfaces must be clean
for proper adapter alignment and speedometer operation.
(2) Install new O-rings on speed sensor and speedometer adapter if necessary (Fig. 13).
(3) Lubricate sensor and adapter O-rings with
transmission fluid.
(4) Install vehicle speed sensor in speedometer
adapter. Tighten sensor attaching screw to 2-3 Nzm
(15-27 in. lbs.) torque.
(5) Install speedometer pinion in adapter.
(6) Count number of teeth on speedometer pinion.
Do this before installing assembly in housing. Then
lubricate pinion teeth with transmission fluid.
(7) Note index numbers on adapter body (Fig. 13).
These numbers will correspond to number of teeth on
pinion.
(8) Install speedometer assembly in housing.
(9) Rotate adapter until required range numbers
are at 6 o-clock position. Be sure range index numbers correspond to number of teeth on pinion gear.
(10) Install speedometer adapter clamp and retaining screw. Tighten clamp screw to 10-12 Nzm (90-110
in. lbs.) torque.
(11) Connect wires to vehicle speed sensor.
(12) Lower vehicle and top off transmission fluid
level if necessary.

PARK/NEUTRAL POSITION SWITCH


Fig. 11 Rear Band Adjustment Screw Location

SPEEDOMETER SERVICE
Rear axle gear ratio and tire size determine pinion
gear requirements. If the gear must be replaced, refer to the parts catalogue information for the correct
gear.

SPEEDOMETER ASSEMBLY REMOVAL


(1) Raise vehicle.
(2) Disconnect wires from vehicle speed sensor.

The center terminal of the switch is the starter circuit terminal. It provides the ground for the starter
solenoid circuit through the selector lever in Park
and Neutral positions only. The outer terminals on
the switch are for the backup lamp circuit.

SWITCH TEST
(1) Verify that gearshift linkage is correctly adjusted before testing. Switch will not operate properly if linkage adjustment is incorrect.
(2) To test switch, remove wiring connector. Then
test continuity between center terminal and trans-

42RH/46RH IN-VEHICLE SERVICE

21 - 131

Fig. 12 Speedometer Components


(3) Move shift lever to Park and Neutral positions.
Verify that switch operating lever fingers are centered in switch opening in case (Fig. 14).
(4) Install new seal on switch and install switch in
case. Tighten switch to 34 Nzm (25 ft. lbs.) torque.
(5) Connect switch wires, lower vehicle and top off
transmission fluid level.

Fig. 13 Location Of Index Numbers On Speedometer


Adapter
mission case. Continuity should exist only when
transmission is in Park or Neutral.
(3) Shift transmission into reverse and test continuity at switch outer terminals.
(a) Continuity should exist only when transmission is in Reverse.
(b) Continuity should not exist between outer
terminals and case.

PARK/NEUTRAL POSITION SWITCH


REPLACEMENT
(1) Raise vehicle and position drain pan under
switch.
(2) Disconnect switch wires and remove switch
from case.

Fig. 14 Park/Neutral Position Switch Contacts

SLIP YOKE SEAL REPLACEMENT (2-WHEEL DRIVE


MODELS)
(1) Raise vehicle.
(2) Mark propeller shaft U-joints for alignment reference. Then disconnect and remove shaft.
(3) Remove old seal from overdrive housing with
Remover Tool C-3985-B (Fig. 15), or hammer and
punch.

21 - 132

42RH/46RH IN-VEHICLE SERVICE

(4) Position new seal in housing and orient notch


in seal flange to top. Then tap seal into place with
Installer Tool C-3995-A or C-3972-A (Fig. 16).
(5) Smooth surface of propeller shaft slip yoke with
400 grit paper if necessary. Clean yoke surface with
solvent and wipe clean with shop cloth.
(6) Lubricate slip yoke and new seal with liberal
quantity of Mopar multi mileage grease or petroleum
jelly.
(7) Carefully guide propeller shaft slip yoke
through seal, into housing and onto output shaft
splines.
(8) Align and connect propeller shaft U-joint to
axle yoke. Tighten clamp strap bolts to 19 Nzm (170
in. lbs.) torque.
(9) Lower vehicle.

Fig. 15 Removing Slip Yoke Seal

solenoid assembly, connecter seal and shoulder


screw
switch valve and spring
pressure adjusting screw bracket
The remaining valve body components are serviced
only as part of a complete valve body assembly.

VALVE BODY REMOVAL


(1) Shift transmission into Neutral.
(2) Raise vehicle.
(3) Remove gearshift and throttle levers from shaft
of valve body manual lever.
(4) Disconnect and remove neutral switch.
(5) Disconnect valve body overdrive and converter
clutch solenoid wires at case connector.
(6) Position drain pan under transmission oil pan.
(7) Remove transmission oil pan and gasket.
(8) Remove fluid filter from valve body.
(9) Push valve body solenoid wire connector out of
case.
(10) Remove valve body attaching bolts.
(11) Lower valve body slightly and remove accumulator piston and accumulator inner and outer
springs.
(12) Push manual lever shaft and solenoid case
connector out of transmission case. Lower valve body,
rotate it away from case, pull park rod out of sprag
and remove valve body (Fig. 17).

Fig. 16 Installing Slip Yoke Seal

VALVE BODY SERVICE


GENERAL SERVICE INFORMATION
The valve body can be removed for service without
having to remove the entire transmission assembly.
The valve body can be disassembled for cleaning
and inspection of the individual components. Refer to
the valve body service procedures in the Transmission Overhaul section.
The only replaceable valve body components are:
manual lever
manual lever washer, seal, E-clip and shaft seal
manual lever detent ball
throttle lever
fluid filter and screws

Fig. 17 Valve Body Assembly


VALVE BODY INSTALLATION
(1) Verify that park/neutral position switch has
NOT been installed in case. Valve body cannot be installed if switch is in place.
(2) Check condition of seals on valve body solenoid
case connector. Replace seals if cut or worn.
(3) Check condition of manual lever shaft seal (in
case). Remove seal if lip is cut, or worn. However do
not install new seal at this time.
(4) Check condition of seals on accumulator piston
(Fig. 18). Install new piston seals if necessary.

42RH/46RH IN-VEHICLE SERVICE

Fig. 18 Accumulator Piston And Springs


(5) Install inner spring in accumulator piston.
Then install piston and spring in bore. Petroleum
jelly can be used to hold piston in bore.
(6) Place valve body manual lever in low (1 position) so ball on park lock rod can be installed in
sprag.
(7) Lubricate shaft of manual lever with petroleum
jelly. This will ease inserting shaft through seal (in
case).
(8) Lubricate seal rings on solenoid case connector
with petroleum jelly.
(9) Position accumulator piston outer spring on
valve body.
(10) Raise valve body and work end of park lock
rod into and through sprag. Use screwdriver to align
sprag if necessary.
(11) Align accumulator springs, manual lever shaft
and solenoid case connector. Then seat valve body on
case and install one or two bolts to hold valve body in
place.
(12) Tighten valve body bolts alternately and
evenly to 11 Nzm (100 in. lbs.) torque.
(13) Install new fluid filter on valve body. Tighten
filter screws to 4 Nzm (35 in. lbs.) torque.
(14) Install new manual lever shaft seal in case if
necessary. Use 15/16 deep well socket to seat seal
(Fig. 19).

21 - 133

(16) Install throttle and gearshift levers on valve


body manual lever shaft.
(17) Check and adjust front and rear bands if necessary.
(18) Connect valve body overdrive and converter
clutch solenoid wires to case connector.
(19) Install oil pan and new gasket. Tighten pan
bolts to 17 Nzm (13 ft. lbs.) torque.
(20) Lower vehicle and fill transmission with Mopar ATF Plus, type 7176 fluid.
(21) Check and adjust gearshift linkage and throttle cable if necessary.

TRANSMISSION COOLER LINE AND FITTING


SERVICE
Two types of quick connect cooler line fitting are
used. Early models have type 2 fittings (Figs. 20 and
21). Later models will have new style fittings with
built-in lock tabs. Cooler lines and fittings are not
serviceable and must be replaced when damaged.
Disconnecting New Style Cooler Fitting
New style fittings do not require a release tool.
The plastic insert in each fitting has lock tabs which
only require finger pressure for release. The fitting
insert remains on the line after being disconnected.
It is not necessary to remove the insert; it can be left
in place.

Fig. 20 Disconnecting Cooler Line With Release


Tool (Type 2 Fitting)

Fig. 19 Installing Manual Lever Shaft Seal


(15) Install park/neutral position switch in case.
Connect wires to switch afterward.

Disconnecting Type 2 Fittings


(1) If fitting and cooler line are encrusted with
dirt, mud, or grease, clean fitting and cooler line with
Mopar spray type carburetor or brake cleaner. Plastic
release tool will not fit into retainer clip if fitting is
full of foreign material.
(2) Slide small plastic release tool into fitting until
tool bottoms against cooler line flange (Fig. 20).
(3) Push and turn release tool to spread retainer
clip and pull cooler line out of fitting (Fig. 20).
(4) Cover open ends of cooler lines and fittings to
prevent dirt entry.
(5) Inspect condition of fitting. Replace transmission fitting as an assembly if fitting body or retainer

21 - 134

42RH/46RH IN-VEHICLE SERVICE


same as for flow testing a cooler.
If the valve is restricted, installed backwards, or in
the wrong line, it will cause an overheat condition
and possible transmission failure.
CAUTION: The drainback valve is a one-way valve.
As such, it must be properly oriented in terms of
flow direction. In addition, the valve must only be
installed in the pressure line. Otherwise flow will be
blocked causing overheat and eventual transmission failure.

TRANSMISSION COOLER FLOW TESTING


Fig. 21 Cooler Line Fitting Placement (Type 2)
clip is damaged. Replace cooler line as assembly, if
fitting swedged into cooler line hose, is damaged.

CONNECTING COOLER LINES (BOTH TYPES)


(1) If transmission or radiator fittings require replacement, apply Mopar Lock N Seal, or Loctite 242
to fitting threads before installation.
(2) Wipe off cooler line and fitting with clean, dry
cloth.
(3) Insert cooler line into fitting. Then push line
inward until retainer secures line. A snap or click
sound will be heard and felt when the retainer seats.
(4) Pull outward on cooler lines to verify they
are properly secured.
CAUTION: It is extremely important to verify cooler
line seating as described in step (4). If the fitting
clips or lock tabs are not seated, normal fluid pressure could unseat the lines resulting in fluid loss
and transmission damage.

CONVERTER DRAINBACK CHECK VALVE SERVICE


The converter drainback check valve is located in
the cooler outlet (pressure) line near the radiator
lower tank. The valve prevents fluid drainback when
the vehicle is parked for lengthy periods. The valve
check ball is spring loaded and has an opening pressure of approximately 2 psi.
The valve is serviced as an assembly; it is not repairable. Do not clean the valve if restricted, or contaminated by sludge, or debris. If the valve fails, or if
a transmission malfunction occurs that generates
sludge and/or clutch particles and metal shavings,
the valve must be replaced.
The valve must be removed whenever the cooler
and lines are reverse flushed. The valve can be flow
tested when necessary. The procedure is exactly the

The transmission main and auxiliary coolers, plus


the drainback valve, should be flow tested whenever
fluid overheating is noted.
Restricted flow caused by contamination, or a
cooler malfunction, reduces lubrication fluid flow
throughout the transmission. This can result in fluid
overheating, fluid breakdown, bushing wear, shift
problems and component failure.
Normal color of transmission fluid varies from
bright red, to light pink. Fluid overheating is indicated when fluid color ranges from orange-brown to
black, and the fluid smells burned, or contains
sludge.
CAUTION: If a transmission malfunction contaminates the fluid with clutch disc and metal particles,
the cooler and lines must be reverse flushed thoroughly. Flushing will prevent sludge and particles
from flowing back into the transmission after repair.
Cooler flow is tested by measuring the amount of
fluid pumped through the cooler in a specified time
by the transmission oil pump. The same flow test
procedure is used for the drainback valve, main
cooler, and auxiliary cooler.
Cooler And Drainback Valve Flow Test Procedure
(1) Test flow through drainback valve as follows:
(a) Add extra quart of ATF Plus to transmission.
(b) Disconnect pressure line at radiator fitting, or
at valve and position hose or valve end in one
quart test container.
(c) Shift transmission into neutral, run engine at
idle speed for 20 seconds, and note flow from valve.
(d) Replace drainback valve if flow is less than
one quart in 20 seconds, is intermittent, or does
not flow at all.
(e) Connect pressure hose to radiator fitting and
proceed to cooler flow test.
(2) Test flow through main cooler as follows:
(a) Disconnect cooler return (rear) line at transmission and place it in one quart test container.
(b) Add extra quart of fluid to transmission.

42RH/46RH IN-VEHICLE SERVICE


(c) Shift transmission into neutral, run engine at
idle speed for 20 seconds, and note flow from valve.
Use stopwatch to check test time.
(d) Replace cooler if fluid flow is less than one
quart in 20 seconds, is intermittent, or does not
flow at all.
(3) If vehicle is equipped with auxiliary cooler,
test cooler flow as described in step (2).

TRANSMISSION COOLER REVERSE FLUSHING


The flushing procedure applies to standard and
auxiliary coolers alike. Although pressure equipment
is preferred, reverse flushing can be performed with
hand operated equipment as follows.
(1) Disconnect cooler pressure and return lines at
transmission (Fig. 22).
(2) Remove and discard drainback valve. Install
fabricated hose and fitting in place of valve.
(3) Position drain pan under cooler pressure line to
catch material flushed through cooler and lines.
(4) Reverse flush cooler using hand operated suction gun filled with mineral spirits. Insert gun nozzle

21 - 135

(or hose) into cooler return line. Then force mineral


spirits into line and through cooler.
(5) Continue reverse flushing until fluid coming
out of cooler pressure line is clear. Replace cooler if
fluid cannot be pumped through.
(6) Clear flushing materials from cooler and lines
with short pulses of compressed air. Insert air gun
nozzle into cooler return line and continue short air
pulses until all fluid is cleared from cooler and lines.
(7) Pump one quart of fresh automatic transmission fluid through cooler and lines before reconnecting lines.
(8) Install new drainback valve in pressure line.
(9) Check and adjust transmission fluid level as
described in this section.

Fig. 22 Transmission Cooler Line Identification

21 - 136

42RH/46RH IN-VEHICLE SERVICE

Fig. 23 Transmission Auxiliary Cooler

TRANSMISSION COOLER REPLACEMENT


Main Cooler Replacement
The main transmission cooler is located in the radiator lower tank. The cooler is not a serviceable
component. If the cooler is damaged in any way, the
radiator will have to be replaced.
Auxiliary Cooler Replacement
(1) Remove grille and air conditioning condenser if
equipped.
(2) Remove screws and U-nuts securing cooler to
radiator and support (Fig. 23).
(3) Tag cooler hoses for installation reference (Fig.
23).
(4) Position drain pan under cooler hoses.
(5) Loosen cooler connecting hose clamps and disconnect hoses.
(6) Remove auxiliary cooler.
(7) Connect cooler hoses.

(8) Position cooler on radiator and install cooler attaching U-nuts and screws.
(9) Tighten cooler hose clamps securely.
(10) Install grille and air conditioning condenser.
(11) Check and adjust transmission fluid level.
(12) If air conditioning condenser lines were disconnected during service, evacuate and recharge system.

ALUMINUM THREAD REPAIR


Damaged or worn threads in the aluminum transmission case and in the valve body can be repaired
with Heli-Coil or similar quality thread inserts. Essentially, repair consists of drilling out the worn or
damaged threads, tapping the hole with a special tap
and installing the thread insert into the tapped hole.
This procedure returns the hole threads to original
size. Heli-Coil, or equivalent, tools and inserts are
readily available from most automotive parts suppliers. Stainless steel inserts are recommended.

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION

21 - 137

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION


INDEX
page
Converter-Drive Plate-Ring Gear Service .
General Information . . . . . . . . . . . . . . . . .
Oil Pump Seal Replacement . . . . . . . . . .
Overdrive Unit Installation2-Wheel Drive
Overdrive Unit Installation4-Wheel Drive
Overdrive Unit Removal2-Wheel Drive .

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140
137
139
144
145
143

GENERAL INFORMATION
The entire transmission assembly must be removed in
order to service the torque converter, driveplate, and oil
pump. The overdrive unit can be removed and serviced
separately. It is not necessary to remove the entire
transmission assembly to service the overdrive unit.
CAUTION: The transmission and torque converter
must be removed as an assembly to avoid component damage. The converter drive plate, pump
bushing, or oil seal can be damaged if the converter is left attached to the driveplate during removal. Be sure to remove the transmission and
converter as an assembly.

page
Overdrive Unit Removal4-Wheel Drive
Transmission Installation2-Wheel Drive
Transmission Installation4-Wheel Drive
Transmission Removal2-Wheel Drive .
Transmission Removal4-Wheel Drive .

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145
140
142
137
139

(10) Remove converter bolts. Rotate engine in


clockwise direction with socket wrench on damper
bolt. Rotate engine until each converter bolt becomes
accessible then remove bolts.
(11) Mark propeller shaft U-joints and axle yokes
for assembly alignment. Then disconnect and remove
propeller shafts.
(12) Disconnect wires at park/neutral position
switch, solenoid harness connector, vehicle speed sensor (Fig. 1). Then unclip wire harnesses from clamps
and straps attaching harnesses to transmission and
transfer case.

TRANSMISSION REMOVAL2-WHEEL DRIVE


The transmission and torque converter must
be removed as an assembly. If the converter is
left on the driveplate during removal, the converter, drive plate, pump bushing, or oil seal
can be damaged. In addition, the drive plate
will not support transmission weight. Do not allow the plate to support transmission weight at
any time during removal.
(1) Disconnect battery negative cable.
(2) Disconnect and lower or remove necessary exhaust components. Refer to Group 11 for procedures.
(3) Remove engine-to-transmission struts, if equipped.
(4) Disconnect fluid cooler lines at transmission.
Refer to In-Vehicle Service section for procedures.
(5) Remove starter motor and cooler line bracket.
(6) Disconnect speed sensor wires and speedometer
cable, if equipped.
(7) Remove torque converter access cover.
(8) If transmission will be disassembled for repair
after removal, loosen oil pan bolts. Then tap pan to
break it loose and allow fluid to drain. Reinstall pan
after fluid has drained.
(9) Mark torque converter and driveplate for assembly alignment. The crankshaft flange, drive plate
and torque converter all have one offset bolt hole.
This ensures that the parts are installed in the original position to maintain balance of the engine and
torque converter.

Fig. 1 Wire Harness Routing And Attachment


(13) Disconnect gearshift rod and torque shaft assembly from transmission. When necessary to disconnect linkage rods from levers that use plastic

21 - 138

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION


CAUTION: The crankshaft position sensor can be damaged if the transmission is removed (or installed) with
the sensor still bolted in place. To avoid damage, remove the sensor before removing the transmission.

Fig. 2 Typical Engine Support Fixture


grommets as retainers, grommets should be replaced
with new ones. Use pry tool to remove rod from
grommet and cut away old grommet. Use pliers to
snap new grommet into lever and to snap rod into
grommet at assembly.
(14) Disconnect and remove crankshaft position
sensor. Retain sensor attaching bolts.

(15) Disconnect throttle rod from lever at the left


side of transmission. Remove linkage bellcrank from
transmission, if so equipped.
(16) Remove oil filler tube and disconnect vehicle
speed sensor wires.
(17) Install engine support fixture Tool C-3487-A
with frame hooks (or a suitable substitute) to support
rear of engine (Fig. 2).
(18) Raise transmission slightly with service jack
to relieve load on supports.
(19) Remove nuts securing insulator to crossmember (Fig. 3). Insulator support bracket can also be removed at this time if necessary.
(20) Remove all converter housing bolts.
(21) Work transmission/torque converter assembly
rearward off engine block dowels and out of crankshaft.
(22) Attach C-clamp to edge of bell housing to hold
torque converter in place during transmission removal.
(23) Lower transmission and remove assembly
from under vehicle.
(24) Remove torque converter. Remove C-clamp
holding converter in housing and slide converter out
of oil pump.

Fig. 3 Transmission Rear Mount Components

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION


TRANSMISSION REMOVAL4-WHEEL DRIVE
(1) Raise vehicle on hoist.
(2) Remove skid plate.
(3) Mark front and rear propeller shafts and
U-joints for installation reference. Then disconnect
and remove both propeller shafts.
(4) Disconnect speed sensor wires and speedometer
cable if equipped.
(5) Remove harnesses from clips on transfer case.
(6) Disconnect transfer case shift linkage at transfer case range lever. Then remove linkage bracket
bolts and remove linkage and bracket from transfer
case. Move linkage aside for clearance.
(7) Remove nuts attaching transfer case to transmission adapter housing. Remove damper from rear
retainer for clearance if necessary.
(8) Remove transfer case with aid of helper. Support transfer case with transmission jack. Move
transfer case rearward, tilt it away from fixed (welded) rear crossmember and work it out from between
transmission and crossmember.
(9) Support transmission with transmission jack.
(10) Remove nuts and bolts attaching transmission
mount to center crossmember.
(11) Remove bolts and nuts attaching center crossmember to frame rails. Rotate crossmember diagonally and remove crossmember.
(12) Disconnect exhaust pipes at manifold and at
converter and/or muffler connections as needed. Then
remove Y-pipe from vehicle and move remaining
pipes aside for working clearance.
(13) Position drain pan under oil filter and remove
filter.
(14) Disconnect and remove crankshaft position
sensor. Retain sensor attaching bolts.
CAUTION: The crankshaft position sensor can be
damaged if the transmission is removed (or installed) with the sensor still bolted in place. To
avoid damage, remove the sensor before removing
the transmission.
(15) Disconnect transmission shift linkage. Then
remove linkage torque shaft assembly from retainers
on transmission and frame rail.
(16) Remove struts/brackets that attach transmission to engine block and front axle.
(17) Remove dust shield cover from front side of
transmission converter housing.
(18) Remove starter motor bolts. Pull starter rearward until clear of housing and position it out of way
on nearby component. Starter does not have to be removed from vehicle nor does cable have to be disconnected.
(19) Mark position of converter and driveplate for
installation reference. Use paint, or scriber to make
alignment marks.

21 - 139

(20) Remove bolts attaching torque converter to


drive plate.
(21) Disconnect cooler lines at transmission. Refer
to In-Vehicle Service section for procedures.
(22) Disconnect wire harnesses at solenoid connector, park/neutral position switch, and vehicle speed
sensor (Fig. 1). Then remove wire harnesses from
clamps and straps securing harnesses to transmission and transfer case.
(23) Remove transmission fill tube and dipstick.
(24) Lower transmission for access to converter
housing upper bolts.
(25) Remove bolts attaching transmission converter housing to engine. Note that some bolts are
accessible only from front (engine) side of housing.
(26) Move transmission rearward until clear of engine block dowels. On some models, part of hem
flange joining vehicle cab and dash panel may interfere with transmission removal. Peen this part of
flange over with a mallet if necessary.
(27) Secure torque converter in housing with small
C-clamp.
(28) Lower transmission and remove it from under
vehicle.
(29) Remove C-clamp and remove converter from
transmission. Place converter on workbench for inspection or reassembly. Cover converter hub with
clean, lint free cloth.
(30) Oil pump, converter and driveplate can now
be serviced if necessary. Refer to information in this
section.

OIL PUMP SEAL REPLACEMENT


The pump oil seal can be replaced without removing the pump and reaction shaft support assembly
from the transmission case.
Seal Removal
On 42RH pumps, remove the seal with Special Tool
C-3981B (Fig. 4).
On 46RH pumps, remove the seal with Special Tool
C-3861 (Fig. 4).
To use the remover tool, First start the tool into
the seal by hand. Next, thread the tool into the seal
as far as it will go. Use a wrench on the tool hex to
turn the tool. Continue tightening until all the tool
threads firmly grip the metal part of the seal. Then
tighten the tool puller screw to withdraw the seal
from the pump body.
Seal Installation
On 42RH pumps, use Installer Tool C-4193A to install the new seal (Fig. 5).
On 46RH pumps, use Installer Tool C-3860-A (Fig. 5).
To use the tool, place the seal in the pump opening
with the seal lip facing inward. Then tap the seal
into place with the installer tool (Fig. 5). Tool Handle
C-4171 may be used with the installer tool if desired.

21 - 140

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION


malfunction. The transmission, fluid and converter
will be contaminated again if residue/debris is not
flushed from the cooler and lines beforehand.

Fig. 4 Pump Seal Removal

(1) Mount transmission on transmission jack. Secure transmission to jack with safety chains.
(2) Check torque converter hub for sharp edges,
burrs, scratches, or nicks. Polish hub and notches
with crocus cloth or 400 grit paper if necessary. Hub
must be smooth to avoid damaging pump seal.
(3) Lubricate converter hub and pump seal lip with
transmission fluid or petroleum jelly.
(4) Position converter hub so drive slots will be
aligned with pump gears. Then remove aligning tool
and carefully insert converter hub into pump and
gears.
(5) Verify that converter is fully seated. Use
straight edge and steel ruler to check seating (Fig. 6).
Surface of converter lugs should be 12.7 mm (1/2 in.)
to rear of straight edge when converter is fully
seated.

Fig. 5 Pump Seal Installation

CONVERTER-DRIVE PLATE-RING GEAR SERVICE


After the transmission has been removed, the drive
plate and torque converter can be replaced or removed for service access.
The torque converter is not a serviceable part. If
the converter is contaminated or damaged in any
way, it must be replaced as an assembly. Do not attempt to flush a converter contaminated by
metal or clutch facing particles. Flushing will
not remove these contaminants.
On converters or driveplates with a starter ring
gear, the ring gear is not replaceable. It will be necessary to replace the converter, or driveplate as an
assembly if the gear teeth are damaged.

TRANSMISSION INSTALLATION2-WHEEL DRIVE


CAUTION: The transmission cooler and lines must
be flushed if repair corrected a problem that generated sludge, metal particles, or clutch friction material. The torque converter and drainback valve
should also be replaced when contaminated by a

Fig. 6 Typical Method Of Checking Torque


Converter Seating
(6) Temporarily secure converter with C-clamp attached to housing or with metal strap attached
across converter housing.
(7) Check condition of converter driveplate. Replace driveplate if cracked, distorted or damaged. If
driveplate replacement was necessary, be sure
transmission dowel pins are seated in engine
block and protrude far enough to hold transmission in alignment.
(8) Coat pilot hub of torque converter with Mopar
high temperature wheel bearing grease.
(9) Raise transmission and align converter with
drive plate. Refer to alignment marks made during
removal operations.

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION

21 - 141

Fig. 7 Transmission/Fill Tube/Strut Attachment (V8 Engine)


(10) Move transmission forward. Then raise, lower
or tilt transmission to align converter housing with
engine block dowels.
(12) Carefully work transmission forward and over
engine block dowels until converter hub is seated in
crankshaft.
CAUTION: It is essential that correct length bolts be
used to attach the converter to the driveplate. Bolts
that are too long will damage the lock up clutch
surface inside the converter. If new bolts are required, check the parts book for bolt application beforehand.
(13) Verify converter bolt length. Bolt measurement is from bottom (underside) of bolt head to end
of bolt threads.
On 9.5 in., 3-lug converter, bolts should be 11.7
mm (0.46 in.) long.
On 9.5 in., 4-lug converter, bolts should be 13.2
mm (0.52 in.) long.
On 10.0 in., 4-lug converter, bolts should be 13.2
mm (0.52 in.) long.
On 10.75 in., 4-lug converter, bolts should be 11.2
mm (0.44 in.) long.
(14) Install torque converter bolts. Tighten bolts as
follows:
On models with 9.5 in., 3-lug converter, tighten
bolts to 54 Nzm (40 ft. lbs.).

On models with 9.5 in., 4-lug converter, tighten


bolts to 74 Nzm (55 ft. lbs.).
On models with 10.0 in., 4-lug converter, tighten
bolts to 74 Nzm (55 ft. lbs.).
On models with 10.75 in., 4-lug converter, tighten
bolts to 31 Nzm (270 in. lbs.).
(15) Install bolts attaching transmission converter
housing to engine. Tighten bolts to 41 Nzm (30 ft.
lbs.) torque.
(16) Install and connect crankshaft position sensor.
Be sure sensor grommet is securely in place.
(17) Install crossmember. Then lower transmission
onto crossmember and install bolts attaching transmission mount to crossmember.
(18) Remove engine support fixture.
(19) Connect vehicle speed sensor wires and speedometer cable, if equipped.
(20) Connect gearshift linkage and throttle cable to
transmission levers. If any linkage rods were disconnected, replace the plastic grommets that
secured the linkage rod to the lever.
(21) Connect wires to park/neutral position switch,
valve body solenoid connectors and oxygen sensor. Be
sure transmission harnesses are properly routed.
(22) Install torque converter-to-driveplate bolts.
Tighten bolts to 31 Nzm (23 ft. lbs.) torque.
(23) Install converter housing access cover.
(24) Install starter motor and cooler line bracket.

21 - 142

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION

(25) Connect cooler lines to transmission fittings.


Refer to In-Vehicle Service section for procedures.
(26) Install transmission fill tube (Fig. 7). Install
new seal on tube before installation in transmission
case.
(27) Install
engine-to-transmission
struts,
if
equipped (Fig. 7). Tighten strut-to-transmission bolts
first and to 17 Nzm (150 in. lbs.) torque. Tighten
strut-to-engine bolts last and to 41 Nzm (30 ft. lbs.)
torque.
(28) Install exhaust components.
(29) Align and install propeller shaft.
(30) Remove supports and lower vehicle.
(31) Adjust gearshift and throttle valve linkages.
(32) Refill or top off transmission with Mopar ATF
Plus, type 7176 fluid.

TRANSMISSION INSTALLATION4-WHEEL DRIVE


CAUTION: The transmission cooler and lines must
be flushed if repair was to correct a problem that
generated sludge, metal particles, or clutch friction
material. The torque converter should also be replaced when contaminated by a malfunction. The
transmission, fluid and converter will be contaminated again if residue/debris is not flushed from the
cooler and lines beforehand.
(1) Mount transmission on jack. Secure transmission to jack with safety chains.
(2) Check torque converter hub for sharp edges,
burrs, scratches, or nicks. Polish hub and notches
with crocus cloth or 400 grit paper if necessary. Hub
must be smooth to avoid damaging pump seal.
(3) Lubricate converter hub and pump seal lip with
ATF Plus.
(4) Carefully insert converter hub into pump and
gears.
(5) Verify that converter is fully seated. Use
straight edge and steel ruler to check seating (Fig. 5).
Surface of converter lugs should be 12.7 mm (1/2 in.)
to rear of straight edge when converter is fully
seated.
(6) Temporarily secure converter with C-clamp attached to housing or with metal strap attached
across converter housing.
(7) Check condition of converter driveplate. Replace driveplate if cracked, distorted or damaged.
(8) Verify that transmission dowel pins are seated
in engine block and protrude far enough to held
transmission in alignment.
(9) Coat torque converter pilot hub of crankshaft
with light coat of Mopar high temperature wheel
bearing grease.
(10) Move transmission under vehicle and position
it at rear of engine. Remove C-clamp or strap used to
secure converter in housing.

(11) Align transmission with engine dowels and


align converter with driveplate. Offset holes in driveplate are next to 1/8 inch hole in inner circle of plate
(Fig. 6).
(12) Move transmission forward until seated on engine block dowels. Then install one or two transmission attaching bolts to hold transmission in place.
CAUTION: It is essential that correct length bolts be
used to attach the converter to the driveplate. Bolts
that are too long will damage the modulated clutch
surfaces in the converter. If new bolts are required,
use the bolts specified in this procedure and in the
parts catalogue only.
(13) Verify converter bolt length. Bolt measurement is from bottom (underside) of bolt head to end
of bolt threads.
On 9.5 in., 3-lug converter, bolts should be 11.7
mm (0.46 in.) long.
On 9.5 in., 4-lug converter, bolts should be 13.2
mm (0.52 in.) long.
On 10.0 in., 4-lug converter, bolts should be 13.2
mm (0.52 in.) long.
On 10.75 in., 4-lug converter, bolts should be 11.2
mm (0.44 in.) long.
(14) Install torque converter bolts. Tighten bolts as
follows:
On models with 9.5 in., 3-lug converter, tighten
bolts to 54 Nzm (40 ft. lbs.).
On models with 9.5 in., 4-lug converter, tighten
bolts to 74 Nzm (55 ft. lbs.).
On models with 10.0 in., 4-lug converter, tighten
bolts to 74 Nzm (55 ft. lbs.).
On models with 10.75 in., 4-lug converter, tighten
bolts to 31 Nzm (270 in. lbs.).
(15) Install and tighten remaining transmission attaching bolts.
(16) Install dust shield cover on transmission converter housing. Two small vise grip pliers van be
used to hold and align cover during installation.
(17) Install starter motor.
(18) Install strut brackets that secure transmission
to engine block and front axle.
(19) Connect cooler lines to transmission fittings.
Refer to In-Vehicle Service section for procedures.
(20) Install and connect crankshaft position sensor.
Be sure sensor grommet is securely in place.
(21) Install transmission fill tube. Install new
O-ring seal on tube before installation.
(22) Connect exhaust Y-pipe to engine exhaust
manifolds.
(23) Install shift linkage torque bracket.
(24) Connect shift linkage to transmission.
(25) Connect transmission solenoid and park/neutral position switch wires.

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION


(26) Install center crossmember on frame rails.
Place crossmember at 45 angle to rails. Insert crossmember between rails and rotate crossmember into
place.
(27) Install bolts/nuts attaching transmission to
rear mount (if removed).
(28) Install bolts/nuts attaching center crossmember to frame rails.
(29) Remove transmission jack.
(30) Install transfer case (Fig. 8). Align and position transfer case with transmission jack or with aid
of helper. Tilt case upward and work into position on
transmission mounting studs.

21 - 143

(43) Refill transmission with Mopar ATF Plus, type


7176 fluid.
(44) Check and adjust engine oil level as necessary.
(45) Connect battery negative cable.
(46) Check and adjust transmission and transfer
case linkage if necessary.

OVERDRIVE UNIT REMOVAL2-WHEEL DRIVE


The removal and installation procedures in this
section apply to the overdrive unit only. If the complete transmission assembly must be removed for
service, refer to the procedures in the transmission
and converter section.
(1) Shift transmission into Park.
(2) Raise vehicle.
(3) Remove transmission oil pan, remove gasket,
drain oil and reinstall pan. If overdrive unit malfunctioned, or if fluid is contaminated, remove entire
transmission. If diagnosis indicates clutch or governor problems only, remove overdrive unit only.
(4) Mark propeller shaft universal joint and axle
pinion yoke for alignment reference at installation
(Fig. 9).

Fig. 8 Transfer Case Mounting


(31) Install and tighten transfer case attaching
nuts. If case has 3/8 studs, tighten nuts to 47 Nzm
(35 ft. lbs.) torque. If case has 5/16 studs, tighten
nuts to 35 Nzm (26 ft. lbs.) torque
(32) Install damper on transfer case rear retainer
(if equipped). Tighten damper nuts to 54 Nzm (40 ft.
lbs.) torque.
(33) Install and connect transfer case shift linkage.
(34) Connect wire harnesses to transfer case clips.
(35) Connect speed sensor wires.
(36) Align and install remaining exhaust components. Tighten all clamp and bracket bolts and nuts
securely. Be sure exhaust components are clear of all
chassis and driveline components.
(37) Align and install front and rear propeller
shafts. Tighten U-joint clamp bolts to 19 Nzm (170 in.
lbs.) torque.
(38) Verify that all linkage components, hoses and
electrical wires have been connected.
(39) Check transfer case fluid level. Add Mopar
Dexron II if necessary. Correct level is to edge of fill
plug hole. Be sure transfer case is level before checking or adding fluid.
(40) Install transfer case skid plate, if equipped.
(41) Install new engine oil filter.
(42) Lower vehicle.

Fig. 9 Marking Propeller Shaft And Yoke For


Alignment Reference
(5) Disconnect and remove propeller shaft.
(6) Support transmission with transmission jack.
(7) Disconnect speed sensor wires and speedometer
cable, if equipped.
(8) Remove rear crossmember.
(9) Disconnect vehicle speed sensor wires.
(10) Remove bolts attaching overdrive unit to
transmission (Fig. 10). Note location of bolts as some
are different lengths.
(11) Support overdrive unit with transmission jack.

21 - 144

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION

CAUTION: The overdrive unit must be supported


before moving it rearward. This is necessary to prevent damaging the intermediate shaft. Do not allow
the shaft to support the entire weight of the overdrive unit.

(14) Remove overdrive unit from jack and place


unit on bench.
(15) Position open end of overdrive over drain pan
and drain residual fluid from gear case. Examine
fluid for clutch material or metal fragments. If fluid
contains these items, overhaul will be necessary.

OVERDRIVE UNIT INSTALLATION2-WHEEL


DRIVE

Fig. 10 Removing/Installing Overdrive Unit


Attaching Bolts
(12) Carefully slide overdrive unit off intermediate
shaft. Do not tilt overdrive unit during removal.
Keep it as level as possible.
(a) If overdrive unit does not require service, immediately insert Alignment Tool 6227-2 in
splines of planetary gear and overrunning
clutch (Fig. 11). Tool prevents splines from rotating out of alignment. If misalignment occurs, overdrive unit will have to be
disassembled in order to realign splines.
(b) If overdrive unit requires service, refer to
Overdrive Unit Overhaul procedures.

If the overdrive piston retainer was not removed


during service and the original case gasket is no
longer reusable, prepare a new gasket by trimming it
as described in steps (1) through (3). However, if the
original gasket is in good condition, proceed to step
(4).
(1) Cut out old case gasket around piston retainer
with razor knife (Fig. 12).
(2) Use old gasket as template and trim new gasket to fit.
(3) Position new gasket over piston retainer and on
transmission case. Use petroleum jelly to hold gasket
in place if necessary. Do not use any type of
sealer to secure gasket. Use petroleum jelly
only.

Fig. 12 Trimming Replacement Overdrive Case


Gasket

Fig. 11 Overdrive Spline Alignment Tool Installation


(13) Retain overdrive thrust bearing and select fit
spacer. These parts may remain on overdrive piston,
rear of transmission case, sliding hub, or intermediate shaft.

(4) Install selective spacer on intermediate shaft, if


removed. Spacer goes in groove just rearward of
shaft rear splines (Fig. 13).
(5) Install overdrive piston in retainer, if removed.
Lubricate piston seals with Mopar Door Ease, RuGlyde, or petroleum jelly to ease installation. Be sure
piston locating lugs are aligned in piston retainer.
(6) Install thrust bearing in overdrive clutch hub.
Use liberal quantity of petroleum jelly to hold bearing in position.
CAUTION: Be sure the shoulder on the inside diameter of the bearing is facing forward.

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION

Fig. 13 Intermediate Shaft Selective Spacer Location


(7) Install thrust plate in overdrive piston hub.
Use liberal amount of petroleum jelly to hold thrust
plate in position.
(8) Verify that splines in overdrive planetary gear
and overrunning clutch hub are aligned with Alignment Tool 6227-2. Overdrive unit cannot be installed if splines are not aligned. If splines have
rotated out of alignment, compounder will have
to be disassembled to realign splines.
(9) Raise overdrive unit and carefully slide it
straight onto intermediate shaft. Insert park rod into
park lock reaction plug at same time. Avoid tilting
overdrive unit during installation as this could
cause planetary gear and overrunning clutch
splines to rotate out of alignment. If this occurs, it will be necessary to remove and disassemble overdrive unit to realign splines.
(10) Align governor tubes in boss on overdrive piston retainer. Work overdrive unit forward on intermediate shaft until seated against transmission case.
If unit will not seat fully, rotate output shaft with
socket to align intermediate shaft and overdrive
splines.
(11) Install bolts attaching overdrive unit to transmission unit. Tighten bolts in diagonal pattern to 34
Nzm (25 ft. lbs.).
(12) Install center crossmember.
(13) Connect vehicle speed sensor wires and speedometer cable, if equipped.
(14) Connect transmission solenoid wires.
(15) Align and install propeller shaft.
(16) If valve body was also removed, adjust bands,
install valve body and install transmission oil pan.
(17) Lower vehicle and refill transmission with Mopar ATF Plus, Type 7176 transmission fluid.

OVERDRIVE UNIT REMOVAL4-WHEEL DRIVE


(1) Disconnect battery negative cable.
(2) Raise vehicle on hoist.
(3) Remove transfer case skid plate, if equipped.
(4) Mark front and rear propeller shafts and
U-joints for installation reference. Then disconnect
and remove both propeller shafts.
(5) Disconnect vehicle speed sensor wires and
speedometer cable, if equipped.

21 - 145

(6) Disconnect vacuum switch hoses at transfer


case, if equipped.
(7) Disconnect transfer case shift linkage at transfer case range lever. Then remove linkage bracket
bolts and remove linkage and bracket from transfer
case. Move linkage aside for clearance.
(8) Remove nuts attaching transfer case to transmission adapter housing.
(9) Remove transfer case with aid of helper. Support transfer case with transmission jack. Move
transfer case rearward, tilt it away from fixed (welded) rear crossmember and work it out from between
transmission and crossmember.
(10) Support transmission with transmission jack.
(11) Remove nuts and bolts attaching transmission
mount to center crossmember.
(12) Remove bolts and nuts attaching center crossmember to frame rails. Rotate crossmember diagonally and remove crossmember.
(13) Support overdrive unit with transmission jack.
(14) Remove bolts/nuts attaching overdrive unit to
transmission.
CAUTION: The overdrive unit must be supported
during removal. This is necessary to prevent damaging the intermediate shaft. Do not allow the shaft
to support the entire weight of the overdrive unit.
(15) Carefully slide overdrive unit off intermediate
shaft. Do not tilt overdrive unit during removal.
Keep it as level as possible.
(a) If overdrive unit does not require service, immediately insert Alignment Tool 6227-2 in
splines of planetary gear and overrunning
clutch (Fig. 11). If misalignment occurs, overdrive unit will have to be disassembled in order to realign splines.
(b) If overdrive unit requires service, refer to
Overdrive Unit Overhaul procedures.
(16) Remove and retain bearing and select fit
spacer. These parts may remain on overdrive piston,
rear of transmission case, sliding hub, or intermediate shaft during removal.
(17) Place several clean shop towels on a bench.
Then position unit on towels to absorb spilled fluid.
(18) Position overdrive unit over drain pan and tilt
unit to drain residual fluid from case. Examine fluid
for clutch material or metal fragments. If fluid contains these items, overhaul will be necessary.

OVERDRIVE UNIT INSTALLATION4-WHEEL


DRIVE
(1) Be sure Alignment Tool 6227-2 is still fully
seated in splines of overdrive planetary gear and
overrunning clutch. If misalignment occurs, overdrive
will have to be disassembled in order to realign
splines.

21 - 146

TRANSMISSION - CONVERTER - OVERDRIVE REMOVAL/INSTALLATION

(2) If original case gasket is in good condition, proceed to step (6). If overdrive piston retainer was not
removed during service and original case gasket is
not reusable, prepare new gasket as described in
steps (3) through (5).
(3) Cut out old case gasket around piston retainer
with razor knife.
(4) Use old gasket as template and trim new gasket to fit.
(5) Position new gasket over piston retainer and on
transmission case. Use petroleum jelly to hold gasket
in place if necessary. Do not use any type of
sealer to secure gasket. Use petroleum jelly
only.
(6) Install selective spacer on intermediate shaft, if
removed. Spacer goes in groove just rearward of
shaft rear splines.
(7) Install overdrive piston in retainer, if removed.
Lubricate piston seals with Mopar Door Ease, RuGlyde, or petroleum jelly to ease installation. Be sure
piston locating lugs are aligned in piston retainer.
(8) Install thrust bearing in overdrive clutch hub.
Use liberal quantity of petroleum jelly to hold bearing in position.
CAUTION: Be sure the shoulder on the inside diameter of the bearing is facing forward.
(9) Install thrust plate in overdrive piston hub.
Use liberal amount of petroleum jelly to hold thrust
plate in position.
(10) Verify that splines in overdrive planetary gear
and overrunning clutch hub are aligned with Tool
6227-2. Overdrive unit cannot be fully installed
if splines have rotated out of alignment. If misaligned has occurred, overdrive will have to be
disassembled in order to realign splines.
(11) Raise overdrive unit and carefully slide it
straight onto intermediate shaft. Insert park rod into

park pawl reaction plug at same time. Avoid tilting


overdrive unit during installation as planetary
gear and overrunning clutch splines could rotate out of alignment. If misalignment occurs,
overdrive will have to be disassembled in order
to realign splines.
(12) Align governor tubes in boss on overdrive piston retainer. Work overdrive unit forward on intermediate shaft until seated against transmission case.
If unit will not seat fully, turn output shaft slightly
with socket to align intermediate shaft and overdrive
splines.
(13) Apply Mopar Lock N Seal or Loctite 242 to
threads of overdrive attaching bolts. Then install and
tighten bolts to 34 Nzm (25 ft. lbs.).
(14) Install transfer case. If case has 3/8 studs,
tighten attaching nuts to 47 Nzm (35 ft. lbs.) torque.
If case has 5/16 studs, tighten attaching nuts to 35
Nzm (26 ft. lbs.) torque.
(15) Connect transmission and transfer case shift
linkage.
(16) Install center crossmember and rear mount.
(17) Connect all necessary electrical wires. Connect
speedometer cable if equipped.
(18) Align and connect propeller shafts. Tighten Ujoint clamp bolts to 19 Nzm (170 in. lbs.) torque.
Tighten clamp bolts at front shaft CV joint to 27 Nzm
(240 in. lbs.) torque.
(19) Check and adjust fluid level in transfer case.
Use Mopar Dexron II to top off fluid level if necessary.
(20) Install skid plate, if equipped.
(21) Lower vehicle.
(22) Check and adjust transmission fluid level. Add
Mopar ATF Plus, type 7176 fluid if necessary.
(23) Connect battery negative cable.

42RH TRANSMISSION OVERHAUL

21 - 147

42RH TRANSMISSION OVERHAUL


INDEX
page
Front Clutch Overhaul . . . . . . . . . . . . . . . . . . .
Front Servo and Band Overhaul . . . . . . . . . . .
Oil Pump and Reaction Shaft Support Overhaul
Overhaul Service Information . . . . . . . . . . . . . .
Overrunning ClutchLow-Reverse Drum
Overdrive Piston Retainer Inspection and
Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . .
Planetary Gear Train and Intermediate Shaft
Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . .

.
.
.
.

.
.
.
.

159
168
154
153

. . 154

page
Rear Clutch Overhaul . . . . . . . . . . . . . . . .
Rear Servo and Band Overhaul . . . . . . . . .
Transmission Assembly and Adjustment . . .
Transmission Case Cleaning and Inspection
Transmission Disassembly . . . . . . . . . . . .
Valve Body Cleaning and Inspection . . . . .
Valve Body Service and Adjustment . . . . . .

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

.
.
.
.
.
.
.

161
169
183
154
147
176
170

. . 164

TRANSMISSION DISASSEMBLY
(1) Remove torque converter if not previously removed.
(2) Clean transmission exterior with steam gun or
with solvent. Wear eye protection during cleaning operations.
(3) Remove shift and throttle levers from valve
body manual lever shaft.
(4) Remove bolts attaching overdrive unit to transmission (Fig. 1). Note bolt locations as some attaching bolts are different lengths.

Fig. 2 Loosening Overdrive Unit


alignment, overdrive unit will have to be disassembled in order to realign splines.
(b) If overdrive unit does requires service, refer
to Overdrive Unit Overhaul section.

Fig. 1 Overdrive Unit Attaching Bolt Removal


(5) Loosen overdrive unit. Use pry tool to start
overdrive unit off intermediate shaft and transmission case. Position pry tool between flange on overdrive case and transmission rear servo boss (Fig. 2).
(6) Work overdrive unit rearward and off transmission intermediate shaft (Fig. 3). Keep overdrive unit
level during removal.
(a) If overdrive unit does not require service, insert Alignment Tool 6227-2 in overrunning clutch
and planetary gear splines to maintain alignment
(Fig. 4). If clutch and gear splines rotate out of

Fig. 3 Overdrive Unit Removal


(7) Remove overdrive piston from retainer (Fig. 5).
(8) Mount transmission unit on Repair Stand
C-3750-B or similar device.

21 - 148

42RH TRANSMISSION OVERHAUL


(10) Remove park/neutral position switch (Fig. 7).

Fig. 4 Overdrive Spline Alignment Tool Installation


Fig. 7 Park/Neutral Position Switch Removal/
Installation
(11) Remove oil pan bolts and remove oil pan and
gasket. Note location of oil pan magnet for assembly
reference (Fig. 8).

Fig. 5 Overdrive Piston Removal


(9) Remove pump oil seal with Special Tool
C-3981-B (Fig. 6). Be sure to tighten tool threads
completely into seal before using puller bolt to withdraw seal.

Fig. 8 Oil Pan Magnet Position


(12) Remove filter from valve body (Fig. 9). Keep filter attaching screws with filter for assembly reference.
Filter screws are longer than valve body screws.

Fig. 6 Oil Pump Seal Removal


Fig. 9 Fluid Filter Removal

42RH TRANSMISSION OVERHAUL

21 - 149

(13) Remove hex head valve body attaching bolts


(Fig. 10).

Fig. 12 Accumulator Piston And Springs

Fig. 10 Valve Body Attaching Bolt Locations


(14) Lift valve body upward. Work solenoid connector out of case and remove valve body (Fig. 11). Set
valve body aside for disassembly, cleaning and inspection.

Fig. 13 Removing/Installing Front Band Reaction


Pin Access Plug
(17) Loosen front band adjusting screw locknut 4-5
turns. Then tighten band adjusting screw until band
is tight around front clutch retainer. This prevents
front/rear clutches from coming out with pump and
possibly damaging clutch or pump components.
(18) Remove oil pump bolts.
(19) Thread bolts of Slide Hammer Tools C-3752
into threaded holes in pump body flange (Fig. 14).
(20) Bump slide hammer weights outward to remove pump and reaction shaft support assembly
from case (Fig. 14).

Fig. 11 Valve Body Removal


(15) Remove accumulator piston and inner and
outer springs (Fig. 12).
(16) Remove front band reaction pin access plug (Fig.
13). Plug is accessible through converter housing. Use
1/4 inch drive extension to remove plug as shown.

Fig. 14 Removing Oil Pump And Reaction Shaft


Support Assembly

21 - 150

42RH TRANSMISSION OVERHAUL

(21) Loosen front band adjusting screw until band


is completely loose.
(22) Squeeze front band together and remove band
strut (Fig. 15).

(25) Slide front band rearward and onto driving


shell. Band will not be removed until after front/rear
clutch removal.
(26) Remove front and rear clutch units as assembly. Grasp input shaft, hold clutch units together and
remove them from case (Fig. 18).

Fig. 15 Removing Front Band Strut


(23) Remove front band reaction pin with pencil
magnet. Pin is accessible from converter housing side
of case (Fig. 16).

Fig. 18 Removing Front/Rear Clutch Assemblies


(27) Lift front clutch off rear clutch (Fig. 19). Set
clutch units aside for overhaul.

Fig. 16 Removing Front Band Reaction Pin


(24) Remove front band lever (Fig. 17)

Fig. 19 Separating Front/Rear Clutch Assemblies


Fig. 17 Removing/Installing Front Band Lever

42RH TRANSMISSION OVERHAUL

21 - 151

(28) Remove intermediate shaft thrust washer


from front end of shaft or from rear clutch hub (Fig.
20). Retain washer as it is a select fit part.
(29) Remove thrust plate from intermediate shaft
hub (Fig. 21).

Fig. 22 Front Band Removal/Installation

Fig. 20 Removing Intermediate Shaft Thrust Washer

Fig. 23 Removing 42RH Planetary Geartrain


Assembly

Fig. 21 Removing Intermediate Shaft Thrust Plate


(30) Slide front band off driving shell (Fig. 22) and
remove band from case.
(31) Remove planetary geartrain as assembly (Fig.
23). Support geartrain with both hands during removal. Do not allow machined surfaces on intermediate shaft or overdrive piston retainer to become
nicked or scratched.
(32) Loosen rear band adjusting screw 4-5 turns.

(33) Remove low-reverse drum snap ring (Fig. 24).


(34) Remove bolts attaching overdrive piston retainer to rear of case (Fig. 25). Then remove piston
retainer and gasket.
(35) Remove rear band pivot and reaction pins
(Fig. 26). Use parallel jaw snap ring pliers to remove
pins. Insert and spread plier jaws in pin bore to grip
pin. Then twist and pull pins to remove them.
(36) Remove rear band lever.
(37) Remove low-reverse drum and rear band as
assembly. Turn drum clockwise and pull outward to
remove it from overrunning clutch (Fig. 27).

21 - 152

42RH TRANSMISSION OVERHAUL

Fig. 26 Rear Band Pivot And Reaction Pin Location

Fig. 24 Removing Low-Reverse Drum Snap Ring

Fig. 27 Low-Reverse Drum And Rear Band Removal

Fig. 25 Overdrive Piston Retainer Bolt Location


(38) Remove bolts attaching overrunning clutch
cam to case (Fig. 28).
(39) Remove overrunning clutch cam and roller
clutch assembly as a unit (Fig. 29). Turn cam back
and forth and tilt it inward to remove it from case.
(40) Compress front servo rod guide about 1/8 inch
with Valve Spring Compressor C-3422-B (Fig. 30). A
C-clamp and Tool C-4470 can also be used to compress rod guide.

Fig. 28 Overrunning Clutch Cam Bolt Locations


(41) Remove front servo rod guide snap ring. Exercise caution when removing snap ring. Servo
bore can be scratched or nicked if care is not
exercised.
(42) Remove compressor tools and remove front
servo rod guide, spring and servo piston.
(43) Compress rear servo spring retainer about
1/16 inch with Valve Spring Compressor C-3422-B

42RH TRANSMISSION OVERHAUL

21 - 153

Fig. 29 Overrunning Clutch Assembly Removal

Fig. 31 Compressing Rear Servo Spring

Fig. 30 Compressing Front Servo Rod Guide


(Fig. 31). A C-clamp and Tool C-4470 or SP-5560 can
also be used to compress spring retainer.
(44) Remove rear servo spring retainer snap ring.
Then remove compressor tools and remove rear servo
spring and piston.
(45) Inspect transmission and overdrive components. If major components such as the overdrive unit, front clutch, or oil pump require
service, refer to appropriate overhaul procedure.

OVERHAUL SERVICE INFORMATION


Inspect the transmission bushings during overhaul.
Bushing condition is important as worn, scored bushings contribute to low pressures, clutch slip and accelerated wear of other components. However, do not
replace bushings as a matter of course. Replace bushings only when they are actually worn, or scored.
Use recommended tools to replace bushings. The
tools are sized and designed to remove, install, and

seat bushings correctly. The bushing replacement


tools are included in Bushing Tool Sets C-3887-B, or
C-3887-J.
Pre-sized service bushings are available for replacement purposes. Only the sun gear bushings are not
serviced. Replace the gear and bushings as an assembly.
Heli-Coil inserts can be used to repair damaged,
stripped or worn threads in aluminum parts. These
inserts are available from most automotive jobbers.
Stainless steel inserts are recommended.
The use of crocus cloth is permissible where necessary, providing it is used carefully. When used on
shafts, or valves, use extreme care to avoid rounding
off sharp edges. Sharp edges are vital as they prevent foreign matter from getting between the valve
and valve bore.
Do not reuse oil seals, gaskets, seal rings, or
O-rings during overhaul. Replace these parts as a
matter of course. Also do not reuse snap rings or Eclips that are bent or distorted. Replace these parts
as well.
Lubricate transmission parts with Mopar ATF
Plus, Type 7176 fluid during overhaul and assembly.
Use Mopar Door Ease, or Ru-Glyde to lubricate piston seals and O-rings for installation. Petroleum jelly
can also be used lubricate thrust washers and to hold
parts in place during reassembly.

21 - 154

42RH TRANSMISSION OVERHAUL

TRANSMISSION CASE CLEANING AND


INSPECTION
Clean the case in a solvent tank. Flush the case
bores and fluid passages thoroughly with solvent.
Dry the case and all fluid passages with compressed
air. Be sure all solvent is removed from the case and
that all fluid passages are clear.
Do not use shop towels or rags to dry the case
(or any other transmission component) unless
they are made from lint-free materials. Lint
will stick to case surfaces and transmission
components and circulate throughout the
transmission after assembly. A sufficient quantity of lint can block fluid passages and interfere with valve body operation.
Inspect the case for cracks, porous spots, worn
bores, or damaged threads. Damaged threads can be
repaired with Helicoil thread inserts. However, the
case will have to be replaced if it exhibits any type of
damage or wear.
Lubricate the front band adjusting screw threads
with petroleum jelly and thread the screw part-way
into the case. Be sure the screw turns freely.

retainer in solvent. Dry them with light bursts of


compressed air, or allow them to air dry after cleaning.
Inspect condition of each clutch part after cleaning.
Replace the rollers and the retainer and spring assembly if the rollers, springs or spring retainer are
worn or damaged. Replace the clutch cam if worn,
cracked or damaged.
Inspect the overrunning clutch race and low-reverse drum. Replace the drum and race as an assembly if either part is worn, scored or damaged.
Examine the overdrive piston retainer carefully for
wear, cracks, scoring or other damage. Be sure the
retainer hub is a snug fit in the case and low-reverse
drum. Replace the retainer if worn or damaged.

OVERRUNNING CLUTCH ASSEMBLY


(1) Install clutch rollers in spring retainer (Fig.
33). Be sure springs are seated squarely against rollers.

OVERRUNNING CLUTCHLOW-REVERSE
DRUMOVERDRIVE PISTON RETAINER
INSPECTION AND OVERHAUL
If the overrunning clutch and cam came out with
the low-reverse drum, remove the cam and clutch
from the drum as follows: Thread two clutch cam
bolts into the cam. Then lift the clutch and cam out
of the drum with the bolts (Fig. 32). Rotate the cam
back and forth to ease removal if necessary.

Fig. 33 Installing Overrunning Clutch Rollers In


Retainer
(2) Install roller and spring assembly in clutch cam
(Fig. 34).
(3) Lubricate overrunning clutch rollers, springs
cam and race with transmission fluid. Verify component installation before proceeding. Bolt holes in
clutch cam are countersunk on one side. Be sure this
side of cam will face rearward as shown (Fig. 34).
(4) Inspect bolt holes in overrunning clutch cam.
Note that one hole is not threaded. Identify location
of non threaded hole with paint mark for assembly
reference (Fig. 35).
(5) Set assembly aside for final installation after
overhaul is complete.

Fig. 32 Removing Overrunning Clutch From


Low-Reverse Drum
CLEANING AND INSPECTION
Clean the clutch rollers, springs and retainer,
clutch cam, low-reverse drum and overdrive piston

OIL PUMP AND REACTION SHAFT SUPPORT


OVERHAUL
PUMP AND SUPPORT DISASSEMBLY
(1) Remove seal from around pump housing (Fig.
36).

42RH TRANSMISSION OVERHAUL

21 - 155

(3) Loosen bolts that attach pump body to support


(Fig. 37).

Fig. 37 Loosening Pump Support Bolts


(4) Remove pump-to-support bolts and separate
support from pump housing (Fig. 38).

Fig. 34 Checking Overrunning Clutch Installation

Fig. 38 Separating Pump Housing From Reaction


Shaft Support
(5) Remove inner and outer gears from reaction
shaft support (Fig. 39).

Fig. 35 Marking Location Of Non-Threaded Hole In


Clutch Cam

Fig. 39 Pump Gear Removal

Fig. 36 Removing Pump Housing Seal


(2) Mark pump housing and support assembly for
alignment reference.

21 - 156

42RH TRANSMISSION OVERHAUL

Fig. 40 Oil Pump And Reaction Shaft Support Components


(6) If pump seal was not removed during transmission disassembly, remove seal with punch and hammer.
(7) Remove front clutch thrust washer from support hub (Fig. 40).

OIL PUMP AND REACTION SHAFT SUPPORT


CLEANING AND INSPECTION
Clean pump and reaction shaft support components
with solvent and dry them with compressed air.
Inspect the pump housing and support components.
Replace the housing or support if the seal ring
grooves or machined surfaces are worn, scored, pitted, or damaged.
Replace the pump gears if pitted, worn chipped, or
damaged. Inspect the thrust washer for wear or damage. Replace the washer if necessary. Note that the
inner gear used in 1993 and later 42RH oil
pumps has a new design drive lug. The new design incorporates drive flats instead of the
square lug used previously. The torque converter hub has also been redesigned to accept
the new drive. If pump gear replacement is necessary, be very sure to order and install the
new style gears.
Inspect the pump and reaction shaft support bushings. Minor bushing wear is acceptable. Replace the
bushings only if scored, or severely worn.

Install the gears in the pump housing and measure


end clearance with a feeler gauge and straightedge
(Fig. 41). Clearance should be 0.010 - 0.06 mm
(0.0004 - 0.0025 in.).

Fig. 41 Measuring Pump Gear End Clearance


Measure clearance between the outer gear and the
pump body (Fig. 42). Clearance should be 0.08 - 0.19
mm (0.0035 - 0.0075 in.).
Measure gear tooth clearance with a feeler gauge.
Align one tooth of the outer gear in inner gear and
measure clearance (Fig. 43). Clearance should be
0.08 - 0.19 mm (0.0035 - 0.0075 in.).

REPLACING OIL PUMP BUSHING


(1) Remove pump bushing with Tool Handle
C-4171 and Bushing Remover SP-3551 (Fig. 44).

42RH TRANSMISSION OVERHAUL

21 - 157

Fig. 42 Measuring Pump Housing-To-Inner Gear


Clearances
Fig. 45 Staking Oil Pump Bushing

Fig. 43 Measuring Pump Gear Tooth Clearance


(2) Install new pump bushing with Tool Handle
C-4171 and Bushing Installer SP-5117 (Fig. 44).
Bushing should be flush with pump housing bore.
(3) Stake new pump bushing in two places with
blunt punch (Fig. 45). Remove burrs from stake
points with knife blade afterward.

REPLACING REACTION SHAFT SUPPORT


BUSHING
(1) Assemble Bushing Remover Tools SP-1191,
3633 and 5324 (Fig. 46). Do not clamp any part of
reaction shaft or support in vise.
(2) Hold Cup Tool SP-3633 firmly against reaction
shaft and thread remover SP-5324 into bushing as
far as possible by hand. Then thread remover tool 3-4
additional turns into bushing with a wrench.
(3) Turn remover tool hex nut down against remover cup to pull bushing from shaft. Clean all chips
from shaft after bushing removal.
(4) Lightly grip old bushing in vise or with pliers
and back remover tool out of bushing.
(5) Assemble Bushing Installer Tools C-4171 and
SP-5325 (Fig. 46).
(6) Slide new bushing onto Installer Tool SP-5325.
(7) Position reaction shaft support upright on a
clean smooth surface.
(8) Align bushing in bore. Then tap bushing into
place until Bushing Installer SP-5325 bottoms.
(9) Clean reaction shaft support thoroughly after
installing bushing.

Fig. 44 Removing Oil Pump Bushing


Fig. 46 Replacing Reaction Shaft Support Bushing

21 - 158

42RH TRANSMISSION OVERHAUL

ASSEMBLING OIL PUMP AND REACTION


SHAFT SUPPORT
(1) Lubricate gear bore in pump housing with
transmission fluid.
(2) Lubricate pump gears with transmission fluid.
(3) Support pump housing on wood blocks (Fig.
47).
(4) Install outer gear in pump housing (Fig. 47).
Gear can be installed either way (it is not a one-way
fit).

leum jelly after installation. Squeeze each ring until


ring ends are securely hooked together.
CAUTION: The reaction shaft support seal rings will
break if overspread, or twisted. If new rings are being installed, spread them only enough for installation. Also be very sure the ring ends are securely
hooked together after installation. Otherwise, the
rings will either prevent pump installation, or break
during installation.

Fig. 49 Hub Seal Ring Position

Fig. 47 Supporting Pump And Installing Outer Gear


(5) Install pump inner gear (Fig. 48).

(8) Install reaction shaft support on pump housing


(Fig. 50).
(9) Align reaction support on pump housing. Use
alignment marks made at disassembly. Or, rotate
support until bolt holes in support and pump housing
are all aligned (holes are offset for one-way fit).

CAUTION: The gear is a one-way fit. One side of the


gear bore is chamfered. Install the gear so the
chamfered side faces forward.

Fig. 50 Assembling Reaction Shaft Support And


Pump Housing

Fig. 48 Pump Inner Gear Installation


(6) Install new thrust washer on hub of reaction
shaft support. Lubricate washer with transmission
fluid or petroleum jelly.
(7) If reaction shaft seal rings are being replaced,
install new seal rings on support hub (Fig. 49). Lubricate seal rings with transmission fluid or petro-

(10) Install all bolts that attach support to pump


housing. Then tighten bolts finger tight.
(11) Tighten support-to-pump bolts to required
torque as follows:
(a) Reverse pump assembly and install it in
transmission case. Position pump so bolts are facing out and are accessible.
(b) Secure pump assembly in case with 2 or 3
bolts, or with pilot studs.
(c) Tighten support-to-pump bolts to 20 Nzm (15
ft. lbs.).
(d) Remove pump assembly from transmission
case.

42RH TRANSMISSION OVERHAUL


(12) Install new oil seal in pump with Special Tool
C-4193-A and Tool Handle C-4171 (Fig. 51). Be sure
seal lip faces inward.
(13) Install new seal ring around pump housing.
Be sure seal is properly seated in groove.
(14) Lubricate lip of pump oil seal with ATF Plus
transmission fluid.

21 - 159

(2) Compress clutch piston spring with Compressor


Tool C-3575-A (Fig. 53). Be sure legs of tool are
seated squarely on spring retainer before compressing spring.
(3) Remove retainer snap ring and remove compressor tool.

Fig. 51 Pump Oil Seal Installation

FRONT CLUTCH OVERHAUL

Fig. 53 Compressing Front Clutch Piston Spring

FRONT CLUTCH DISASSEMBLY


(1) Remove waved snap ring and remove pressure
plate, clutch plates and clutch discs (Fig. 52).

(4) Remove spring retainer and clutch spring. Note


position of retainer on spring for assembly reference.
(5) Remove clutch piston from clutch retainer. Remove piston by rotating it up and out of retainer.

Fig. 52 Front Clutch Components

21 - 160

42RH TRANSMISSION OVERHAUL

(6) Remove seals from clutch piston and clutch retainer hub. Discard both seals as they are not reusable.

FRONT CLUTCH INSPECTION


Clean the front clutch components in solvent and
dry them with compressed air only. Do not use rags
or shop towels to dry any of the clutch parts. Lint
from such materials will adhere to the component
surfaces and could restrict or block fluid passages after assembly.
Replace the clutch discs if warped, worn, scored,
burned or charred, or if the facing is flaking off. Replace the steel plates if heavily scored, warped, or
broken. Be sure the driving lugs on the plates are in
good condition. The lugs must not be bent, cracked or
damaged in any way.
Replace the clutch spring and spring retainer if either is distorted, warped or broken.
Check the lug grooves in the clutch retainer. The
steel plates should slide freely in the slots. Replace
the retainer if the grooves are worn or damaged.
Check action of the check ball in the retainer (Fig.
54). The ball must move freely and not stick.
Inspect the clutch retainer bushings carefully
(Fig. 55). The retainer bushings are NOT serviceable. It will be necessary to replace the retainer if either bushing is scored, or worn.
Inspect the piston and retainer seal surfaces for
nicks or scratches. Minor scratches can be removed
with crocus cloth. However, replace the piston and/or
retainer if the seal surfaces are seriously scored.

Fig. 55 Retainer Bushing Locations

Fig. 56 Assembling Clutch Spring And Piston


(4) Lubricate lips of piston and retainer seals with
liberal quantity of Mopar Door Ease, or Ru Glyde.
Then lubricate retainer hub, bore and piston with
transmission fluid.
(5) Install clutch piston in retainer (Fig. 57). Use
twisting motion to seat piston in bottom of retainer. A
thin strip of plastic (about 0.0209 thick), can be used
to guide seals into place if necessary.
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.

Fig. 54 Front Clutch Piston Retainer Check Ball


Location
FRONT CLUTCH ASSEMBLY
(1) Soak clutch discs in transmission fluid.
(2) Assemble piston spring and retainer (Fig. 56).
(3) Install new seals on piston and in hub of retainer. Be sure lip of each seal faces interior of clutch
retainer.

(6) Position spring in clutch piston.


(7) Position spring retainer on top of piston spring
(Fig. 58). Make sure retainer is properly installed. Small raised tabs should be facing upward. Semicircular lugs on underside of
retainer are for positioning retainer in spring.
(8) Compress piston spring and retainer with Compressor Tool C-3575-A (Fig. 53). Then install new
snap ring to secure spring retainer and spring.
(9) Install clutch plates and discs (Fig. 52). Install
steel plate then disc until all plates and discs are installed. Four discs and plates are required.

42RH TRANSMISSION OVERHAUL

21 - 161

Fig. 57 Front Clutch Piston Installation

Fig. 59 Measuring Front Clutch Pack Clearance

Fig. 58 Correct Spring Retainer Installed Position


(10) Install pressure plate and waved snap ring
(Fig. 52).
(11) Check clutch plate clearance (Fig. 59). Clearance should be 1.70 to 3.40 mm (0.067 to 0.134 in.).
If clearance is incorrect, clutch discs, pressure plates
and snap ring may have to be changed.

REAR CLUTCH OVERHAUL


REAR CLUTCH DISASSEMBLY
(1) Remove fiber thrust washer from forward side
of clutch retainer.
(2) Remove selective clutch pack snap ring (Fig.
60).
(3) Remove top pressure plate, clutch discs, steel
plates, bottom pressure plate and wave spring (Fig.
60).
(4) Remove clutch piston. Grasp piston and rotate
piston up and out of retainer.
(5) Remove and discard piston seals.
(6) Remove input shaft snap ring (Fig. 61).
(7) Press input shaft out of retainer with shop
press and suitable size press tool (Fig. 62).
(8) Remove input shaft front/rear seal rings.
REAR CLUTCH INSPECTION
Clean the clutch components with solvent and dry
them with compressed air. Do not use rags or shop

towels to dry any of the clutch parts. Lint from such


materials will adhere to component surfaces and
could restrict or block fluid passages after assembly.
Replace the clutch discs if warped, worn, scored,
burned/charred, the lugs are damaged, or if the facing is flaking off. Replace the top and bottom pressure plates if scored, warped, or cracked. Be sure the
driving lugs on the pressure and clutch plates are
also in good condition. The lugs must not be bent,
cracked or damaged in any way.
Replace the piston spring and wave spring if either
part is distorted, warped or broken.
Check the lug grooves in the clutch retainer. The
clutch and pressure plates should slide freely in the
slots. Replace the retainer if the grooves are worn or
damaged. Also check action of the check ball in the
piston. The check ball must move freely and not
stick.
Replace the retainer bushing if worn, scored, or
doubt exists about bushing condition.
Inspect the piston and retainer seal surfaces for
nicks or scratches. Minor scratches can be removed
with crocus cloth. However, replace the piston and/or
retainer if the seal surfaces are seriously scored.
Check condition of the fiber thrust washer and
metal intermediate shaft thrust washer. Replace either washer if worn or damaged.
Check condition of the seal rings on the input shaft
and clutch retainer hub. Replace the seal rings only

21 - 162

42RH TRANSMISSION OVERHAUL

Fig. 60 Rear Clutch Components (42RH)

Fig. 62 Removing Input Shaft From Rear Clutch


Retainer
Fig. 61 Removing/Installing Input Shaft Snap Ring
if obviously damaged. The input shaft front seal ring
is teflon with chamfered ends. The rear ring is metal
with interlocking ends.
Check the input shaft for wear, or damage. Replace
the shaft if worn, scored or damaged in any way.

REAR CLUTCH ASSEMBLY


(1) Soak clutch discs in transmission fluid.
(2) Install new seal rings on clutch retainer hub
and input shaft (Figs. 63 and 64).

(a) Be sure clutch hub retainer seal ring is fully


seated in groove (Fig. 63). Ring must not be
twisted, or distorted.
(b) Note that input shaft front seal ring is teflon
and rear seal ring is metal (Fig. 64). Be sure chamfered ends of teflon ring are properly joined and
that ends of rear ring are securely hooked together.
(c) Lubricate retainer and shaft seal rings with
light coat of petroleum jelly after installation.

42RH TRANSMISSION OVERHAUL

Fig. 63 Installing Rear Clutch Retainer And Input


Shaft Seal Rings

21 - 163

Fig. 65 Pressing Input Shaft Into Rear Clutch


Retainer
strip of plastic (about 0.0209 thick), can be used to
guide seals into place if necessary.
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(8) Install piston spring in retainer and on top of
piston (Fig. 56). Concave side of spring faces up as
shown.
(9) Install wave spring in retainer (Fig. 66). Be
sure spring is completely seated in retainer groove.

Fig. 64 Input Shaft Seal Ring Identification


(3) Lubricate splined end of input shaft and clutch
retainer with transmission fluid. Then press input
shaft into retainer (Fig. 65).
(4) Install input shaft retaining ring (Fig. 61).
(5) Install new seals on clutch piston. Be sure lip
of each seal faces interior of clutch retainer.
(6) Lubricate lip of piston seals with liberal quantity of Mopar Door Ease, or Ru Glyde. Then lubricate
retainer hub and bore with transmission fluid.
(7) Install rear clutch piston in retainer. Use twisting motion to seat piston in bottom of retainer. A thin

Fig. 66 Piston And Wave Spring Position

21 - 164

42RH TRANSMISSION OVERHAUL

(10) Install bottom pressure plate (Fig. 60). Ridged


side of plate faces downward (toward piston) and flat
side toward clutch pack.
(11) Install first clutch disc in retainer on top of
bottom pressure plate. Then install a clutch plate followed by a clutch disc until entire clutch pack is installed. 4 clutch discs and 3 metal plates are
required.
(12) Install top pressure plate (Fig. 60).
(13) Install selective snap ring (Fig. 60). Be sure
snap ring is fully seated in retainer groove.
(14) Measure clutch pack clearance (Fig. 67).
Clearance should be 0.64 to 1.14 mm (0.025 to 0.045
in.). If clearance is incorrect, steel plates, discs, snap
ring and pressure plates may have to be changed
(Fig. 53).

Fig. 68 Installing Rear Clutch Thrust Washer


(6) Remove sun gear and driving shell.
(7) Remove snap ring that retains sun gear in driving shell and remove sun gear and thrust plates.
Note thrust plate position for assembly reference.
(8) Remove tabbed thrust washer from rear planetary gear.
(9) Remove rear planetary gear from rear annulus
gear and remove annulus gear from intermediate
shaft.
(10) Remove snap rings securing annulus gears to
supports. Then separate each gear from support.

Fig. 67 Checking Rear Clutch Pack Clearance


(15) Coat rear clutch fiber thrust washer with petroleum jelly and install washer over input shaft and
into clutch retainer (Fig. 68). Use enough petroleum
jelly to hold washer in place.
(16) Set rear clutch aside for installation during final assembly.

PLANETARY GEAR TRAIN AND INTERMEDIATE


SHAFT OVERHAUL
GEARTRAIN DISASSEMBLY (FIG. 69)
(1) Remove snap ring, tabbed thrust washer and
thrust plate from front of intermediate shaft.
(2) Remove front annulus gear and support assembly.
(3) Remove front planetary front thrust washer.
(4) Remove front planetary gear.
(5) Remove front planetary rear thrust washer.

PLANETARY GEARTRAIN INSPECTION


Clean the planetary components in solvent and dry
them with compressed air.
Check sun gear and driving shell condition. Replace the gear if damaged or if the bushings are
scored or worn. The bushings are not serviceable. Replace the driving shell if worn, cracked or damaged.
Replace planetary gear sets if gears, pinion pins, or
carrier are damaged in any way. Replace the annulus
gears and supports if either component is worn or
damaged.
Inspect the geartrain spacers, thrust plates, snap
rings, and thrust washers. Replace any part that is
worn or damaged. Do not attempt to reuse these
parts.
Inspect the intermediate shaft carefully. Pay particular attention to the machined bushing/bearing surfaces on the shaft.
Replace the intermediate shaft if any machined
surfaces are scored, pitted, or damaged in any way.
Also replace the shaft if the splines are damaged, or
exhibits cracks at any location. Be sure the select
spacer groove on the shaft is in good condition. Trial
fit the spacer if necessary.

42RH TRANSMISSION OVERHAUL

21 - 165

Fig. 69 42RH Planetary Geartrain


PLANETARY GEARTRAIN ASSEMBLY
(1) Lubricate intermediate shaft and planetary
components with transmission fluid. Use petroleum
jelly to lubricate and hold thrust washers and plates
in position.
(2) Assemble rear annulus gear and support if disassembled. Be sure support snap ring is seated and
that shoulder side of support faces rearward.
(3) Install rear thrust washer on rear planetary
gear (Fig. 70). Use enough petroleum jelly to hold
washer in place. Also be sure washer tabs are properly engaged in gear slots.
(4) Install rear annulus over and onto rear planetary gear (Fig. 70).
(5) Install assembled rear planetary and annulus
gear on intermediate shaft (Fig. 71). Verify that assembly is fully seated on shaft.
(6) Install front thrust washer on rear planetary
gear (Fig. 72). Use enough petroleum jelly to hold
washer on gear.
(7) Install spacer on sun gear (Fig. 73).
(8) Install thrust plate over sun gear and on top of
spacer (Fig. 74). Note that thrust plates are interchangeable. Use either plate on sun gear and rear of
driving shell.
(9) Insert sun gear into driving shell (Fig. 75).

Fig. 70 Assembling Rear Annulus And Planetary


Gear
(10) Hold sun gear in position and install rear
thrust plate. Plate goes over sun gear at rear of driving shell (Fig. 75).
(11) Position wood block on bench and support sun
gear on block (Fig. 76). This makes it easier to align
and install sun gear lock ring. Keep wood block
handy as it will also be used for geartrain end play
check.

21 - 166

42RH TRANSMISSION OVERHAUL

Fig. 71 Installing Assembled Rear Annulus And


Planetary Gear On Intermediate Shaft

Fig. 72 Installing Rear Planetary Front Thrust


Washer

Fig. 74 Installing Spacer And Thrust Plate On Sun


Gear

Fig. 75 Installing Sun Gear And Rear Thrust Plate In


Driving Shell

Fig. 73 Installing Sun Gear Spacer


Fig. 76 Supporting Sun Gear On Wood Block

42RH TRANSMISSION OVERHAUL

21 - 167

(12) Align rear thrust plate on driving shell and


install sun gear lock ring. Be sure ring is fully seated
in sun gear ring groove (Fig. 77).

Fig. 79 Installing Rear Thrust Washer On Front


Planetary Gear
Fig. 77 Installing Sun Gear Lock Ring
(13) Install assembled driving shell and sun gear
on intermediate shaft (Fig. 78).

Fig. 80 Installing Thrust Plate On Front Annulus


Support

Fig. 78 Installing Assembled Sun Gear And Driving


Shell On Intermediate Shaft
(14) Install rear thrust washer on front planetary
gear (Fig. 79). Use enough petroleum jelly to hold
washer on gear and be sure washer tabs are all properly seated.
(15) Assemble front annulus gear and support if
necessary.
(16) Position thrust plate on front annulus gear
support (Fig. 80). Use liberal quantity of petroleum
jelly to hold plate in place.
(17) Install front planetary gear on intermediate
shaft and in driving shell (Fig. 81).
(18) Install front thrust washer on front planetary
gear (Fig. 81). Use enough petroleum jelly to hold
washer in place on gear and be sure washer tabs are
seated.

(19) Assemble front annulus gear and support. Be


sure support snap ring is seated.
(20) Install front annulus thrust washer (Fig. 82).
Align flat on washer with flat on planetary hub. Also
be sure washer tab is facing forward.
(21) Install front annulus snap ring (Fig. 83). Use
snap ring pliers to avoid distorting ring during installation. Also be sure ring is fully seated.
(22) Install planetary selective snap ring with snap
ring pliers (Fig. 84). Be sure ring is fully seated.
(23) Turn planetary geartrain assembly over so
driving shell is facing workbench. Then support
geartrain on wood block positioned under forward
end of intermediate shaft. This is necessary so
geartrain components will move forward for accurate
end play check.
(24) Check planetary geartrain end play with
feeler gauge (Fig. 85). Gauge goes between shoulder
on intermediate shaft and end of rear annulus support.

21 - 168

42RH TRANSMISSION OVERHAUL

Fig. 81 Installing Front Planetary And Annulus


Gears

Fig. 84 Installing Planetary Selective Snap Ring


(or thrust washers) may have to be replaced. Snap
ring is available in three different thicknesses for adjustment purposes.

Fig. 82 Installing Front Annulus Thrust Washer

Fig. 85 Checking Planetary Geartrain End Play

FRONT SERVO AND BAND OVERHAUL


FRONT SERVO DISASSEMBLY (FIG. 86)
(1) Remove small snap ring from servo piston.
(2) Remove piston, rod, springs and guide.
(3) Remove and discard servo piston rings and Oring.

Fig. 83 Installing Front Annulus Snap Ring


(25) Geartrain end play should be 0.12 to 1.22 mm
(0.005 to 0.048 in.). If end play is incorrect, snap ring

FRONT BAND AND SERVO INSPECTION


Clean the servo components with solvent and dry
them with compressed air.
Inspect the servo components. Replace the springs
if collapsed, distorted or broken. Replace the guide,

42RH TRANSMISSION OVERHAUL

21 - 169

rod and piston if cracked, bent, or worn. Discard the


servo snap ring if distorted or warped.
Replace the front band if distorted, the lining is
burned or flaking off, or excessively worn.
Check the servo piston bore for wear. Replace the
piston and rod as an assembly if either part is worn
or damaged.
Replace any servo component if doubt exists about
its condition. Do not reuse suspect parts.

Fig. 87 Removing/Installing Servo Piston Plug Snap


Ring

Fig. 86 Front Servo Components


ASSEMBLING FRONT SERVO PISTON
(1) Lubricate seal rings and O-rings with petroleum jelly. Lubricate other servo parts with transmission fluid.
(2) Install new O-ring on servo piston rod.
(3) Install new seal on piston rod guide and install
new seal rings on piston.
(4) Assemble rod, piston, servo springs and snap
ring (Fig. 86).

REAR SERVO INSPECTION


Clean the servo components (Fig. 88) with solvent
and dry them with compressed air.
Check rear band condition. Replace the band if distorted, the lining is burned or flaking off, or the lining is excessively worn. Check the band pivot and
reaction pins. Minor pin scoring can be cleaned up
with crocus cloth. However, replace the pins if worn,
severely scored, or cracked. Replace the pin O-rings.
Inspect the servo components. Replace the servo
and cushion springs if collapsed, distorted or broken.
Replace the plug or piston if cracked, bent, or worn.
Discard the servo snap ring and spring retainer if
distorted or warped.
If doubt exists about the condition of any servo
component, replace it. Do not reuse suspect parts.

REAR SERVO AND BAND OVERHAUL


REAR SERVO PISTON DISASSEMBLY
(1) Remove seal from servo piston. Note which way
seal lip faces for assembly reference.
(2) Compress cushion spring in vise only enough to
allow piston plug snap ring removal (Fig. 87). Use
wood block between vise jaws and end of piston plug
to keep plug aligned and in position.
(3) Remove snap ring from end of piston plug (Fig.
87).
(4) Open vise and remove wood block, piston plug,
cushion spring and servo piston.

Fig. 88 Rear Servo Components

21 - 170

42RH TRANSMISSION OVERHAUL

ASSEMBLING REAR SERVO PISTON


(1) Assemble piston plug, cushion spring and piston (Fig. 88).
(2) Compress cushion spring in vise and install piston plug snap ring (Fig. 87).
(3) Install new seal on piston. Be sure seal lip is
toward servo bore (Fig. 89).
(4) Lubricate piston seal with petroleum jelly. Lubricate other servo parts with transmission fluid.

Fig. 91 Boost Valve Components

Fig. 89 Installing Rear Servo Piston Seal

VALVE BODY SERVICE AND ADJUSTMENT


VALVE BODY MAIN COMPONENT
DISASSEMBLY
CAUTION: Do not clamp any valve body component
in a vise. This practice can damage the component
resulting in unsatisfactory operation after assembly
and installation. Remove valves, plugs and springs
with a pencil magnet. Do not use pliers to remove
any of the valves, plugs or springs and do not force
any of the components out or into place. The valves
and valve body housings will be damaged if force is
used. Tag or mark the valve body springs for reference as they are removed. Do not allow them to become intermixed.

Fig. 92 Securing Detent Ball And Spring


(4) Remove E-clip that secures throttle lever in
manual lever (Fig. 93).

(1) Remove boost valve cover (Fig. 90).


(2) Remove boost valve retainer, valve spring and
boost valve (Fig. 91).

Fig. 93 Removing Throttle Lever E-Clip

Fig. 90 Boost Valve Cover Location


(3) Secure detent ball and spring with Retainer
Tool 6583 (Fig. 92).

(5) Lift and rotate manual lever far enough to


clear detent housing.
(6) Remove retaining tool and remove detent ball
and spring (Fig. 94).
(7) Remove washer at top of manual lever shaft.
Then lift manual lever and park rod assembly upward and out of valve body (Fig. 95).

42RH TRANSMISSION OVERHAUL

Fig. 94 Detent Ball And Spring Removal

21 - 171

Fig. 97 Park Rod Removal


(11) Remove adjusting screw bracket, line pressure
adjusting screw, pressure regulator spring and switch
valve spring (Fig. 98). Do not remove throttle
pressure adjusting screw from bracket and do
not disturb adjusting screw settings during removal.

Fig. 95 Manual Lever Removal


(8) Remove throttle lever from valve body housing
(Fig. 96).

Fig. 98 Adjusting Screw Bracket And Spring


Removal

Fig. 96 Throttle Lever Removal


(9) Remove park rod E-clip and separate rod from
manual lever (Fig. 97).
(10) Remove screws attaching pressure adjusting
screw bracket to valve body and transfer plate. Hold
bracket firmly against spring tension while removing
last screw.

(12) Remove solenoid connector from 3-4 accumulator housing (Fig. 99). Note that connector is attached to housing with shoulder-type screw.
Keep this screw with accumulator housing to
avoid losing it.
(13) Note routing of solenoid wires for assembly
reference (Fig. 100).
(14) Remove screws attaching solenoid assembly to
valve body lower housing and remove solenoid and
connector assembly (Fig. 101).
(15) Remove 3-4 accumulator housing attaching
screws and remove housing from valve body (Fig.
102).
(16) Remove following parts from valve body lower
housing: 3-4 shift valve and spring, pressure regula-

21 - 172

42RH TRANSMISSION OVERHAUL

Fig. 99 Solenoid Connector Position

Fig. 102 Removing 3-4 Accumulator Housing

Fig. 100 Solenoid Wire Routing

Fig. 103 Clutch Valve And 3-4 Shift Valve Locations

Fig. 101 Solenoid Assembly Removal


tor valve spring, clutch valve, clutch valve spring,
and clutch valve plug (Fig. 103).
(17) Bend back tabs on boost valve tube brace (Fig.
104).

Fig. 104 Boost Valve Tube Brace (Double Tab Style)


(18) Remove boost valve connecting tube (Fig. 105).
Disengage tube from upper housing port first. Then
rock opposite end of tube back and forth to work it
out of lower housing.

42RH TRANSMISSION OVERHAUL

21 - 173

CAUTION: Do not use tools to loosen or pry the


connecting tube out of the valve body housings.
Loosen and remove the tube by hand only.

Fig. 107 Removing Transfer Plate From Upper


Housing
Fig. 105 Boost Valve Tube Removal
(19) Turn valve body over so valve lower housing is
facing upward (Fig. 106). In this position, check balls
in upper housing will remain in place and not fall
out when lower housing and transfer plate are removed.
(20) Remove screws attaching valve body lower
housing to upper housing and transfer plate (Fig.
106). Note position of boost valve tube brace for
assembly reference.
(21) Remove lower housing and overdrive separator plate from transfer plate (Fig. 106).

Fig. 108 Brace Plate Removal

Fig. 106 Lower Housing Removal


(22) Remove transfer plate from upper housing
(Fig. 107).
(23) Turn transfer plate over so upper housing separator plate is facing upward (Fig. 108).
(24) Remove brace plate from lower housing separator plate and transfer plate (Fig. 108).
(25) Remove upper housing separator plate from
transfer plate (Fig. 109). Note position of filter in
separator plate for assembly reference.

Fig. 109 Upper Housing Separator Plate Removal


(26) Remove rear clutch check ball from transfer
plate. Note check ball location for assembly reference before removing it (Fig. 110).

21 - 174

42RH TRANSMISSION OVERHAUL

Fig. 110 Rear Clutch Check Ball Location


VALVE BODY UPPER HOUSING
DISASSEMBLY
(1) Note location of check balls in valve body upper
housing (Fig. 111). Then remove one large and six
smaller diameter check balls with magnet (total of 7
check balls are used).

Fig. 111 Valve Body Check Ball Locations


(2) Remove E-clip that secure shuttle valve secondary spring on valve stem (Fig. 112).
(3) Remove governor plug and shuttle valve covers
(Fig. 113).
(4) Remove throttle plug, primary spring, shuttle
valve, secondary spring, and spring guides (Fig. 113).
(5) Remove boost valve retainer, spring and valve
if not previously removed.
(6) Turn upper housing over and remove switch
valve, regulator valve and spring, and manual valve
(Fig. 114).

Fig. 112 Shuttle Valve E-Clip And Secondary Spring


Location
(7) Remove kickdown detent, kickdown valve, and
throttle valve and spring (Fig. 114).
(8) Remove throttle plug and 1-2 and 2-3 governor
plugs (Fig. 114). Also remove shuttle valve primary
spring if not removed in prior step.

42RH TRANSMISSION OVERHAUL

Fig. 113 Shuttle And Boost Valve Components

Fig. 114 Upper Housing Control Valve Locations

21 - 175

21 - 176

42RH TRANSMISSION OVERHAUL

Fig. 115 Upper Housing Shift Valves And Pressure Plugs


(9) Turn upper housing around and remove limit
valve and shift valve covers (Fig. 115).
(10) Remove limit valve housing. Then remove retainer, spring, limit valve, and 2-3 throttle plug from
limit valve housing (Fig. 115).
(11) Remove 1-2 shift control valve and spring (Fig.
115).
(12) Remove 1-2 shift valve and spring (Fig. 115).
(13) Remove 2-3 shift valve and spring from valve
body (Fig. 115).
(14) Remove pressure plug cover (Fig. 115).
(15) Remove line pressure plug, sleeve, throttle
pressure plug and spring (Fig. 115).

VALVE BODY LOWER HOUSING


DISASSEMBLY (FIG. 116)
(1) Remove timing valve cover.
(2) Remove 3-4 timing valve and spring.
(3) Remove 3-4 quick fill valve, spring and plug.
(4) Remove 3-4 shift valve and spring.
(5) Remove converter clutch valve, spring and
plug.
(6) Remove converter clutch timing valve, retainer
and valve spring.
3-4 ACCUMULATOR HOUSING DISASSEMBLY
(FIG. 117)
(1) Remove end plate from housing.
(2) Remove piston spring.

(3) Remove piston. Remove and discard piston


seals.

VALVE BODY CLEANING AND INSPECTION


The only serviceable valve body components are
(Fig. 118):
solenoid and connector assembly
solenoid gasket and connector screw
switch valve and spring
pressure adjusting screw and bracket
throttle valve lever
manual lever and shaft seal
throttle lever shaft seal, washer, and E-clip
fluid filter and screws
detent ball
valve body screws
The park rod and park rod E-clip are also serviceable. Refer to the park lock components and overdrive case information in the parts catalogue. The
remaining valve body components are serviced only
as part of a complete valve body assembly.
Clean the valve body components with a standard
parts cleaning solution only. Do not use gasoline, kerosene, or any type of caustic solution.
Dry the parts with compressed air. Make sure all
passages are clean and free from obstructions. Do
not use rags or shop towels to dry or wipe off
valve body components. Lint from these materi-

42RH TRANSMISSION OVERHAUL

21 - 177

Fig. 116 Lower Housing Shift Valves And Springs


Inspect the throttle and manual valve levers and
shafts. Do not attempt to straighten a bent shaft or
correct a loose lever. Replace these components if
worn, bent, loose or damaged in any way.
Inspect all of the valve body mating surfaces for
scratches, nicks, burrs, or distortion. Use a straightedge to check surface flatness. Minor scratches may
be removed with crocus cloth using only very light
pressure.
Minor distortion of a valve body mating surface
may be corrected by smoothing the surface with a
sheet of crocus cloth. Position the crocus cloth on a
surface plate, sheet of plate glass or equally flat surface. If distortion is severe or any surfaces are
heavily scored, the valve body will have to be replaced.

Fig. 117 3-4 Accumulator Housing Components


als will adhere to the valve body components.
Lint will interfere with valve operation and
may clog filters and fluid passages.

CAUTION: Many of the valves and plugs, such as


the throttle valve, shuttle valve plug, 1-2 shift valve
and 1-2 governor plug, are made of coated aluminum (Fig. 119). Aluminum components are identified
by the dark color of the special coating applied to
the surface (or by testing with a magnet). DO NOT
polish or sand aluminum valves or plugs under any
circumstances. This practice could damage the special coating.

21 - 178

42RH TRANSMISSION OVERHAUL


moved with crocus cloth but do not round off the
edges of the valve or plug lands. Maintaining
sharpness of these edges is vitally important. The
edges prevent foreign matter from lodging between
the valves and plugs and the bore.
Inspect all the valve and plug bores in the valve
body. Use a penlight to view the bore interiors. Replace the valve body if any bores are distorted or
scored. Inspect all of the valve body springs. The
springs must be free of distortion, warpage or broken
coils.
Check the two separator plates for distortion or
damage of any kind. Inspect the upper housing,
lower housing, 3-4 accumulator housing, and transfer
plate carefully. Be sure all fluid passages are clean
and clear. Check condition of the upper housing and
transfer plate check balls as well. The check balls
and ball seats must not be worn or damaged.
Trial fit each valve and plug in its bore to check
freedom of operation. When clean and dry, the valves
and plugs should drop freely into the bores.
Valve body bores do not change dimensionally with
use. If the valve body functioned correctly when new,
it will continue to operate properly after cleaning and
inspection. It should not be necessary to replace a
valve body assembly unless it is damaged in handling.

Fig. 118 Serviceable Valve Body Components


Inspect the valves and plugs for scratches, burrs,
nicks, or scores. Minor surface scratches can be re-

21 - 179

Fig. 119 Upper Housing Components

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21 - 180

42RH TRANSMISSION OVERHAUL

VALVE BODY REASSEMBLY

(3) Position lower housing separator plate on


transfer plate (Fig. 120).

CAUTION: Do not force valves or plugs into place


during reassembly. If the valve body bores, valves
and plugs are free of distortion or burrs, the valve
body components should all slide into place easily.
In addition, do not overtighten the transfer plate
and valve body screws during reassembly. Overtightening can distort the housings resulting in
valve sticking, cross leakage and unsatisfactory operation. Tighten valve body screws to recommended torque only.
Lower Housing Assembly (Fig. 116)
(1) Lubricate valves, springs, and the housing
valve and plug bores with transmission fluid.
(2) Install 3-4 timing valve spring and valve in
lower housing.
(3) Install 3-4 quick fill valve in lower housing.
(4) Install 3-4 quick fill valve spring and throttle
plug in housing.
(5) Install timing valve end plate. Tighten end
plate screws to 4 Nzm (35 in. lbs.) torque.
(6) Install 3-4 shift valve and spring.
(7) Install converter clutch valve, spring and plug.
(8) Install converter clutch timing valve and
spring.

Fig. 120 Lower Housing Separator Plate Installation


(4) Install lower housing on assembled transfer
plate and upper housing (Fig. 121).
(5) Install all valve body screws except three that
secure boost valve tube brace. Start screws by hand
and tighten just enough to hold assemblies together
but not to required torque at this time. Screws will
not be fully tightened until after boost valve
tube and brace are installed.

3-4 Accumulator Assembly (Fig. 117)


(1) Lubricate accumulator piston, seals and housing piston bore with transmission fluid.
(2) Install new seal rings on accumulator piston.
(3) Install piston and spring in housing.
(4) Install end plate on housing.
Transfer Plate Assembly
(1) Install rear clutch check ball in transfer plate
(Fig. 110).
(2) Install filter screen in upper housing separator
plate (Fig. 109).
(3) Align and position upper housing separator
plate on transfer plate (Fig. 109).
(4) Install brace plate (Fig. 108). Tighten brace attaching screws to 4 Nzm (35 in. lbs.) torque.
(5) Install remaining separator plate attaching
screws. Tighten screws to 4 Nzm (35 in. lbs.) torque.
Upper And Lower Housing Assembly
(1) Position upper housing so internal passages
and check ball seats are facing upward. Then install
check balls in housing (Fig. 111). Seven check balls
are used. The single large check ball is approximately 8.7 mm (11/32 in.) diameter. The remaining 6
check balls are approximately 6.3 mm (1/4 in.) in diameter.
(2) Position transfer plate assembly on upper housing (Fig. 120).

Fig. 121 Upper And Lower Housing Assembly


Upper Housing Valve And Plug Installation (Figs. 114, 115,
118)
(1) Lubricate valves, plugs, springs with Mopar
ATF Plus transmission fluid.
(2) Assemble regulator valve line pressure plug,
sleeve, throttle plug and spring. Insert assembly in
upper housing and install cover plate. Tighten cover
plate screws to 4 Nzm (35 in. lbs.) torque.
(3) Install 1-2 and 2-3 shift valves and springs.
(4) Install 1-2 shift control valve and spring.
(5) Install shift valve cover plate.
(6) Install shuttle valve as follows:

42RH TRANSMISSION OVERHAUL


(a) Insert plastic guides in shuttle valve secondary spring and install spring on end of valve.
(b) Hold shuttle valve in place.
(c) Compress secondary spring and install E-clip
in groove at end of shuttle valve.
(d) Verify that spring and E-clip are properly
seated before proceeding.
(7) Install shuttle valve cover plate. Tighten cover
plate screws to 4 Nzm (35 in. lbs.) torque.
(8) Install 1-2 and 2-3 valve governor plugs in
valve body.
(9) Install shuttle valve primary spring and throttle plug.
(10) Align and install governor plug cover. Tighten
cover screws to 4 Nzm (35 in. lbs.) torque.
(11) Install manual valve.
(12) Install throttle valve and spring.
(13) Install kickdown valve and detent.
(14) Install regulator valve.
(15) Install switch valve.
Boost Valve Tube Installation (Fig. 122)
(1) Position valve body assembly so lower housing
is facing upward.
(2) Lubricate tube ends and housing ports with
transmission fluid or petroleum jelly.
(3) Start tube in lower housing port first. Then
swing tube downward and work opposite end of tube
into upper housing port.
(4) Seat each end of tube in housings.
(5) Slide tube brace under tube and into alignment
with valve body screw holes.
(6) Install and finger tighten three screws that secure tube brace and housings together.
(7) Bend tube brace tabs up and against boost
valve tube to hold it in position (Fig. 123).
(8) Tighten all valve body housing screws to 4
Nzm (35 in. lbs.) torque after tube and brace are
installed. Tighten screws in diagonal pattern
starting at center and working outward.

21 - 181

Fig. 123 Securing Boost Valve Tube With Tube


Brace Tabs
3-4 Accumulator Installation
(1) Position converter clutch valve and 3-4 shift
valve springs in housing (Fig. 123).
(2) Loosely attach accumulator housing with rightside screw (Fig. 124). Install only one screw at this
time as accumulator must be free to pivot upward for
ease of installation.

Fig. 124 Installing Converter Clutch And 3-4 Shift


Valve Springs
(3) Position plug on end of converter clutch valve
spring. Then compress and hold springs and plug in
place with fingers of one hand.
(4) Swing accumulator housing upward over valve
springs and plug.
(5) Hold accumulator housing firmly in place and
install remaining two attaching screws. Be sure
springs and clutch valve plug are properly seated
(Fig. 125).

Fig. 122 Boost Valve Tube And Brace Installation

21 - 182

42RH TRANSMISSION OVERHAUL

Fig. 125 Seating 3-4 Accumulator On Lower


Housing
(6) Attach solenoid case connector to 3-4 accumulator with shoulder-type screw. Connector has small locating tang that fits in dimple at top of accumulator
housing (Fig. 126). Seat tang in dimple before tightening connector screw.
(7) Install solenoid assembly and gasket. Tighten
solenoid attaching screws to 8 Nzm (72 in. lbs.)
torque.

Fig. 126 Solenoid Connector Installation


(8) Verify that solenoid wires are properly routed.
Solenoid wires must be clear of rear band lever,
manual lever and park rod.
Valve Spring, Detent, And Bracket Installation
(1) Insert manual lever detent spring in upper
housing.

(2) Position line pressure adjusting screw in adjusting screw bracket.


(3) Install spring on end of line pressure regulator
valve.
(4) Install switch valve spring on tang at end of
adjusting screw bracket.
(5) Position adjusting screw bracket on valve body.
Align valve springs and press bracket into place. Install short, upper bracket screws first and long bottom screw last. Verify that valve springs and bracket
are properly aligned. Then tighten all three bracket
screws to 4 Nzm (35 in. lbs.) torque.
(6) Install throttle lever in upper housing. Then install manual lever over throttle lever and start manual lever into housing.
(7) Position detent ball on end of spring. Then hold
detent ball and spring in detent housing with Retainer Tool 6583 (Fig. 93).
(8) Align manual lever with detent ball and manual valve. Hold throttle lever upward. Then press
down on manual lever until fully seated. Remove detent ball retainer tool after lever is seated.
(9) Install manual lever seal, washer and E-clip.
(10) Lubricate solenoid case connector O-rings and
shaft of manual lever with light coat of petroleum
jelly.
(11) Verify that throttle lever is aligned with end of
kickdown valve stem and that manual lever arm is
engaged in manual valve (Fig. 127).
(12) Install boost valve, valve spring, retainer and
cover plate. Tighten cover plate screws to 4 Nzm (35
in. lbs.) torque.
(13) Obtain new fluid filter for valve body but do
not install filter at this time.
(14) If line pressure and/or throttle pressure adjustment screw settings were not disturbed, continue
with overhaul or reassembly. However, if adjustment
screw settings were moved or changed, readjust as
described in Valve Body Control Pressure Adjustment
procedure.

VALVE BODY CONTROL PRESSURE


ADJUSTMENTS
There are two control pressure adjustments on the
valve body which are, line pressure and throttle pressure.
Line and throttle pressure work together as each
affects shift quality and timing. Both adjustments
must be performed properly and in the correct sequence. Line pressure is adjusted first and throttle
pressure is adjusted last.
Line Pressure Adjustment
Measure distance from the valve body to the inner
edge of the adjusting screw with an accurate steel
scale (Fig. 128).
Distance should be 33.4 mm (1-5/16 inch).

42RH TRANSMISSION OVERHAUL

21 - 183

The kickdown valve spring must be fully compressed and the kickdown valve completely
bottomed to obtain correct adjustment.

Fig. 127 Manual And Throttle Lever Alignment


If adjustment is required, turn the adjusting screw
in, or out, to obtain required distance setting.
The 33.4 mm (1-5/16 inch) setting is an approximate setting. Because of manufacturing
tolerances, it may be necessary to vary from
this dimension to obtain desired pressure.
One complete turn of the adjusting screw changes
line pressure approximately 1-2/3 psi (9 kPa). Turning the adjusting screw counterclockwise increases
pressure while turning the screw clockwise decreases
pressure.

Fig. 128 Line Pressure Adjustment


Throttle Pressure Adjustment
Insert Gauge C-3763 between the throttle lever
cam and the kickdown valve stem (Fig. 129).
Push the gauge tool inward to compress the kickdown valve against the spring and bottom the throttle valve.
Maintain pressure against kickdown valve spring.
Turn throttle lever stop screw until the screw head
touches throttle lever tang and the throttle lever cam
touches gauge tool.

Fig. 129 Throttle Pressure Adjustment

TRANSMISSION ASSEMBLY AND ADJUSTMENT


Assembly Tips
Do not allow dirt, grease, or foreign material to enter the case or transmission components during assembly. Keep the transmission case and components
clean. Also make sure the tools and workbench area
used for assembly operations are equally clean.
Shop towels used for wiping off tools and hands
must be made from lint free material. Lint will stick
to transmission parts and could interfere with valve
operation, or even restrict fluid passages.
Lubricate transmission clutch and gear components
with Mopar ATF Plus during reassembly. Soak clutch
discs in transmission fluid before installation.
Use Mopar Door Ease, or Ru-Glyde on piston seals
and O-rings to ease installation. Petroleum jelly can
also be used to lubricate and hold thrust washers
and plates in position during assembly.
Do not use chassis grease, bearing grease,
white grease, or similar lubricants on any part.
These types of lubricants can eventually block or restrict fluid passages and valve operation. Use petroleum jelly only.
Do not force parts into place. The transmission
components and sub-assemblies are easily installed
by hand when properly aligned.
If a part seems extremely difficult to install, it is
either misaligned or incorrectly assembled. Also verify that thrust washers, thrust plates and seal rings
are correctly positioned before assembly. These parts
can interfere with proper assembly if mispositioned
(or left out by accident).
The planetary geartrain, front/rear clutch assemblies and oil pump are all much easier to install
when the transmission case is upright or as close to
this position as possible. Either tilt the case upward

21 - 184

42RH TRANSMISSION OVERHAUL

with wood blocks, or cut a hole in the bench large


enough for the intermediate shaft. Then lower the
shaft through the hole and support the transmission
case directly on the bench.

TRANSMISSION ASSEMBLY PROCEDURE


(1) Install rear servo piston, spring and retainer
(Fig. 130). Install spring on top of servo piston and
install retainer on top of spring.

Fig. 132 Compressing Front/Rear Servo Springs

Fig. 130 Rear Servo Components


(2) Install front servo piston assembly, servo spring
and rod guide (Fig. 131).

Fig. 133 Location Of Non-Threaded Hole In Clutch Cam

Fig. 131 Front Servo Components


(3) Compress front/rear servo springs with Valve
Spring Compressor C-3422-B and install each servo
snap ring (Fig. 132).
(4) Examine bolt holes in overrunning clutch cam.
Note that one hole is not threaded (Fig. 133). This
hole must align with blank area in clutch cam bolt
circle (Fig. 134). Mark hole location on clutch cam
and blank area in case with grease pencil, paint
stripe, or scribe mark for assembly reference.

Fig. 134 Location Of Blank Area In Clutch Cam Bolt


Circle

42RH TRANSMISSION OVERHAUL

21 - 185

(5) Mark location of non-threaded hole in clutch


cam and blank area in bolt circle with grease pencil.
(6) Align and install overrunning clutch and cam
in case (Fig. 135). Be sure cam is correctly installed. Bolt holes in cam are slightly countersunk on one side. Be sure this side of cam faces
rearward (toward piston retainer).

Fig. 137 Rear Band Installation


Fig. 135 Overrunning Clutch Installation
(7) Verify that non-threaded hole in clutch cam is
properly aligned. Check alignment by threading a
bolt into each bolt hole. Adjust clutch cam position if
necessary.
(8) Install and tighten overrunning clutch cam
bolts to 17 Nzm (13 ft. lbs.) torque. Note that clutch
cam bolts are shorter than piston retainer bolts.
(9) Lubricate clutch cam rollers with transmission
fluid.
(10) Install rear band reaction pin (Fig. 136). Be
sure pin is fully seated in case.

(a) Lubricate overrunning clutch race (on drum


hub) with transmission fluid.
(b) Guide drum through rear band.
(c) Tilt drum slightly and start race (on drum
hub) into overrunning clutch rollers.
(d) Press drum rearward and turn it in clockwise
direction until drum seats in overrunning clutch
(Fig. 138).
(e) Turn drum back and forth. Drum should rotate freely in clockwise direction and lock in
counterclockwise direction (as viewed from
front of case).

Fig. 136 Installing Rear Band Reaction Pin

Fig. 138 Installing Low-Reverse Drum

(11) Install rear band in case (Fig. 137). Be sure


twin lugs on band are seated against reaction pin.
(12) Install low-reverse drum and check overrunning clutch operation as follows:

(13) Install new gasket at rear of transmission


case. Use petroleum jelly to hold gasket in place. Be
sure to align governor feed holes in gasket with feed
passages in case (Fig. 139). Also install gasket before

21 - 186

42RH TRANSMISSION OVERHAUL

overdrive piston retainer. Center hole in gasket is


smaller than retainer and cannot be installed over
retainer.

Fig. 139 Installing/Aligning Case Gasket


(14) Install overdrive piston retainer. Be sure governor tube bores in retainer are aligned with governor feed passages in gasket and case (Fig. 140).
Install and tighten retainer bolts to 17 Nzm (13 ft.
lbs.) torque.

(15) Install snap ring that secures low-reverse


drum to hub of piston retainer (Fig. 141).

Fig. 141 Installing Low-Reverse Drum Retaining


Snap Ring
(16) Install rear band lever and pivot pin (Fig.
142). Align lever with pin bores in case and push
pivot pin into place.

Fig. 142 Rear Band Lever And Pivot Pin Installation

Fig. 140 Installing Overdrive Piston Retainer

(17) Install planetary geartrain assembly (Fig. 143)


(18) Install thrust plate on intermediate shaft hub
(Fig. 144). Use petroleum jelly to hold thrust plate in
place.
(19) Check seal ring on rear clutch retainer hub
(Fig. 49) and seal rings on input shaft (Fig. 145). Verify that diagonal-cut ends of teflon seal rings are
properly joined and ends of metal ring are correctly
hooked together. Also verify that shaft seal rings are
installed in sequence shown.

42RH TRANSMISSION OVERHAUL

21 - 187

Fig. 145 Input Shaft Seal Ring Location

Fig. 143 Installing Planetary Geartrain

Fig. 146 Installing Rear Clutch Thrust Washer

Fig. 144 Installing Intermediate Shaft Thrust Plate


(20) Check rear clutch fiber thrust washer (Fig.
146). Use additional petroleum jelly to hold washer
in place if necessary.
(21) Align clutch discs in front clutch and install
front clutch on rear clutch (Fig. 147). Rotate front
clutch retainer back and forth until completely
seated on rear clutch.

Fig. 147 Assembling Front And Rear Clutch Units

21 - 188

42RH TRANSMISSION OVERHAUL

(22) Coat intermediate shaft thrust washer with petroleum jelly. Then install washer in rear clutch hub
(Fig. 148). Use enough petroleum jelly to hold washer
in place. Be sure grooved side of washer faces
rearward as shown. Also note that washer only
fits one way in clutch hub.

(25) Install front and rear clutch units as assembly


(Fig. 150). Align rear clutch with front annulus gear
and install assembly in driving shell. Be sure intermediate shaft thrust washer and thrust plate
are not displaced during installation.
(26) Carefully work assembled clutches back and
forth to engage and seat rear clutch discs on front
annulus gear. Also be sure front clutch drive lugs are
fully engaged in slots of driving shell after installation.

Fig. 148 Installing Intermediate Shaft Thrust Washer


(23) Align drive teeth on rear clutch discs with
small screwdriver (Fig. 149). This makes installation
on front planetary easier.

Fig. 150 Installing Front/Rear Clutch Assemblies


(27) Slide front band over front clutch retainer
(Fig. 151).
(28) Insert front band reaction pin part way into
case (Fig. 151).

Fig. 149 Aligning Rear Clutch Disc Lugs


(24) Raise front end of transmission upward as far
as possible and support case with wood blocks. Front/
rear clutch and oil pump assemblies are easier to install if transmission is as close to upright position as
possible.

Fig. 151 Installing Front Band And Reaction Pin

42RH TRANSMISSION OVERHAUL

21 - 189

(29) Install front band lever, strut and adjusting


screw (Fig. 152).
(30) Push front band reaction pin completely into
place. Then tighten band adjusting screw until band
just grips clutch retainer. Verify that front/rear
clutches are still seated before continuing.

Fig. 154 Installing Pilot Studs And Oil Pump Gasket

Fig. 152 Front Band Linkage Installation


(31) Coat band reaction pin access plug with sealer
and install plug in converter housing.
(32) Check seal rings on reaction shaft support
hub. Verify that seal rings are hooked together and
that front clutch thrust washer is properly positioned
(Fig. 153). Thrust washer I.D. is chamfered on
one side. Install chamfered side to front.

work it into front clutch hub and case by hand. Then


install 2 or 3 pump bolts to hold pump in place.
(37) Remove pilot stud tools and install remaining
oil pump bolts. Tighten bolts alternately in diagonal
pattern to 20 Nzm (15 ft. lbs.).

Fig. 155 Installing Oil Pump Assembly In Case


Fig. 153 Reaction Shaft Support Seal Rings And
Front Clutch Thrust Washer Position
(33) Thread two Pilot Stud Tools C-3288-B into
bolt holes in oil pump flange (Fig. 154).
(34) Align and install oil pump gasket (Fig. 154).
(35) Lubricate oil pump body seal with Ru-Glyde,
or petroleum jelly. Lubricate pump shaft seal lip with
petroleum jelly.
(36) Install oil pump (Fig. 155). Align and position
pump on pilot studs. Slide pump down studs and

(38) Install new seals on overdrive piston. Then lubricate seals with Ru-Glyde, Door-Eze or petroleum
jelly.
(39) Install overdrive piston in retainer. Align locating lugs on piston in locating bores in retainer (Fig. 156). Use thin plastic strip or feeler
gauge to help guide piston outer seal into retainer.
(40) Install spacer on intermediate shaft, if not
previously installed.

21 - 190

42RH TRANSMISSION OVERHAUL

Fig. 158 Installing Overdrive Piston Thrust Bearing


(43) Apply small amount of petroleum jelly to pilot
hub of intermediate shaft.
(44) Verify alignment of splines in overdrive unit
planetary gear and overrunning clutch. Be sure
Alignment Tool 6227-2 is still fully seated (Fig. 159).
If planetary gear and overrunning clutch
splines become misaligned, overdrive unit cannot be fully installed on intermediate shaft.
Overdrive unit will have to be disassembled in
order to realign splines.

Fig. 156 Overdrive Piston Alignment


(41) Install overdrive piston thrust plate (Fig. 157).
Use liberal quantity of petroleum jelly to hold thrust
plate in position on piston.
(42) Install overdrive piston thrust bearing in direct clutch hub (Fig. 158). Use liberal quantity of petroleum jelly to hold thrust bearing in place. Note
that one side of bearing has dark coated surface. This surface faces overdrive piston. Also
be sure raised shoulder on inside diameter of
bearing faces forward as well.

Fig. 159 Checking Alignment Of Overdrive Planetary


Gear And Overrunning Clutch Splines

Fig. 157 Installing Overdrive Piston Thrust Plate

(45) Carefully withdraw alignment tool from overdrive unit.


(46) Lubricate intermediate shaft splines and
bushing surfaces with transmission fluid or petroleum jelly.
(47) Install overdrive unit. Be sure governor tubes
are aligned with feed holes in piston retainer boss.
Note that intermediate shaft is snug fit in overdrive
planetary gear and overrunning clutch. If overdrive
unit will not seat fully, rotate overdrive output shaft
slightly to align splines and try again.

42RH TRANSMISSION OVERHAUL


(48) Apply 1-2 drops of Mopar Lock N Seal (or
Loctite 242) to overdrive unit attaching bolts. Then
install and tighten bolts to 34 Nz (25 ft. lbs.) torque.
(49) Measure input shaft end play (Fig. 160).
(a) Attach dial indicator to converter housing.
(b) Position indicator plunger against input shaft
and zero indicator.
(c) Move input shaft in and out and record reading. End play should be 0.56 - 2.31 mm (0.022 0.091 in.).
(d) If end play is not within specified limits,
change select fit intermediate shaft thrust washer.
This is located in hub of rear clutch retainer and is
available in three thicknesses for adjustment purposes.

21 - 191

(b) Align and seat valve body on case. Be sure


manual lever shaft and overdrive connector are
fully seated in case.
(c) Install and start all valve body attaching
bolts by hand. Then tighten bolts evenly, in a diagonal pattern to 12 Nzm (105 in. lbs.) torque. Do not
overtighten valve body bolts. This could result in distortion and cross leakage after installation..
(53) Install new filter on valve body. Tighten filter
screws to 4 Nzm (35 in. lbs.).
(54) Adjust front and rear bands as follows:
(a) Loosen band adjusting screw locknuts.
(b) Tighten each band adjusting screw to 5 Nzm
(72 in. lbs.) with torque wrench.
(c) Back off front band adjusting screw 2-1/4
turns.
(d) Back off rear band screw 4 turns.
(e) Tighten each adjusting screw locknut. Hold
adjusting screws with wrench to prevent turning
when tightening locknut.
(55) Install seal on park/neutral position switch
(Fig. 162). Then install and tighten switch to 34 Nzm
(25 ft. lbs.).

Fig. 160 Measuring Input Shaft End Play


(50) Install accumulator inner spring, piston and
outer spring (Fig. 161).

Fig. 162 Park/Neutral Position Switch Seal Position

Fig. 161 Installing Accumulator Piston And Springs


(51) Verify that park/neutral position switch has
not been installed in case. Valve body can not be installed if switch is in position.
(52) Install valve body as follows:
(a) Start park rod into park pawl. If rod will not
slide past park pawl, pawl is engaged in park gear.
Rotate overdrive output shaft with socket to free
pawl and allow rod to engage.

(56) Install magnet in oil pan. Magnet goes on


small protrusion at corner of pan.
(57) Position new oil pan gasket on case and install oil pan. Tighten pan bolts to 17 Nzm (13 ft. lbs.).
(58) Install new valve body manual shaft seal in
case (Fig. 163). Lubricate seal lip and manual shaft
with petroleum jelly. Start seal over shaft and into
case. Seat seal with 15/16 inch, deep well socket.
(59) Install throttle valve and shift selector levers
on valve body manual lever shaft.
(60) Cap or cover transmission openings (cooler
line fittings, filler tube bore, etc.) to prevent dirt entry.
(61) Install torque converter. Use C-clamp or metal
strap to hold converter in place for installation.
(62) Mount transmission on jack for installation in
vehicle.
(63) Apply dielectric grease to terminal pins of solenoid case connector and neutral switch.

21 - 192

42RH TRANSMISSION OVERHAUL

CAUTION: The transmission cooler and lines must


be reverse flushed if overhaul corrected a malfunction that generated sludge, metal particles, or
clutch friction material. The torque converter and
drain back valve should also be replaced if contaminated by the same malfunction. Debris and residue
not flushed from the cooler and lines will flow back
into the transmission and converter. The result
could be a repeat failure and shop comeback.

Fig. 163 Installing Manual Lever Shaft Seal

46RH TRANSMISSION OVERHAUL

21 - 193

46RH TRANSMISSION OVERHAUL


INDEX
page
Accumulator Overhaul . . . . . . . . . . . . . . . . . . .
Front Clutch Overhaul . . . . . . . . . . . . . . . . . . .
Front Servo and Band Overhaul . . . . . . . . . . .
Low-Reverse Drum and Rear Band Service . . .
Oil Pump and Reaction Shaft Support Overhaul
Overdrive Piston and Retainer Service . . . . . . .
Overhaul Service Information . . . . . . . . . . . . . .
Overrunning Clutch Overhaul . . . . . . . . . . . . . .

.
.
.
.
.
.
.
.

.
.
.
.
.
.
.
.

203
208
203
201
204
201
200
201

page
Planetary Geartrain Overhaul . . . . . . . . . . . . . . . .
Rear Clutch Overhaul . . . . . . . . . . . . . . . . . . . . .
Rear Servo Overhaul . . . . . . . . . . . . . . . . . . . . .
Transmission Assembly . . . . . . . . . . . . . . . . . . . .
Transmission Case Cleaning and Inspection . . . .
Transmission Disassembly . . . . . . . . . . . . . . . . .
Valve Body Cleaning and Inspection . . . . . . . . . .
Valve Body Service and Adjustment . . . . . . . . . . .

211
210
204
229
200
193
223
217

TRANSMISSION DISASSEMBLY
(1) Remove torque converter, if not previously removed.
(2) Clean transmission exterior with steam gun or
solvent. Wear safety goggles while cleaning transmission.
(3) Remove shift and throttle levers from shaft of
valve body manual lever.
(4) Remove bolts attaching overdrive unit to transmission case (Fig. 1).

Fig. 2 Loosening Overdrive Unit From Transmission


(b) If overdrive unit does requires service, refer
to Overdrive unit Overhaul section.

Fig. 1 Removing Overdrive Unit Attaching Bolts


(5) Loosen overdrive unit. Use pry tool to start
overdrive unit off intermediate shaft and transmission case. Position pry tool between flange on overdrive case and transmission rear servo boss (Fig. 2).
(6) Work overdrive unit rearward and off transmission intermediate shaft (Fig. 3).
(a) If overdrive unit does not require service, insert Alignment Tool 6227-2 in overdrive unit overrunning clutch and planetary gear to maintain
spline alignment (Fig. 4). If clutch and gear
splines rotate out of alignment, overdrive
unit will have to be disassembled in order to
realign splines.

Fig. 3 Removing Overdrive Unit From Transmission


(7) Remove thrust plate from overdrive piston (Fig.
5).
(8) Remove overdrive piston from retainer (Fig. 6).
(9) Remove overdrive piston thrust bearing (Fig.
7).
(10) Mount transmission unit on Repair Stand
C-3750-B, or support transmission with wood blocks.

21 - 194

46RH TRANSMISSION OVERHAUL

Fig. 4 Overdrive Spline Alignment Tool Installation

Fig. 7 Removing Overdrive Piston Thrust Bearing


(11) Remove pump oil seal with Special Tool C-3861
(Fig. 8). Be sure to tighten tool threads completely into
seal before using puller bolt to withdraw seal.

Fig. 5 Removing Overdrive Piston Thrust Plate

Fig. 8 Removing Pump Oil Seal


(12) Remove oil pan bolts and remove pan (Fig. 9)
and gasket (Fig. 10). Oil pan magnet can be removed

Fig. 6 Removing Overdrive Piston

Fig. 9 Removing/Installing Oil Pan

46RH TRANSMISSION OVERHAUL

21 - 195

or left in pan as needed (Fig. 11). Exercise care when


removing pan to avoid distorting or bending pan
flange.

Fig. 13 Fluid Filter Removal/Installation

Fig. 10 Removing/Installing Pan Gasket

Fig. 11 Oil Pan Magnet Location


(13) Remove park/neutral position switch (Fig. 12).
If switch gasket is in good condition, retain gasket
and keep it with switch.

Fig. 12 Park/Neutral Position Switch Removal


(14) Remove fluid filter attaching screws and remove filter (Fig. 13). Keep filter screws separate.
They are longer than valve body screws.
(15) Remove hex head valve body attaching bolts
(Fig. 14). A total of 10 hex head bolts are used to secure valve body to case.
(16) Lift valve body upward. Push solenoid connector and manual lever shaft out of case. Then raise

Fig. 14 Valve Body Bolt Locations


valve body, guide park rod out of case and remove
valve body (Fig. 15). Do not use boost valve tube
to lift valve body. Set valve body aside for disassembly, cleaning and inspection.
(17) Remove accumulator outer spring, piston and
inner spring (Fig. 16). Note position of piston and
springs for assembly reference. Remove and discard
piston seals if worn or cut.
(18) Remove front band lever pin access plug (Fig.
17). Use square end of 1/4 in. drive extension to remove plug as shown.
(19) Remove oil pump and reaction shaft support
assembly as follows:
(a) Tighten front band adjusting screw until
band is tight around front clutch retainer (Fig. 18).
This will prevent retainer from coming out with
pump and possibly damaging clutch or pump components.
(b) Remove oil pump bolts.
(c) Thread Slide Hammer Tools C-3752 into
threaded holes in flange of oil pump housing (Fig.
19).

21 - 196

46RH TRANSMISSION OVERHAUL

Fig. 18 Tightening Front Band To Hold Front Clutch


In Place
(d) Remove oil pump and reaction shaft support
by bumping slide hammers outward alternately to
pull pump from case (Fig. 20).

Fig. 15 Valve Body Removal

Fig. 19 Installing Oil Pump Remover Tools


Fig. 16 Accumulator Component Removal

Fig. 17 Removing/Installing Front Band Lever Pin


Access Plug (46RH)
Fig. 20 Oil Pump Removal

46RH TRANSMISSION OVERHAUL

21 - 197

(20) Remove oil pump gasket (Fig. 21). Note gasket


position in case for assembly reference.

Fig. 23 Front Band Removal


Fig. 21 Removing Oil Pump Gasket
(21) Loosen front band adjusting screw until band
is completely loose.
(22) Remove front band strut and anchor (Fig. 22).
(23) Squeeze front band together slightly and slide
band over front clutch retainer and out of case (Fig.
23).

Fig. 24 Removing Front/Rear Clutch Assemblies

Fig. 22 Front Band Linkage


(24) Remove front and rear clutch assemblies as a
unit (Fig. 24). Set assemblies aside for disassembly
and inspection after removal.
(25) Remove front band reaction pin and lever.
Start pin through lever and out of case bore with
drift or punch. Then use pencil magnet to withdraw
pin completely (Fig. 25).

Fig. 25 Removing Front Band Lever And Pin

21 - 198

46RH TRANSMISSION OVERHAUL

(26) Remove intermediate shaft thrust washer. Triangular shaped washer will either be on shaft pilot
hub or in rear clutch retainer (Fig. 26).
(27) Remove thrust plate from intermediate shaft
hub (Fig. 27).
(28) Remove
intermediate
shaft-planetary
geartrain assembly (Fig. 28). Set assembly aside for
disassembly and inspection later in procedure.

Fig. 28 Removing Intermediate Shaft And Planetary


Geartrain Assembly

Fig. 26 Removing Intermediate Shaft Thrust Washer

Fig. 29 Low-Reverse Drum Snap Ring Removal

Fig. 27 Removing Intermediate Shaft Thrust Plate


(29) Loosen rear band locknut and loosen adjusting
screw 3-4 turns.
(30) Remove snap ring that retains low-reverse
drum on overdrive piston retainer hub (Fig. 29).
(31) Slide low-reverse drum and thrust washer off
piston retainer hub and out of rear band (Fig. 30).
(32) Note that overrunning clutch race will remain
on splines of low-reverse drum after removal (Fig.
31). The race is a permanent press fit on the
hub splines. Do not attempt to remove the race.
(33) Remove overrunning clutch assembly (Fig.
32). Assembly can be removed without displacing
rollers and springs if care is exercised. Note position
of rollers and springs for assembly reference.

Fig. 30 Low-Reverse Drum And Thrust Washer

46RH TRANSMISSION OVERHAUL

Fig. 31 Overrunning Clutch Race Position On


Low-Reverse Drum

21 - 199

Fig. 33 Removing Rear Band Levers And Pins

Fig. 34 Removing Rear Band And Link


Fig. 32 Removing Overrunning Clutch Assembly
(34) Remove rear band adjusting lever, reaction lever and pin (Fig. 33).
(35) Remove strut from rear band. Keep strut with
levers and pin for cleaning, inspection and assembly
reference.
(36) Remove rear band and link (Fig. 34).
(37) Compress front servo rod guide with large Cclamp and Tool C-4470, or Compressor Tool C-3422-B
(Fig. 35). Compress guide only enough to permit snap
ring removal (about 1/8 in.).
(38) Remove servo piston snap ring (Fig. 35). Unseat one end of ring. Then carefully work removal
tool around back of ring until free of ring groove. Exercise caution when removing snap ring. Servo
bore can be scratched or nicked if care is not
exercised.

Fig. 35 Removing Front Servo Retaining Snap Ring

21 - 200

46RH TRANSMISSION OVERHAUL

(39) Remove tools and remove servo piston and


spring.
(40) Compress rear servo piston with C-clamp and
Tool C-4470, or Valve Spring Compressor C-3422-B
(Fig. 36). Compress servo spring retainer only
enough to permit snap ring removal.
(41) Remove servo piston snap ring (Fig. 36). Start
one end of ring out of bore. Then carefully work removal tool around back of snap ring until free of ring
groove. Exercise caution when removing snap
ring. Servo bore can be scratched or nicked if
care is not exercised.
(42) Remove tools and remove rear servo retainer,
spring and piston assembly.

Fig. 37 Removing Overdrive Piston Retainer

Fig. 36 Removing Rear Servo Retaining Snap Ring


(43) Remove overdrive piston retainer bolts and remove retainer from case (Fig. 37).
(44) Remove gasket from rear of case after removing piston retainer.

OVERHAUL SERVICE INFORMATION


Inspect all the transmission bushings during overhaul. Bushing condition is important as worn, scored
bushings contribute to low pressures, clutch slip and
accelerated wear of other components. Replace worn,
or scored bushings, or if doubt exists about bushing
condition.
Use recommended tools to replace bushings. The
tools are sized and designed to remove, install and
seat bushings correctly. The bushing replacement
tools are included in Bushing Tool Sets C-3887-B, or
C-3887-J.
Pre-sized service bushings are available for replacement purposes. Only the sun gear bushings are not
serviced. Low cost of the sun gear assembly makes it
easier to simply replace the gear and bushings as an
assembly.
Heli-Coil inserts are recommended for repairing
damaged, stripped or worn threads in aluminum

parts. These inserts are available from most automotive jobbers. Stainless steel inserts are preferred.
The use of crocus cloth is permissible where necessary, providing it is used carefully. When used on
valves, use extreme care to avoid rounding off sharp
edges. Sharp edges are vital as they prevent foreign
matter from getting between the valve and valve
bore.
Do not reuse oil seals, gaskets, seal rings, or
O-rings during overhaul. Replace these parts as a
matter of course. Also do not reuse snap rings or Eclips that are bent or distorted. Replace these parts
as well.
Lubricate transmission parts with Mopar ATF
Plus, Type 7176 transmission fluid during assembly.
Use Mopar Door Ease, or Ru-Glyde to lubricate piston seals and O-rings. Use petroleum jelly on thrust
washers and to hold parts in place during reassembly.

TRANSMISSION CASE CLEANING AND


INSPECTION
Clean the case in a solvent tank. Flush the case
bores and fluid passages thoroughly with solvent.
Dry the case and all fluid passages with compressed
air. Be sure all solvent is removed from the case and
that all fluid passages are clear.
Do not use shop towels or rags to dry the case
(or any other transmission component) unless
they are made from lint-free materials. Lint
will readily adhere to case surfaces and transmission components and will circulate throughout the transmission after assembly. A sufficient

46RH TRANSMISSION OVERHAUL


quantity of lint can block fluid passages and interfere with valve body operation.
Inspect the case for cracks, porous spots, worn
servo bores, or damaged threads. Damaged threads
can be repaired with Helicoil thread inserts. However, the case will have to be replaced if it exhibits
damage or wear.
Lubricate the front band adjusting screw and locknut with petroleum jelly and thread it part way into
the case. Be sure the screw turns freely and does not
bind. Install the locknut on the screw after checking
screw thread operation.

LOW-REVERSE DRUM AND REAR BAND SERVICE


Clean the drum in solvent but just wipe the drum
thrust washer and rear band clean with lint free
shop towels.
Examine the double tabbed thrust washer for wear
(Fig. 30). If the washer is worn, or damaged, check
the spotface area of the drum for wear also.
Examine the band and friction material closely. Replace the band if bent, or distorted. Also replcae the
band if the friction material is burnt, cracked, or
flaking away from the band. If the grooves in the
band are no longer visible, the band lining is severely
worn and should be replaced.
Check the band lever, adjusting screw, locknut,
pivot pin, link and strut (Fig. 38). Replace any component exhibiting wear, or damage.
Remove and replace the O-rings on the band pivot
pin (Fig. 38). Lubricate the new O-rings with transmission fluid after they are installed on the pin.

21 - 201

or length of thin plastic to remove the old seals. Do


not use metal tools as they can scratch, or score the
seal grooves.
Clean the piston and retainer in solvent but do not
use any type of caustic materials for cleaning. Such
materials may etch the piston surfaces causing damage.
Inspect the piston and retainer carefully. Replace
either part if cracked, porous or damaged in any way.
Check condition of the locating lugs on the piston. Be
sure the lugs are in good condition and are not worn,
chipped or broken.
Inspect the check ball in the piston (Fig. 39). Be
sure the ball is secure and is not partially dislodged,
or loose. Replace the piston if doubt exists about piston or check ball condition.
Check the governor feed tube boss in the retainer.
Be sure the boss is in good condition and is not damaged in any way.
Carefully work new piston seals into place by hand.
Apply a liberal coating of Mopar Door Ease, or RuGlyde to the seals to ease installation. Then cover
the piston with paper or clean plastic sheeting to
keep it dust free for assembly installation.

Fig. 39 Overdrive Piston

OVERRUNNING CLUTCH OVERHAUL

Fig. 38 Rear Band And Linkage (46RH)

OVERDRIVE PISTON AND RETAINER SERVICE


Remove and discard the piston seals. Use a pencil

Inspect condition of the clutch cam, cage-type retainer, rollers, springs and clutch race.
Replace the clutch cam if worn or damaged. Also
check fit of the cam in the transmission case. If the
cam is loose, the case may be worn, or cracked.
The clutch race is permanently pressed onto the
low-reverse drum hub. If either the drum or race are
worn or damaged, replace the drum and race as an
assembly. Check fit of the race on the low-reverse

21 - 202

46RH TRANSMISSION OVERHAUL

drum hub splines. Replace the drum and race as an


assembly if the race is loose on the hub splines.
Examine the overrunning clutch assembly carefully. Replace assembly if the rollers, springs, or
cage-type retainer are worn, or damaged.
If the clutch cam requires replacement, install a
new cam as described in the following procedure.

OVERRUNNING CLUTCH CAM REPLACEMENT


(1) Tap old cam out of case with pin punch. Insert
punch through bolt holes at rear of case (Fig. 40). Alternate position of punch to avoid cocking cam during
removal.

Fig. 41 Positioning Replacement Clutch Cam In


Case (46RH)

Fig. 40 Removing Overrunning Clutch Cam (46RH)


(2) Clean clutch cam bore and case. Be sure to remove all chips/shavings generated during cam removal.
(3) Temporarily install overdrive piston retainer in
case. Use 3-4 bolts to secure retainer.
(4) Align and start new clutch cam and spring retainer in case. Be sure serrations on cam and in case
are aligned (Fig. 41). Then tap cam into case just
enough to hold it in place.
(5) Verify that cam is correctly positioned before proceeding any further. Narrow ends of
cam ramps should be to left when cam is
viewed from front end of case (Fig. 41).
(6) Insert Adapter Tool SP-5124 into piston retainer (Fig. 42).
(7) Assemble Puller Bolt SP-3701 and Press Plate
SP-3583-A (Fig. 43).
(8) Install assembled puller plate and bolt (Fig.
44). Insert bolt through cam, case and adapter tool.
Be sure plate is seated squarely on cam.
(9) Hold puller plate and bolt in place and install
puller nut SP 3701 on puller bolt (Fig. 45).
(10) Tighten puller nut to press clutch cam into
case (Fig. 45). Be sure cam is pressed into case
evenly and does not become cocked.
(11) Remove clutch cam installer tools.

Fig. 42 Positioning Adapter Tool In Overdrive Piston


Retainer (46RH)
(12) Stake case in 12 places around clutch
cam to help secure cam in case. Use blunt
punch or chisel to stake case.
(13) Remove piston retainer from case. Recover retainer with plastic sheeting, or paper to keep it dust
free.
(14) Clean case and cam thoroughly. Be sure any
chips/shavings generated during cam installation are
removed from case.

OVERRUNNING CLUTCH INSTALLATION


(1) Lubricate overdrive piston retainer hub, clutch
race, clutch cam, and overrunning clutch rollers with
transmission fluid.
(2) If any overrunning clutch rollers or springs
came out of retainer, reinstall them as follows: Install
and seat spring in retainer first. Then insert roller
between spring and retainer stop as shown (Fig. 46).
Verify that each roller and spring are fully seated before proceeding.

46RH TRANSMISSION OVERHAUL

Fig. 43 Assembling Clutch Cam Puller Bolt And


Press Plate (46RH)

21 - 203

Fig. 45 Pressing Overrunning Clutch Cam Into Case


(46RH)

Fig. 44 Positioning Puller Plate On Clutch Cam


(46RH)
(3) Install and seat clutch assembly in cam (Fig.
47). The roller retainer is a one-way fit in the
cam. The flanged side of the retainer should be
facing outward. The retainer and rollers will
slip easily into the cam when properly positioned.
(4) Check overrunning clutch operation. Low-reverse drum should rotate freely in clockwise direction
and lock in counterclockwise direction.

ACCUMULATOR OVERHAUL
Inspect the accumulator piston and seal rings (Fig.
48). Replace the seal rings if worn or cut. Replace the
piston if chipped or cracked.

Fig. 46 Overrunning Clutch Roller And Spring


Position In Retainer (46RH)
Check condition of the accumulator inner and outer
springs (Fig. 48). Replace the springs if the coils are
cracked, distorted or collapsed.

FRONT SERVO AND BAND OVERHAUL


Clean the servo piston components with solvent
and dry them with compressed air. Wipe the band
clean with lint free shop towels.

21 - 204

46RH TRANSMISSION OVERHAUL

Fig. 49 Front Servo Components (46RH)


Fig. 47 Overrunning Clutch Seated In Cam (46RH)

Fig. 48 Accumulator Components


Replace the front band if distorted, lining is
burned, flaking off, or worn to the point where the
grooves in the lining material are no longer visible.
Inspect the servo components. Replace the springs
if collapsed, distorted or broken. Replace the guide,
rod and piston if cracked, bent, or worn. Discard the
servo snap ring if distorted or warped.
Check the servo piston bore for wear. If the bore is
severely scored, or damaged, it will be necessary to
replace the case.
Replace any servo component if doubt exists about
condition. Do not reuse suspect parts.

FRONT SERVO PISTON OVERHAUL (FIG. 49)


(1) Remove seal ring from rod guide.
(2) Remove small snap ring from servo piston rod.
Then remove piston rod, spring and washer from piston.
(3) Remove and discard servo component O-ring
and seal rings.
(4) Lubricate new O-ring and seal rings with petroleum jelly and install them on piston, guide and rod.
(5) Install rod in piston. Install spring and washer
on rod. Compress spring and install snap ring.
(6) Set servo components aside for installation during transmission reassembly.

REAR SERVO OVERHAUL


Remove and discard the servo piston seal ring.
Then clean the servo components with solvent and
dry with compressed air. Replace either spring if collapsed, distorted or broken. Replace the plug and piston if cracked, bent, or worn. Discard the servo snap
rings and use a new ones at assembly.

REAR SERVO PISTON OVERHAUL (FIG. 50)


(1) Remove small snap ring and remove plug and
spring from servo piston.
(2) Remove and discard servo piston seal ring.
(3) Lubricate piston and guide seals with petroleum jelly. Lubricate other servo parts with Mopar
ATF Plus transmission fluid.
(4) Install new seal ring on servo piston.
(5) Assemble piston, plug, spring and new snap
ring.
(6) Lubricate piston seal lip with petroleum jelly.
(7) Set servo components aside for assembly installation.

Fig. 50 Rear Servo Components (46RH)

OIL PUMP AND REACTION SHAFT SUPPORT


OVERHAUL
PUMP AND SUPPORT DISASSEMBLY
(1) Mark position of support in oil pump body for
assembly alignment reference. Use scriber or paint to
make alignment marks.
(2) Place pump body on two wood blocks.

46RH TRANSMISSION OVERHAUL

21 - 205

Fig. 51 Reaction Shaft Support Removal


(3) Remove reaction shaft support bolts and separate support from pump body (Fig. 51).
(4) Remove pump inner and outer gears (Fig. 52).
(5) Remove O-ring seal from pump body (Fig. 53).
Discard seal after removal.
(6) Remove oil pump seal with Remover Tool
C-3981. Discard seal after removal.

INSPECTING PUMP AND SUPPORT


Clean pump and support components with solvent
and dry them with compressed air.

Fig. 52 Pump Gear Removal


Check condition of the seal rings and thrust
washer on the reaction shaft support. The seal rings
do not need to be replaced unless cracked, severely
worn, or no longer hooked together.

Fig. 53 Oil Pump And Reaction Shaft Components (46RH)

21 - 206

46RH TRANSMISSION OVERHAUL

Inspect the pump and support components. Replace


the pump or support if the seal ring grooves or machined surfaces are worn, scored, pitted, or damaged.
Replace the pump gears if pitted, worn chipped, or
damaged.
Check the pump vent (Fig. 54). The vent must be
secure. Replace the pump body if the vent is cracked,
broken, or loose.
Inspect the pump bushing (Fig. 54). Then check the
reaction shaft support bushing. Replace either bushing only if heavily worn, scored or damaged. It is not
necessary to replace the bushings unless they are actually damaged.
Install the gears in the pump body and measure
end clearance with a feeler gauge and straightedge
(Fig. 55). Straightedge should be resting on pump
body as shown:
End clearance between outer gear and straightedge should be 0.010 to 0.063 mm (0.0004 to 0.0025
in.).
End clearance between inner gear and straightedge should be 0.025 to 0.177 mm (0.001 to 0.007
in.).
Measure tip clearances with feeler gauge (Fig. 56):
Clearance between inner gear tooth and outer gear
should be 0.08 to 0.19 mm (0.0035 to 0.0075 in.).
Clearance between outer gear and pump housing
should also be 0.010 to 0.19 mm (0.0035 to 0.0075
in.).

Fig. 55 Checking Pump Gear End Clearance

Fig. 56 Checking Pump Gear Tip Clearance


Fig. 54 Pump Vent And Bushing Location
OIL PUMP BUSHING REPLACEMENT (FIG. 57)
(1) Position pump housing on clean, smooth surface with gear cavity facing down.
(2) Remove bushing with Tool Handle C-4171 and
Bushing Remover SP-3550.
(3) Assemble Tool Handle C-4171 and Bushing Installer SP-5118.
(4) Place bushing on installer tool and start bushing into shaft.

(5) Tap bushing into place until Installer Tool SP5118 bottoms in pump cavity. Keep tool and bushing
square with bore. Do not allow bushing to become
cocked during installation.
(6) Stake pump bushing in two places with blunt
punch. Remove burrs from stake points with knife
blade (Fig. 58).

46RH TRANSMISSION OVERHAUL

21 - 207

(7) Start bushing in shaft. Tap bushing into shaft


until installer tool bottoms against support flange.
(8) Clean reaction shaft support thoroughly after
bushing replacement (to remove any chips).

Fig. 57 Replacing Oil Pump Bushing

Fig. 59 Reaction Shaft Bushing Replacement (46RH)

Fig. 58 Staking-Deburring Oil Pump Bushing


REPLACING REACTION SHAFT SUPPORT
BUSHING (FIG. 59)
(1) Assemble Cup Tool SP-3633, Nut SP-1191 and
Bushing Remover SP-5301.
(2) Hold cup tool firmly against reaction shaft.
Thread remover tool into bushing as far as possible
by hand.
(3) Using wrench, thread remover tool an additional 3-4 turns into bushing to firmly engage tool.
(4) Tighten tool hex nut against cup tool to pull
bushing from shaft. Clean all chips from shaft and
support after bushing removal.
(5) Place reaction shaft support upright on a clean,
smooth surface.
(6) Assemble Bushing Installer Tools C-4171 and
SP-5302. Then slide new bushing onto installer tool.

ASSEMBLING OIL PUMP AND REACTION


SHAFT SUPPORT
(1) Lubricate pump gears with transmission fluid
and install them in pump body.
(2) Install thrust washer on reaction shaft support
hub. Lubricate washer with petroleum jelly or transmission fluid before installation.
(3) If reaction shaft seal rings are being replaced,
install new seal rings on support hub. Lubricate seal
rings with transmission fluid or petroleum jelly after
installation. Squeeze each ring until ring ends are securely hooked together.
CAUTION: The reaction shaft support seal rings will
break if overspread, or twisted. If new rings are being installed, spread them only enough for installation. Also be very sure the ring ends are securely
hooked together after installation. Otherwise, the
rings will either prevent pump installation, or break
during installation.
(4) Align and install reaction shaft support on
pump body.
(5) Install bolts attaching reaction shaft support to
pump. Tighten bolts to 20 Nzm (175 in. lbs.) torque.
(6) Install new pump seal with Installer Tool
C-3860-A (Fig. 60). Use hammer or mallet to tap seal
into place.
(7) Install new O-ring on pump body. Lubricate oil
seal and O-ring with petroleum jelly.

21 - 208

46RH TRANSMISSION OVERHAUL


(5) Remove clutch piston from retainer with a
twisting motion.
(6) Remove and discard clutch piston inner and
outer seals.

Fig. 60 Oil Pump Seal Installation


(8) Cover pump assembly to prevent dust entry
and set aside for assembly installation.

FRONT CLUTCH OVERHAUL


FRONT CLUTCH DISASSEMBLY
(1) Remove waved snap ring and remove reaction
plate, clutch plates and clutch discs (Fig. 61). Note
number of plates and discs in clutch pack for
assembly reference. Some models use 3 discs,
while some may have 4 discs.
(2) Compress clutch piston retainer and piston
springs with Compressor Tool C-3863-A (Fig. 62).
(3) Remove retainer snap ring and remove compressor tool.
(4) Remove clutch piston springs. Note position
of piston springs for assembly reference.

Fig. 62 Removing Front Clutch Spring Retainer


Snap Ring
FRONT CLUTCH INSPECTION
Clean and inspect the front clutch components. Replace the clutch discs if warped, worn, scored, burned
or charred, the lugs are damaged, or if the facing is
flaking off. Replace the steel plates and reaction

Fig. 61 Front Clutch Components (46RH)

46RH TRANSMISSION OVERHAUL

21 - 209

plate if heavily scored, warped, or broken. Be sure


the driving lugs on the discs and plate are also in
good condition. The lugs must not be bent, cracked or
damaged in any way.
Replace the piston springs and spring retainer if either are distorted, warped or broken.
Check the lug grooves in the clutch piston retainer.
The steel plates should slide freely in the slots. Replace the piston retainer if the grooves are worn or
damaged. Also check action of the check ball in the
piston retainer. The ball must move freely and not
stick.
Replace the retainer bushing if worn, scored, or
there is any doubt about bushing condition.
Inspect the piston and retainer seal surfaces for
nicks or scratches. Minor scratches can be removed
with crocus cloth. However, replace the piston and/or
retainer if the seal surfaces are seriously scored.
Check the clutch piston check ball. The ball should
be securely in place. Replace the piston if the ball is
missing, or seized in place.

FRONT CLUTCH RETAINER BUSHING


REPLACEMENT (FIG. 63)
(1) Assemble Tool Handle C-4171 and Bushing Remover SP-3629.
(2) Insert remover tool in bushing and drive bushing straight out of clutch retainer.
(3) Mount Bushing Installer SP-5511 on tool handle.
(4) Slide new bushing onto installer tool and start
bushing into retainer.
(5) Tap new bushing into place until installer tool
bottoms against clutch retainer.
(6) Remove installer tools and clean retainer thoroughly.
FRONT CLUTCH ASSEMBLY
(1) Soak clutch discs in transmission fluid.
(2) Install new inner and outer seals on clutch piston. Be sure seal lips face interior of retainer.
(3) Lubricate new inner and outer piston seals
with Ru-Glyde, or Mopar Door Ease.
(4) Install clutch piston in retainer. Use twisting
motion to seat piston in bottom of retainer. A thin
strip of plastic (about 0.015 - 0.020 in. thick), can be
used to guide seals into place if necessary.
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(5) Install and position clutch piston springs (Fig.
64). 46RH has 9 spring front clutch.
(6) Install spring retainer on top of piston springs.

Fig. 63 Front Clutch Retainer Bushing Replacement


Tools

Fig. 64 Front Clutch Spring Position


(7) Compress spring retainer and piston springs
with Tool C-3863-A.
(8) Install spring retainer snap ring and remove
compressor tool.
(9) Install clutch plates and discs (Fig. 61). Three
clutch discs, three steel plates and one reaction plate
are required.
(10) Install reaction plate followed by waved snap
ring.
(11) Check clutch pack clearance with feeler gauge
(Fig. 65). Cearance between waved spring and pressure plate should 1.78 - 3.28 mm (0.070 - 0.129 in.).
If clearance is incorrect, clutch plates, clutch discs,
snap ring and pressure plate will have to be changed.
Clutch pack waved snap ring is not select fit.

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46RH TRANSMISSION OVERHAUL


(3) Remove pressure plate, wave spring, spacer
ring and piston spring from clutch retainer.
(4) Remove clutch piston from piston retainer with
a twisting motion.
(5) Remove input shaft thrust washer, if washer
remained in piston retainer hub during removal.
(6) Remove seals from clutch piston. Discard seals
after removal.

Fig. 65 Typical Method Of Measuring Front Clutch


Pack Clearance

REAR CLUTCH OVERHAUL


REAR CLUTCH DISASSEMBLY (FIG. 66)
(1) Remove clutch pack select fit snap ring.
(2) Remove reaction plate and remove clutch plates
and discs.

REAR CLUTCH INSPECTION


Clean the clutch components with solvent and dry
them with compressed air.
Check condition of the input shaft seal rings. It is
not necessary to remove or replace rings unless they
are broken, cracked, or no longer securely hooked together.
Inspect the input shaft splines and machined surfaces. Very minor nicks or scratches can be smoothed
off with crocus cloth. replace the shaft if the splines
are damaged, or any of the machined surfaces are severely scored.
Replace the clutch discs if warped, worn, scored,
burned/charred, the lugs are damaged, or if the facing is flaking off.
Replace the steel plates and the pressure plate if
heavily scored, warped, or broken. Be sure the driving lugs on the discs and plates are also in good condition. The lugs must not be bent, cracked or
damaged in any way.
Replace the piston spring and wave spring if either
part is distorted, warped or broken.
Check the lug grooves in the clutch retainer. The
steel plates should slide freely in the slots. Replace

Fig. 66 Rear Clutch Components (46RH)

46RH TRANSMISSION OVERHAUL


the retainer if the grooves are worn or damaged. Also
check action of the retainer check ball. The ball must
move freely and not stick.
Inspect the piston and retainer seal surfaces for
nicks or scratches. Minor scratches can be removed
with crocus cloth. However, replace the piston and/or
retainer if the seal surfaces are seriously damaged.
Check thrust washer condition. Washer thickness
should be 1.55 to 1.60 mm (0.061 to 0.063 in.). Replace the washer if worn or damaged.
Check condition of the two seal rings on the input
shaft and the single seal ring on the piston retainer
hub. Replace the seal rings only if severely worn,
cracked, or if they can no longer be hooked together.

INPUT SHAFT REPLACEMENT


If the input shaft must be replaced, first remove
the retaining ring that secures the shaft in the piston
retainer hub. Then press the old shaft out of the retainer with a shop press.
Lubricate the splines of the new shaft with petroleum jelly or ATF Plus. Then align the shaft in the
piston retainer and carefully press it into place. Do
not allow the shaft to become cocked during installation. The retainer can be cracked if misalignment occurs.
Install the shaft retaining ring after pressing the
shaft into place. Be sure the ring is fully seated before proceeding with clutch assembly.
REAR CLUTCH ASSEMBLY
(1) Soak clutch discs in transmission fluid before
assembly.
(2) Install new seals on clutch piston. Lubricate
piston seals with Mopar Door Ease, or Ru-Glyde to
ease installation. Be sure seal lips face input
shaft.
(3) Install clutch piston in retainer. Use twisting
motion to seat piston in bottom of retainer. A thin
strip of plastic (about 0.0209 thick), can be used to
guide seals into place if necessary.
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(4) Assemble piston retainer and clutch retainer.
(5) Support clutch retainer with wood blocks, or insert input shaft through predrilled hole in workbench. Clutch pack components are easier to install if
retainers are properly supported.
(6) Install piston spring in clutch retainer. Concave
side of spring faces upward and away from clutch
piston.
(7) Install spacer ring on top of piston spring.

21 - 211

(8) Install wave spring on top of spacer ring. Then


seat wave spring in retainer groove. If wave spring
will not seat properly, spacer ring has probably
shifted over and into wave spring groove in retainer. Use small screwdriver to realign spacer
ring if necessary.
(9) Install inner pressure plate in clutch retainer.
(10) Install first clutch disc followed by steel plate
until all discs and plates are installed. 4 clutch discs
and steel plates are required (Fig. 66).
(11) Install reaction plate on top of last clutch disc.
(12) Install selective snap ring to secure clutch
pack in retainer.
(13) Install new seal rings on input shaft if necessary (Fig. 67). Be very sure ring ends are all securely
hooked together before proceeding.

Fig. 67 Input Shaft Seal Ring Locations


(14) Check clutch pack clearance with feeler gauge
(Fig. 68). Clearance should be 0.63 to 1.14 mm (0.025
to 0.045 in.).
(15) If clutch pack clearance is incorrect, clutch
pack snap ring, may have to be replaced.
(16) Install thrust washer on piston retainer hub
(Fig. 66). Use petroleum jelly to hold thrust washer
in place.

PLANETARY GEARTRAIN OVERHAUL


PLANETARY GEARTRAIN DISASSEMBLY
(1) Remove planetary snap ring from intermediate
shaft (Fig. 69). Discard snap ring as it is not reusable.
(2) Remove front planetary gear and front annulus
gear as assembly (Fig. 70).
(3) Remove front planetary gear and thrust washer
from front annulus gear (Fig. 71). Note thrust
washer position for assembly reference.
(4) Remove tabbed thrust washer from driving
shell (Fig. 72). Note washer position for assembly reference.

21 - 212

46RH TRANSMISSION OVERHAUL

Fig. 68 Measuring Rear Clutch Pack Clearance

Fig. 71 Disassembling Front Planetary And Annulus


Gears

Fig. 69 Removing Planetary Snap Ring

Fig. 72 Driving Shell Thrust Washer Removal

Fig. 70 Removing Front Planetary And Annulus


Gears
(5) Remove sun gear and driving shell as assembly
(Fig. 73).

Fig. 73 Sun Gear And Driving Shell Assembly Removal

46RH TRANSMISSION OVERHAUL

Fig. 74 Rear Planetary Thrust Washer Removal

21 - 213

Fig. 76 Rear Annulus Thrust Plate Removal


(6) Remove tabbed thrust washer from rear planetary gear (Fig. 74). Note washer position on gear for
assembly reference.
(7) Remove rear planetary gear and rear annulus
gear from intermediate shaft (Fig. 75).
(8) Remove thrust plate from rear annulus gear
(Fig. 76).

PLANETARY GEARTRAIN CLEANING AND


INSPECTION
Clean the intermediate shaft and planetary components (Fig. 77) in solvent and dry them with compressed air.
Inspect the planetary gear sets and annulus gears.
The planetary pinions, shafts, washers, and retaining

Fig. 75 Rear Planetary And Annulus Gear Removal

Fig. 77 Planetary Geartrain Components (46RH)

21 - 214

46RH TRANSMISSION OVERHAUL

pins are serviceable. However, if a pinion carrier is


damaged, the entire planetary gear set must be replaced as an assembly.
Replace the annulus gears if the teeth are chipped,
broken, or worn, or the gear is cracked. Replace the
planetary thrust plates and the tabbed thrust washers if cracked, scored or worn.
Inspect the machined surfaces of the intermediate
shaft. Be sure the oil passages are open and clear.
Replace the shaft if scored, pitted, or damaged.
Inspect the sun gear and driving shell (Fig. 77). If
either component is worn or damaged, remove the
sun gear rear retaining ring and separate the sun
gear and thrust plate from the driving shell. Then replace the necessary component.
Replace the sun gear as an assembly if the gear teeth
are chipped or worn. Also replace the gear as an assembly if the bushings are scored or worn. The sun gear
bushings are not serviceable. Replace the thrust plate if
worn, or severely scored. Replace the driving shell if distorted, cracked, or damaged in any way.
Replace all snap rings during geartrain assembly.
Reusing snap rings is not recommended.

PLANETARY GEARTRAIN ASSEMBLY AND


ADJUSTMENT
(1) Lubricate sun gear and planetary gears with
transmission fluid during assembly. Use petroleum
jelly to lubricate intermediate shaft bushing surfaces,
thrust washers and thrust plates and to hold these
parts in place during assembly.
(2) Install front snap ring on sun gear and install
gear in driving shell. Then install thrust plate over
sun gear and against rear side of driving shell (Fig.
78). Install rear snap ring to secure sun gear and
thrust plate in driving shell.

Fig. 79 Installing Rear Annulus Gear On


Intermediate Shaft

Fig. 80 Installing Rear Annulus Thrust Plate


(5) Install rear planetary gear in rear annulus
gear (Fig. 81). Be sure planetary carrier is seated
against annulus gear.

Fig. 78 Sun Gear Installation


(3) Install rear annulus gear on intermediate shaft
(Fig. 79).
(4) Install thrust plate in annulus gear (Fig. 80). Be
sure plate is seated on shaft splines and against gear.

Fig. 81 Installing Rear Planetary Gear

46RH TRANSMISSION OVERHAUL


(6) Install tabbed thrust washer on front face of
rear planetary gear (Fig. 82). Seat washer tabs in
matching slots in face of gear carrier. Use extra petroleum jelly to hold washer in place if desired.

21 - 215

(9) Install tabbed thrust washer in driving shell


(Fig. 84). be sure washer tabs are seated in tab slots
of driving shell. Use extra petroleum jelly to hold
washer in place if desired.

Fig. 82 Installing Rear Planetary Thrust Washer


(7) Lubricate sun gear bushings with petroleum
jelly or transmission fluid.
(8) Install sun gear and driving shell on intermediate shaft (Fig. 83). Seat shell against rear planetary
gear. Verify that thrust washer on planetary gear
was not displaced during installation.

Fig. 84 Installing Driving Shell Thrust Washer


(10) Install tabbed thrust washer on front planetary gear (Fig. 85). Seat washer tabs in matching
slots in face of gear carrier. Use extra petroleum jelly
to hold washer in place if desired.

Fig. 83 Installing Sun Gear And Driving Shell

Fig. 85 Installing Thrust Washer On Front Planetary


Gear

21 - 216

46RH TRANSMISSION OVERHAUL

(11) Install front annulus gear over and onto front


planetary gear (Fig. 86). Be sure gears are fully
meshed and seated.

(13) Place geartrain in upright position. Rotate


gears to be sure all components are seated and properly assembled. Snap ring groove at forward end of
intermediate shaft will be completely exposed when
components are assembled correctly.
(14) Install new planetary snap ring in groove at
end of intermediate shaft (Fig. 88).

Fig. 86 Assembling Front Planetary And Annulus


Gears
(12) Install front planetary and annulus gear assembly (Fig. 87). Hold gears together and slide them
onto shaft. Be sure planetary pinions are seated on
sun gear and that planetary carrier is seated on intermediate shaft.

Fig. 87 Installing Front Planetary And Annulus Gear


Assembly

Fig. 88 Installing Planetary Snap Ring


(15) Turn planetary geartrain over. Position wood
block under front end of intermediate shaft and support geartrain on shaft. Be sure all geartrain parts
have moved forward against planetary snap ring.
This is important for accurate end play check.
(16) Check planetary geartrain end play with feeler
gauge (Fig. 89). Insert gauge between rear annulus gear
and shoulder on intermediate shaft as shown. End play
should be 0.15 to 1.22 mm (0.006 to 0.048 in.).
(17) If end play is incorrect, install thinner/thicker
planetary snap ring as needed.

Fig. 89 Checking Planetary Geartrain End Play

46RH TRANSMISSION OVERHAUL

21 - 217

VALVE BODY SERVICE AND ADJUSTMENT


VALVE BODY MAIN COMPONENT
DISASSEMBLY
CAUTION: Do not clamp any valve body component
in a vise. This practice can damage the component
resulting in unsatisfactory operation after assembly
and installation. Remove valves, plugs and springs
with a pencil magnet. Do not use pliers to remove
any of the valves, plugs or springs and do not force
any of the components out or into place. The valves
and valve body housings will be damaged if force is
used. Tag or mark the valve body springs for reference as they are removed. Do not allow them to become intermixed.

Fig. 92 Securing Detent Ball And Spring

(1) Remove boost valve cover (Fig. 90).


(2) Remove boost valve retainer, valve spring and
boost valve (Fig. 91).

Fig. 93 Removing Throttle Lever E-Clip


(6) Remove retaining tool and remove detent ball
and spring (Fig. 94).

Fig. 90 Boost Valve Cover Location

Fig. 94 Detent Ball And Spring Removal


Fig. 91 Boost Valve Components
(3) Secure detent ball and spring with Retainer
Tool 6583 (Fig. 92).
(4) Remove E-clip that secures throttle lever in
manual lever (Fig. 93).
(5) Lift and rotate manual lever far enough to
clear detent housing.

(7) Remove washer at top of manual lever shaft.


Then lift manual lever and park rod assembly upward and out of valve body (Fig. 95).
(8) Remove throttle lever from valve body housing
(Fig. 96).
(9) Remove park rod E-clip and separate rod from
manual lever (Fig. 97).

21 - 218

46RH TRANSMISSION OVERHAUL

Fig. 95 Manual Lever Removal

Fig. 98 Adjusting Screw Bracket And Spring Removal


housing with shoulder-type screw. Keep this screw
with accumulator housing to avoid losing it.

Fig. 96 Throttle Lever Removal


Fig. 99 Solenoid Connector Position
(13) Note routing of solenoid wires for assembly
reference (Fig. 100).

Fig. 97 Park Rod Removal


(10) Remove screws attaching pressure adjusting
screw bracket to valve body and transfer plate. Hold
bracket firmly against spring tension while removing
last screw.
(11) Remove adjusting screw bracket, line pressure
adjusting screw, pressure regulator spring and switch
valve spring (Fig. 98). Do not remove throttle pressure adjusting screw from bracket and do not disturb adjusting screw settings during removal.
(12) Remove solenoid connector from 3-4 accumulator
housing (Fig. 99). Note that connector is attached to

Fig. 100 Solenoid Wire Routing

46RH TRANSMISSION OVERHAUL

21 - 219

(14) Remove screws attaching solenoid assembly to


valve body lower housing and remove solenoid and
connector assembly (Fig. 101).

Fig. 101 Solenoid Assembly Removal


(15) Remove 3-4 accumulator housing attaching
screws and remove housing from valve body (Fig.
102).

Fig. 103 Clutch Valve And 3-4 Shift Valve Locations

Fig. 104 Boost Valve Tube Brace (Double Tab Style)

Fig. 102 Removing 3-4 Accumulator Housing


(16) Remove following parts from valve body lower
housing: 3-4 shift valve and spring; pressure regulator valve spring; clutch valve; clutch valve spring;
and clutch valve plug (Fig. 103).
(17) Bend back tabs on boost valve tube brace (Fig.
104).
(18) Remove boost valve connecting tube (Fig. 105).
Disengage tube from upper housing port first. Then
rock opposite end of tube back and forth to work it
out of lower housing.
CAUTION: Do not use tools to loosen or pry the
connecting tube out of the valve body housings.
Loosen and remove the tube by hand only.
(19) Turn valve body over so valve lower housing is
facing upward. In this position, check balls in upper

Fig. 105 Boost Valve Tube Removal


housing will remain in place and not fall out when
lower housing and transfer plate are removed.

21 - 220

46RH TRANSMISSION OVERHAUL

(20) Remove screws attaching valve body lower


housing to upper housing and transfer plate. Note
position of boost valve tube brace for assembly
reference.
(21) Remove lower housing and overdrive separator plate from transfer plate (Fig. 106).

Fig. 108 Brace Plate Removal

Fig. 106 Lower Housing Removal


(22) Remove transfer plate from upper housing
(Fig. 107).

Fig. 109 Upper Housing Separator Plate Removal

Fig. 107 Removing Transfer Plate From Upper


Housing
(23) Turn transfer plate over so upper housing separator plate is facing upward (Fig. 108).
(24) Remove brace plate from lower housing separator plate and transfer plate (Fig. 108).
(25) Remove upper housing separator plate from
transfer plate (Fig. 109). Note position of filter in
separator plate for assembly reference.
(26) Remove rear clutch and rear servo check balls
from transfer plate. Note check ball locations for assembly reference before removing it (Fig. 110). Check
ball will be plastic or steel depending on valve body
production date.

Fig. 110 Rear Clutch/Rear Servo Check Ball


Locations (46RH)

46RH TRANSMISSION OVERHAUL

21 - 221

Fig. 112 Shuttle Valve E-Clip And Secondary Spring


Location

Fig. 111 Valve Body Upper Housing Check Ball


Locations
VALVE BODY UPPER HOUSING DISASSEMBLY
(1) Note location of check balls in valve body upper
housing (Fig. 111). Then remove the one large and
six smaller diameter check balls with magnet (total
of 7 check balls are used).

(2) Remove E-clip that secure shuttle valve secondary spring on valve stem (Fig. 112).
(3) Remove governor plug and shuttle valve covers
(Fig. 113).
(4) Remove throttle plug, primary spring, shuttle
valve, secondary spring, and spring guides (Fig. 113).
(5) Remove boost valve retainer, spring and valve
if not previously removed.

Fig. 113 Shuttle And Boost Valve Components

21 - 222

46RH TRANSMISSION OVERHAUL

Fig. 114 Upper Housing Control Valve Locations


(6) Turn upper housing over and remove switch valve,
regulator valve and spring, and manual valve (Fig. 114).
(7) Remove kickdown detent, kickdown valve, and
throttle valve and spring (Fig. 114).

(8) Remove throttle plug and 1-2 and 2-3 governor


plugs (Fig. 114). Also remove shuttle valve primary
spring if not removed in prior step.
(9) Turn upper housing around and remove limit
valve and shift valve covers (Fig. 115).

Fig. 115 Upper Housing Shift Valves And Pressure Plugs

46RH TRANSMISSION OVERHAUL

21 - 223

Fig. 116 Lower Housing Shift Valves And Springs


(10) Remove limit valve housing. Then remove retainer, spring, limit valve, and 2-3 throttle plug from
limit valve housing (Fig. 115).
(11) Remove 1-2 shift control valve and spring (Fig.
115).
(12) Remove 1-2 shift valve and spring (Fig. 115).
(13) Remove 2-3 shift valve and spring from valve
body (Fig. 115).
(14) Remove pressure plug cover (Fig. 115).
(15) Remove line pressure plug, sleeve, throttle
pressure plug and spring (Fig. 115).

VALVE BODY LOWER HOUSING


DISASSEMBLY (FIG. 116)
(1) Remove timing valve cover.
(2) Remove 3-4 timing valve and spring.
(3) Remove quick fill valve, spring, and plug.
(4) Remove 3-4 shift valve and spring.
(5) Remove converter clutch valve, spring and
plug.
(6) Remove converter clutch timing valve, retainer
and valve spring.
3-4 ACCUMULATOR HOUSING DISASSEMBLY
(FIG. 117)
(1) Remove end plate from housing.
(2) Remove piston spring.

(3) Remove piston. Remove and discard piston


seals.

VALVE BODY CLEANING AND INSPECTION


The only serviceable valve body components are:
solenoid and connector assembly
solenoid gasket
park rod and E-clip
switch valve and spring
pressure adjusting screw bracket
throttle valve lever
manual lever
manual shaft seal, washer, and E-clip
fluid filter
detent ball and spring
The remaining valve body components are serviced
only as part of a complete valve body assembly.
Clean the valve body components with a standard
parts cleaning solution only. Do not use gasoline, kerosene, or any type of caustic solution.
Dry the parts with compressed air. Make sure all
passages are clean and free from obstructions. Do
not use rags or shop towels to dry or wipe off
valve body components. Lint from these materials will stick to the valve body components.

21 - 224

46RH TRANSMISSION OVERHAUL


CAUTION: Many of the valves and plugs, such as
the throttle valve, shuttle valve plug, 1-2 shift valve
and 1-2 governor plug, are made of coated aluminum (Fig. 118). Aluminum components are identified
by the dark color of the special coating applied to
the surface (or by testing with a magnet). Do not
polish or sand aluminum valves or plugs with any
type of material. This practice could damage the
special coating and cause the valves and plugs to
stick and bind.

Fig. 117 3-4 Accumulator Housing Components


Lint will interfere with valve operation and
may clog filters and fluid passages.
Inspect the throttle and manual valve levers and
shafts. Do not attempt to straighten a bent shaft or
correct a loose lever. Replace these components if
worn, bent, loose or damaged in any way.
Inspect all of the valve body mating surfaces for
scratches, nicks, burrs, or distortion. Use a straightedge to check surface flatness. Minor scratches may
be removed with crocus cloth using only very light
pressure.
Minor distortion of a valve body mating surface
may be corrected by smoothing the surface with a
sheet of crocus cloth. Position the crocus cloth on a
surface plate, sheet of plate glass or equally flat surface. If distortion is severe or any surfaces are
heavily scored, the valve body will have to be replaced.

Inspect the valves and plugs for scratches, burrs,


nicks, or scores. Minor surface scratches on steel
valves or plugs can be removed with crocus cloth but
do not round off the edges of the valve or plug
lands. Maintaining sharpness of these edges is vitally important. The edges prevent foreign matter
from lodging between the valves and plugs and the
bore.
Inspect all the valve and plug bores in the valve
body. Use a penlight to view the bore interiors. Replace the valve body if any bores are distorted or
scored. Inspect all of the valve body springs. The
springs must be free of distortion, warpage or broken
coils.
Check the two separator plates for distortion or
damage of any kind. Inspect the upper housing,
lower housing, 3-4 accumulator housing, and transfer
plate carefully. Be sure all fluid passages are clean
and clear. Check condition of the upper housing and
transfer plate check balls as well. The check balls
and ball seats must not be worn or damaged.
Trial fit each valve and plug in its bore to check
freedom of operation. When clean and dry, the valves
and plugs should drop freely into the bores.
Valve body bores do not change dimensionally with
use. If the valve body functioned correctly when new,
it will continue to operate properly after cleaning and
inspection. It should not be necessary to replace a
valve body assembly unless it is damaged in handling.

21 - 225

Fig. 118 Upper Housing Components

46RH TRANSMISSION OVERHAUL

21 - 226

46RH TRANSMISSION OVERHAUL

VALVE BODY REASSEMBLY


CAUTION: Do not force valves or plugs into place
during reassembly. If the valve body bores, valves
and plugs are free of distortion or burrs, the valve
body components should all slide into place easily.
In addition, do not overtighten the transfer plate
and valve body screws during reassembly. Overtightening can distort the housings resulting in
valve sticking, cross leakage and unsatisfactory operation. Tighten valve body screws to recommended torque only.
Lower Housing Assembly (Fig. 116)
(1) Lubricate valves, springs, and the housing
valve and plug bores with Mopar ATF Plus transmission fluid.
(2) Install 3-4 timing valve spring and valve in
lower housing.
(3) Install quick fill valve in lower housing.
(4) Install quick fill valve spring and throttle plug
in housing.
(5) Install timing valve end plate. Tighten end
plate screws to 4 Nzm (35 in. lbs.) torque.
(6) Install 3-4 shift valve and spring.
(7) Install converter clutch valve, spring and plug.
(8) Install converter clutch timing valve and
spring.

(2) Position transfer plate assembly on upper housing (Fig. 119).


(3) Position lower housing separator plate on
transfer plate (Fig. 119).

Fig. 119 Lower Housing Separator Plate Installation


(4) Install lower housing on assembled transfer
plate and upper housing (Fig. 120).
(5) Install all valve body screws except three that
secure boost valve tube brace. Start screws by hand
and tighten just enough to hold assemblies together
but not to required torque at this time. Screws will
not be fully tightened until after boost valve
tube and brace are installed.

3-4 Accumulator Assembly (Fig. 117)


(1) Lubricate accumulator piston, seals and housing piston bore with ATF Plus, type 7176 fluid.
(2) Install new seal rings on accumulator piston.
(3) Install piston and spring in housing.
(4) Install end plate on housing.
Transfer Plate Assembly
(1) Install rear clutch check ball in transfer plate
(Fig. 110).
(2) Install filter screen in upper housing separator
plate (Fig. 109).
(3) Align and position upper housing separator
plate on transfer plate (Fig. 109).
(4) Install brace plate (Fig. 108). Tighten brace attaching screws to 4 Nzm (35 in. lbs.) torque.
(5) Install remaining separator plate attaching
screws. Tighten screws to 4 Nzm (35 in. lbs.) torque.
Upper And Lower Housing Assembly
(1) Position upper housing so internal passages
and check ball seats are facing upward. Then install
check balls in housing (Fig. 111). Seven check balls
are used. The single large check ball is approximately 8.7 mm (11/32 in.) diameter. The remaining 6
check balls are approximately 6.3 mm (1/4 in.) in diameter.

Fig. 120 Upper And Lower Housing Assembly


Upper Housing Valve And Plug Installation (Figs. 114, 115,
118)
(1) Lubricate valves, plugs, springs with Mopar
ATF Plus transmission fluid.
(2) Assemble regulator valve line pressure plug,
sleeve, throttle plug and spring. Insert assembly in
upper housing and install cover plate. Tighten cover
plate screws to 4 Nzm (35 in. lbs.) torque.
(3) Install 1-2 and 2-3 shift valves and springs.
(4) Install 1-2 shift control valve and spring.

46RH TRANSMISSION OVERHAUL


(5) Install shift valve cover plate.
(6) Install shuttle valve as follows:
(a) Insert plastic guides in shuttle valve secondary spring and install spring on end of valve.
(b) Hold shuttle valve in place.
(c) Compress secondary spring and install E-clip
in groove at end of shuttle valve.
(d) Verify that spring and E-clip are properly
seated before proceeding.
(7) Install shuttle valve cover plate. Tighten cover
plate screws to 4 Nzm (35 in. lbs.) torque.
(8) Install 1-2 and 2-3 valve governor plugs in
valve body.
(9) Install shuttle valve primary spring and throttle plug.
(10) Align and install governor plug cover. Tighten
cover screws to 4 Nzm (35 in. lbs.) torque.
(11) Install manual valve.
(12) Install throttle valve and spring.
(13) Install kickdown valve and detent.
(14) Install regulator valve.
(15) Install switch valve.
Boost Valve Tube And Brace Installation
(1) Position valve body assembly so lower housing
is facing upward (Fig. 121).
(2) Lubricate tube ends and housing ports with
transmission fluid or petroleum jelly.
(3) Start tube in lower housing port first. Then
swing tube downward and work opposite end of tube
into upper housing port (Fig. 121).
(4) Insert and seat each end of tube in housings.
(5) Slide tube brace under tube and into alignment
with valve body screw holes (Fig. 121).
(6) Install and finger tighten three screws that secure tube brace to valve body housings (Fig. 121).
(7) Bend tube brace tabs up and against tube to
hold it in position (Fig. 122).
(8) Tighten all valve body housing screws to 4
Nzm (35 in. lbs.) torque after tube and brace are
installed. Tighten screws in diagonal pattern
starting at center and working outward.

21 - 227

Fig. 121 Boost Valve Tube And Brace Installation

Fig. 122 Securing Boost Valve Tube With Tube


Brace Tabs

3-4 Accumulator Installation


(1) Position converter clutch valve and 3-4 shift
valve springs in housing (Fig. 123).
(2) Loosely attach accumulator housing with rightside screw (Fig. 123). Install only one screw at this
time as accumulator must be free to pivot upward for
ease of installation.
(3) Position plug on end of converter clutch valve
spring. Then compress and hold springs and plug in
place with fingers of one hand.
(4) Swing accumulator housing upward over valve
springs and plug.

Fig. 123 Installing Converter Clutch And 3-4 Shift


Valve Springs

21 - 228

46RH TRANSMISSION OVERHAUL

(5) Hold accumulator housing firmly in place and


install remaining two attaching screws. Be sure
springs and clutch valve plug are properly seated
(Fig. 124).

Fig. 124 Seating 3-4 Accumulator On Lower


Housing
(6) Attach solenoid case connector to 3-4 accumulator with shoulder-type screw. Connector has small locating tang that fits in dimple at top of accumulator
housing (Fig. 125). Seat tang in dimple before tightening connector screw.
(7) Install solenoid assembly and gasket. Tighten
solenoid attaching screws to 8 Nzm (72 in. lbs.)
torque.

Fig. 125 Solenoid Connector Installation


(8) Verify that solenoid wires are properly routed.
Solenoid wires must be clear of rear band lever,
manual lever and park rod.

Valve Spring, Detent, And Bracket Installation


(1) Insert manual lever detent spring in upper
housing.
(2) Position line pressure adjusting screw in adjusting screw bracket.
(3) Install spring on end of line pressure regulator
valve.
(4) Install switch valve spring on tang at end of
adjusting screw bracket.
(5) Position adjusting screw bracket on valve body.
Align valve springs and press bracket into place. Install short, upper bracket screws first and long bottom screw last. Verify that valve springs and bracket
are properly aligned. Then tighten all three bracket
screws to 4 Nzm (35 in. lbs.) torque.
(6) Install throttle lever in upper housing. Then install manual lever over throttle lever and start manual lever into housing.
(7) Position detent ball on end of spring. Then hold
detent ball and spring in detent housing with Retainer Tool 6583 (Fig. 92).
(8) Align manual lever with detent ball and manual valve. Hold throttle lever upward. Then press
down on manual lever until fully seated. Remove detent ball retainer tool after lever is seated.
(9) Then Install manual lever seal, washer and Eclip.
(10) Lubricate solenoid case connector O-rings and
shaft of manual lever with light coat of petroleum
jelly.
(11) Verify that throttle lever is aligned with end of
kickdown valve stem and that manual lever arm is
engaged in manual valve (Fig. 126).
(12) Install boost valve, valve spring, retainer and
cover plate. Tighten cover plate screws to 4 Nzm (35
in. lbs.) torque.
(13) Obtain new fluid filter for valve body but do
not install filter at this time.
(14) If line pressure and/or throttle pressure adjustment screw settings were not disturbed, continue
with overhaul or reassembly. However, if adjustment
screw settings were moved or changed, readjust as
described in Valve Body Control Pressure Adjustment
procedure.

VALVE BODY CONTROL PRESSURE


ADJUSTMENTS
There are two control pressure adjustments on the
valve body which are, line pressure and throttle pressure.
Line and throttle pressures are interdependent because each affects shift quality and timing. As a result, both adjustments must be performed properly
and in the correct sequence. Adjust line pressure first
and throttle pressure last.
Line Pressure Adjustment
Measure distance from the valve body to the inner

46RH TRANSMISSION OVERHAUL

21 - 229

Maintain pressure against kickdown valve spring.


Turn throttle lever stop screw until the screw head
touches throttle lever tang and the throttle lever cam
touches gauge tool.
The kickdown valve spring must be fully compressed and the kickdown valve completely
bottomed to obtain correct adjustment.

Fig. 126 Manual And Throttle Lever Alignment


edge of the adjusting screw with an accurate steel
scale (Fig. 127).
Distance should be 33.4 mm (1-5/16 in.).
If adjustment is required, turn the adjusting screw
in, or out, to obtain required distance setting.
The 33.4 mm (1-5/16 in.) setting is an approximate setting. Manufacturing tolerances may
make it necessary to vary from this dimension
to obtain desired pressure.
One complete turn of the adjusting screw changes
line pressure approximately 1-2/3 psi (9 kPa).
Turning the adjusting screw counterclockwise increases pressure while turning the screw clockwise
decreases pressure.

Fig. 127 Line Pressure Adjustment


Throttle Pressure Adjustment
Insert Gauge Tool C-3763 between the throttle lever cam and the kickdown valve stem (Fig. 128).
Push the gauge tool inward to compress the kickdown valve against the spring and bottom the throttle valve.

Fig. 128 Throttle Pressure Adjustment

TRANSMISSION ASSEMBLY
Assembly Tips
Do not allow dirt, grease, or foreign material to enter the case or transmission components during assembly. Keep the transmission case and components
clean. Also make sure the tools and workbench area
used for reassembly operations are equally clean.
Shop towels used for wiping off tools and your
hands must be made from lint free materials. Lint
will stick to transmission parts and could interfere
with valve operation or even restrict fluid passages.
Lubricate transmission clutch and gear components
with Mopar ATF Plus during reassembly. Soak clutch
discs in transmission fluid before installation.
Use Mopar Door Ease, or Ru-Glyde on piston seals
and O-rings to ease installation. Petroleum jelly can
also be used to lubricate and hold thrust washers
and plates in position during assembly.
Do not use chassis grease, bearing grease,
white grease, or similar lubricants on any part.
These types of lubricants can eventually block or restrict fluid passages and valve operation. Use petroleum jelly only.
Do not force parts into place. The transmission
components and sub-assemblies are easily installed
by hand when properly aligned. If a part seems difficult to install, it is either misaligned or incorrectly
assembled. Verify that thrust washers, thrust plates
and seal rings are correctly positioned. These parts
will prevent proper assembly is mispositioned (or
left out by accident).
The planetary geartrain, front/rear clutch assem-

21 - 230

46RH TRANSMISSION OVERHAUL

blies and oil pump are all much easier to install


when the transmission case is upright or as close to
this position as possible. Either tilt the case upward
with wood blocks, or cut a hole in the bench large
enough for the intermediate shaft and rear support.
Then lower the shaft and support into the hole and
support the rear of the case directly on the bench.

FRONT/REAR SERVO INSTALLATION


(1) Lubricate rear servo piston seal with Mopar
Door Ease or ATF Plus. Lubricate servo bore in case
with ATF Plus.
(2) Install rear servo piston in case. Position piston
at slight angle to bore and insert piston with twisting
motion (Fig. 129).

Fig. 131 Installing Rear Servo Snap Ring


(5) Lubricate front servo piston components and
servo bore in case with transmission fluid.
(6) Install front servo piston in bore. Carefully
run small, suitable tool around piston ring to press
it back into groove and ease installation (Fig. 132).
Rotate piston into bore at same time. Rock piston
slightly to ease piston ring past snap ring groove and
into bore.

Fig. 129 Installing Rear Servo Piston


(3) Install rear servo spring and retainer in case
bore (Fig. 130). Be sure spring is seated on piston.

Fig. 132 Installing Front Servo Piston


Fig. 130 Installing Rear Servo Piston Spring And
Retainer
(4) Compress rear servo piston with C-clamp or
Valve Spring Compressor C-3422-B and install servo
piston snap ring (Fig. 131).

(7) Bottom front servo piston in bore and install


servo spring.
(8) Install front servo piston rod guide as follows:
(a) Place Tool SP-5560 (or similar size tool) on
guide and position C-clamp on tool and case (Fig.
133).

46RH TRANSMISSION OVERHAUL


(b) Slowly compress rod guide while simultaneously easing seal ring into bore with suitable
tool.
(9) Install rod guide snap ring (Fig. 133).

21 - 231

(2) Install overdrive piston retainer. Be sure governor tube bores in retainer are aligned with governor
feed passages in gasket and case (Fig. 135). Install
and tighten retainer bolts to 17 Nzm (13 ft. lbs.)
torque.

Fig. 133 Installing Front Servo Rod Guide And Snap


Ring
OVERRUNNING CLUTCH, REAR BAND,
LOW-REVERSE DRUM, AND OVERDRIVE
PISTON RETAINER INSTALLATION
(1) Install new gasket at rear of transmission case.
Use petroleum jelly to hold gasket in place. Be sure
to align governor feed holes in gasket with feed
passages in case (Fig. 134). Install gasket before
overdrive piston retainer. Center hole in gasket
is smaller than retainer and cannot be installed
over retainer.

(3) Install overrunning clutch components if not


yet installed. Refer to Overrunning Clutch Overhaul
in this section for procedures if necessary.
(4) Position rear band and link in case (Fig. 136).

Fig. 134 Installing Case Gasket

Fig. 136 Installing Rear Band And Link

Fig. 135 Installing Overdrive Piston Retainer

21 - 232

46RH TRANSMISSION OVERHAUL

(5) Install low-reverse drum (Fig. 137). Slide drum


through rear band, onto piston retainer hub and into
engagement with overrunning clutch and race.

Fig. 139 Installing Rear Band Reaction Pin

Fig. 137 Low-Reverse Drum Installation


(6) Install thrust washer in low-reverse drum spotface (Fig. 138). Use petroleum jelly to hold washer in
place.
(7) Install snap ring that secures low-reverse drum
to rear support hub (Fig. 138).

Fig. 140 Rear Band Levers And Strut

Fig. 138 Installing Low-Reverse Drum Snap Ring


(8) Insert band reaction pin part way into case and
band link (Fig. 139).
(9) Install rear band adjusting lever, reaction lever,
and strut (Fig. 140). Be sure levers and strut are
aligned and engaged before seating band reaction pin
in case.

PLANETARY GEARTRAIN, FRONT/REAR


CLUTCH, AND FRONT BAND INSTALLATION
(1) Install assembled intermediate shaft and planetary geartrain (Fig. 141). Support shaft carefully
during installation. Do not allow shaft bearing/
bushing surfaces to become nicked or
scratched.
(2) Lubricate intermediate shaft thrust plate with
petroleum jelly and install plate on shaft pilot hub
(Fig. 142).
(3) Check input shaft front seal rings, fiber thrust
washer and rear seal ring (Fig. 143). Be ends of rear
seal ring are hooked together and diagonal cut ends
of front seal rings are firmly seated against each
other as shown. Lubricate seal rings with petroleum
jelly after checking them.

46RH TRANSMISSION OVERHAUL

21 - 233

Fig. 141 Installing Intermediate Shaft And Planetary


Geartrain
Fig. 143 Input Shaft Seal Ring And Thrust Washer
Installation

Fig. 142 Installing Intermediate Shaft Thrust Plate (46RH)


(4) Assemble front and rear clutches (Fig. 144).
Align lugs on front clutch discs. Mount front clutch
on rear clutch. Turn front clutch retainer back and
forth until front clutch discs are fully seated on rear
clutch splined hub.
(5) Install intermediate shaft thrust washer in hub
of rear clutch retainer (Fig. 145). Use petroleum jelly
to hold washer in place. Position washer so grooves
are facing outward. Washer only fits one way in
clutch retainer hub.
(6) Place transmission case in upright position, or
place blocks under front end of transmission repair
stand to tilt case rearward. This makes it easier to
install front/rear clutch assembly.
(7) Align discs in rear clutch. Then install and engage assembly in front planetary and driving shell
(Fig. 146). Turn clutch retainers back and forth until
both clutches are seated.

Fig. 144 Assembling Front And Rear Clutches


(8) Position front band lever in case and over servo
rod guide. Then install front band lever pin in case
and slide it through lever.
(9) Coat threads of front band pin access plug with
sealer and install it in case. Tighten plug to 17 Nzm
(13 ft. lbs.) torque.
(10) Slide front band over front clutch retainer and
install front band strut and anchor (Fig. 147).

21 - 234

46RH TRANSMISSION OVERHAUL

Fig. 147 Front Band And Linkage Installation


Fig. 145 Installing Intermediate Shaft Thrust Washer

(2) Install new oil pump gasket on pilot studs and


seat it in case. Be sure gasket is properly aligned
with fluid passages in case (Fig. 148).

Fig. 148 Installing Oil Pump Gasket And Pilot Studs

Fig. 146 Installing Front/Rear Clutch Assemblies


(11) Tighten front band adjusting screw until band
is tight on clutch retainer. This will hold clutches in
place while oil pump is being installed. Verify that
front/rear clutch assembly is still properly
seated before tightening band.

OIL PUMP INSTALLATION


(1) Install oil pump Pilot Studs C-3288-B in case
(Fig. 148).

(3) Coat front clutch thrust washer with petroleum


jelly to hold it in place. Then install washer over reaction shaft hub and seat it on pump (Fig. 149).
CAUTION: The thrust washer bore (I.D.), is chamfered on one side. Make sure the chamfered side is
installed so it faces the pump.
(4) Check seal rings on reaction shaft support. Be
sure rings are hooked together correctly. Also be sure
fiber thrust washer is in position (Fig. 150). Use extra petroleum jelly to hold washer in place if necessary.

46RH TRANSMISSION OVERHAUL

21 - 235

Fig. 149 Front Clutch Thrust Washer Installation

Fig. 151 Oil Pump Installation

Fig. 150 Reaction Shaft Seal Ring And Thrust


Washer Installation
(5) Lubricate oil pump seals with petroleum Mopar
ATF Plus.
(6) Mount oil pump on pilot studs and slide pump
into case opening (Fig. 151). Work pump into case
by hand. Do not not use a mallet or similar
tools to seat pump.
(7) Remove pilot studs and install oil pump bolts.
Tighten pump bolts alternately and evenly to fully
seat pump in case. Then final-tighten pump bolts to
20 Nzm (15 ft. lbs.) torque.
(8) Verify correct installation. Rotate input and intermediate shafts and check for bind. If bind exists,
components are either misassembled, or not seated.
Disassemble and correct as necessary before proceeding.

OVERDRIVE UNIT AND PISTON


INSTALLATION
(1) Install new seals on overdrive piston. Then lubricate seals with Mopar Door Ease, or Ru-Glyde to
ease installation.
(2) Install overdrive piston in retainer. Align locating lugs on piston in locating bores in retainer (Fig. 152). Use thin plastic strip or feeler
gauge to help guide piston outer seal into retainer.
(3) Install spacer on intermediate shaft, if not previously installed.
(4) Install overdrive piston thrust plate (Fig. 153).
Use liberal quantity of petroleum jelly to hold thrust
plate in position on piston.
(5) Install overdrive piston thrust bearing in direct
clutch hub (Fig. 154). Use liberal quantity of petroleum jelly to hold thrust bearing in place. Note that
one side of bearing has dark coated surface.
This surface faces overdrive piston. Also be
sure raised shoulder on inside diameter of
bearing faces forward as well.
(6) Apply small amount of petroleum jelly to pilot
hub of intermediate shaft.
(7) Verify alignment of splines in overdrive unit
planetary gear and overrunning clutch. Be sure
Alignment Tool 6227-2 is fully seated (Fig. 155). If
planetary gear and overrunning clutch splines
become misaligned, overdrive unit cannot be
fully installed on intermediate shaft. Overdrive
unit will have to be disassembled in order to realign splines.
(8) Carefully withdraw alignment tool from overdrive unit.

21 - 236

46RH TRANSMISSION OVERHAUL

Fig. 154 Installing Overdrive Piston Thrust Bearing

Fig. 152 Overdrive Piston Alignment

Fig. 155 Checking Alignment Of Overdrive Planetary


Gear And Overrunning Clutch Splines
(11) Apply 1-2 drops of Mopar Lock N Seal (or Loctite 242) to overdrive unit attaching bolts. Then install and tighten bolts to 34 Nz (25 ft. lbs.) torque.

Fig. 153 Installing Overdrive Piston Thrust Plate


(9) Lubricate intermediate shaft splines and bushing
surfaces with transmission fluid or petroleum jelly.
(10) Install overdrive unit. Be sure governor tubes
are aligned with feed holes in piston retainer boss.
Intermediate shaft is snug fit in overdrive planetary
gear and overrunning clutch. If overdrive unit will
not seat fully, rotate overdrive output shaft slightly
to align splines and try again.

INPUT SHAFT END PLAY CHECK


(1) Check input shaft end play as follows.
(2) Attach dial indicator to converter housing (Fig.
156). Position indicator plunger against input shaft
and zero indicator.
(3) Move input shaft in and out and record reading.
(4) End play should be 0.86 - 2.13 mm (0.034 0.084 in.).
(5) If end play is incorrect, change intermediate shaft
thrust washer. The thrust washer controls end play and
is available in three thicknesses for adjustment purposes.
BAND ADJUSTMENTS AND INSTALLATION OF
ACCUMULATOR, VALVE BODY, OIL PAN, AND
TORQUE CONVERTER
(1) Install accumulator inner spring, piston and
outer spring (Fig. 157).

46RH TRANSMISSION OVERHAUL

21 - 237

Fig. 158 Park/Neutral Position Switch Seal Position

Fig. 156 Checking Input Shaft End Play

(d) Back off rear band adjusting screw 2 turns.


(e) Hold each adjusting screw in position and
tighten locknut to 34 Nzm (25 ft. lbs.) torque.
(7) Install magnet in oil pan. Magnet seats on
small protrusion at corner of pan.
(8) Position new oil pan gasket on case and install
oil pan. Tighten pan bolts to 17 Nzm (13 ft. lbs.).
(9) Install new valve body manual shaft seal in
case (Fig. 159). Lubricate seal lip and manual shaft
with petroleum jelly. Start seal over shaft and into
case. Seat seal with 15/16 inch, deep well socket.

Fig. 157 Installing Accumulator Piston And Springs


(2) Verify that park/neutral position switch has
not been installed in case. Valve body can not be installed if switch is in position.
(3) Install valve body as follows:
(a) Start park rod into park pawl. If rod will not
slide past park pawl, pawl is engaged in park gear.
Rotate overdrive output shaft with suitable size 12
point socket; this will free pawl and allow rod to engage.
(b) Align and seat valve body on case. Be sure
manual lever shaft and overdrive connector are
fully seated in case.
(c) Install and start all valve body attaching bolts
by hand. Then tighten bolts evenly, in a diagonal pattern to 12 Nzm (105 in. lbs.) torque. Do not overtighten valve body bolts. This could result in
distortion and cross leakage after installation..
(4) Install new filter on valve body. Tighten filter
screws to 4 Nzm (35 in. lbs.).
(5) Install seal on park/neutral position switch
(Fig. 158). Then install and tighten switch to 34 Nzm
(25 ft. lbs.).
(6) Adjust front and rear bands as follows:
(a) Loosen locknut on each band adjusting screw
4-5 turns.
(b) Tighten both adjusting screws to 8 Nzm (72
in. lbs.).
(c) Back off front band adjusting screw 2-7/8 turns.

Fig. 159 Installing Manual Lever Shaft Seal


(10) Install throttle valve and shift selector levers
on valve body manual lever shaft.
(11) Cap or cover transmission openings (cooler line
fittings, filler tube bore, etc.) to prevent dirt entry.
(12) Install and seat torque converter. Use C-clamp or
metal strap to hold converter in place for installation.
Be sure converter is fully seated before installing clamp.
(13) Mount transmission on jack for installation in
vehicle.
(14) Apply small quantity of dielectric grease to terminal pins of solenoid case connector and neutral switch.
CAUTION: The transmission cooler and lines must be
reverse flushed if overhaul corrected a malfunction that
generated sludge, metal particles, or clutch friction material. The torque converter should also be replaced if
contaminated by the same malfunction. Debris and residue not flushed from the cooler and lines will flow
back into the transmission and converter. The result
could be a repeat failure and shop comeback.

21 - 238

42RH/46RH OVERDRIVE UNIT OVERHAUL


42RH/46RH OVERDRIVE UNIT OVERHAUL
INDEX

Direct Clutch and Geartrain Assembly . . . . . .


Governor Overhaul . . . . . . . . . . . . . . . . . . . .
Overdrive Clutch Installation and Adjustment .
Overdrive Component Cleaning and Inspection

page

page

. . . 250
. . . 246
. . . 257
. . 245

Overdrive Geartrain and Case Assembly . . . . . . . 254


Overdrive Geartrain Disassembly . . . . . . . . . . . . . 240
Overdrive Unit Disassembly . . . . . . . . . . . . . . . . . 238

OVERDRIVE UNIT DISASSEMBLY


(1) Remove overdrive piston thrust plate (Fig. 1).
Retain thrust plate. It is a select fit part and can be
reused.

Fig. 3 Removing Overdrive Piston

Fig. 1 Overdrive Piston Thrust Plate Removal/


Installation
(2) Remove intermediate shaft spacer (Fig. 2). Retain spacer. It is a select fit part and can be reused.

Fig. 4 Removing Overdrive Piston Thrust Bearing

Fig. 2 Intermediate Shaft Spacer Location


(3) Remove overdrive piston from retainer (Fig. 3).
(4) Remove overdrive piston thrust bearing from
direct clutch hub (Fig. 4).

(5) Remove overdrive clutch pack retaining ring


(Fig. 5).
(6) Remove overdrive clutch pack (Fig. 6). Note
that thickest plate is positioned at rear of clutch
pack.
(7) Remove overdrive clutch wave spring (Fig. 7).
(8) Remove overdrive clutch reaction snap ring
(Fig. 8). Note that snap ring is located in same
groove as wave spring.

42RH/46RH OVERDRIVE UNIT OVERHAUL

Fig. 5 Removing/Installing Overdrive Clutch Pack


Retaining Ring

21 - 239

Fig. 8 Removing Overdrive Clutch Reaction Snap Ring

Fig. 9 Removing/Installing Locating Ring Access Cover

Fig. 6 Overdrive Clutch Pack Removal

Fig. 7 Removing/Installing Overdrive Clutch Wave


Spring
(9) Remove access cover and gasket from case (Fig.
9). Cover provides access to output shaft front bearing locating ring.
(10) Expand output shaft bearing snap ring with
snap ring pliers. Then push output shaft forward to re-

lease shaft front bearing from locating ring (Fig. 10).

Fig. 10 Releasing Shaft Front Bearing From Locating


Ring

21 - 240

42RH/46RH OVERDRIVE UNIT OVERHAUL

(11) Remove geartrain assembly from housing (Fig.


11). Set geartrain aside.

Fig. 11 Removing Overdrive Geartrain


(12) Remove output shaft front bearing locating
ring and governor support snap ring (Fig. 12).

Fig. 13 Removing Governor Support And Tube


Assembly

Fig. 12 Front Bearing Locating Ring And Governor


Support Snap Ring Location
(13) Remove governor support and tube assembly
from case (Fig. 13).
(14) Remove park pawl retaining bolt and reaction
plug snap ring (Fig. 14). Compress snap ring only
enough to remove it. Snap ring can be distorted if
overcompressed.
(15) Remove park pawl shaft, park pawl, pawl
spring and reaction plug (Fig. 14).
(16) Remove output shaft rear bearing snap ring
(Fig. 15). Remove snap ring with long jaw internal
type snap ring pliers. Or, rotate snap ring until one
end is adjacent to notch in case. Then unseat ring
with extra long flat blade screwdriver.
(17) Remove rear bearing by tapping overdrive
case on wood block to dislodge bearing.

Fig. 14 Park Lock Component Removal

OVERDRIVE GEARTRAIN DISASSEMBLY


(1) Remove E-clip from one end of governor valve
shaft and remove shaft and valve (Fig. 16).
(2) Remove governor snap ring (fig. 17).
(3) Remove governor body and drive as assembly
(Fig. 18). Set assembly aside for disassembly, inspection, and overhaul. Refer to Governor Overhaul procedures.
(4) Remove governor drive key (Fig. 19).
(5) Remove output shaft front bearing snap ring
(Fig. 20).

42RH/46RH OVERDRIVE UNIT OVERHAUL

21 - 241

Fig. 15 Output Shaft Rear Bearing And Snap Ring


Location

Fig. 18 Removing/Installing Governor Body And


Drive Assembly

Fig. 16 Governor Valve And Shaft Removal/


Installation

Fig. 19 Removing Governor Drive Key

Fig. 17 Removing/Installing Governor Snap Ring

Fig. 20 Removing/Installing Front Bearing Snap


Ring

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42RH/46RH OVERDRIVE UNIT OVERHAUL

(6) Remove front bearing from output shaft (Fig.


21).

Fig. 21 Removing/Installing Output Shaft Front


Bearing
WARNING: THE NEXT STEP IN GEARTRAIN DISASSEMBLY INVOLVES COMPRESSING THE DIRECT
CLUTCH SPRING. IT IS EXTREMELY IMPORTANT
THAT PROPER EQUIPMENT BE USED TO COMPRESS THE SPRING AS SPRING FORCE IS APPROXIMATELY 830
POUNDS.
USE
SPRING
COMPRESSOR TOOL 6227-1 AND A HYDRAULIC
SHOP PRESS WITH A MINIMUM RAM TRAVEL OF
5-6 INCHES. THE PRESS MUST ALSO HAVE A BED
THAT CAN BE ADJUSTED UP OR DOWN AS REQUIRED. RELEASE CLUTCH SPRING TENSION
SLOWLY AND COMPLETELY TO AVOID PERSONAL
INJURY.
(7) Mount geartrain in shop press
(8) Position Compressor Tool 6227-1 on clutch hub
(Fig. 22). Support output shaft flange with steel
press plates as shown and center assembly under
press ram.
(9) Apply press pressure slowly. Compress hub and
spring far enough to expose clutch hub retaining ring
and relieve spring pressure on clutch pack snap ring
(Fig. 22).
(10) Remove direct clutch pack snap ring first (Fig.
22).
(11) Remove direct clutch hub retaining ring (Fig.
23).
(12) Release press load on clutch spring slowly
and completely. Remove press tools and geartrain.

Fig. 22 Removing Direct Clutch Pack Snap Ring

Fig. 23 Removing Direct Clutch Hub Retaining Ring

42RH/46RH OVERDRIVE UNIT OVERHAUL


(13) Remove direct clutch pack from hub (Fig. 24).

21 - 243

(16) Remove overrunning clutch assembly with external type snap ring pliers (Fig. 27). Insert pliers
into clutch hub. Expand pliers to grip hub splines
and remove clutch with counterclockwise, twisting
motion.

Fig. 24 Direct Clutch Pack Removal


(14) Remove direct clutch hub and spring (Fig. 25).

Fig. 27 Removing Overrunning Clutch Assembly


(17) Remove thrust bearing from overrunning
clutch hub (Fig. 28).
(18) Remove overrunning clutch from hub (Fig.
28).

Fig. 25 Direct Clutch Hub And Spring Removal


(15) Remove sun gear and spring plate, planetary
thrust bearing and planetary gear (Fig. 26).

Fig. 26 Removing Sun Gear/Thrust Bearing/Planetary


Gear

Fig. 28 Overrunning Clutch Components

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42RH/46RH OVERDRIVE UNIT OVERHAUL

(19) Mark position of annulus gear and direct


clutch drum for assembly alignment reference (Fig.
29). Use small center punch or scriber to make alignment marks.

Fig. 31 Removing Clutch Drum Outer Retaining


Ring

Fig. 29 Marking Direct Clutch Drum And Annulus


Gear For Assembly Alignment
(20) Remove direct clutch drum rear retaining ring
(Fig. 30).

Fig. 32 Marking Annulus Gear And Output Shaft For


Assembly Alignment

Fig. 30 Removing Clutch Drum Inner Retaining Ring


(21) Remove direct clutch drum outer retaining
ring (Fig. 31).
(22) Mark annulus gear and output shaft for assembly alignment reference (Fig. 32).
(23) Remove annulus gear from output shaft (Fig.
33). Use rawhide or plastic mallet to tap gear off
shaft.
(24) Remove output shaft front bearing if not previously removed.

Fig. 33 Removing Annulus Gear

42RH/46RH OVERDRIVE UNIT OVERHAUL

21 - 245

Fig. 34 Overdrive Geartrain Components

OVERDRIVE COMPONENT CLEANING AND


INSPECTION
Clean the geartrain (Fig. 34) and case components
(Fig. 35) with solvent. Dry all parts except the bearings with compressed air. Allow bearings to air dry.
Do not use shop towels for wiping parts dry unless
the towels are made from a lint-free material. A sufficient quantity of lint (from shop towels, cloths, rags,
etc.) could plug the transmission filter and fluid passages.
Discard the old case gasket and seals. Do not attempt to salvage these parts. They are not reusable.
Replace any of the overdrive unit snap rings if distorted or damaged.
Minor nicks or scratches on components can be
smoothed with crocus cloth. However, do not attempt
to reduce severe scoring on any components with
abrasive materials. Replace severely scored components; do not try to salvage them.
Check condition of the park lock components and
the overdrive case (Fig. 36).
Replace the case if cracked, scored, or damaged.
Replace the park lock pawl, plug, or spring if worn or
damaged. Be sure the bullet at the end of the park
lock rod is in good condition. Replace the rod if the
bullet is worn or the rod itself is bent or distorted.
Do not attempt to straighten the rod.

Check the bushings in the overdrive case. Replace


the bushings if severely scored or worn. Also replace
the case seal if loose, distorted, or damaged.
Examine the overdrive and direct clutch discs and
plates (Fig. 34). Replace the discs if the facing is
worn, severely scored, or burned and flaking off. Replace the clutch plates if worn, heavily scored, or
cracked. Check the lugs on the clutch plates for wear.
The plates should slide freely in the drum. Replace
the plates or drum if binding occurs.
Check condition of the annulus gear, direct clutch
hub, clutch drum and clutch spring (Fig. 34). Replace
the gear, hub and drum if worn or damaged. Replace
the spring if collapsed, distorted, or cracked.
Be sure the splines and lugs on the gear, drum and
hub are in good condition. The clutch plates and
discs should slide freely in these components.
Inspect the thrust bearings and spring plate (Fig.
34). Replace the plate if worn or scored. Replace the
bearings if rough, noisy, brinnelled, or worn.
Inspect the planetary gear assembly and the sun
gear and bushings (Fig. 34). If either the sun gear or
the bushings are damaged, replace the gear and
bushings as an assembly. The gear and bushings are
not serviced separately.

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42RH/46RH OVERDRIVE UNIT OVERHAUL

Fig. 35 Overdrive Case And Park Lock Components


The planetary carrier and pinions must be in good
condition. Also be sure the pinion pins are secure and
in good condition. Replace the carrier if worn or damaged.
Inspect the overrunning clutch and race. The race
surface should be smooth and free of scores. Replace
the overrunning clutch assembly or the race if either
assembly is worn or damaged in any way.
Inspect the output shaft and governor components
(Fig. 36). Replace the shaft pilot bushing and inner
bushing if damaged. Replace either shaft bearing if
rough or noisy. Replace the bearing snap rings if distorted or cracked.
Check the machined surfaces on the output shaft.
These surfaces should clean and smooth. Very minor
nicks or scratches can be smoothed with crocus cloth.
Replace the shaft if worn, scored or damaged in any
way.
Inspect the output shaft bushings (Fig. 36). The
small bushing is the intermediate shaft pilot bushing. The large bushing is the overrunning clutch hub
bushing. Replace either bushing if scored, pitted,
cracked, or worn.
The bushings can be removed with blind hole
puller tools such as Snap-On set CG40CB for small
bushings and set CG46 for large bushings. New

bushings can be installed with tools from an all purpose installer kit such as the Snap-On A257 bushing
driver set.

Fig. 36 Output Shaft Bushing Location

GOVERNOR OVERHAUL
Governor Changes
1992 and later overdrive units have an aluminum
governor valve and different output shaft; the shaft
is spotfaced for valve end clearance. The aluminum

42RH/46RH OVERDRIVE UNIT OVERHAUL

21 - 247

Fig. 37 Governor Components


valve can only be used with a spotfaced shaft which
requires that the governor body and shaft be properly indexed at reassembly.
A 3-stage governor weight assembly has entered
production as a running change. The assembly consists of the outer weight, a smaller weight spring, the
inner weight, and a new intermediate weight. The
sleeve-like intermediate weight fits inside the outer
weight and the inner weight fits inside the new intermediate weight.
A steel outer weight was used in 1993 models. An
aluminum outer weight was used starting with 1994
models. Only the aluminum weight assembly will be
supplied for service.
The governor body was also changed. A retainer
washer was added to help secure the outer weight in
the bore; the washer backs up the original snap ring
which is still used. The governor body on 1994 models was also changed. The weight assembly bore is
slightly longer on these models.

GOVERNOR DISASSEMBLY
(1) Remove snap ring and washer that retain governor weight assembly in governor body (Fig. 38).
(2) Remove governor weight assembly from governor body.
(3) Note position of governor body on drive for installation reference.

Fig. 38 Retainer Washer And Snap Ring Removal

21 - 248

42RH/46RH OVERDRIVE UNIT OVERHAUL

(4) Clamp edge of governor drive in vise equipped


with brass protective jaws. Then loosen governor
body attaching bolts.
(5) Remove bolts attaching governor body to drive.
(6) Remove governor body (Fig. 39).
(7) Remove filter from governor drive. Note position of filter for assembly reference (Fig. 39).

Fig. 40 Inner Weight Snap Ring Removal/Installation

Fig. 39 Governor Body And Filter Position On Drive

move them. Replace the support and oil tubes as


an assembly if either part is damaged.
Check condition of the governor snap rings. Replace any snap ring that appears bent or distorted, or
condition is doubtful.
Inspect the governor body for damage. Replace it if
cracked, or if the bores are worn.

(8) Disassemble governor weight components:


(a) Remove inner weight and intermediate
weight from outer weight.
(b) Position intermediate weight on suitable size
socket (Fig. 40).
(c) Push inner weight downward with nut driver
tool. Then remove inner weight snap ring with
Plier Tool 6823 (Fig. 40).
(d) Remove inner weight and spring from intermediate weight.

GOVERNOR ASSEMBLY
(1) Lubricate governor components with Mopar
ATF Plus transmission fluid during assembly.
(2) Install new seal rings on governor drive as follows:
(a) Compress (squeeze) each seal over center before installation (Fig. 41); this provides tighter ring
fit on drive.
(b) Carefully work seal into each groove of drive.
Avoid overspreading seals during installation to ensure tight fit.

Governor Inspection
Check condition of the governor components. Check
operation of the governor valve, weights and shaft.
The valves and weights should slide freely in the
governor body.
Check condition of the governor drive seal rings.
Replace the seal rings only if they exhibit wear or
damage. Be sure the seal ring grooves in the drive
are in good condition as well.
Inspect the governor support and oil pressure tubes.
The tubes must not be pinched, kinked, collapsed, or
distorted. Blow them out with compressed air to clear
them. The tubes are designed to be a slip fit in the piston retainer boss. Do not modify the tube ends in an effort to make them fit tighter. Both tubes are an
integral part of the support. Do not attempt to re-

Fig. 41 Compressing Seal Rings

42RH/46RH OVERDRIVE UNIT OVERHAUL

21 - 249

(c) Verify that diagonally cut ring ends are properly interlocked (Fig. 42).

Fig. 42 Governor Drive Seal Rings Installed


(3) Insert filter in governor drive. Filter goes in
hole to right of key slot (Fig. 43).
(4) Align and position governor body on drive. Be
sure filter is seated in recess in governor body (Fig.
43).
(5) Install and tighten governor body bolts snug
but not to specified torque at this time.
(6) Assemble governor weight components (Fig.
44).
(a) Be sure weights are clean; then lubricate
them with ATF Plus.
(b) Insert spring and inner weight in intermediate weight. Position intermediate weight on suitable size socket (Fig. 40).

Fig. 43 Governor Body And Filter Installation


(c) Press inner weight downward with nutdriver
and install inner weight snap ring with Tool 6823
(Fig. 40).
(d) Set weight assembly aside temporarily.
Assembly will not be installed until after governor drive is seated on output shaft.
(7) Lubricate seal rings, drive hub and governor
body bores with Mopar ATF Plus. Then set assembly
aside until final installation on output shaft.

Fig. 44 Governor Weight Components

21 - 250

42RH/46RH OVERDRIVE UNIT OVERHAUL

DIRECT CLUTCH AND GEARTRAIN ASSEMBLY


(1) Soak direct clutch and overdrive clutch discs in
Mopar ATF Plus before installation. Also lubricate
geartrain components with ATF Plus during reassembly.
(2) Install new pilot bushing and clutch hub bushing in output shaft if necessary (Fig. 45). Lubricate
new (or old) bushings with petroleum jelly.
(3) Install front bearing and bearing snap ring on
output shaft (Fig. 45)
(4) Align and install annulus gear on output shaft
(Fig. 45).
(5) Install annulus snap ring (Fig. 45).

Fig. 47 Installing Clutch Drum Inner Retaining Ring


Note that clutch only fits one way. Shoulder on
clutch should seat in small recess at edge of
hub.
(10) Install thrust bearing on overrunning clutch
hub (Fig. 49). Use petroleum jelly to hold bearing in
place during installation. Bearing fits one way
only. Be sure bearing is seated squarely against
hub. Reposition bearing if it does not seat
squarely.

Fig. 45 Installing Annulus Gear And Snap Ring


(6) Align and install clutch drum on annulus gear
(Fig. 46). Be sure drum is engaged in annulus gear
lugs.
(7) Install clutch drum outer retaining ring (Fig.
46).

Fig. 48 Assembling Overrunning Clutch And Hub

Fig. 46 Clutch Drum And Outer Retaining Ring


Installation
(8) Slide clutch drum forward and install inner retaining ring (Fig. 47).
(9) Install overrunning clutch on hub (Fig. 48).

(11) Install overrunning clutch (Fig. 50). Insert


snap ring pliers in hub splines. Expand pliers to grip
hub. Then install assembly with counterclockwise,
twisting motion.
(12) Install planetary gear in annulus gear (Fig.
51). Be sure planetary pinions are fully seated
in annulus gear before proceeding.
(13) Install direct clutch spring plate on sun gear.
Then secure plate to sun gear with snap ring (Fig.
52). Shoulder side of plate should face outward and
toward front.
(14) Coat planetary thrust bearing and bearing
contact surface of spring plate with petroleum jelly.

42RH/46RH OVERDRIVE UNIT OVERHAUL

Fig. 49 Installing Overrunning Clutch Thrust


Bearing

21 - 251

Fig. 51 Planetary Gear Installation

Fig. 52 Sun Gear And Spring Plate Assembly

Fig. 50 Overrunning Clutch Installation


This will help hold bearing in place during installation.
(15) Install planetary thrust bearing on sun gear
(Fig. 53). Slide bearing onto gear and seat it against
spring plate as shown. Bearing fits one way only.
If it does not seat squarely against spring plate,
remove and reposition bearing.

Fig. 53 Installing Planetary Thrust Bearing


(16) Install assembled sun gear, spring plate and
thrust bearing (Fig. 54). Be sure sun gear and thrust
bearing are fully seated before proceeding.
(17) Align splines in hubs of planetary gear and
overrunning clutch with Alignment Tool 6227-2 (Fig.

21 - 252

42RH/46RH OVERDRIVE UNIT OVERHAUL

Fig. 54 Sun Gear Installation


55). Insert tool through sun gear and into splines of
both hubs. Be sure alignment tool is fully seated before proceeding.
(18) Install direct clutch spring. Be sure spring is
properly seated on spring plate (Fig. 55).
(19) Assemble direct clutch pack for installation on
hub (Fig. 56).
(20) Install direct clutch reaction plate on clutch
hub. Note that one side of reaction plate is
counterbored. Be sure this side faces rearward.
Splines at rear of hub are raised slightly and

Fig. 55 Direct Clutch Spring Installation


counterbore in plate fits over these splines.
Plate should be flush with this end of hub (Fig.
57).
(21) Install remainder of direct clutch components
as follows:

Fig. 56 Direct Clutch Pack Components

42RH/46RH OVERDRIVE UNIT OVERHAUL

21 - 253

Fig. 58 Correct Position Of Direct Clutch Pressure


Plate

Fig. 57 Correct Position Of Direct Clutch Reaction


Plate
(a) Install first clutch disc on reaction plate followed by a steel plate.
(b) Alternately install remaining clutch discs and
steel plates until required number are installed
(Fig. 56):
42RH requires 6 clutch discs and 5 steel plates
46RH requires 8 discs and 7 steel plates
(c) Last clutch pack item installed is clutch pressure plate. Be sure plate is installed with shoulder
side of plate facing upward (Fig. 58).
(22) Install clutch hub and clutch pack on direct
clutch spring (Fig. 59).
(23) Mount geartrain assembly in shop press (Fig.
60)
WARNING: THE NEXT STEP IN GEARTRAIN ASSEMBLY INVOLVES COMPRESSING THE DIRECT
CLUTCH HUB AND SPRING. IT IS EXTREMELY IMPORTANT THAT PROPER EQUIPMENT BE USED TO
COMPRESS THE SPRING AS SPRING FORCE IS APPROXIMATELY 800 POUNDS. USE SPRING COMPRESSOR TOOL C-6227-1 AND A HYDRAULIC-TYPE
SHOP PRESS WITH A MINIMUM RAM TRAVEL OF
5-6 INCHES. THE PRESS MUST ALSO HAVE A BED
THAT CAN BE ADJUSTED UP OR DOWN AS RE-

Fig. 59 Installing Assembled Direct Clutch Pack And


Hub
QUIRED. RELEASE CLUTCH SPRING TENSION
SLOWLY AND COMPLETELY TO AVOID PERSONAL
INJURY.
(24) Position Compressor Tool 6227-2 on clutch hub
(Fig. 60).
(25) Slide direct clutch pack upwards on hub (Fig.
60). Slide pack upward and set it partially on edge of
hub and compressor tool as shown in Figure 60.

21 - 254

42RH/46RH OVERDRIVE UNIT OVERHAUL


(29) Install clutch hub retaining ring (Fig. 63). Be
very sure retaining ring is fully seated in sun
gear ring groove.
(30) Slowly release press ram, remove compressor
tools and remove geartrain assembly.

Fig. 62 Installing Direct Clutch Pack Snap Ring

Fig. 60 Mounting Geartrain Assembly In Shop Press


(26) Slowly compress clutch hub and spring (Fig.
61). Compress spring and hub only enough to expose
ring grooves for clutch pack snap ring and clutch hub
retaining ring.
(27) Realign clutch pack on hub and seat clutch
discs and plates in clutch drum (Fig. 61).

Fig. 63 Installing Clutch Hub Retaining Ring

OVERDRIVE GEARTRAIN AND CASE ASSEMBLY

Fig. 61 Seating Clutch Pack In Drum


(28) Install direct clutch pack snap ring (Fig. 62).
Be very sure snap ring is fully seated in clutch
drum ring groove.

(1) Install front bearing and snap ring on output


shaft (Fig. 64). Be sure locating ring groove in
bearing is toward rear of shaft. Otherwise,
housing locating ring and bearing ring groove
will not align. Remove and reposition bearing if
necessary.
(2) Install governor drive key in output shaft (Fig.
64). Use petroleum jelly to hold key in place if necessary.
(3) Install governor body and drive assembly on
output shaft as follows (Fig. 65).
(a) Be sure drive key is fully engaged in shaft
drive slot.
(b) Align key with slot in governor drive and
slide drive assembly into place. To avoid displacing

42RH/46RH OVERDRIVE UNIT OVERHAUL

21 - 255

(5) Install retainer washer and snap ring that secure governor weight assembly in governor body (Fig.
67).

Fig. 64 Front Bearing And Drive Key Installation


drive key, reach through weight opening in governor body with fingers and guide key into place.

Fig. 67 Governor Weight Retainer Washer And Snap


Ring Installation
(6) Verify that governor valve shaft bores in governor body and output shaft are aligned.
(7) Install governor valve in body bore. Large diameter end of valve faces outward. Then install governor valve shaft and secure it with E-clips.

Fig. 65 Governor Assembly Installation


(4) Install governor weight assembly in governor
body (Fig. 66).

Fig. 66 Installing Governor Weight Assembly

CAUTION: Be very sure the E-clips are fully seated


in the valve shaft grooves and that the rounded
sides of the clips are facing outward. Otherwise, the
clips will pop off the shaft causing a governor failure.
(8) Install governor assembly snap ring (Fig. 68).

Fig. 68 Governor Snap Ring Installation

21 - 256

42RH/46RH OVERDRIVE UNIT OVERHAUL

(9) Apply 1-2 drops of Loctite Wick N Lock to


threads of governor body attaching bolts. Then
tighten bolts to 11 Nzm (8 ft. lbs.) torque.
(10) Install output shaft rear bearing in case and
install bearing snap ring. Be sure snap ring is fully
seated.
(11) Position park pawl and spring in case and install park pawl shaft (Fig. 14). Verify that spring end
is hooked to pawl and straight end of spring
(12) Install pawl shaft retaining bolt. Tighten bolt
to 27 Nzm (20 ft. lbs.) torque.
(13) Install park lock reaction plug. Note that
plug has locating pin at rear (Fig. 69). Be sure
pin is seated in hole in case before installing
snap ring.
(14) Install reaction plug snap ring (Fig. 70). Compress snap ring only enough for installation; do
not distort it.

Fig. 69 Reaction Plug Locating Pin And Snap Ring

Fig. 70 Reaction Plug And Snap Ring Installation


(15) Install alignment clip on governor tubes (Fig.
71). Slide clip up against shoulder on each tube.
(16) Install governor support and pressure tubes in
case (Fig. 72).
(17) Install governor support snap ring (Fig. 73).
(18) Install output shaft front bearing locating ring
in case (Fig. 74).

Fig. 71 Positioning Governor Tube Alignment Clip

Fig. 72 Installing Governor Support And Pressure


Tubes

Fig. 73 Installing Governor Support Snap Ring


(19) Support geartrain on Tool 6227-1 (Fig. 75). Be
sure tool is securely seated in clutch hub.
(20) Install overdrive unit case over geartrain (Fig.
75).
(21) Expand front bearing locating ring with snap
ring pliers. Then slide case downward until locating
ring locks in bearing groove and release snap ring.

42RH/46RH OVERDRIVE UNIT OVERHAUL

21 - 257

Fig. 74 Front Bearing Locating Ring Installation


(22) Install locating ring access plate and gasket in
overdrive unit case (Fig. 9).

OVERDRIVE CLUTCH INSTALLATION AND


ADJUSTMENT
(1) Verify clutch pack requirements (Fig. 76):
42RH requires 3 clutch discs and 2 steel plates
46RH requires 4 clutch discs and 3 steel plates
(2) Install clutch pack reaction ring first. Reaction
ring is flat with notched ends (Fig. 77).

Fig. 75 Installing Overdrive Case On Geartrain


(3) Install wave spring on top of reaction ring. Reaction ring and wave spring both fit in same
ring groove. Use screwdriver to seat each part securely in groove.

Fig. 76 Overdrive Clutch Pack Components

21 - 258

42RH/46RH OVERDRIVE UNIT OVERHAUL

(4) Install
(5) Install
plate.
(6) Install
same order.
(7) Install
(8) Install
(Fig. 77).

clutch pack reaction plate (Fig. 76).


first clutch disc followed by first clutch
remaining clutch discs and plates in
clutch pack pressure plate (Fig. 76).
wire-type clutch pack retaining ring

Fig. 78 Shaft End Play Measurement

Fig. 77 Overdrive Clutch Ring Identification


(9) Place overdrive unit in vertical position and
mount unit in vise or in workbench with appropriate
size mounting hole cut into it. Be sure unit is facing
upward for access to direct clutch hub.
(10) Determine correct thickness intermediate
shaft spacer as follows:
(a) Insert Special Tool 6312 through sun gear,
planetary gear and into pilot bushing in output
shaft. Be sure tool bottoms against planetary
shoulder.
(b) Position Gauge Tool 6311 across face of overdrive case (Fig. 78). Then position Dial Caliper
C-4962 over gauge tool.
(c) Extend sliding scale of dial caliper downward
through gauge tool slot until scale contacts end of
Gauge Alignment Tool 6312. Lock scale in place.
Remove dial caliper tool and note distance measured (Fig. 78).
(d) Select proper thickness end play spacer from
spacer chart based on distance measured (Fig. 79).
(e) Remove Gauge Alignment Tool 6312.
(11) Determine correct thickness overdrive piston thrust plate as follows:
(a) Position Gauge Tool 6311 across face of overdrive case. Then position Dial Caliper C-4962 over
gauge tool (Fig. 80).

Fig. 79 Intermediate Shaft End Play Spacer


Selection

Fig. 80 Overdrive Piston Thrust Plate Measurement

42RH/46RH OVERDRIVE UNIT OVERHAUL

21 - 259

(b) Measure distance to clutch hub thrust bearing seat at four points 90 apart. Then average
measurements by adding them and dividing by 4.
(c) Select and install required thrust plate from
information in thrust plate chart (Fig. 81).
(12) Leave Alignment Tool 6227-2 in place. Tool
will keep planetary and clutch hub splines in alignment until overdrive unit is ready for installation on
transmission.

Fig. 81 Overdrive Piston Thrust Plate Selection

21 - 260

NP231 TRANSFER CASE


NP231 TRANSFER CASE
INDEX
page

General Information . . . .
NP31 Service Diagnosis
Operating Ranges . . . . .
Recommended Lubricant
Shift Linkage Adjustment
Shift Mechanism . . . . . .
Speedometer Service . .

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260
263
261
262
264
261
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GENERAL INFORMATION
The NP231 is a part-time transfer case with a low
range reduction gear system (Fig. 1). The NP231 has

page
Transfer
Transfer
Transfer
Transfer
Transfer
Transfer
Transfer

Case Assembly . . . . . . . . . . . .
Case Disassembly and Overhaul
Case Identification . . . . . . . . . .
Case In-Vehicle Service . . . . . .
Case Installation . . . . . . . . . . .
Case Removal . . . . . . . . . . . . .
Case Specifications . . . . . . . . .

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267
261
265
266
266
262

three operating ranges plus a Neutral position. A low


range system provides a reduction ratio for increased
low speed torque capability.

Fig. 1 NP231 Transfer Case

NP231 TRANSFER CASE

21 - 261

Fig. 2 Transmission/Transfer Case Shift Levers And Bezels


Two versions of the NP231 are used. One version
retains the synchronizer components used in previous models. A newly introduced version does not have
synchro components.

OPERATING RANGES
Transfer case operating ranges are:
2-wheel drive high (2H)
4-wheel drive high (4H)
4-wheel drive low (4H)
The 2H range is for use on all road surfaces. The
4H and 4L ranges are for off-road use only. Use these
ranges on low traction surfaces such as sand, dirt, or
snow covered roads only.

SHIFT MECHANISM
Operating ranges are selected with a floor mounted
shift lever (Fig 2). The shift lever is connected to the
transfer case range lever by an adjustable linkage
rod.
A straight line shift pattern is used. Range positions are marked on the shifter knob and bezel cover
plate. A synchronizer assembly in the transfer case
allows the unit to be shifted between two and four
high ranges while in motion.

TRANSFER CASE IDENTIFICATION


A circular ID tag is attached to the rear case of
each NP231 transfer case (Fig. 3). The ID tag provides the transfer case model number, assembly
number, serial number and low range ratio.
The transfer case serial number also represents the
date of build. For example, a serial number of 117-94 would represent November 7, 1994.

21 - 262

NP231 TRANSFER CASE


any type of anti-friction, or similar additives in the
NP231 transfer case. Use recommended lubricants
only.
NP231 lubricant capacity is approximately 1.2 liters (2.5 pints). Correct fill level is to the bottom edge
of the fill plug hole.

TRANSFER CASE SPECIFICATIONS


The NP231 transfer case torque specifications are
provided at the end of Group 21. Recommended lubricants and adjustments are included in the overhaul section.

Fig. 3 Transfer Case Identification Tag

RECOMMENDED LUBRICANT
Recommended lubricants are Mopar Dexron II, or
ATF Plus automatic transmission fluid. Do not use

NP231 TRANSFER CASE


NP231 SERVICE DIAGNOSIS

21 - 263

21 - 264

NP231 TRANSFER CASE

SHIFT LINKAGE ADJUSTMENT


(1) Shift transfer case into 4H position.
(2) Secure shift lever in 4H position. Use wire, or
tape to hold lever in place if necessary.
(3) Raise vehicle.
(4) Loosen lock bolt that secures shift rod in adjusting swivel (Fig. 4).
(5) Make sure shift rod slides freely in adjusting
swivel. Lube rod and swivel if necessary.
(6) Verify that transfer case range lever is in 4H
detent.
(7) Center pin on adjusting swivel in shift arm and
tighten lock bolt to 10 Nzm (90 in. lbs.) torque.
(8) Lower vehicle just enough to enter vehicle. Be
sure all wheels are off shop floor. Then start engine,
shift transmission into gear, and shift transfer case
through all ranges to verify correct adjustment.

SPEEDOMETER SERVICE
Rear axle gear ratio and tire size determine pinion
gear requirements. If the gear must be replaced, refer to the parts catalogue for the correct gear.

SPEEDOMETER ASSEMBLY REMOVAL


(1) Raise vehicle.
(2) Disconnect wires from vehicle speed sensor.
(3) Remove adapter clamp and screw (Fig. 5).
(4) Remove speed sensor and speedometer adapter
as assembly.
(5) Remove speed sensor retaining screw and remove sensor from adapter.
(6) Remove speedometer pinion from adapter.
(7) Inspect sensor and adapter O-rings (Fig. 5). Remove and discard O-rings if worn or damaged.

(8) Inspect terminal pins in speed sensor. Clean


pins with Mopar electrical spray cleaner if dirty or
oxidized. Replace sensor if faulty, or pins are loose,
severely corroded, or damaged.

SPEEDOMETER INSTALLATION AND


INDEXING
(1) Thoroughly clean adapter flange and adapter
mounting surface in housing. Surfaces must be clean
for proper adapter alignment and speedometer operation.
(2) Install new O-rings on speed sensor and speedometer adapter if necessary (Fig. 5).
(3) Lubricate sensor and adapter O-rings with
transmission fluid.
(4) Install vehicle speed sensor in speedometer
adapter. Tighten sensor attaching screw to 2-3 Nzm
(15-27 in. lbs.) torque.
(5) Install speedometer pinion in adapter.
(6) Count number of teeth on speedometer pinion.
Do this before installing assembly in housing. Then
lubricate pinion teeth with transmission fluid.
(7) Note index numbers on adapter body (Fig. 6).
These numbers will correspond to number of teeth on
pinion.
(8) Install speedometer assembly in housing.
(9) Rotate adapter until required range numbers
are at 6 o-clock position. Be sure range index numbers correspond to number of teeth on pinion gear.
(10) Install speedometer adapter clamp and retaining screw. Tighten clamp screw to 10-12 Nzm (90-110
in. lbs.) torque.
(11) Connect wires to vehicle speed sensor.

Fig. 4 Transfer Case Shift Linkage

NP231 TRANSFER CASE

21 - 265

Fig. 5 Speedometer Components


(12) Lower vehicle and top off transmission fluid
level if necessary.

(3) Disconnect propeller shaft (or shafts) and secure them to the underside of the vehicle with mechanics wire.
(4) Remove speed sensor, speedometer adapter and
pinion. Refer to procedure in this section.
(5) Remove extension housing bolts.
(6) Tap extension housing in clockwise direction to
break sealer bead and remove housing (Fig. 7). Use
plastic mallet only to loosen housing.

Fig. 6 Location Of Index Numbers On Speedometer


Adapter

TRANSFER CASE IN-VEHICLE SERVICE


The extension housing, housing seal and bushing,
rear retainer, rear bearing and seal and oil pump can
all be serviced without having to remove the transfer
case.
The following combined procedure outlines removal
and installation of these components.

EXTENSION HOUSING/REAR RETAINER/OIL


PUMP REMOVAL
(1) Raise vehicle and drain transfer case fluid.
(2) Mark propeller shaft and axle yokes for assembly reference.

Fig. 7 Loosening/Removing Extension Housing

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NP231 TRANSFER CASE

(7) Remove extension housing bushing and seal if


they are to be serviced.
(8) Remove rear bearing snap ring (Fig. 8).
(9) Remove rear retainer bolts and remove retainer
by prying upward at retainer tabs (Fig. 9).

(15) Install extension housing. Tighten housing


bolts to 30 Nzm (22 ft. lbs.) torque.
(16) Install and index speedometer components.
Refer to procedure in this section.
(17) Align and connect propeller shafts.
(18) Fill transfer case to bottom edge of fill plug
hole with Mopar Dexron II, or ATF Plus transmission
fluid.
(19) Lower vehicle.

TRANSFER CASE REMOVAL

Fig. 8 Removing/Installing Rear Bearing Snap Ring

(1) Raise vehicle on hoist.


(2) Remove transfer case skid plate, if equipped.
(3) Mark front and rear propeller shafts and
U-joints for installation reference. Then disconnect
and remove both propeller shafts.
(4) Disconnect distance sensor wires at transfer
case and disconnect speedometer cable, if equipped.
(5) Disconnect harness wires at transfer case
switch.
(6) Disconnect vent hose from tube on transfer
case.
(7) Disconnect transfer case shift linkage at range
lever. Then remove linkage bracket bolts and remove
linkage and bracket from transfer case. Move linkage
aside for clearance.
(8) Remove nuts attaching transfer case to transmission adapter housing.
(9) Remove transfer case with aid of helper. Support transfer case with transmission jack. Move
transfer case rearward, tilt it away from fixed rear
crossmember and work it out from between transmission and crossmember.

TRANSFER CASE INSTALLATION

Fig. 9 Rear Retainer Removal


(10) The rear bearing, shaft seal and oil pump are
accessible for service once the rear retainer has been
removed.
(11) Clean extension housing and retainer with solvent. Then clean sealing surfaces of rear case, rear
retainer and extension housing.
(12) Install replacement shaft seal, oil pump, rear
bearing, housing bushing and seal, or speedometer
components as needed.
(13) Apply bead of sealer to sealing surfaces of rear
retainer and extension housing. Allow sealer to skin
harden before installation. Use Mopar Gasket Maker
or silicone adhesive/sealant.
(14) Align and install rear retainer. Secure rear
bearing with snap ring. Tighten retainer bolts to 30
Nzm (22 ft. lbs.) torque.

(1) Install transfer case (Fig. 10). Align and position transfer case with transmission jack or with aid
of helper. Tilt case upward and work into position on
transmission mounting studs.

Fig. 10 Transfer Case Mounting

NP231 TRANSFER CASE


(2) Install and tighten transfer case attaching
nuts. Tighten nuts to 47 Nzm (35 ft. lbs.) if case has
3/8 diameter studs. Tighten nuts to 35Nzm (26 ft.
lbs.) if case has 5/16 diameter studs.
(3) Install and connect transfer case shift rod to
range lever.
(4) Connect vehicle speed sensor wires.
(5) Align and install front and rear propeller
shafts. Tighten U-joint clamp bolts to 19 Nzm (170 in.
lbs.) torque.
(6) Connect wire harness to switch on transfer
case.
(7) Connect vent hose to tube on transfer case (Fig.
11).
(8) Check transfer case fluid level. Correct level is
to edge of fill plug hole. Be sure transfer case is level
before checking or adding fluid.
(9) Install transfer case skid plate, if equipped.
(10) Lower vehicle.
(11) Check and adjust transfer case shift linkage if
necessary.

21 - 267

stop ring. During overhaul, note which version


is being serviced and order needed parts accordingly.
(1) Remove fill and drain plugs. Also remove
speedometer adapter and pinion if not previously removed.
(2) Remove front yoke. Discard yoke seal washer
and nut. They should not be reused.
(3) Move transfer case range lever rearward to 4L
position.
(4) Remove extension housing attaching bolts.
(5) Tap extension housing in clockwise direction to
break sealer bead and remove housing (Fig. 1).
CAUTION: To avoid damaging the sealing surfaces
of the extension housing and rear retainer, do not
pry or wedge the housing off the retainer.

Fig. 1 Extension Housing Removal


(6) Remove rear bearing snap ring (Fig. 2).

Fig. 11 Transfer Case Vent Hose Routing

TRANSFER CASE DISASSEMBLY AND OVERHAUL


Two versions of the NP231 are used in current models. One version retains the synchronizer components used in previous years. A
newly introduced version does not have synchro components. The non-synchro version
does not have a synchro gear, struts, springs, or

Fig. 2 Rear Bearing Snap Ring Removal


(7) Remove rear retainer attaching bolts.
(8) Remove rear retainer. Position screwdriver under each tab on retainer housing (Fig. 3). Then carefully pry retainer upward and off rear case.

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NP231 TRANSFER CASE

CAUTION: Do not pry against the sealing surfaces


of the retainer or rear case. The surfaces could be
damaged.

Fig. 3 Rear Retainer Removal


(9) Remove bolts attaching rear case to front case.
Retain bolts and washers.
(10) Separate rear case from front case (Fig. 4) Insert screwdrivers into slots cast in case ends. Then
gently pry upward to break sealer bead and loosen
rear case.
CAUTION: Do not pry against the sealing surfaces
of the retainer or rear case. The surfaces could be
damaged.

Fig. 5 Rear Case And Oil Pump Removal

Fig. 4 Loosening Rear Case


(11) Remove oil pump and rear case as an assembly (Fig. 5).
(12) Slide oil pickup tube screen out of case pocket.
(13) Remove oil pump and pickup tube as assembly
(Fig. 6).
(14) Disconnect screen from pickup tube and remove screen (Fig. 7).
(15) Remove pickup tube from oil pump (Fig. 7).

Fig. 6 Oil Pump And Pickup Tube Removal


(16) Remove pickup tube O-ring from oil pump
(Fig. 8).
(17) Remove mode spring (Fig. 9).
(18) Tap front output shaft upward with rawhide
mallet to free it from shaft bearing.

NP231 TRANSFER CASE

21 - 269

(19) Remove front output shaft and drive chain


(Fig. 10).

Fig. 7 Removing Oil Screen And Pickup Tube


Fig. 10 Front Output Shaft And Drive Chain
Removal
(20) Remove mainshaft, mode fork and shift rail as
assembly d (Fig. 11).

Fig. 8 Pickup Tube O-Ring Location

Fig. 11 Removing Mainshaft, Mode Fork And Shift


Rail

Fig. 9 Mode Spring Removal

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NP231 TRANSFER CASE

(21) Remove mode fork and shift rail from synchro


sleeve (Fig. 12).

(23) Remove sleeve from hub (Fig. 14).

Fig. 14 Removing Sleeve From Hub


(24) Remove hub from mainshaft. On synchro models, also remove synchro stop ring (Fig. 15).

Fig. 12 Removing Mode Fork And Rail From Sleeve


(22) Remove hub snap ring and remove spacer if
equipped (Fig. 13).

Fig. 15 Hub And Stop Ring Removal


(25) Remove drive sprocket (Fig. 16).

Fig. 13 Hub Snap Ring And Spacer Removal


Fig. 16 Drive Sprocket Removal/Installation

NP231 TRANSFER CASE


(26) Slide range fork pin out of shift sector (Fig. 17).

Fig. 17 Disengaging Range Fork


(27) Remove range fork and shift hub (Fig. 18).

21 - 271

(30) Remove sector shaft bushing and O-ring (Fig. 20).

Fig. 20 Removing/Installing Sector Shaft Bushing


And O-Ring
(31) Remove shift detent plunger, spring and plug
(Fig. 21). Remove O-ring from plug after removal.

Fig. 18 Range Fork And Hub Removal/Installation


(28) Remove range lever from sector shaft.
(29) Remove shift sector (Fig. 19).

Fig. 19 Shift Sector Removal/Installation

Fig. 21 Detent Component Removal


(32) Turn front case over and remove front bearing
retainer bolts (Fig. 22).

Fig. 22 Front Bearing Retainer Bolt Locations

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NP231 TRANSFER CASE

(33) Remove front bearing retainer. Position screwdrivers in retainer slots and lift upward to loosen
and remove retainer (Fig. 23).

Fig. 25 Removing Input And Low Range Gear


Assembly
Fig. 23 Removing Front Bearing Retainer
(34) Remove input gear snap ring (Fig. 24).

Fig. 26 Removing Low Range Gear Snap Ring

Fig. 24 Removing Input Gear Snap Ring


(35) Press input and low range gear assembly out
of input gear bearing with shop press (Fig. 25).
(36) Remove low range gear snap ring (Fig. 26).
(37) Remove retainer, thrust washers and input
gear from low range gear (Fig. 27).
(38) Remove oil seals from rear retainer, rear extension housing, oil pump feed housing and case
halves.
(39) Remove magnet from pocket in front case.

CLEANING AND INSPECTION


Clean the transfer case components thoroughly
with solvent. Remove all traces of sealer from the
case and retainer seal surfaces.
Clean the oil pickup screen with solvent and dry it
with low pressure compressed air. Also use compressed air to remove solvent residue from all oil feed
passages and channels in the case halves.

Fig. 27 Input And Low Range Gear Components


Inspect the splines and bearing surfaces on the
both shafts. Replace either shaft as necessary if wear,
or damage is evident.

NP231 TRANSFER CASE


Check condition of the shift forks, fork pads and
shift rail. Minor scratches/nicks on the rail can be
smoothed with 320/400 grit emery cloth. Replace the
mode fork pads if worn. Replace the range fork if the
pads are worn, missing, or damaged.
On synchro equipped models, inspect the synchro
sleeve, hub, struts, springs, and the stop ring. Replace worn, or damaged parts as necessary.
Do not reuse snap rings that are bent, or distorted.
It is recommended that all snap rings be replaced
during overhaul.
Replace the front yoke nut as it should not be reused. Also replace the rubber seal if worn, cut, or
torn.
Inspect the low range annulus gear (Fig. 28). If
the gear is damaged, replace the gear and front
case as an assembly. Do not attempt to remove
the gear.

Fig. 28 Low Range Annulus Gear Location


Inspect the case halves, extension housing and retainers for cracks, porosity, or damaged sealing surfaces.
Inspect the drive sprockets and drive chain carefully. Replace the sprockets if worn, chipped, or
cracked. Also replace the chain if distorted, binds at
any point, or is stretched.
Replace the oil pump as an assembly if any pump
part is worn or damaged.
Inspect all of the transfer case bearings for wear,
roughness, pitting, or galling. Replace worn or damaged bearings as outlined in the transfer case assembly procedures.
Clean the sealing (mating) surfaces of the case
halves, retainer and extension with a scraper, a wire
brush and 3M All Purpose cleaning solvent. These
surfaces must be clean in order for the sealer to adhere properly.

21 - 273

TRANSFER CASE ASSEMBLY


CAUTION: The bearing bores in various transfer
case components contain oil feed holes. Be sure replacement bearings do not block these feed holes.
In addition, the drive sprocket, synchro hub and
sleeve are different for non-synchro and synchro
models. Do not interchange these parts. Also do
not install synchro struts or a stop ring in a nonsynchro model; this will cause the drive sprocket to
bind on the shaft and hub.

FRONT CASE ASSEMBLY


(1) Lubricate components with automatic transmission fluid (or petroleum jelly where indicated) during
assembly.
(2) Remove front output shaft seal from front case
with crowfoot style pry tool (Fig. 29).

Fig. 29 Front Output Shaft Oil Seal Removal


(3) Remove snap ring retaining front output shaft
front bearing in case (Fig. 30).

Fig. 30 Removing/Installing Front Output Shaft


Bearing Snap Ring

21 - 274

NP231 TRANSFER CASE

(4) Tap old front output shaft bearing out of front


case with plastic mallet. Install new bearing with
Tool Handle C-4171 and Installer Tool 5064 (Fig. 31).
(5) Secure front output shaft bearing in front case
with new snap ring (Fig. 30).
(6) Install new front output shaft seal in front case
with suitable size socket or installer tool.

Fig. 33 Front Output Shaft Rear Bearing Installation


(10) Start bearing in case by hand. Then seat bearing with Tools C-4171 and C-4210, or 7828 until snap
ring seats against case surface (Fig. 35).

Fig. 31 Installing Front Output Shaft Front Bearing


In Case
(7) If front output shaft rear bearing is to be replaced, install new bearing as follows:
(a) Remove bearing from rear case with Bearing
Remover MD-998346 and two suitable size
wrenches (Fig. 32).
(b) Seat new bearing in rear case with Tool Handle C-4171 and Bearing Installer 5063 (Fig. 33).

Fig. 34 Input Gear Bearing Removal

Fig. 32 Front Output Shaft Rear Bearing Removal


(8) Remove input gear bearing from front case
with Tool Handle C-4171 and Tool C-4210, 7828, or
5062. Use tool that is best fit in bearing (Fig. 34).
(9) Turn front case over.

Fig. 35 Input Gear Bearing Installation

NP231 TRANSFER CASE

21 - 275

INPUT AND LOW RANGE GEAR ASSEMBLY


AND INSTALLATION
(1) Remove mainshaft pilot bearing from input
gear with Tool MD-998346 as follows:
(a) Turn puller tool bolt until jaws retract
enough to fit into bearing (Fig. 36).
(b) Insert puller bolt and jaws into bearing. Then
turn puller bolt clockwise so ramp on bolt spreads
jaws forcing them under bearing (Fig. 37).
(c) Install puller bridge over puller bolt (Fig. 38).
Then install flat washer and nut on bolt.
(d) Hold puller bridge from turning by hand or
with locking pliers. Then tighten nut on puller bolt
in clockwise direction to draw bearing out of input
gear (Fig. 39).

Fig. 38 Installing Puller Bridge

Fig. 36 Puller Jaws In Retracted Position


Fig. 39 Removing Mainshaft Pilot Bearing From
Input Gear

Fig. 37 Puller Bolt And Jaws Seated Under Needle


Bearing

(2) Install new needle bearing in input gear with


Tool Handle C-4171 and Installer 5065 (Fig. 40).
(3) Lubricate and install thrust washers, input
gear and retainer in low range gear (Fig. 41). Then
install retainer snap ring. Be sure snap ring is
fully seated before proceeding.
(4) Align and install input/low range gear assembly in case. Use hammer handle to tap low range
gear into annulus and input gear into bearing if necessary.
(5) Install input gear snap ring (Fig. 42).
(6) Install new oil seal in input bearing retainer
with suitable size installer tool (Fig. 43).

21 - 276

NP231 TRANSFER CASE

Fig. 40 Installing Mainshaft Pilot Bearing In Input


Gear

Fig. 43 Installing Input Bearing Retainer Oil Seal

Fig. 41 Input And Low Range Gear Components

Fig. 44 Applying Sealer Bead To Bearing Retainer

Fig. 42 Installing Input Gear Snap Ring


(7) Apply 3 mm (1/8 in.) wide bead of Mopar Gasket Maker, silicone adhesive/sealer, or Loctite 518 to
front bearing retainer seal surface (Fig. 44).

NP231 TRANSFER CASE

21 - 277

(8) Align oil channel in retainer with oil feed hole


in case (Fig. 45).

Fig. 47 Installing Sector O-Ring And Retainer


Bushing
Fig. 45 Aligning Retainer Oil Channel With Feed
Hole In Case
(9) Install input (front) bearing retainer on front
case (Fig. 46). Tighten retainer bolts to 21 Nzm (16 ft.
lbs.) torque.

Fig. 48 Shift Sector Installation

Fig. 46 Bearing Retainer Installation


SHIFT SECTOR, RANGE FORK AND SLEEVE
INSTALLATION
(1) Install new sector shaft O-ring and retainer
bushing (Fig. 47).
(2) Install shift sector in the case (Fig. 48).
(3) Install range lever and lever attaching nut on
shift sector. Tighten attaching nut to 30 Nzm (22 ft.
lbs.) torque.
(4) Install detent plunger, spring and plug (Fig.
49). Tighten plug to 20 Nzm (15 ft. lbs.) torque.
(5) Inspect pads on range fork (Fig. 50). Be sure
pads are secure and in position. Replace fork as an
assembly if pads are worn through, or broken.
(6) Assemble range fork and shift hub (Fig. 51).
(7) Engage range fork pin in shift sector slot (Fig.
52).

Fig. 49 Installing Detent Plunger, Spring And Plug


(8) Insert shift hub in low range gear. Be sure hub
is fully seated.

21 - 278

NP231 TRANSFER CASE


(a) Press both bearings out of sprocket simultaneously with Tool Handle C-4171 and Remover Tool
C-4667, or 5066 (Fig. 53).

Fig. 50 Range Fork Pad Locations

Fig. 53 Drive Sprocket Bearing Removal


(b) Before installing new bearings, refer to Figure
54 and note correct bearing position in sprocket. Bearings must also be installed in proper sequence. Install
front bearing first and rear bearing last.

Fig. 51 Assembling Range Fork And Shift Hub

Fig. 52 Seating Range Fork Pin In Shift Sector Slot


MAINSHAFT ASSEMBLY
(1) If drive sprocket bearings are to be replaced,
remove and install them as follows:

Fig. 54 Correct Bearing Position In Drive Sprocket

NP231 TRANSFER CASE

21 - 279

CAUTION: Do not press the bearings any farther


into the sprocket than indicated in Figure 54. The
bearings could block the mainshaft oil feed hole if
pressed too deeply into the sprocket.
(c) Install new front bearing first. Press bearing
flush with edge of sprocket bore (Fig. 55).

Fig. 57 Installing Synchro Springs And Struts In


Hub

Fig. 55 Installing Drive Sprocket Front Bearing


(d) Install new rear bearing (Fig. 56). Press
bearing in until 4.6 mm (3/16 in.) below edge of
bore as shown in Figure 46.

Fig. 58 Sprocket, Stop Ring And Hub Installation

Fig. 56 Installing Drive Sprocket Rear Bearing


(2) On synchro models, install struts and spring(s)
in hub (Fig. 57).
(3) Lubricate drive sprocket bearings, stop ring
and hub with automatic transmission fluid. Bearings
can also be lubricated with petroleum jelly if desired.
(4) Install sprocket, stop ring (synchro models
only) and hub on mainshaft (Fig. 58). Be sure to
seat hub struts on stop ring lugs.
(5) Install spacer washer on hub, if equipped.

21 - 280

NP231 TRANSFER CASE

(6) Install new hub retaining snap ring (Fig. 59).

Fig. 59 Installing Hub Retaining Snap Ring


MAINSHAFT AND MODE FORK INSTALLATION
(1) Install sleeve on hub. Be sure sleeve is installed with beveled spline ends facing stop ring and
short end of sleeve toward raer of shaft. In addition,
on synchro models, be sure a sleeve tooth is aligned
with each synchro strut (Fig. 60).
CAUTION: Correct sleeve alignment is important to
proper shifting on synchro models. Be sure a
sleeve tooth is aligned (centered) over each synchro strut (Fig. 60). Gear clash will occur if the
struts and sleeve teeth are misaligned.
(2) Install new pads on mode fork.
(3) Engage mode fork in sleeve (Fig. 61).
(4) Install mode fork-mainshaft assembly in case
(Fig. 61). Be sure the mode fork rail is seated in case
bore.
(5) Lift mainshaft upward about 2.54 cm (1-inch).
(6) Position front output shaft in drive chain.
(7) Install chain on drive sprocket and start front
shaft into front bearing at same time (Fig. 62).
(8) Seat mainshaft and front output shaft (Fig. 54).
If front shaft is hard to seat, lift mainshaft slightly to
allow front shaft to seat.
(9) Reseat mainshaft in input gear and seat sleeve
on hub if necessary.
(10) Install mode spring on shift rail (Fig. 63).

OIL PUMP, REAR CASE, REAR RETAINER AND


EXTENSION INSTALLATION
(1) Install new seal in oil pump feed housing (Fig.
64).
(2) Install new pickup tube O-ring in oil pump
(Fig. 65).
(3) Prime oil pump by pouring transmission fluid
into pump through pickup tube opening.
(4) Insert pickup tube in oil pump. Then attach oil
screen and connecting hose to pickup tube (Fig. 66).

Fig. 60 Correct Synchro Strut And Sleeve Alignment


(Synchro Models)

Fig. 61 Installing Mainshaft And Mode Fork


Assembly
(5) Install assembled pump, pickup tube and
screen in rear case. Be sure screen is seated in case
slot as shown (Fig. 66).
(6) Install magnet in front case pocket.

NP231 TRANSFER CASE

Fig. 62 Installing Drive Chain And Front Output


Shaft

Fig. 63 Installing Mode Spring On Shift Rail

Fig. 64 Installing Oil Pump Seal


(7) Clean sealing surfaces of rear case front case,
retainer and extension. Use 3M all puspose cleaner
or equivalent product.

21 - 281

Fig. 65 Pickup Tube O-Ring Installation

Fig. 66 Pickup Tube, Oil Screen And Pump


Installation
(8) Apply 3 mm (1/8 in.) wide bead of Mopar gasket maker, silicone adhesive sealer, or Loctite 518 to
sealing surface of front case.
(9) Align and install rear case/oil pump assembly
on front case (Fig. 67). Be sure case locating dowels
are in place and that mainshaft splines are engaged
in oil pump inner gear.
(10) Install and tighten front case-to-rear case attaching bolts to 27-34 Nzm (20-25 ft. lbs.) torque. Be
sure to install a washer under each bolt used at
case dowel locations.
(11) Install output bearing in rear retainer. Tap old
bearing out of retainer with hammer and brass drift.
Then install new bearing with Tool Handle C-4171
and Installer 5064 (Fig. 68).
(12) Apply 3 mm (1/8 in.) wide bead of Mopar gasket maker, silicone adhesive sealer, or Loctite 518 to
flange surface of rear retainer.
(13) Align and install rear retainer on rear case.
Install and tighten retainer bolts to 27-34 Nzm (20-25
ft. lbs.) torque.

21 - 282

NP231 TRANSFER CASE

Fig. 69 Installing Output (Rear) Bearing Snap Ring

Fig. 67 Installing Rear Case On Front Case

Fig. 70 Removing Extension Housing Bushing

Fig. 68 Installing Mainshaft Rear Bearing In Rear


Retainer
(14) Install new output bearing snap ring (Fig. 69).
Lift mainshaft slightly to seat snap ring in shaft
groove if necessary.
(15) Remove extension housing seal if not removed
previously.
(16) Remove extension housing bushing with Bushing Installer Tools C-4171 and C-4338-A (Fig. 70).
(17) Install new extension housing bushing with
Installer Tools C-4171 and 5066 (Fig. 71).
(18) Install new seal in extension. Use suitable
size socket, or installer tool to seat seal.
(19) Apply 3 mm (1/8 in.) wide bead of Mopar gasket maker, silicone adhesive sealer, or Loctite 518 to
mounting surface of extension housing.

Fig. 71 Installing Extension Housing Bushing

NP231 TRANSFER CASE


(20) Align and install extension on retainer. Then
install and tighten extension bolts to 27-34 Nzm
(20-25 ft. lbs.) torque.
(21) Install new seal on front output shaft (Fig.
72).
(22) Install front yoke on front shaft. Secure yoke
with replacement nut. Tighten nut to 149 Nzm (110
ft. lbs.) torque.
(23) Install replacement gasket on vacuum switch
and install switch in case.
(24) Install tighten drain plug to 47 Nzm (35 ft.
lbs.) torque.
(25) Install vacuum switch in case. Tighten switch
to 27-34 Nzm (20-25 ft. lbs.) torque.
(26) Install and index speedometer components.
Refer to procedures in this section.
(27) Fill transfer case with recommended lubricant. Correct fill level is to bottom edge of fill plug
hole.

21 - 283

Fig. 72 Installing Seal On Front Shaft


(28) Install and tighten fill plug to 41 Nzm (35 ft.
lbs.) torque.

NP231 TRANSFER CASE

NP231 TRANSFER CASE

21 - 284

NP231 TRANSFER CASE


SPECIFICATIONS
LEGEND FOR NP231 TRANSFER CASE

AX 15 TORQUE SPECIFICATIONS

21 - 285

21 - 286

NP231 TRANSFER CASE


AX 15 SELECTIVE SNAP RING CHART

NP231 TRANSFER CASE


NV3500 TORQUE SPECIFICATIONS

21 - 287

NP231 TORQUE SPECIFICATIONS

21 - 288

NP231 TRANSFER CASE


42RH/46RH GENERAL SPECIFICATIONS

42RH/46RH SPACER/THRUST PLATE/SNAP RING SPECIFICATIONS

NP231 TRANSFER CASE


42RH/46RH PRESSURE TEST SPECIFICATIONS

42RH/46RH TORQUE SPECIFICATIONS

21 - 289

WHEELS AND TIRES

22 - 1

WHEELS AND TIRES


CONTENTS
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TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 12

VEHICLE VIBRATION . . . . . . . . . . . . . . . . . . . . . 10
WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

TIRES
INDEX
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Cleaning of Tires .
General Information
Pressure Gauges .
Repairing Leaks . .
Replacement Tires

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1
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3
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GENERAL INFORMATION
Tires are designed for each specific vehicle. They
provide the best overall performance for normal operation. The ride and handling characteristics match
the vehicles requirements. With proper care they
will give excellent reliability, traction, skid resistance, and tread life. These tires have specific load
carrying capacities. When correctly inflated, they will
operate properly.
Tires used in cool climates, and with light loads
will have a longer life than tires used in hot climates
with heavy loads. Abrasive road surfaces will accelerate tire wear.
Driving habits have more effect on tire life than
any other factor. Careful drivers will obtain much
greater mileage than careless drivers.
Driving habits that shorten the life of any tire;
Rapid acceleration and deceleration
Severe application of brakes
High-speed driving
Taking turns at excessive speeds
Striking curbs and other obstacles
Longer wearing tires are more susceptible to irregular tread wear. It is very important to follow the
tire rotation interval

IDENTIFICATION
Tire type, size, aspect ratio and speed rating are
encoded in the letters and numbers imprinted on the
side wall of the tire. Refer to the chart to decipher
the tire identification code (Fig. 1).
Performance tires will have a speed rating letter
after the aspect ratio number. The speed rating is not

page
Rotation . . . . . . . . . . .
Tire Inflation Pressures
Tire Noise or Vibration
Tire Wear Patterns . . .
Tread Wear Indicators .

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3
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4
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always printed on the tire sidewall. The letter S indicates that the tire is speed rated up to 112 mph.
Q up to 100 mph
T up to 118 mph
U up to 124 mph
H up to 130 mph
V up to 149 mph
Z more than 149 mph (consult the tire manufacturer for the specific speed rating)
An All Season type tire will have either M + S, M
& S or MS (indicating mud and snow traction) imprinted on the side wall.

RADIAL-PLY TIRES
Radial-ply tires improve handling, tread life, ride
quality and decrease rolling resistance.
Radial-ply tires must always be used in sets of
four. Under no circumstances should they be used on
the front only. They may be mixed with temporary
spare tires when necessary, but reduced speeds are
recommended.
Radial-ply tires have the same load-carrying capacity as other types of tires of the same size. They use
the same recommended inflation pressures.
SPARE TIRE (COMPACT)
The compact spare tire is designed for emergency
use only. The original tire should be repaired and reinstalled at the first opportunity. Refer to Owners
Manual for complete details.
TIRE CHAINS
Tire snow chains may be used on certain models.
Refer to Owners Manual for more information.

22 - 2

WHEELS AND TIRES

Fig. 2 Under Inflation Wear

Fig. 1 Tire Size Identification

CLEANING OF TIRES
Steam cleaning may be used for cleaning.
DO NOT use gasoline or wire brush for cleaning.
DO NOT use mineral oil or an oil-based solvent.

PRESSURE GAUGES
High-quality, dial-type, air-pressure gauges are recommended. After checking with the gauge, replace
valve caps and tighten finger tight.

TIRE INFLATION PRESSURES


Under inflation (Fig. 2) causes rapid shoulder wear
and tire flexing.
Over inflation (Fig. 3) causes rapid center wear and
loss of the tires ability to cushion shocks.
Improper inflation can cause;
Uneven wear patterns
Reduced tread life
Reduced fuel economy
Unsatisfactory ride
Cause the vehicle to drift
Proper tire pressure can be found on the Vehicle
Certification Label on the vehicle (See Owners Manual).
This pressure has been carefully selected to provide
for safe vehicle operation. Tire pressure should be
checked cold once per month. Tire pressure decreases when the outside temperature drops.

Fig. 3 Over Inflation Wear


Inflation pressures specified on the placards are always cold inflation pressure. Cold inflation pressure is obtained after the vehicle has not been
operated for at least 3 hours. Tire inflation pressures
may increase from 2 to 6 pounds per square inch
(psi) during operation. Do not reduce this normal
pressure build-up.
Vehicles loaded to the maximum capacity should
not be driven at continuous speeds above 75 mph
(120 km/h).
WARNING: OVER OR UNDER INFLATED TIRES CAN
AFFECT VEHICLE HANDLING AND CAN FAIL SUDDENLY, RESULTING IN LOSS OF VEHICLE CONTROL.

REPLACEMENT TIRES
OEM tires provide a proper balance of many features such as;
Ride
Noise
Handling

WHEELS AND TIRES


Durability
Tread life
Traction
Rolling resistance
Speed capability
We recommend that tires equivalent to the original
equipment tires be used when replacement is needed.
Refer to the placard on the vehicle or the
Owners Manual for the correct replacement
tire.
Failure to use original equipment replacement tires
may adversely affect the handling of the vehicle.
The use of oversize tires is not recommended.
They may cause interference with vehicle suspension
and steering travel. This can cause tire damage or
failure.

22 - 3

Tire replacement is necessary when indicators appear in two or more grooves, or if localized balding
occurs (Fig. 5).

WARNING: FAILURE TO EQUIP THE VEHICLE WITH


TIRES HAVING ADEQUATE LOAD CAPABILITY CAN
RESULT IN SUDDEN TIRE FAILURE.

ROTATION
Tires on the front and rear axles operate at different loads and perform different steering, driving, and
braking functions. For these reasons;
They wear at unequal rates
Tend to develop irregular wear patterns
These effects can be reduced by timely rotation of
tires. The benefits of rotation are especially worthwhile. Rotation will:
Increase tread life
Help to maintain mud, snow, and wet traction levels
Contribute to a smooth, quiet ride
The suggested method of tire rotation is the same
side front to rear pattern (Fig. 4). Other rotation
methods can be used, but they will not provide all
the tire longevity benefits.

Fig. 4 Tire Rotation Pattern

TREAD WEAR INDICATORS


Tread wear indicators are molded into the bottom
of the tread grooves. When tread is 1.6 mm (1/16 in.),
the tread wear indicators will appear as a 13 mm
(1/2 in.) band.

Fig. 5 Tread Wear Indicators

REPAIRING LEAKS
For proper repairing, a radial tire must be removed
from the wheel. Repairs should only be made if the
puncture is in the tread area (Fig. 6). If outside the
tread area the tire should be replaced.

Fig. 6 Tire Repair Area


Deflate tire completely before dismounting tire
from the wheel. Use lubrication such as a mild soap
solution when dismounting or mounting tire. Use
tools free of burrs or sharp edges.

22 - 4

WHEELS AND TIRES

Fig. 7 Abnormal Tire Tread Wear Patterns


Before mounting tire on wheel, make sure all rust
scale is removed from the rim. Repaint or seal if necessary.

TIRE NOISE OR VIBRATION


The radial-ply tire on your vehicle is sensitive to
improper mounting, or imbalance.
To determine if tires are the cause of vibration,
drive the vehicle over a smooth road at different
speeds. Note the effect of acceleration and deceleration on noise level. Differential and exhaust noise
will change in intensity as speed varies. Tire noise
will usually remain constant.

TIRE WEAR PATTERNS


Under inflation results in faster wear on shoulders
of tire. Over inflation causes faster wear at center of
tread.
Excessive camber causes the tire to run at an angle
to the road. One side of tread is worn more than the
other.
Excessive toe-in or toe-out causes wear on the
tread edges of the tire, from dragging of tire. There is
a feathered effect across the tread (Fig. 7).

WHEELS AND TIRES


LEAD CORRECTION CHART

22 - 5

22 - 6

WHEELS AND TIRES


WHEELS

GENERAL INFORMATION
Original equipment wheels are designed for all
loads up to the specified Maximum Vehicle Capacity.
All models use steel or cast aluminum drop center
wheels. The safety rim wheel (Fig. 1) has raised sections between the rim flanges and the rim well.

tightened just snug. Gradually tighten them in sequence to 129 Nzm (95 ft. lbs.) torque (Fig. 2). Never
use oil or grease on studs or nuts.

Fig. 1 Wheel Safety Rim


Initial inflation of the tire forces the bead over
these raised sections. In case of tire failure, the
raised sections hold the tire in position on the wheel
until the vehicle can be brought to a safe stop.
Cast aluminum wheels require special balance
weights and alignment equipment.

WHEEL INSTALLATION
The wheel studs and nuts are designed for specific
applications. They must be replaced with equivalent
parts. Do not use replacement parts of lesser quality
or a substitute design. All aluminum and some steel
wheels have wheel stud nuts which feature an enlarged nose. This enlarged nose is necessary to ensure proper retention of the aluminum wheels.
CAUTION: Models equipped with chrome plated
wheels come with chrome plated lug nuts. Under no
circumstances substitute these lug nuts, use only
the factory specified lug nuts.
Before installing the wheel, be sure to remove any
build up of corrosion on the wheel mounting surfaces.
Ensure wheels are installed with good metal-to-metal
contact. Improper installation could cause loosening
of wheel nuts. This could affect the safety and handling of your vehicle.
To install the wheel, first position it properly on
the mounting surface. All wheel nuts should then be

Fig. 2 Lug Nut Tightening Pattern

WHEEL REPLACEMENT
Wheels must be replaced if they have:
Excessive runout
Bent or dented
Leak air through welds
Have damaged bolt holes
Wheel repairs employing hammering, heating, or
welding are not allowed.
Original equipment wheels are available through
your dealer. Replacement wheels from any other
source should be equivalent in:
Load carrying capacity
Diameter
Width
Offset
Mounting configuration
Failure to use equivalent replacement wheels may
affect the safety and handling of your vehicle. Replacement with used wheels is not recommended.
Their service history may have included severe treatment.
Refer to the Specifications Chart for information regarding above requirements.

WHEELS AND TIRES

22 - 7

Fig. 3 Static Unbalance & Balance

WHEEL ORNAMENTATION
WARNING: HANDLE ALL WHEEL ORNAMENTATION
WITH EXTREME CARE DURING REMOVAL AND INSTALLATION. SHARP EDGES ON THE COVERS OR
CAPS CAN CAUSE PERSONAL INJURY.

TIRE AND WHEEL BALANCE


It is recommended that a two plane dynamic balancer be used when a wheel and tire assembly require balancing. Static should be used only when a
two plane balancer is not available.
For static imbalance, find location of heavy spot
causing imbalance. Counter balance wheel directly
opposite the heavy spot. Determine weight required

to counterbalance the area of imbalance. Place half of


this weight on the inner rim flange and the other
half on the outer rim flange (Fig. 3, Fig. 4). Off-vehicle balancing is necessary.
Wheel balancing can be accomplished with either
on or off vehicle equipment. When using on-vehicle
balancing equipment, follow these precautions:
Limited-slip rear axle differential, remove the opposite wheel/tire
Before balancing the wheels/tires on a vehicle
equipped with a transfer case, disconnect the drive
shafts

Fig. 4 Dynamic Unbalance & Balance

22 - 8

WHEELS AND TIRES

MATCH MOUNTING
Wheels and tires are match mounted at the factory.
This means that the high spot of the tire is matched
to the low spot on the wheel rim. This technique is
used to reduce run-out in the wheel/tire assembly.
The high spot on the tire is marked with a paint
mark or a bright colored adhesive label on the outboard sidewall. The low spot on the rim is at the
valve stem location on the wheel rim.
Before dismounting a tire from its wheel, a reference mark should be placed on the tire at the valve
stem location. This reference will assure that it is remounted in the original position on the wheel.
(1) Measure the total indicator runout on the center of the tire tread rib. Record the indicator reading.
Mark the tire to indicate the high spot. Place a mark
on the tire at the valve stem location (Fig. 5).

Fig. 6 Remount Tire 180 Degrees

Fig. 5 First Measurement On Tire


(2) Break down the tire and remount it 180 degrees on the rim (Fig. 6).
(3) Measure the total indicator runout again. Mark
the tire to indicate the high spot.
(4) If runout is still excessive, the following procedures must be done.
If the high spot is within 101.6 mm (4.0 in.) of the
first spot and is still excessive, replace the tire.
If the high spot is within 101.6 mm (4.0 in.) of the
first spot on the wheel, the wheel may be out of specifications. Refer to Wheel and Tire Runout.
If the high spot is NOT within 101.6 mm (4.0 in.)
of either high spot, draw an arrow on the tread from
second high spot to first. Break down the tire and remount it 90 degrees on the rim in that direction (Fig.
7). This procedure will normally reduce the runout to
an acceptable amount.

Fig. 7 Remount Tire 90 Degrees In Direction of


Arrow

TIRE AND WHEEL RUNOUT


Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 8).
Lateral runout is the wobble of the tire or wheel.
Radial runout of more than 1.5 mm (.060 inch)
measured at the center line of the tread may cause
the vehicle to shake.
Lateral runout of more than 2.0 mm (.080 inch)
measured near the shoulder of the tire may cause the
vehicle to shake.
Sometimes radial runout can be reduced. Relocate

WHEELS AND TIRES

22 - 9

Check radial runout. If still excessive, mark tire


sidewall, wheel, and stud at point of maximum
runout and proceed to Method 2.

METHOD 2 (RELOCATE TIRE ON WHEEL)


Rotating tire on wheel is particularly effective
when there is runout in both tire and wheel.
Remove tire from wheel and re-mount wheel on
hub in former position.
Check wheel radial runout (Fig. 9).
STEEL WHEELS: Radial runout 0.040 in., Lateral
runout 0.045 in.
ALUMINUM WHEELS: Radial runout 0.030 in.,
Lateral runout 0.035 in.
If point of greatest runout is near original chalk
mark, remount tire 180 degrees. Recheck runout.

Fig. 8 Checking Tire Runout


the wheel and tire assembly on the mounting studs
(See Method 1). If this does not reduce runout to an
acceptable level, the tire can be rotated on the wheel.
(See Method 2).

METHOD 1 (RELOCATE WHEEL ON HUB)


Check accuracy of the wheel mounting surface; adjust wheel bearings.
Drive vehicle a short distance to eliminate tire flat
spotting from a parked position.
Make sure all wheel nuts are properly torqued.
Relocate wheel on the mounting, two studs over
from the original position.
Re-tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.

Fig. 9 Checking Wheel Runout

22 - 10

WHEELS AND TIRES


VEHICLE VIBRATION

Vehicle vibration can be caused by:


Tire/wheel unbalance or excessive runout
Defective tires with extreme tread wear
Nylon overlay flat spots (performance tires only)
Incorrect wheel bearing adjustment (if applicable)
Loose or worn suspension/steering components
Certain tire tread patterns
Incorrect drive shaft angles or excessive drive
shaft/yoke runout
Defective or worn U-joints
Excessive brake rotor or drum runout
Loose engine or transmission supports/mounts
And by engine operated accessories
Refer to the appropriate Groups in this manual for additional information.

VIBRATION TYPES
There are two types of vehicle vibration:
Mechanical
Audible.
Mechanical vehicle vibration can be felt through
the seats, floor pan and/or steering wheel.
Audible vehicle vibration is heard above normal
background noise. The sound can be a droning or
drumming noise.
Vibrations are sensitive to change in engine torque,
vehicle speed or engine speed.

ENGINE TORQUE SENSITIVE VIBRATION


This vibration can be increased or decreased by:
Accelerating
Decelerating
Coasting
Maintaining a constant vehicle speed
VEHICLE SPEED SENSITIVE VIBRATION
This vibration condition always occurs at the same
vehicle speed regardless of the engine torque or engine speed.
ENGINE SPEED (RPM) SENSITIVE VIBRATION
This vibration occurs at varying engine speeds. It
can be isolated by increasing or decreasing the engine speed with the transmission in NEUTRAL position.

VIBRATION DIAGNOSIS
A vibration diagnosis should always begin with a
10 mile (16 km) trip (to warm the vehicle and tires).
Then a road test to identify the vibration. Corrective
action should not be attempted until the vibration
type has been identified via a road test.
During the road test, drive the vehicle on a smooth
surface. If vibration exists, note and record the following information:

Identify the vehicle speed range when the vibration occurs


Identify the type of vibration
Identify the vibration sensitivity
Determine if the vibration is affected by changes
in vehicle speed, engine speed and engine torque.
When the vibration has been identified, refer to the
Vibration Diagnosis chart for causes. Consider correcting only those causes coded in the chart that are
related to the vibration condition.
Refer to the following cause codes and descriptions
for explanations when referring to the chart.
TRRTire and Wheel Radial Runout: Vehicle
speed sensitive, mechanical vibration. The runout
will not cause vibration below 20 mph (32 km/h).
WHWheel Hop: Vehicle speed sensitive, mechanical vibration. The wheel hop generates rapid
up-down movement in the steering wheel. The vibration is most noticeable in the 20 - 40 mph (32 - 64
km/h) range. The wheel hop will not cause vibration
below 20 mph (32 km/h). Wheel hop is caused by a
tire/wheel that has a radial runout of more than
0.045 of-an-inch (1.14 mm). If wheel runout is acceptable and combined runout cannot be reduced by repositioning the tire on wheel, replace tire.
TBTire/Wheel Balance: Vehicle speed sensitive,
mechanical vibration. Static tire/wheel unbalance
will not cause vibration below 30 mph (46 km/h). Dynamic tire/wheel unbalance will not cause vibration
below 40 mph (64 km/h).
TLRTire/Wheel Lateral runout: Vehicle speed
sensitive, mechanical vibration. The runout will not
cause vibration below 50 - 55 mph (80 - 88 km/h). Excessive lateral runout will also cause front-end
shimmy.
TWTire Wear: Vehicle speed sensitive, audible
vibration. Abnormal tire wear causes small vibration
in the 30 - 55 mph (88 km/h) range. This will produce a whine noise at high speed. The whine will
change to a growl noise when the speed is reduced.
WTire Waddle: Vehicle speed sensitive, mechanical vibration. Irregular tire uniformity can cause
side-to-side motion during speeds up to 15 mph (24
km/h). If the motion is excessive, identify the defective tire and replace it.
UAJUniversal Joint (Drive Shaft) Angles:
Torque/vehicle speed sensitive, mechanical/audible vibration. Incorrect drive shaft angles cause mechanical vibration below 20 mph (32 km/h) and in the 70
mph (112 km/h) range. The incorrect angles can also
produce an audible vibration in the 20 - 50 mph (32 80 km/h) range. Caster adjustment could be required
to correct the angles.
UJUniversal Joints: Engine torque/vehicle
speed sensitive, mechanical/audible vibration. If the

WHEELS AND TIRES

22 - 11

VIBRATION DIAGNOSIS

U-joint is worn it will cause vibration with almost


any vehicle speed/engine torque condition.
DSYDrive Shaft and Yokes: Vehicle speed sensitive, mechanical/audible vibration. The condition
will not cause vibration below 35 mph (56 km/h). Excessive runout, unbalance or dents and bends in the
shaft will cause the vibration. Identify the actual
cause and repair/replace as necessary.
WBWheel Bearings: Vehicle speed sensitive,
mechanical/audible vibration. Loose wheel bearings
cause shimmy-like vibration at 35 mph (56 km/h)
and above. Worn bearings will also produce a growl
noise at low vehicle speed and a whine noise at high
vehicle speed. The wheel bearings must be adjusted
or replaced, as applicable.
ANAxle Noise: Engine torque/vehicle speed sensitive, mechanical/audible vibration. The axle will not
cause mechanical vibration unless the axle shaft is
bent. Worn or damaged axle pinion shaft or differential gears and bearings will cause noise. Replace the
defective component(s) as necessary.
SSCSuspension and Steering Components:
Vehicle speed sensitive, mechanical vibration. Worn
suspension/steering components can cause mechanical vibration at speeds above 20 mph (32 km/h).
Identify and repair or replace the defective component(s).

EAEngine Driven Accessories: Engine speed


sensitive, mechanical/audible vibration. Vibration can
be caused by loose or broken A/C compressor, PS
pump, water pump, generator or brackets, etc. Usually more noticeable when the transmission is shifted
into the NEUTRAL position and the engine speed
(rpm) increased. Inspect the engine driven accessories in the engine compartment. Repair/replace as
necessary.
ADBAccessory Drive Belts: Engine speed sensitive, audible vibration. Worn drive belts can cause a
vibration that produces either a droning, fluttering or
rumbling noise. Inspect the drive belt(s) and tighten/
replace as necessary.
DEMDamaged Engine or Transmission Support Mounts: Engine speed sensitive, mechanical/
audible vibration. If a support mount is worn, noise
or vibration will occur. Inspect the support mounts
and repair/replace as necessary.
ESExhaust System: Engine speed sensitive,
mechanical/audible vibration. If loose exhaust components contact the vehicle body they will cause noise
and vibration. Inspect the exhaust system for loose,
broken and mis-aligned components and repair/replace as necessary.

22 - 12

WHEELS AND TIRES


TORQUE SPECIFICATIONS

WHEEL LUG NUT


DESCRIPTION ...................................TORQUE
1/2 x 20 with 60 Cone.115 to 142 Nzm (85 to 115 ft.
lbs.)

BODY COMPONENTS

23 - 1

BODY COMPONENTS
CONTENTS
page

page

CAB INTERIOR COMPONENTS . . . . . . . . . . . . . 37


DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
EXTERIOR COMPONENTS . . . . . . . . . . . . . . . . . . 3

GENERAL BODY SERVICE INFORMATION . . . . . 1


PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
URETHANE SET GLASS . . . . . . . . . . . . . . . . . . . 32

GENERAL BODY SERVICE INFORMATION


LABELS/DECALS/PLATES
GENERAL INFORMATION
Most of the labels, decals and plates that are affixed to Dakota vehicles (Fig. 1, 2, 3, 4 and 5) contain
either safety or otherwise essential information.

Follow the instructions included with each replacement label, decal or plate to affix it to a panel or
component.

Fig. 2 Dakota Radiator Shroud Label

Fig. 1 Dakota Labels, Decals & Plates

Fig. 3 Dakota Interior Labels

23 - 2

BODY COMPONENTS

Fig. 4 Dakota Jack & Spare Tire/Wheel Instruction


Labels

Fig. 5 Dakota Door Window Glass Decal D


INSTALLATION

BODY COMPONENTS

23 - 3

EXTERIOR COMPONENTS
INDEX
page

page

Battery Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Body Mouldings, Nameplates and Decals . . . . . . . 10
Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Cab and Cargo Box Stripes . . . . . . . . . . . . . . . . . . 13
Cargo Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Cowl Grille and Screen . . . . . . . . . . . . . . . . . . . . . . 7
Exterior Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Front Fenders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Fuel Filler Door and Nozzle/Tubes . . . . . . . . . . . . . 15


Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hood Inside Release Cable . . . . . . . . . . . . . . . . . . . 5
Light Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Spare Tire Winch . . . . . . . . . . . . . . . . . . . . . . . . . 19
Splash Shields . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Tailgate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

GRILLE
GRILLE REMOVAL
(1) Remove screws that attach the headlamp bezels
(Fig. 1) to the grille and the closure panel.

Fig. 2 Grille and Closure Panel

Fig. 1 Headlamp Bezel & Grille


(2) Separate the headlamps from the bezels.
(3) Remove the grille upper and lower attaching
screws (Fig. 2) from the closure panel.
(4) Remove the grille (Fig. 2) from the closure
panel.

GRILLE INSTALLATION
(1) Position the grille on the closure panel and
loosely install the attaching screws (Fig. 2).
(2) Install the headlamps in the bezels.
(3) Position the headlamp bezels on the closure
panel and loosely install the attaching screws (Fig.
2).
(4) Correctly align the grille and the headlamp bezels, and then tighten the screws with 2 Nzm (17 in.
lbs.) torque.
CLOSURE PANEL REMOVAL
(1) Raise and support the hood. Remove the battery.

(2) Remove the headlamps from the headlamp receptacles in the closure panel and from the bezels.
(3) Remove the headlamp bezels and the grille
from the closure panel. If necessary, refer to the removal procedure.
(4) Drain the engine coolant from the radiator in a
clean container for reuse. Remove the radiator from
the closure panel. If necessary, refer to Group
7Cooling System for the procedure.
(5) Detach battery tray from the closure panel. If
necessary, refer to the removal procedure.
(6) Separate Ambient Temperature Sensor harness
connector, if equipped.
(7) Remove the horns from the closure panel.
(8) Remove the retaining screws, and the hood
latch and the reinforcement plate from the closure
panel.
(9) Detach the latch release cable from the retaining clip on the.
(10) Remove the screws that attach the fender liners (Fig. 3) to the closure panel.
(11) Remove the screws that attach the fenders
(Fig. 3) to the closure panel.
(12) Remove the nuts/retainers and separate the
air dam from the front fenders.

23 - 4

BODY COMPONENTS
CAUTION: Use care to avoid damage to the fender
panels and the cowl panel when pivoting the fender
panels at the cowl.
(16) Move both fender panels outward at the front
and remove the closure panel from the frame rails
and the vehicle.

Fig. 3 Closure Panel


(13) Remove the cab front holddown bolts to separate the closure panel from the vehicle frame rails
(Fig. 4).

Fig. 4 Cab Front Holddown Bolt, Isolators &


Cushion
(14) Remove the screws that attach the fender
liner to the right fender panel (Fig. 3). This will allow the right fender panel to pivot at the cowl, be
moved outward at the front and be separated from
the closure panel.
(15) Repeat step (10) for the left fender panel.

CLOSURE PANEL INSTALLATION


(1) If necessary, install U-nuts at the closure panel
lower flange.
(2) Move both fender panels outward at the front
and position the closure panel on the frame rails.
(3) Move both fender panels inward at the front
and install the screws to attach the fender liners to
the fender panels (Fig. 3). Tighten the screws with 23
Nzm (200 in. lbs.) torque.
(4) Install the cab front holddown bolts to attach
the closure panel to the vehicle frame rails (Fig. 4).
Tighten the bolts with 81 Nzm (60 ft. lbs.) torque.
(5) Install the screws to attach the fenders (Fig. 3)
to the closure panel. Tighten the screws with 23 Nzm
(200 in. lbs.) torque.
(6) Install the screws to attach the fender liners
(Fig. 3) to the closure panel. Tighten the screws with
23 Nzm (200 in. lbs.) torque.
(7) Install nuts/retainers to attach the air dam to
the front fenders.
(8) Install the horns on the closure panel.
(9) Connect electrical connector for Ambient Temperature Sensor, if equipped
(10) Attach the battery tray to the closure panel. If
necessary, refer to the installation procedure. Tighten
the screws with 23 Nzm (200 in. lbs.) torque.
(11) Install the radiator in the closure panel. Refill
the engine cooling system with coolant. If necessary,
refer to Group 7Cooling System for the procedures.
(12) Attach the hood release cable to the retaining
clip on the closure panel.
(13) Adjust the latch-to-retainer clip cable distance
to ensure sufficient cable slack length between the
clip and the latch.
(14) Position the hood latch and the reinforcement
plate on the closure panel and install the retaining
screws. Tighten the screws with 23 Nzm (200 in. lbs.)
torque.
(15) Test the hood latch release cable for proper operation.
(16) Install the grille and the headlamp bezels on
the closure panel (if necessary, refer to the installation procedure).
(17) Install the headlamps in the bezels and in the
headlamp receptacles.
(18) Install the battery and the holddown bracket.
Tighten the holddown rod nuts with 2 Nzm (20 in.
lbs.) torque.
(19) Remove the support and close the hood.
(20) If necessary, adjust the headlamp beams.

BODY COMPONENTS

23 - 5

HOOD INSIDE RELEASE CABLE


REMOVAL
(1) Open and support the hood.
(2) Remove the headlamp bezels and the grille. If
necessary, refer to the removal procedure.
(3) Remove the retaining screws, the hood latch
and the reinforcement plate (Fig. 5) from the closure
panel.

Fig. 6 Hood Latch Release Cable Handle

Fig. 5 Hood Latch, Release Cable & Reinforcement


Plate

(4) Attach the cable to the rear retaining clip in


the engine compartment.
(5) Route the cable over the closure panel flange,
attach it to the retainer clip and then connect it to
the hood latch (Fig. 5).
(6) Adjust the latch-to-retainer clip cable distance
to ensure sufficient cable slack length between the
clip and the latch.
(7) Position the hood latch and the reinforcement
plate on the closure panel and install the retaining
screws (Fig. 5). Tighten the screws with 23 Nzm (200
in. lbs.) torque.
(8) Test the hood latch release cable for proper operation.
(9) Install the grille and the headlamp bezels on
the closure panel (if necessary, refer to the installation procedure).

(4) Disconnect release cable from the hood latch.


(5) Detach the release cable from the retainer clips
in the engine compartment.
(6) Separate the release cable grommet from the
dash panel hole.
(7) From inside the vehicle, remove the attaching
screws and the release cable handle from the bottom
of the instrument panel (Fig. 6).
(8) Pull/route the hood release cable through the
dash panel hole and remove it via the inside of the
vehicle.

POSITION ADJUSTMENT
The hood hinge screw holes are oversize and elongated to ease hood up/down and fore/aft position adjustment. Loosen the hinge-to-fender panel screws for
up/down adjustment (in relation to the fenders).
Loosen the hinge arm-to-hood bolts for fore/aft adjustment (in relation to the cowl).

INSTALLATION
If a replacement hood latch is also being installed, ensure that it is thoroughly lubricated.
(1) From inside the vehicle, route the hood release
cable through the hole in the dash panel.
(2) Position the release cable handle at the bottom
of the instrument panel (Fig. 6) and install the attaching screws. Tighten the screws with 1 Nzm (12
in. lbs.) torque.
(3) Install the cable grommet in the dash panel
hole (Fig. 5).

FORE/AFT AND LATCH/STRIKER


ADJUSTMENT
The following sequence of hood fore/aft position and
latch lock/striker adjustments must be followed as
listed to avoid improper adjustment. An improperly
adjusted latch lock or striker could cause the front of
the hood to be released and be retained only by the
safety latch.
(1) Loosen the hinge arm-to-hood bolts (Fig. 7) at
each side of the vehicle.
(2) Loosen the hood latch attaching screws.

HOOD

23 - 6

BODY COMPONENTS

Fig. 8 Underhood Lamp

Fig. 7 Hood, Hinge & Latch Striker/Safety Latch


(3) Remove the support and close the hood. Adjust
the fore/aft position until approximately 5 mm (3/16
in) clearance exists between the rear of hood panel
and the cowl.
(4) Raise and support the hood at a 30 angle (approximately). Tighten the hinge arm-to-hood bolts
(Fig. 7) with 23 Nzm (200 in. lbs.) torque.
(5) Tighten the latch screws with 23 Nzm (200 in.
lbs.) torque.
(6) Remove the support, lower the hood and visually inspect for correct front fender bumper-to-hood
contact.
(7) Open and support the hood. Apply a thick layer
of modeling clay to the top side of the primary latch
striker arm.
(8) Remove the support and close the hood to obtain a latch-position impression in the clay.
(9) Open and support the hood. Observe the latch
impression in the clay. A properly adjusted latch will
produce a centered-position impression on the clay/
striker. If the impression is not correct, re-adjust the
hood latch.

REMOVAL
(1) Raise and support the hood at the full-open position.
(2) If equipped, disconnect the underhood lamp
wire harness connector from the lamp connector and
remove the wire harness from the hood (Fig. 8).
(3) With the aid of an assistant, remove the hinge
arm-to-hood bolts (Fig. 7) at each side of the hood.
Remove the hood from vehicle.
(4) If a replacement hood is being installed, transfer the underhood lamp (Fig. 8) and the insulator
panel (Fig. 9).
(5) Inspect/test the hood hinges for correct operation and clean them with an appropriate solvent.

Fig. 9 Hood Insulator Panel


(6) Lubricate the hood hinges with engine oil.

INSTALLATION
(1) With the aid of an assistant, position the hood
on the vehicle and align the hood bolt holes with the
hinge arm holes (Fig. 7). Install and finger-tighten
the bolts.
(2) Align the hood, the latch, and the striker (refer
to Fore/Aft And Latch/Striker Adjustment).
HINGE REPLACEMENT
REMOVAL
If both hinges are being replaced, remove the
hood and both hinges as a unit. If only one
hinge is being replaced, use the following procedure.

BODY COMPONENTS

23 - 7

(1) Raise and support the hood at the full-open position.


(2) Loosen the hinge-to-fender panel screws and
the hinge arm-to-hood bolts (Fig. 7).
(3) Support the hood at the side to ease hinge removal. Remove the screws, bolts and hinge from the
hood and fender panel (Fig. 7).
INSTALLATION
(1) Position the replacement hinge against the
fender panel. Install and finger-tighten the screws.
(2) Align the hood bolt holes with the hinge arm
holes (Fig. 7). Install and finger-tighten the bolts.
(3) Adjust the hood up/down position in relation to
the fender. Tighten the hinge-to-fender panel screws
with 23 Nzm (200 in. lbs.) torque.
(4) Adjust the hood fore/aft position, the latch, and
the striker (refer to Fore/Aft And Latch/Striker Adjustment).

Fig. 10 Hood Support Rod

LATCH STRIKER
REMOVAL
(1) Raise and support the hood.
(2) Remove the attaching screws and the latch
striker from the hood (Fig. 7).
INSTALLATION
(1) Position the striker on the hood.
(2) Install and finger-tighten the attaching screws.
ADJUSTMENT
Align the latch and the striker (refer to Fore/Aft
And Latch/Striker Adjustment).

SUPPORT ROD (FIG. 10)


REMOVAL
(1) Raise and support the hood.
(2) Remove the support rod attaching rivet from
the radiator support panel.
(3) Remove the support rod from the radiator support panel.
INSTALLATION
(1) Position the support rod on the radiator support panel.
(2) Install the rivet to attach the rod to the panel.

COWL GRILLE AND SCREEN


REMOVAL
(1) Remove the windshield wiper arms (Fig. 11).
(2) Raise and support the hood.
(3) Remove the grille attaching screws (Fig. 12).
(4) Detach windshield washer hoses from the nozzles and the retaining clips (Fig. 11).

Fig. 11 Cowl Grille, Screen & Windshield Wiper/


Washer
(5) Disengage the rear of grille from the windshield weatherstrip seal and remove the grille and
screen from the cowl plenum (Fig. 12).

INSTALLATION
(1) Position the screen and grille on the cowl plenum (Fig. 12) and engage the rear of grille with the
windshield weatherstrip seal.
(2) Attach windshield washer hoses to the nozzles
and the retaining clips (Fig. 11).
(3) Install the grille attaching screws (Fig. 12).
Tighten the screws with 2 Nzm (17 in. lbs.) torque.
(4) Remove the support and close the hood.
(5) Install the windshield wiper arms (Fig. 11).

23 - 8

BODY COMPONENTS
(3) Remove the screws that attach the battery tray
to the fender liner, inner fender panel and the closure panel.
(4) Remove the battery tray from the vehicle.
(5) If necessary, remove the U-nuts and the holddown rods from the battery tray.

INSTALLATION
(1) If removed, install the U-nuts and the holddown rods on the battery tray.
(2) Position the battery tray against the inner
fender panel and on the fender liner.
(3) Attach the battery tray to the inner fender
panel, the fender liner and the closure panel with the
screws. Tighten the screws with 23 Nzm (200 in. lbs.)
torque.
(4) Install the battery in the tray.
(5) Position the holddown bracket over the holddown rods.
(6) Install the retaining nuts on the holddown
rods. Tighten the nuts with 2 Nzm (20 in. lbs.)
torque.

FRONT FENDERS
Fig. 12 Cowl Grille, Screen & Seals

BATTERY TRAY
REMOVAL
(1) Remove the nuts and holddown bracket from
the holddown rods (Fig 13).

The front fenders are attached to the closure panel


and the cowl/dash panel with U-nuts, screws, washers, a stud and a nut (Fig. 14). The fender liners are
attached to the inner side of the fender panels with
screws.

Fig. 14 Front Fender Removal/Installation


Fig. 13 Battery Tray Removal/Installation
(2) Remove the battery from the tray.

REMOVAL
(1) Raise and support the hood. Remove the battery for left fender removal only.
(2) Remove the headlamps from the headlamp receptacles in the closure panel and from the bezels.

BODY COMPONENTS
(3) Remove the headlamp bezels closure panel. If
necessary, refer to the grille removal procedure.
(4) Remove the battery tray for left fender removal
only. If necessary, refer to the removal procedure.
(5) Remove the screws that attach the fender (Fig.
15) to the closure panel.

Fig. 15 Fender & Closure Panel


(6) Remove the screws that attach the fender liner
(Fig. 15) to the closure panel.
(7) Remove the nut/retainer and separate the air
dam from the fender.
(8) Remove the bolts that attach the top of the
fender (Fig. 14) to the cowl.
(9) Remove the nuts that attach the bottom of the
fender (Fig. 14) to the cowl.
(10) Remove the screw that attaches the fender
liner (Fig. 16) to the dash panel.

23 - 9

(11) Remove the fender and the liner from the cab
(Fig. 15).
(12) Remove the screws that attach the fender
liner to the fender panel (Fig. 15). Remove the liner
from the fender.

INSTALLATION
(1) Position the liner on the fender. Install the
screws to attach the fender liner to the fender panel
(Fig. 15). Tighten the screws with 23 Nzm (200 in.
lbs.) torque.
(2) Position the fender and the liner on the cab
(Fig. 15).
(3) Install the screws to attach the fender and the
liner (Fig. 15) to the closure panel. Tighten the
screws with 23 Nzm (200 in. lbs.) torque.
(4) Install nut/retainer to attach the air dam to the
front fender.
(5) Install the screw that attaches the fender liner
(Fig. 16) to the dash panel. Tighten the screw with
23 Nzm (200 in. lbs.) torque.
(6) Install the nuts to attach the bottom of the
fender (Fig. 14) to the cowl. Tighten the nuts with 23
Nzm (200 in. lbs.) torque.
(7) Install the bolts to attach the top of the fender
(Fig. 14) to the cowl. Tighten the bolts with 23 Nzm
(200 in. lbs.) torque.
(8) If removed, install the battery tray. If necessary, refer to the installation procedure. Tighten the
screws with 23 Nzm (200 in. lbs.) torque.
(9) If removed, install the battery and the holddown bracket. Tighten the holddown rod nuts with 2
Nzm (20 in. lbs.) torque.
(10) Install the headlamp bezels on the closure
panel (if necessary, refer to the grille installation procedure).
(11) Install the headlamps in the bezels and in the
headlamp receptacles.
(12) Remove the support and close the hood.

SPLASH SHIELDS
FRONT FENDER WHEELHOUSE2WD
VEHICLES
REMOVAL
(1) Remove the plastic retainers that attach the
splash shield to the wheelhouse liner and to the
frame rail (Fig. 17).
(2) Remove the screws that attach the splash deflector to the frame rail.
(3) Remove the splash shield and the splash deflector from the wheelhouse.

Fig. 16 Fender Liner & Dash Panel

INSTALLATION
(1) Position the splash shield on the wheelhouse
liner.

23 - 10

BODY COMPONENTS
CARGO BOX WHEELHOUSE
REMOVAL
(1) Remove the screws that attach the front splash
shield to the wheelhouse liner.

Fig. 17 Splash Shield & Splash Deflector2WD


Vehicles
(2) Install the retainers to attach the shield to the
wheelhouse liner and to the frame rail.
(3) Position the splash deflector on the frame rail.
(4) Install the screws to attach the splash deflector
to the frame rail. Tighten the screws with 12 Nzm
(110 in. lbs.) torque.

FRONT FENDER WHEELHOUSE4WD


VEHICLES
REMOVAL
(1) Remove the plastic retainers that attach the
splash shield to the wheelhouse liner and to the
frame rail (Fig. 18).

Fig. 19 Cargo Box Wheelhouse Splash Shields


(2) Remove the front splash shield from the wheelhouse.
(3) Remove the screws that attach the rear splash
shield to the wheelhouse liner.
(4) Remove the rear splash shield from the wheelhouse.
INSTALLATION
(1) Position the rear splash shield on the wheelhouse liner.
(2) Install the screws to attach the rear shield to
the wheelhouse liner.
(3) Position the front splash shield in the wheelhouse liner.
(4) Install the screws to attach the front shield to
the wheelhouse liner. Tighten the screws with 12
Nzm (110 in. lbs.) torque.

BODY MOULDINGS, NAMEPLATES AND DECALS

Fig. 18 Splash Shield4WD Vehicles


(2) Remove the splash shield from the wheelhouse.
INSTALLATION
(1) Position the splash shield on the wheelhouse
liner.
(2) Install the retainers to attach the shield to the
wheelhouse liner and to the frame rail.

BODY SIDE (VINYL) MOULDING


REPLACEMENT
Vinyl mouldings are attached to Dakota vehicle
outer panels by tape (Fig. 20).
Wheel lip mouldings are attached by screws. (Fig. 20)
Ensure that the method of moulding attachment is
known (Fig. 20) before attempting removal.
REMOVALMOULDINGS ATTACHED WITH ADHESIVE TAPE
(1) Soften the body side moulding tape adhesive
(Fig. 20 and 21) with a heat gun.
(2) Lift one edge of the moulding with a putty knife
and peel the moulding and tape from the cab/cargo box
panel. Apply additional heat to any location where the
moulding tape remains adhered to a panel.

BODY COMPONENTS

23 - 11

(3) Install 3M 06379 double-sided tape on the


moulding.
(4) Use masking tape as an alignment reference to
indicate the upper position for the moulding.
(5) Remove the backing from the double-sided tape,
align the moulding with the alignment reference tape or
string, and position it on the cab/cargo box panel.
(6) Verify that the moulding is properly aligned
and remove the alignment reference tape or string.
(7) Press the moulding onto the cab/cargo box
panel with a roller (or use hand pressure) to ensure
complete adhesion.

Fig. 20 Moulding Attachment Methods


(3) Remove the residual tape adhesive from the
panel.
(4) If the original moulding is being installed, also
remove the original tape and all the residual adhesive from it.
INSTALLATIONMOULDINGS ATTACHED WITH ADHESIVE
TAPE
The painted panel area that will be covered by the
moulding must be cleaned with an appropriate cleaning solution.
(1) Clean the painted panel surface with a commercial wax and silicone removal solution. Wipe the
surface with a clean cloth and allow it to dry.
(2) Freshly painted surfaces must be thoroughly
dry. If not, the residual solvent in the paint could adversely affect the moulding tape adhesive.

REMOVALWHEEL LIP MOULDINGS ATTACHED WITH


SCREWS
(1) Remove the retaining screw from the moulding.
(Fig. 20 and 21).
(2) Carefully remove the wheel lip moulding from
the wheelhouse (Fig. 21).
INSTALLATIONWHEEL LIP MOULDINGS ATTACHED WITH
SCREWS
Align the moulding with the screws holes in the
fender panel (Fig. 21), and then install the retaining
screws into the fender panel. Tighten the screws to 3
Nzm (24 in. lbs.) torque.

NAMEPLATES/BADGES
REMOVAL
(1) Soften the nameplate/badge tape adhesive (Fig.
21) with a heat gun.
(2) Lift one edge of the nameplate/badge with a
putty knife (or a similar thin-blade tool) and peel the

Fig. 21 Body Side Mouldings & Nameplates

23 - 12

BODY COMPONENTS

moulding and tape from the cab panel. Apply additional heat to any location where the tape remains
adhered to the panel.
(3) Remove the residual tape adhesive from the
panel.
(4) If the original nameplate/badge is being installed, remove the original tape and all the residual
adhesive from it.
SURFACE PREPARATION
The painted panel area that will be covered by the
nameplate/badge must be cleaned with an appropriate cleaning solution.
(1) Clean the painted panel surface with a commercial wax and silicone removal solution. Wipe the
surface with a clean cloth and allow it to dry.
(2) Freshly painted surfaces must be thoroughly
dry. If not, the residual solvent in the paint could adversely affect the nameplate/badge tape adhesive.
INSTALLATION
(1) Install 3M 06379 double-sided tape on the
nameplate/badge.
(2) For vertical alignment, use masking tape to indicate the upper position for the nameplate/badge on
the cab panel.
(3) Remove the backing from the double-sided
tape, align the nameplate/badge with the alignment
reference tape, and position it on the cab panel.
(4) Verify that the nameplate/badge is properly
aligned and remove the alignment reference tape.
(5) Press the nameplate/badge onto the cab panel
with a roller (or use hand pressure) to ensure complete adhesion.

TAILGATE DECAL
The tailgate is covered with a durable decal (Fig.
22).
REMOVAL
The key to successful decal removal is to apply heat only to the immediate area and slowly
peel the decal away from the tailgate panel.
Slow peeling will ensure that a maximum
amount of adhesive remains with the decal as it
is removed.
(1) Soften the decal adhesive with a heat gun.
(2) Lift one edge of the decal with a putty knife (or
a similar thin-blade tool). Slowly peel the decal from
the tailgate panel.
(3) Apply additional heat to any location where the
decal remains adhered to the panel.
(4) Remove the residual decal adhesive from the
panel.
SURFACE PREPARATION
The painted area that will be covered by the decal
must be cleaned with an appropriate cleaning solution.

Fig. 22 Tailgate Decal


(1) Clean the painted panel surface with a commercial wax and silicone removal solution. Wipe the
surface with a clean cloth and allow it to dry.
(2) Freshly painted surfaces must be thoroughly
dry. If not, the residual solvent in the paint could adversely affect the decal adhesive.
INSTALLATION
(1) Remove the backing from the decal and position it on the tailgate. (Fig. 22).
(2) Verify that the decal is properly aligned.
(3) Press the decal onto the tailgate with a roller
to ensure complete adhesion.

DOOR EDGE GUARD


A door edge guard (Fig. 23) can be removed by grasping it and pulling it outward from the door edge. To install, position the edge guard on the door edge and exert
inward force until it is seated on the door edge.

Fig. 23 Door Edge Guard

BODY COMPONENTS
ROOF MOULDING
REMOVAL
(1) Remove the interior trim panel for access to the
moulding retainer stud nuts. If necessary, refer to the
removal procedure (Fig. 24).

23 - 13

(2) Install the retaining nuts on the retainer studs.


Tighten the nuts with 2 Nzm (19 in. lbs.) torque.
The nuts have seals that prevent water from
entering the interior of the cab.
(3) Install the interior trim panel. If necessary, refer to the installation procedure.

CAB AND CARGO BOX STRIPES


GENERAL INFORMATION
The cab and cargo box stripes are durable, weather-resistant tape stripes with pressure-sensitive
backing (Fig. 25, 26, 27 and 28). The tapes are protected by the carrier until installed on the vehicle.
The carrier also is an installation alignment aid.

Fig. 24 Roof Moulding


(2) Remove the retaining nuts from the retainer
studs.
(3) Remove retainers and moulding from the roof
edge.
INSTALLATION
(1) Position the replacement roof moulding with retainers at the roof edge and insert the studs into the
roof holes until firmly seated.

REPAIR
Small nicks and scratches in a tape stripe can be
touched-up with paint in a manner similar to that
used for painted surfaces. A correct color match can
be obtained by blending small amounts of appropriate paint colors and then spot-painting the damaged
area(s) in the stripe.
To eliminate blisters and air bubbles, pierce them
with a needle or pin. Force the trapped air out of the
hole and press the stripe firmly against the cab/cargo
box panel. It could be necessary to slightly pre-heat
the stripe/panel with a heat gun to soften the adhesive.
A heat gun can also be used to remove small wrinkles in a stripe.

Fig. 25 Cab & Cargo Box Upper Stripes

23 - 14

BODY COMPONENTS

Fig. 26 Cab & Cargo Box Sport Stripes

Fig. 28 Liftgate 4X4 Decal

Fig. 27 Cargo Box & Liftgate Stripes


REQUIREMENTS
Tape stripe replacement because of collision damage requires that the metal repair and paint refinish
be completed before the stripe is installed.
The work area temperature should be between
18C (65F) and 32C (90F). A tape stripe should
not be replaced if the work area temperature is
less than 18C (65F).
The following equipment and material are needed
for tape stripe removal/installation:
A commercial tape stripe removal solution.

A commercial adhesive removal solution.


Liquid dish detergent (for the wetting solution).
A mixture of wetting solution.
A commercial wax and silicone removal solution.
Isopropyl (rubbing) alcohol.
A small squeegee (plastic or hard rubber).
A water bucket and sponge.
Clean wiping rags or paper towels.
A heat gun (or infra-red heat bulb).
A grease pencil.
A sharp knife, single edge razor blade or X-acto
knife.
A pair of scissors.
A needle or pin.
The use of a wetting solution aids the installation
of a tape stripe on a painted panel. Prepare a supply

BODY COMPONENTS
of wetting solution by thoroughly mixing two or three
teaspoons of dish detergent with 1 gallon of water.
Do not use soap.
Too much detergent will reduce the effectiveness of the mixture.

REMOVAL
The key to successful tape stripe removal is
to apply heat only to the immediate area and
slowly peel the stripe from the panel. Slow
peeling will ensure that a maximum amount of
adhesive remains with the stripe as it is removed.
(1) Start at one end of the tape stripe and apply
heat with a heat gun. Slowly peel the stripe from the
panel by pulling it back, in-line with the stripe affixed to the panel.Do not pull the tape stripe outward from the panel.
WARNING: USE THE TAPE STRIPE REMOVAL SOLUTION IN A WELL-VENTILATED AREA ONLY.
(2) A commercial tape stripe removal solution can
be used for stripe removal at areas where the heat
gun is ineffective.
(3) After the tape stripe is removed, remove any
adhesive remaining on the panel.
(4) Wipe the panel with a cloth saturated with a
general purpose adhesive cleaning solution.

SURFACE PREPARATION
(1) The panel area that will be covered by the tape
stripe must be cleaned with an appropriate cleaning
solution to remove any paint residue.
(2) Freshly painted surfaces must be thoroughly
dry. If not, the residual solvent in the paint could
cause the tape stripe to blister.
(3) Clean the painted surface with a commercial
wax and silicone removal solution. Wipe the surface
with a clean cloth and allow it to dry.
INSTALLATION
(1) Use a clean sponge and apply ample wetting
solution to the tape stripe adhesive and to the
painted panel surface. The wetting solution will permit ease of tape stripe movement when positioning it
on the panel.
(2) Immediately position the wetted adhesive side
of the replacement tape stripe on the panel. The bottom of the carrier should align with the panel character line (Fig. 25). Where applicable:
align the end of the replacement tape stripe with
the end of the existing tape stripe, and
correctly align the index darts and index notches
(Fig. 25).
(3) If a complete replacement tape stripe is not being installed:

23 - 15

Position the replacement tape stripe section at the


center of the repair area.
Align it with the existing tape stripe.
Allow at least 12 mm (1/2 in) of the tape stripe
section to extend inward from the existing tape stripe
edges.
CAUTION: Always remove the carrier from the tape
stripe, never remove the tape stripe from the carrier
because this could cause the stripe to tear or otherwise damaged.
(4) Bend the corner of the carrier outward and,
with a flick of the finger, separate the carrier from
the tape stripe.
(5) Retain the tape stripe firmly against the panel
surface while removing the carrier (Fig. 25).
(6) Apply the wetting solution to the outer side of
the tape stripe to allow the squeegee to freely slide
during the application of the stripe to the panel.
CAUTION: Avoid unnecessary pulling and stretching at the ends of the tape stripe because this
could cause it to tear.
(7) Position and slide a squeegee from the center to
the ends of the tape stripe. Use firm strokes to remove all of the air bubbles and wetting solution from
the underside of the tape stripe. This will ensure
complete bonding of the tape stripe to the painted
panel surface.Avoid stretching the tape stripe
while sliding the squeegee from the center with
firm, overlapping strokes.
(8) If a wrinkle is trapped in the tape stripe during
the squeegee operation, stop immediately. Carefully
lift the wrinkled area and re-align the stripe with the
panel character line to remove the wrinkle.Do not
lift the tape stripe if only a few air bubbles exist.
(9) Where applicable, allow 12 mm (1/2 in) extra
tape stripe to extend beyond the edges to be folded
over onto the panel flange areas.
(10) Fold the excess tape stripe back onto the adjacent inside flange area and burnish it until it is
completely bonded to the flange area. Where necessary, trim excess tape stripe.
(11) Inspect the tape stripe installation. Remove
all air and moisture bubbles with a needle or pin.
(12) Install any removed components and clean the
vehicle as necessary.

FUEL FILLER DOOR AND NOZZLE/TUBES


DOOR
REMOVAL
(1) Open the fuel filler door (Fig. 29).

23 - 16

BODY COMPONENTS

Fig. 29 Fuel Filler Door


(2) Remove the attaching screws from the cargo
box outer panel.
(3) Remove the door from the panel.
INSTALLATION
(1) Position the fuel filler door on the cargo box
outer panel with the screw holes aligned.
(2) Install the door attaching screws in the cargo
box outer panel. Tighten the screws with 4 Nzm (35
in. lbs.) torque.
(3) Close the fuel filler door.

Fig. 30 Fuel Filler Nozzle/Tubes

EXTERIOR MIRRORS
Service information for manual exterior rear view
mirrors is provided below.

REMOTE/MANUAL MIRROR
REMOVAL
(1) Loosen the mirror toggle control setscrew at the
bezel (Fig. 31).

NOZZLE/TUBES
REMOVAL
(1) Remove the fuel filler door.
(2) Remove the cap from the nozzle.
(3) Loosen the clamps and separate the hoses from
the tubes.
(4) Remove the screws that attach the nozzle to
the cargo box panel.
The fuel cap tether is also attached to the
cargo box panel with one of the screws.
(5) Remove the nozzle/tubes from the cargo box
panel (Fig. 30).

INSTALLATION
(1) Position the fuel filler nozzle/tubes and the fuel
cap tether at the opening in the cargo box panel.
(2) Install the screws to attach the nozzle and
tether to the panel. Tighten the screws with 4 Nzm
(35 in-lbs) torque.
(3) Attach the hoses to the tubes with the clamps.
Tighten the clamp screws with 4 Nzm (35 in-lbs)
torque.
(4) Install the cap on the nozzle.
(5) Install the fuel filler door.

Fig. 31 Remote/Manual Mirror


(2) Remove the cover plug and the mirror bezel retaining screw. Remove the mirror bezel from the door
trim panel and the toggle control.
(3) Remove the seal from the door aperture for access to the mirror retaining nuts.
(4) Remove the mirror retaining nuts.
(5) Remove the mirror from the door outside panel.
INSTALLATION
(1) If necessary, clean the door panel-mirror base
contact surface.
(2) Position the mirror on the door outside panel
with the studs inserted in the holes.

BODY COMPONENTS
(3) Install the mirror retaining nuts. Tighten the
nuts with 7 Nzm (65 in. lbs.) torque.
(4) Install the mirror seal in the door aperture.
(5) Position the mirror bezel over the toggle control
and tighten the setscrew with 1 Nzm (9 in. lbs.)
torque.
(6) Install the mirror bezel retaining screw.
Tighten the screw with 2 Nzm (17 in. lbs.) torque.
(7) Install the mirror bezel retaining screw cover
plug.

NON-REMOTE/MANUAL AND WIDE-VIEW


MIRRORS
REMOVAL
(1) Remove the cover plug and the mirror bezel retaining screw. Remove the mirror bezel from the door
trim panel (Fig. 31).
(2) Remove the seal for access to the mirror retaining nuts (Fig. 32).

Fig. 32 Non-Remote/Manual & Wide-View Mirrors


(3) Remove the mirror retaining nuts (Fig. 32).
(4) Remove the mirror from the door outside panel
(Fig. 32).
INSTALLATION
(1) If necessary, clean the door panel-mirror base
contact surface.
(2) Position the mirror on the door outside panel
with the studs inserted in the holes (Fig. 32).
(3) Install the mirror retaining nuts (Fig. 32).
Tighten the nuts with 7 Nzm (65 in. lbs.) torque.
(4) Install the mirror seal in the door aperture
(Fig. 32).
(5) Position the mirror bezel over the door aperture.
(6) Install the bezel retaining screw (Fig. 32).
Tighten the screw with 2 Nzm (17 in. lbs.) torque.
(7) Install the mirror bezel retaining screw cover
plug (Fig. 31).

23 - 17

CAB
The cab is attached to the vehicle front frame
structure with bolts (Figs. 33 and 34). If necessary,
the cab can be removed for repair or service access.

REMOVAL
(1) Disconnect the battery cables from the terminals and remove the battery from the tray.
(2) As necessary, disconnect the wire harness connectors from the engine-related components and from
the frame.
(3) Disconnect the parking brake cable and the
brake lines.
(4) Disconnect the engine controls.
(5) Disconnect the heater and A/C hoses.
(6) Disconnect the cable from the starter motor.
(7) Disconnect the transmission and transfer case
(if equipped) shift linkage.
(8) Disconnect the tubing from the clutch master
cylinder (if equipped).
(9) Disconnect the steering shaft from the steering
gear.
(10) Disconnect all remaining connections between
the cab and the frame-attached components.
(11) Remove the restraint cable (Fig. 33) from the
cab.
(12) Remove the retaining screws and the floor
panel-to-holddown bracket plate (Fig. 33) from the
cab.
(13) Remove the cab holddown bolts (Figs. 33 and
34). The bolts are accessible from the underside of
the cab.
(14) Separate and remove the cab from the frame
(Figs. 33 and 34).
INSTALLATION
(1) Ensure that the isolators and spacers are correctly positioned on the frame holddown brackets
(Figs. 33 and 34).
(2) Position the cab on the frame (Figs. 33 and 34).
(3) Install the cab holddown bolts (Figs. 33 and
34). Tighten the bolts with 81 Nzm (60 ft. lbs.) torque.
(4) Position the floor panel-to-holddown bracket
plate (Fig. 33) on the cab floor panel and install the
retaining screws. Tighten the screws with 23 Nzm
(200 in. lbs.) torque.
(5) Position the restraint cable ends (Fig. 33) on
the cab rear seat belt anchor bolts and install the retaining nuts. Tighten the nuts with 45 Nzm (33 ft.
lbs.) torque.
(6) Connect the steering shaft to the steering gear.
(7) Connect the tubing to the clutch master cylinder (if equipped).
(8) Connect the transmission and transfer case (if
equipped) shift linkage.
(9) Connect the cable to the starter motor.
(10) Connect the heater and A/C hoses.
(11) Connect the engine controls.

23 - 18

BODY COMPONENTS

Fig. 33 Standard Cab Holddowns

Fig. 34 Extended Cab Holddowns


(12) Connect the parking brake cable and the
brake lines.
(13) Connect the wire harness connectors to the
engine-related components and to the frame.

(14) Connect all remaining items between the cab


and the frame-attached components.
(15) Install the battery in the tray and connect the
cables to the terminals.

BODY COMPONENTS
(16) Thoroughly inspect the installation of the cab
on the frame and ensure that:
All connecting hardware is correctly tightened.
All fluids and lubricants are at an acceptable level.
All electrical, engine, drivetrain and chassis components are functionally operational.

TAILGATE
REMOVAL
(1) Open the tailgate.
(2) Position the tailgate at an angle that will allow
the restraint/support cable eyelets to be removed
from the tailgate cable pivots (Fig. 35).
(3) Separate connector for Center High Mounted
Stop Lamp (CHMSL).

Fig. 35 Tailgate Removal/Installation


(4) On the right side, remove the tailgate hingehalf from the slot in cargo box hinge-half.
(5) On the left side, remove the tailgate hinge-half
from the cargo box hinge-half by moving the tailgate
to the right.
(6) Remove the tailgate from the cargo box.

INSTALLATION
(1) Position the tailgate at the cargo box.
(2) On the left side, insert the tailgate hinge-half
into the cargo box hinge-half by moving the tailgate
to the left.
(3) On the right side, insert the tailgate hinge-half
into the slot in cargo box hinge-half.
(4) Position the tailgate at an angle that will allow
the restraint/support cable eyelets to be installed on
the tailgate cable pivots (Fig. 35).
(5) Connect CHMSL electrical connector.

23 - 19

(6) Test the handle and latches for correct operation. If necessary, adjust the strikers to eliminate
tailgate looseness and noise.
(7) Close the tailgate.

DISASSEMBLY
(1) Remove the screws that attach the cover plate
to the tailgate inside panel. Remove the cover plate
from the panel (Fig. 35).
(2) Disconnect the plastic clips that attach the
handle-to-latch rods to the rod retainer at the handle.
(3) Remove the nuts that attach the handle and
the rod retainer to the tailgate inner panel.
(4) Remove the rod retainer from the opening at
the inside of the tailgate.
(5) Lower the handle and remove it from the tailgate opening.
(6) Support the tailgate. Remove the latches and
the restraint/support cables from the ends of the tailgate.
ASSEMBLY
(1) Lubricate the latches, the handle and the rod
retainer before assembly.
(2) Install the latches and the restraint/support cables at the ends of the tailgate. Remove the support.
(3) Insert the handle in the tailgate opening.
(4) Position the rod retainer in the opening at the
inside of the tailgate.
(5) Install the nuts to attach the handle and the
rod retainer to the tailgate inner panel.
(6) Connect the handle-to-latch rods to the rod retainer at the handle and retain them with the plastic
clips.
(7) Position the cover plate over the opening in the
tailgate inside panel and install the attaching screws
(Fig. 35).
(8) Test the handle and latches for correct operation. If necessary, adjust the strikers to eliminate
tailgate looseness and noise.

SPARE TIRE WINCH


REMOVAL
CAUTION: Operate the spare tire winch manually
only. Air or electrically powered tools can cause
damage to the internal mechanism.
(1) Insert a lug wrench into the rear bumper access hole and into the winch actuator (Fig. 36).
(2) Rotate and force the lug wrench inward to engage it with the winch actuator slot.
(3) Rotate the lug wrench counterclockwise until
the spare tire and wheel are lowered to the surface.
(4) Remove the lug wrench from the winch actuator and the rear bumper access hole.

23 - 20

BODY COMPONENTS
(2) Remove the support and lower the vehicle.
(3) Attach the spare tire and wheel to the winch.
CAUTION: Operate the spare tire winch manually
only. Air or electrically powered tools can cause
damage to the internal mechanism.
(4) Insert a lug wrench into the rear bumper access hole and into the winch actuator.
(5) Rotate and force the lug wrench inward to engage it with the winch actuator slot.
(6) Rotate the lug wrench clockwise and raise the
spare tire and wheel until the tire is flush against
the bottom of the cargo box. When this occurs, the
winch mechanism will slip. Allow the mechanism to
slip 2 or 3 times to ensure that the tire is tightly
seated against the cargo box.
(7) Remove the lug wrench from the winch actuator and the rear bumper access hole.

Fig. 36 Spare Tire Winch


(5) Detach the spare tire and wheel from the winch.
(6) Raise and support the vehicle on a hoist.
(7) Remove the retaining bolts and the winch from
the cargo box.

INSTALLATION
(1) Position the spare tire winch under the cargo
box and install the retaining bolts. Tighten the bolts
with 23 Nzm (200 in. lbs.) torque.

CARGO BOX
REMOVAL
The cargo box is attached to the vehicle rear frame
structure with screws (Fig. 37). If necessary, the box
can be removed for repair, service access, or replacement.
(1) Disconnect the battery cables from the terminals.

Fig. 37 Cargo Box Holddowns

BODY COMPONENTS
(2) Disconnect tail lamp wire harness connectors.
(3) Support the exhaust tail pipe and disconnect
the support hanger from the cargo box.
(4) Loosen the clamps and disconnect the fuel and
vent hoses from the nozzle tubes (Fig. 38).

23 - 21

LIGHT BAR
REMOVAL
(1) Disconnect off road lamp wire connectors.
(2) Remove nuts and support plates holding light
bar to cargo box top rails (Fig. 39).
(3) Separate light bar from side support cover.
(4) Remove nuts holding side support cover to
cargo box top rails.

Fig. 38 Fuel & Vent Hoses


(5) Remove the spare tire winch tube support
bracket from the bottom of the cargo box.
(6) Remove the cargo box holddown screws (Fig.
37). The screws are accessible from the underside of
the cargo box:
At the rear holddowns (A).
At the rear, center holddowns (B).
At the center holddowns (C).
At the front holddowns (D).
(7) Identify, mark and retain the shims (if used) for
installation reference.
(8) Remove the cargo box from the frame (Fig. 37).

INSTALLATION
(1) Position cargo box on the frame (Fig. 37).
(2) If used, insert the shims and install the holddown screws (Fig. 37). Tighten the screws with 41
Nzm (30 ft. lbs.) torque.
(3) Position the spare tire winch tube support
bracket at the bottom of the cargo box and install the
retaining screws. Tighten the screws securely.
(4) Connect the fuel and vent hoses to the nozzle
tubes (Fig. 38). Tighten the fuel hose clamp screw
with 4 Nzm (35 in. lbs.) torque. Tighten the vent hose
clamp screw with 2 Nzm (14 in. lbs.) torque.
(5) Connect the tail pipe to the support hanger on
the cargo box and remove the support.
(6) Connect tail lamp wire harness connectors.
(7) Connect the battery cables to the terminals.
(8) Thoroughly inspect the installation of the cargo
box on the frame and ensure that:
All connecting hardware is correctly tightened.
All electrical system components are functionally
operational.

Fig. 39 Light Bar


DISASSEMBLE
The Dakota light bar is comprised of 5 separate
components:
Center light support.
Side bar hoop (2).
Side bar support (2).
Each component can be serviced individually (Fig.
40).
(1) Using a trim stick, pry plug from side bar hoop.
(2) Remove bolt holding side bar hoop to side bar
support.
(3) Separate side bar support from side bar hoop.
(4) Separate center light bar support.
ASSEMBLE
(1) Slide center light bar support into side bar
hoop.
(2) Install bolt holding side bar hoop to side bar
support. Torque to 41 Nzm. (30 ft. lbs.).
(3) Install pry plug in side bar hoop.

23 - 22

BODY COMPONENTS
(2) Install light bar on side support cover.
(3) Install nuts and support plates holding light
bar to cargo box top rails. Torque to 25 Nzm. (239 in.
lbs.).
(4) Connect off road lamp wire connectors.

Fig. 40 Light Bar Components


INSTALLATION
(1) Install nuts holding side support cover to cargo
box top rails. Torque to 3 Nzm. (24 in. lbs.).

BODY COMPONENTS

23 - 23

DOORS
INDEX
page
Blind Rivet Removal . . . . . . . . . . . . . . . .
Complete Door . . . . . . . . . . . . . . . . . . . .
Door Adjustment . . . . . . . . . . . . . . . . . . .
Door Latch . . . . . . . . . . . . . . . . . . . . . . .
Door Latch Linkage . . . . . . . . . . . . . . . . .
Door Latch Striker . . . . . . . . . . . . . . . . . .
Door Trim Panel/Waterdam/Noise Insulator
Hinge Replacement . . . . . . . . . . . . . . . . .

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SERVICE INFORMATION
The door (Fig. 1) service procedures include:
Complete door.
Component removal/installation.
Component replacement.
Adjustments.

Fig. 1 Door Components


Care should be taken to prevent undercoating
material and rust proofing compounds from
contacting the door internal components.

BLIND RIVET REMOVAL


The 6-mm (1/4-in) diameter blind rivets should be
removed according to the following information:
Remove the center of the rivet with a drift punch.
Drill out the rivet with a 6 mm (1/4-in) diameter
drill bit (Fig. 1).
When installed, the components should be attached
to the door with 1/4-20 x 1/2 bolts and nuts. Tighten
the nuts with 10 Nzm (90 in. lbs.) torque.

page
Inside Door Handle . . .
Key Lock Cylinder . . . .
Mirror Support Bracket
Outside Door Handle . .
Power Door Lock Motor
Rearview Mirror . . . . .
Service Information . . .
Window Glass and Door

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Weatherstrip

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Seals

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23
29

HINGE REPLACEMENT
REMOVAL
(1) Support the door with a padded floor jack.
(2) Use a wax pencil to mark the outline of the
hinge-halves on the door and the cab pillar for installation alignment reference.
(3) Remove the hinge-to-cab pillar screws.
When removing a door hinge, DO NOT discard the shims (if equipped).
(4) Remove the hinge-to-door screws and remove
the hinge from the door and the cab (Fig. 1).
INSTALLATION
(1) Clean the hinge in an appropriate solvent and
blow dry with compressed air.
(2) Color coat the hinge to match the vehicle color.
(3) Lubricate the hinge with engine oil.
(4) Position the hinge on the door and install the
hinge-to-door screws finger-tight.
(5) Install the hinge-to-cab pillar screws fingertight.
(6) Align the hinge-halves with the installation reference outlines on the door and the cab.
(7) Tighten the hinge screws with 35 Nzm (26 ft.
lbs.) torque.
(8) Remove the floor jack from the door.

DOOR ADJUSTMENT
The doors are adjusted at the hinge attaching locations at either the cab pillar or the door, as applicable. Enlarged screw holes are located in the cab pillar
for fore, aft and tilt adjustments. Enlarged screw
holes are located in the door for up/down and in/out
adjustments.
Prior to door adjustment, the door latch must be
removed to allow the door to close freely and be properly aligned without interference.

FORE AND AFT


Fore/aft door adjustment should be made by loosening the screws for one hinge at a time and then moving the door to the correct position.

23 - 24

BODY COMPONENTS

(1) Support the door with a padded floor jack.


(2) Loosen the applicable hinge-to-cab pillar screws
and move the door to the required fore/aft position.
(3) If necessary, loosen the other hinge-to-cab pillar
screws and move the door to the required fore/aft position.
(4) Tighten the hinge screws with 35 Nzm (26 ft.
lbs.) torque.
(5) Remove the floor jack from the door.

UP AND DOWN
(1) Support the door with a padded floor jack.
(2) Loosen hinge-to-door screws at both hinges,
and move the door to the required up/down position.
(3) Tighten the hinge screws with 35 Nzm (26 ft.
lbs.) torque.
(4) Remove the floor jack from the door.

Fig. 2 Power Switch Housing

IN AND OUT
In/out door adjustment should be made by loosening the screws for one hinge at a time and then moving the door to the correct position.
(1) Support the door with a padded floor jack.
(2) Loosen the applicable hinge-to-door screws and
move the door to the required in/out position.
(3) If necessary, loosen the other hinge-to-door
screws and move the door to the required in/out position.
(4) Tighten the hinge screws with 35 Nzm (26 ft.
lbs.) torque.
(5) Remove the floor jack from the door.
DOOR LATCH STRIKER
The door latch striker can be adjusted either in or
out to position it correctly for the door latch to be
completely engaged when the door is closed. When
closed, the door should be flush with the adjacent
body panels.

DOOR TRIM PANEL/WATERDAM/NOISE


INSULATOR
REMOVAL
(1) If equipped, remove the retaining screw and
the power switch housing (Fig. 2).
(2) If equipped, remove the window glass regulator
handle (Fig. 3).
(3) Remove the door inside latch release handle bezel.
(4) If equipped, remove the door pull strap.
(5) If equipped, remove the retaining screws and
the armrest from the trim paneloptional (Fig. 3).
(6) If equipped, remove the exterior mirror retaining screw and bezel. If necessary, refer to the mirror
removal procedure.
(7) Use a trim removal tool and carefully pry the
trim panel away from the door inner panel. Remove
the trim panel from the door.

Fig. 3 Door Trim Panel


(8) Carefully separate the waterdam from the door
inner panel at the areas with adhesive (Fig. 4). Remove the waterdam from the door inner panel.
(9) Remove the retainers and remove the noise insulator from the door inner panel (Fig. 5).

INSTALLATION
(1) Position the noise insulator on the door inner
panel and install the retainers (Fig. 5).
(2) Apply an appropriate adhesive/sealant to the
waterdam edges before installing it (Fig. 4).
(3) Position the waterdam on the door inner panel
and press it inward at the areas with the adhesive
(Fig. 4) to attach it to the inner panel.
(4) Position the trim on the door inner panel and
press around the perimeter of the panel to attach the
inner panel.
(5) Install the armrest (if removed) and the window glass regulator handle (Fig. 3), or (if equipped)
the power switch housing (Fig. 2). Tighten the armrest retaining screws with 3 Nzm (20 in. lbs.) torque.
Tighten the housing retaining screw with 2 Nzm (17
in. lbs.) torque.

BODY COMPONENTS

23 - 25

COMPLETE DOOR
REMOVAL
(1) For doors equipped with a power window,
power door lock, power mirror and radio speaker, remove the door trim panel/waterdam/noise insulator.
If necessary, refer to the removal procedure.
(2) Disconnect the component wire harness connectors from the main wire harness (Fig. 6). Remove the
main wire harness retainer from the door panel and
then remove the main wire harness from the door.

Fig. 4 Door Waterdam

Fig. 6 Door Wire Harness Connectors


(3) Support the door with a padded floor jack.
(4) Remove the door hinge retaining screws. Remove the floor jack and the door from the vehicle.
(5) If equipped, identify and retain the door hinge
shims for proper installation.

Fig. 5 Door Noise Insulator


(6) If applicable, install the exterior mirror bezel
and retaining screw. If necessary, refer to the mirror
installation procedure.
(7) Install the door inside latch release handle bezel.
(8) If removed, install the door pull strap.
(9) If equipped, install the power switch housing
and the retaining screw (Fig. 2). Tighten the screw
securely.
(10) If equipped, install the window glass regulator
handle (Fig. 3).

DOOR INSTALLATION
(1) If a replacement front door is being installed,
coat the door interior with anti-corrosion wax. Also,
seal the door hem flange with sealant.
(2) Before installing a replacement door, as applicable, transfer:
Original window glass and regulator.
Electric motors.
Key lock cylinder.
Latch handles.
Trim panel.
Any remaining components to the replacement
door.
Refer to the applicable removal/installation procedures.
(3) Lubricate the hinges with engine oil.
(4) Position the door in the cab opening.

23 - 26

BODY COMPONENTS

(5) Support the door with a padded floor jack.


(6) Align the door hinge holes with the screw holes
and install (but do not tighten) the hinge screws.
(7) Install the door restraint (check) pin.
(8) Adjust the door as necessary. Tighten the hinge
screws with 35 Nzm (26 ft-lbs) torque. If necessary,
refer to the adjustment procedure.
(9) Adjust the latch striker and the latch as necessary.
(10) Remove the floor jack from the door.
(11) If applicable, insert the main wire harness
into the door and install the retainer in the door
panel. Connect the power window motor, the power
door lock motor, the power mirror and the radio
speaker wire harness connectors to the main wire
harness connectors (Fig. 6).
(12) If removed, install the door noise insulator,
the waterdam and the trim panel. If necessary, refer
to the installation procedure.

DOOR WINDOW GLASS/REGULATOR


REMOVAL
(1) Remove the door trim panel (or, if applicable,
the access panel), the waterdam and the noise insulator. If necessary, refer to the removal procedure.
(2) Open the window glass (move the glass down
into the door).
(3) Remove the retaining screws and the beltline
weatherstrip moulding from the door (Fig. 7).

(4) Use Tool C-4867 to disengage the window glass


edge sliders from the glass rear track (Fig. 8).

Fig. 8 Door Window Glass Removal/Installation


(5) Rotate the window glass on the regulator roller,
slide it rearward and upward at a 45 angle, and remove it from the door.
(6) After the glass is removed from the door, remove the retaining blind rivets with a drill and remove the lift channel from the glass (Fig. 8). If
necessary, refer to the blind rivet removal instructions.
(7) If necessary, remove the retaining screws and
remove the glass rear channel/track from the door
(Fig. 7 and 8).
(8) Remove the window glass regulator retaining
screws (Fig. 9).

Fig. 9 Regulator Removal/InstallationTypical


Fig. 7 Door Beltline Moulding Weatherstrip
CAUTION: Damage to the window glass rear track/
channel is possible if the glass is removed without
using Tool C-4867 (or an equivalent tool).

(9) Remove the window glass regulator from the


door.

INSTALLATION
(1) If removed, position the glass rear channel/
track in the door (Fig. 7) and install the retaining
screws. Tighten the screws securely.

BODY COMPONENTS
(2) Install the lift channel and gaskets on the window glass with 1/4-20 x 1/2 bolts and nuts. Tighten
the nuts with 10 Nzm (90 in. lbs.) torque.
(3) Install replacement edge sliders on the window
glass rear edge (Fig. 8).
(4) Position the window glass regulator in the door
and install the retaining screws (Fig. 9). Tighten the
screws securely.
(5) Install the window glass in the door:
Insert the window glass into the door.
Slide it forward and downward at a 45 angle.
Engage the window glass edge sliders with the
glass rear track (Fig. 8).
Engage the lift channel with the regulator roller.
(6) Position the beltline weatherstrip moulding on
the door panel and install the retaining screws (Fig.
7). Tighten the screws securely.
(7) Install the noise insulator, the waterdam and
the door trim panel (or, if applicable, the access panel). If necessary, refer to the installation procedure.

KEY LOCK CYLINDER


REMOVAL
(1) Raise the window glass to the completely closed
position.
(2) Remove the door trim panel, the access panel,
the waterdam and the noise insulator. If necessary,
refer to the removal procedure.
(3) Disconnect the lock cylinder-to-latch rod at the
door latch (Fig. 10).

23 - 27

(2) Connect the lock cylinder-to-latch rod to the


door latch.
(3) Test the door lock cylinder-to-latch rod operation.
(4) Install the door trim panel, the waterdam and
the noise insulator. If necessary, refer to the installation procedure.

DETERMINING KEY/LOCK CODE


When the door key or the key/lock code is not available, the following procedure can be used to determine the key/lock code.
(1) Remove the key lock cylinder from the door. If
necessary, refer to the removal procedure.
(2) Remove the tumbler cover from the lock cylinder housing and discard it.
(3) Individually remove each spring, driver and
tumbler set from the lock cylinder housing.
(4) Use the code plate to determine the code number for each set and record the results.
(5) Continue, as instructed above, to determine the
complete key/lock code with the remaining sets of
spring, driver and tumbler.
(6) Assemble the original tumbler, driver and
spring sets (if not damaged) in the lock cylinder
housing.
(7) Install a replacement tumbler cover on the lock
cylinder housing.
(8) Install the key lock cylinder in the door. If necessary, refer to the installation procedure.
REPAIR
(1) Remove the key lock cylinder from the door. If
necessary, refer to the removal procedure.
(2) Determine the key/lock code. If necessary, refer
to the procedure.
(3) Discard the original lock cylinder housing tumbler cover, the tumblers, the drivers and the springs.
CAUTION: If the replacement spring coils are tangled, do not separate them by pulling them apart,
un-thread them from each other so that they do not
become stretched and distorted.

Fig. 10 Key Lock Cylinder & Outside Handle


(4) Remove the key lock cylinder clip retainer and
remove the lock cylinder from the door.
(5) If being replaced, remove the lock cylinder
latch rod from the original lock cylinder and attach it
to the replacement lock cylinder.

INSTALLATION
(1) Install the lock cylinder in the door hole. Retain the lock cylinder with the clip retainer.

(4) Assemble the replacement tumbler, driver and


spring sets in the lock cylinder housing and install a
replacement tumbler cover.
(5) Install the original rod lever and E-clip retainer
(if not damaged).
(6) Test the repaired key lock cylinder for correct
operation and install it in the door. If necessary, refer
to the installation procedure.

OUTSIDE DOOR HANDLE


REMOVAL
(1) Raise the window glass to the completely closed
position.

23 - 28

BODY COMPONENTS

(2) Remove the door trim panel, the waterdam and


the noise insulator from the door inner panel. If necessary, refer to the removal procedure.
(3) Remove the door handle attaching bracket
nuts.
(4) Disconnect the handle-to-latch rod from the
latch.
(5) Remove the handle and gasket from the door
outer panel (Fig. 10).
INSTALLATION
(1) Apply silicone spray lubricant to the handle internal moving parts.
(2) Position the gasket and handle on the door
outer panel.
(3) Position the handle attaching bracket at the inside of the handle.
(4) Install and tighten the handle attaching
bracket nuts securely.
(5) Connect the handle-to-latch rod to the latch.
(6) Test and ensure that the handle operates correctly.
(7) Install the door noise insulator, the waterdam
and the trim panel, the access panel). If necessary,
refer to the installation procedure.

Fig. 11 Door Latch & Rods

DOOR LATCH
REMOVAL
(1) Raise the window glass to the completely closed
position.
(2) Remove the door trim panel, the waterdam and
the noise insulator from the door inner panel. If necessary, refer to the removal procedure.
(3) Disconnect the:
Outside handle-to-latch rod from the latch.
Key lock cylinder-to-latch rod from the latch.
Inside handle-to-latch rod from the latch (Fig. 11).
Lock knob-to-latch rod from the latch (Fig. 11), if
equipped.
Lock motor-to-latch rod from the latch (Fig. 11).
(4) Remove the door latch retaining screws from
the door inner panel face (Fig. 12).
(5) Remove the door latch from the door via the access hole in the panel (Fig. 12).
INSTALLATION
(1) Install the latch striker, if removed.
(2) Insert the door latch through the access hole in
the panel, position it at the door face panel and connect the rods to it (Fig. 11).
(3) Install the latch retaining screws in the door
panel face (Fig. 12). Tighten the screws with 9 Nzm
(7 ft-lbs) torque.
(4) Test and ensure that the latch operates correctly.

Fig. 12 Door Latch Removal/Installation


(5) Install the door noise insulator, the waterdam
and the trim panel. If necessary, refer to the installation procedure.

DOOR LATCH LINKAGE


ADJUSTMENT
(1) Locate the 8-mm (0.312-in) diameter access
hole in the door panel face near the latch.
(2) Loosen the door latch adjustment screw via the
access hole.
(3) Push upward on the latch lever via the access
hole to remove all the slack from the linkage.
(4) Tighten adjustment screw while retaining the
latch lever in the adjusted position.
(5) Test and ensure that the latch and rods operate
correctly.

BODY COMPONENTS
DOOR LATCH STRIKER
REPLACEMENT
(1) Remove the striker and spacer from the B-pillar (Fig. 12).
(2) Install the spacer and replacement striker on
the B-pillar (Fig. 12).
(3) Adjust the door latch striker either in or out to
position it correctly for the door latch to be completely engaged when the door is closed. When
closed, the door should be flush with the adjacent
body panels.

POWER DOOR LOCK MOTOR


REMOVAL
(1) Raise the window glass to the completely closed
position.
(2) Remove the door trim panel, the waterdam and
the noise insulator from the door inner panel. If necessary, refer to the removal procedure.
(3) Disconnect wire harness connector from the
lock motor.
(4) Disconnect the lock motor-to-latch rod from the
motor (Fig. 13).

23 - 29

(5) Test and ensure that the latch lock operates


correctly.
(6) Install the door noise insulator, the waterdam
and the trim panel. If necessary, refer to the installation procedure.

INSIDE DOOR HANDLE


REMOVAL
(1) Raise the window glass to the completely closed
position.
(2) Remove the door trim panel, the waterdam and
the noise insulator from the door inner panel. If necessary, refer to the removal procedure.
(3) Remove the handle-to-latch rod from the handle via the access hole.
(4) Remove the retaining blind rivet with a drill
and remove the inside handle from the door panel. If
necessary, refer to the blind rivet removal instructions (Fig. 11).
INSTALLATION
(1) Insert the inside handle through access hole
and into door.
(2) Connect the handle-to-latch rod to the handle
via the access hole.
(3) Attach the inside handle to the door panel with
a 1/4-20 x 1/2 bolt and nut. Tighten the nut with 10
Nzm (90 in. lbs.) torque.
(4) If necessary, adjust to eliminate excess handle
travel.
(5) Install the door noise insulator, the waterdam
and the trim panel (or, if applicable, the access panel). If necessary, refer to the installation procedure.

WINDOW GLASS AND DOOR WEATHERSTRIP


SEALS

Fig. 13 Lock Motor Removal/Installation


(5) Remove the motor retaining screws, lift the motor and remove it from the door via the access hole in
the inner panel.

INSTALLATION
(1) Insert the motor in the access hole in the inner
panel and position it at the location of the retaining
screw holes (Fig. 13).
(2) Connect the lock motor-to-latch rod to the motor (Fig. 13).
(3) Install the lock motor retaining screws. Tighten
the screws with 11 Nzm (95 in. lbs.) torque.
(4) Connect the lock motor wire harness connector
to the door wire harness connector.

WINDOW GLASS SEAL REMOVAL


When removing door window glass weatherstrip
seals (including the beltline weatherstrip moulding),
open the window glass completely.
The window glass channel weatherstrip seals can
be removed by hand or with the aid of a small putty
knife (or similar tool).
The window glass beltline weatherstrip moulding
(Fig. 7) can be removed according to the following
procedure.
(1) Remove the door trim panel (or, if applicable,
the access panel), the waterdam and the noise insulator. If necessary, refer to the removal procedure.
(2) Open the window glass (move the glass down
into the door).
(3) Remove the retaining screws and the beltline
weatherstrip moulding from the door (Fig. 7).

23 - 30

BODY COMPONENTS

WINDOW GLASS SEAL INSTALLATION


When installing door window glass weatherstrip
seals (including the beltline weatherstrip moulding),
open the window glass completely.
(1) To install door window glass channel weatherstrip seal, start at the upper, rear corner.
(2) A small amount of adhesive can be used to retain the weatherstrip seal in-place, if necessary.
(3) Move forward and downward evenly until the
weatherstrip seal is fully seated in the channel.
(4) Position the beltline weatherstrip moulding on
the door panel and install the retaining screws (Fig.
7). Tighten the screws securely.
(5) Install the noise insulator, the waterdam and
the door trim panel (or, if applicable, the access panel). If necessary, refer to the installation procedure.
DOOR SEAL REMOVAL
The cab body-to-door seal and the door primary
weatherstrip seal are attached to retainer flanges.
(Fig. 14).

Fig. 15 Door Secondary Seal


DOOR SEAL INSTALLATION
PRIMARY WEATHERSTRIP SEAL
The door primary weatherstrip seal is installed by
seating it on the retainer flange around the perimeter of the door opening (Fig. 14).
CAUTION: Do not use a hammer to install a door
weatherstrip seal.

Fig. 14 Door Primary & Body-To-Door Seals


The door secondary seal is attached to the door sill
with screws and two-sided tape (Fig. 15).
(1) The body-to-door weatherstrip seal is removed
by pulling it outward to separate it from the retainer
flange. (Fig. 14).
(2) The door primary weatherstrip seal is removed
by pulling it outward to separate it from the flange
in the door opening (Fig. 14).
(3) The door secondary seal (Fig. 15) is removed
from the door sill by removing the attaching screws.
Then pry it upward to separate the tape from the
door sill.

(1) To install a door opening weatherstrip seal,


start at the upper rear corner of the door opening
(Fig. 14).
(2) Move forward and downward around the perimeter of the door opening. Seat the weatherstrip seal
on the retainer flange (Fig. 14).
Seal positioning at the corners is critical. The
seal must
be firmly seated at each corner. Avoid puckering
and stretching the seal at the corners.
(3) When correctly installed, the seal ends will
meet exactly at the door sill centerline (Fig. 14).
BODY-TO-DOOR SEAL
The body-to-door weatherstrip seal is installed by
seating it on the retainer flange at the roof edge and
A-pillar (Fig. 14).
(1) To install a body-to-door seal, position the rear
end of the seal flush against the front end of the roof
moulding (Fig. 14).
(2) Move forward to the A-pillar while seating the
weatherstrip seal on the flange (Fig. 14).

BODY COMPONENTS
(3) The top of the seal must fit tight against the
roof to provide a proper water-tight seal and to have
good appearance (Fig. 14).
SECONDARY WEATHERSTRIP SEAL
(1) Clean the door sill contact surface (Fig. 15)
with a 50/50 solution of isopropyl alcohol and clean
water.
(2) Remove the backing from the tape at the front
of the seal.
(3) Position the seal on the door sill with the screw
holes aligned. The inner edge of the seal must be located under the door primary weatherstrip seal bulb,
but must not contact or interfere with the bulb (Fig.
15).
(4) Apply pressure to seal at the area of the tape to
adhere the tape to the rocker panel/door sill (Fig. 15).
(5) Attach the seal to the door sill with the screws
(Fig. 15). Tighten the screws securely.

REARVIEW MIRROR
REMOVAL
(1) Loosen the mirror base setscrew and slide the
mirror base up and off the support bracket (Fig. 16).

Fig. 16 Rearview Mirror Removal/Installation


INSTALLATION
CAUTION: Do not over-tighten the setscrew because glass chipping and/or breakage could result.
(1) To install the mirror, slide the mirror base onto
the support bracket and tighten the setscrew securely (Fig. 1).

23 - 31

MIRROR SUPPORT BRACKET


REPLACEMENT
(1) Mark installation reference position lines for
the mirror support bracket on the outside of the
windshield glass with a wax pencil. Mark both horizontal and vertical reference lines for accurate
bracket positioning.
(2) If the vinyl pad remained on the windshield
glass, soften and remove it with a heat gun. Application of low heat will be sufficient to soften the pad.
(3) Thoroughly clean the bracket contact surface
area on the glass. Use a mild abrasive cleaning powder (such as; Ajax, Comet, etc.) on a cloth saturated
with isopropyl (rubbing) alcohol. Final clean the glass
with a paper dampened with alcohol.
(4) Lightly sand the contact surface on the replacement bracket with fine grit sandpaper. Next, wipe
the bracket contact surface clean with a paper towel
and alcohol.
(5) Apply adhesive accelerator to the contact surface on the bracket according to the following instructions:
Crush the vial in the accelerator plastic housing to
saturate the felt applicator.
Remove the paper sleeve.
Apply a generous amount of accelerator to the contact surface on the bracket.
Allow the accelerator to dry for at least five minutes
Do not touch the bracket contact surface after the
accelerator has been applied.
(6) Apply adhesive accelerator to the bracket contact surface on the windshield glass. Allow the accelerator to dry for one minute. Do not touch the glass
contact surface after the accelerator has been applied.
(7) Install the mirror support bracket according to
the following instructions:
Apply one drop of adhesive at the center of the
bracket contact surface on the windshield glass.
Immediately apply an even coat of adhesive to the
contact surface on the bracket.
align the bracket with the position reference lines
on the windshield glass.
Press and hold the bracket in-place for at least one
minute.
Ensure that the mirror support bracket is
correctly aligned because the adhesive will
cure rapidly.
(8) Allow the adhesive to cure for 8-10 minutes,
then remove any adhesive residue with an alcoholdampened cloth.
(9) Allow the adhesive to cure for an additional
8-10 minutes before installing the mirror base on the
support bracket.

23 - 32

BODY COMPONENTS
URETHANE SET GLASS
INDEX
page

page

Quarter Vent WindowClub Cab . . . . . . . . . . . . . . 33


Rear WindowClub Cab . . . . . . . . . . . . . . . . . . . 34
Rear WindowConventional Cab . . . . . . . . . . . . . 35

Safety Precautions and Warnings . . . . . . . . . . . . . 32


Sliding Vent Glass . . . . . . . . . . . . . . . . . . . . . . . . . 36
Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

SAFETY PRECAUTIONS AND WARNINGS


WARNING: DO NOT OPERATE THE VEHICLE
WITHIN 24 HOURS OF GLASS INSTALLATION. IT
TAKES AT LEAST 24 HOURS FOR URETHANE ADHESIVE TO CURE. IF IT IS NOT CURED, THE
GLASS MAY NOT PERFORM PROPERLY IN AN ACCIDENT. BE SURE TO REFER TO THE URETHANE
MANUFACTURERS DIRECTIONS FOR CURING
TIME SPECIFICATIONS, AND DO NOT USE ADHESIVE AFTER ITS EXPIRATION DATE.
VAPORS THAT ARE EMITTED FROM THE URETHANE ADHESIVE OR PRIMER COULD CAUSE
PERSONAL INJURY, USE THEM IN A WELL VENTILATED AREA. SKIN CONTACT WITH URETHANE
ADHESIVE SHOULD BE AVOIDED, OR PERSONAL
INJURY MAY RESULT.
ALWAYS WEAR EYE AND HAND PROTECTION
WHEN WORKING WITH GLASS.

Fig. 1 Rear View Mirror


(3) Cut urethane bonding from around windshield
moldings (Fig. 2). Remove and discard moulding.

CAUTION: Protect all painted or trimmed surfaces


from coming in contact with urethane or primers.
Be careful not to damage painted surfaces when
removing mouldings or cutting urethane around the
glass.
It is difficult to salvage a windshield or rear glass
during the removal operation. The windshield or rear
glass is part of the structural support for the roof.
The urethane bonding used to secure the glass to the
fence is difficult to cut or clean from any surface. The
moldings are set in urethane, it would also be unlikely they could be salvaged. Before removing the
glass, check the availability of the glass and moldings from the parts supplier.

WINDSHIELD
WINDSHIELD REMOVAL
(1) Remove inside rear view mirror (Fig. 1).
(2) Remove cowl cover. Refer to Cowl Cover Removal paragraph in this group.

Fig. 2 Windshield Moldings


(4) Cut urethane bonding from around windshield
using a suitable sharp cold knife (C-4849). A pneumatic cutting device can be used if available (Fig. 3).
(5) Separate windshield from vehicle.

BODY COMPONENTS

23 - 33

(2) Position the windshield inside up on a suitable


work surface with two padded, wood 10 cm by 10 cm
by 50 cm (4 in. by 4 in. by 20 in.) blocks, placed parallel 75 cm (2.5 ft.) apart (Fig. 5).

Fig. 3 Cut Urethane Around Windshield


WINDSHIELD INSTALLATION
CAUTION: Open the left front door glass before installing windshield to avoid pressurizing the passenger compartment if a door or the trunk lid is
slammed before urethane bonding is cured. Water
leaks can result. Allow the urethane at least 24
hours to cure before returning the vehicle to use.
The windshield fence should be cleaned of old urethane bonding material. Support spacers should be
cleaned and properly installed on weld studs or repair screws at bottom of windshield opening.
(1) Place replacement windshield into windshield
opening and position glass in the center of the opening against the support spacers. Mark the glass at
the support spacers with a grease pencil or pieces of
masking tape and ink pen to use as a reference for
installation. Remove replacement windshield from
windshield opening (Fig. 4).

Fig. 5 Work Surface Set up and Molding Installation


(3) Clean inside of windshield with Mopart Glass
Cleaner and lint-free cloth.
(4) Apply clear glass primer 25 mm (1 in.) wide
around perimeter of windshield and wipe with clean/
dry lint-free cloth.
(5) Apply black-out primer 15 mm (.75 in.) wide on
top and sides of windshield and 25 mm (1 in.) on bottom of windshield. Allow at least three minutes drying time.
(6) Apply a 10 mm (0.4 in.) bead of urethane
around perimeter of windshield along the inside of
the moldings.
(7) With the aid of a helper, position the windshield over the windshield opening. Align the reference marks at the bottom of the windshield to the
support spacers.
(8) Slowly lower windshield glass to windshield
opening fence. Guide the top molding into proper position if necessary. Push windshield inward until top
molding is flush to roof line (Fig. 6).
(9) Clean access urethane from exterior with Mopart, Super Clean or equivalent.
(10) Apply 150 mm (6 in.) lengths of 50 mm (2 in.)
masking tape spaced 250 mm (10 in.) apart to hold
molding in place until urethane cures.
(11) Install cowl cover and wipers.
(12) Install inside rear view mirror.
(13) After urethane has cured, remove tape strips
and water test windshield to verify repair.

QUARTER VENT WINDOWCLUB CAB


Fig. 4 Center Windshield and Mark at Support
Spacers

GLASS REMOVAL
(1) Remove the latch retaining screws from the cab
rear side panel (Fig. 7)

23 - 34

BODY COMPONENTS
(2) Pull the seal away from the flange around the
perimeter
of the window opening (Fig. 8).

Fig. 6 Lower Windshield Into Position

Fig. 8 Weatherstrip Seal Removal/Installation


(3) Clean the flange as necessary.

Fig. 7 Vent Window Removal/Installation


(2) Remove the frame/hinge retaining nuts from
the B-pillar.
(3) Remove the window glass from the cab.
(4) If necessary, remove the latch and frame/hinge
from the glass.

GLASS INSTALLATION
(1) If removed, install the latch and frame/hinge on
the glass.
(2) Position the window glass at the opening, insert the hinge studs in the B-pillar holes, and install
the retaining nuts. Tighten the nuts with 11 Nzm (95
in. lbs.) torque.
(3) Attach the latch to the rear side panel with the
screws. Tighten the screws with 11 Nzm (95 in. lbs.)
torque.
(4) Test the vent window for water leaks.
WEATHERSTRIP SEAL REMOVAL
(1) Remove the window. If necessary, refer to the
removal procedure.

WEATHERSTRIP SEAL INSTALLATION


(1) Position the index mark at the front, top corner
and install the seal around the perimeter of the window opening.
(2) Mate the seal with the front, vertical flange.
(3) Move upward and mate the seal with the top
flange.
(4) Mate the seal with the rear, vertical flange.
(5) Center and butt the seal ends together at the
bottom, centerline of the opening.
(6) Mate the seal with the bottom flange.

REAR WINDOWCLUB CAB


The rear window glass (Fig. 9) is attached to the
window frame with urethane adhesive (Fig. 10). The
urethane adhesive is applied cold and seals the surface area between the window frame and the glass.
The primer adheres the urethane adhesive to the
window glass. The window weatherstrip seal attaches
the window frame to the window opening flange.
The window frame (with or without glass) removal/
installation procedures are the same as for a standard rear window glass.

REMOVAL
(1) If equipped, remove the window reveal
moulding/retainer.
(2) Separate the weatherstrip seal lip from the
window glass (or frame) at one corner with a thin

BODY COMPONENTS

23 - 35

window opening flanges in the cab.


(2) Install the weatherstrip seal on the window
glass or frame (Fig. 12).

Fig. 9 Rear Windows

Fig. 12 Rear Window Glass Installation

Fig. 10 Rear Window With Sliding Vent Glass


wood or plastic pry tool. Carefully push the window
glass (or frame) out of the seal (Fig. 11).

(3) Apply a 6 mm (0.25 in) diameter bead of sealant to the window opening flange.
(4) Install the window glass (or frame) and the
weatherstrip seal in the window opening with a
length of cord (Fig. 12) according to the following instructions:
Moisten a length of 6 mm (0.25 in) diameter cord
with a soap and water solution.
Ensure that the cord is long enough to go all the
way around the perimeter of the weatherstrip seal.
Insert the cord into the window opening flange
channel in the weatherstrip seal (Fig. 12).
Position the window glass (or frame) and the
weatherstrip seal in the window opening with the
free ends of the cord inside the vehicle.
Pull on each end of the cord to pull the weatherstrip seal channel lip over the window opening flange
(Fig. 10).
(5) Test the window for water leaks.
(6) If equipped, install the window reveal moulding/retainer.
(7) Clean the vehicle, as necessary.

REAR WINDOWCONVENTIONAL CAB


Review Safety Precautions and Warnings paragraph at the front of this section before removing
glass.

Fig. 11 Rear Window RemovalTypical


(3) Progressively force the glass (or frame) out of
the seal and remove it from the weatherstrip seal
and the window opening (Fig. 11).
(4) Remove the weatherstrip seal from the window
opening.

INSTALLATION
(1) Clean the weatherstrip seal channels and the

REMOVAL
(1) Remove quarter trim panels.
(2) Remove headliner.
(3) Remove rear closure panel trim.
(4) Bend rear window retaining tabs inward
against glass.
(5) Using a suitable pneumatic knife from inside
the vehicle, cut urethane holding rear glass frame to
opening fence.

23 - 36

BODY COMPONENTS

(6) Separate glass from vehicle.

INSTALLATION
(1) Clean urethane adhesive from around rear
glass opening fence.
(2) Apply black-out primer to outer edge of replacement rear glass frame.
(3) Apply black-out primer to rear glass opening
frame,
(4) Apply a 10 mm (0.4 in.) bead of urethane
around perimeter of windshield along the inside of
the moldings.
(5) Place rear glass into rear glass opening.
(6) Firmly push glass against rear window glass
opening fence.
(7) Bend tabs around edges of rear window opening fence to retain glass.
(8) Clean access urethane from exterior with Mopart, Super Clean or equivalent.
(9) After urethane has cured, remove tape strips
and water test windshield to verify repair.
(10) Install interior trim.

SLIDING VENT GLASS


REMOVAL
(1) Remove the complete rear window from the cab
opening. If necessary, refer to the removal procedure.

(2) Place the frame and glass on a clean, padded


area.
(3) Loosen the retaining screws located on the bottom of the frame.
(4) Carefully spread the frame apart.
(5) Remove the sliding vent glass from the frame
track.

INSTALLATION
(1) Position the sliding vent glass in the frame
track.
(2) Tighten all the retaining screws at the bottom
of the frame.
(3) Test for correct travel and the latch operation
for the sliding vent glass.
(4) Install rear window in the cab opening. If necessary, refer to the installation procedure.
(5) Inspect and ensure that the drain holes are not
restricted.

BODY COMPONENTS

23 - 37

CAB INTERIOR COMPONENTS


INDEX
page
Carpets and Floor Mats . . . . . . . . . . . . . . . .
Floor Console and Rear Seat Storage Boxes
Headliners . . . . . . . . . . . . . . . . . . . . . . . . .
Interior Trim Panels . . . . . . . . . . . . . . . . . . .

.
.
.
.

.
.
.
.

.
.
.
.

.
.
.
.

.
.
.
.

43
43
41
38

SEATS
BENCH SEAT
REMOVAL
Bench seat support brackets are attached to the
floor panel with studs, nuts and screws. The trim
covers are attached to the brackets with screws (Fig.
1).

page
Overhead Console
Seats . . . . . . . . .
Shoulder Belts/Lap
Sunvisors . . . . . .

.........
..........
Belt/Buckles
..........

...
...
..
...

.
.
.
.

.
.
.
.

.
.
.
.

.
.
.
.

.
.
.
.

.
.
.
.

.
.
.
.

.
.
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.

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.
.
.

.
.
.
.

.
.
.
.

.
.
.
.

42
37
39
42

are in the same relative position on the lower support before any fasteners are secured. Tighten the
front nuts and screws first and then the rear nuts
and screws with 28 Nzm (250 in-lbs) torque.
(3) Install the shoulder belt buckles and lap belts.
(4) Install the seat track and support bracket covers and retaining screws. Tighten the screws with 2
Nzm (17 in-lbs) torque.

BUCKET SEAT AND 60/40 SEAT


Bucket and 60/40 seat platforms are attached to
the floor panel with studs, nuts and screws. The trim
covers are attached to the platforms with screws
(Fig. 2).

Fig. 1 Bench Seat Removal/Installation


(1) Remove the retaining screws and remove the
seat track/support bracket covers from the brackets.
(2) Detach the shoulder belt inboard buckles and
lap belts from the floor and remove the seat.
(3) Remove the seat track platform retaining nuts
from the studs.
(4) Remove the seat track platform retaining
screws from the crossmember.
(5) Remove the seat from the cab.
(6) Remove the seat tracks and support brackets
from the seat, if necessary.
INSTALLATION
(1) Install the seat tracks and support brackets on
the seat, if removed.
(2) Position the seat in the cab. Verify that stud
spacers are seated on the floor. Install the retaining
nuts on the studs and the screws in the crossmember. Ensure that the left and right adjuster latches

Fig. 2 Bucket & 60/40 Seat Removal/Installation


REMOVAL
(1) Remove the retaining screws and remove the
seat platform covers from the platforms.
(2) Remove the seat platform retaining nuts from
the studs.
(3) Remove the seat track platform retaining
screws from the crossmember.
(4) Remove the seat from the cab.
(5) Remove the seat platform from the seat, if necessary.
INSTALLATION
(1) Install the seat platform on the seat, if removed.

23 - 38

BODY COMPONENTS

(2) Position the seat in the cab. Verify that stud


spacers are seated on the floor. Install the retaining
nuts on the studs and screws in the crossmember.
Ensure that inboard and outboard adjuster latches
are in the same relative position on the lower support before any fasteners are secured. Tighten the
front nuts and screws first and then the rear nuts
and screws with 28 Nzm (250 in-lbs) torque.
(3) Install the seat platform cover and retaining
screws. Tighten the screws with 2 Nzm (17 in-lbs)
torque.

REAR 60/40 SEAT (CLUB CAB)


The rear 60/40 seat cushion brackets are attached
to the cab back panel with bolts and nuts. The seatback cushion is attached to the cab back panel with
screws (Fig. 3).

Fig. 4 Rear 60/40 Seat & Noise Suppressor


(3) Install the seatback and retaining screws.
Tighten the screws with 2 Nzm (17 in-lbs) torque.

INTERIOR TRIM PANELS


SERVICE INFORMATION
Dakota cab interior trim panels (Fig. 5 and 6) are
comprised of the:
Windshield side mouldings.
Cowl side covers.
Sill plate covers.
Seat belt retractor covers.
B-pillar or rear quarter covers.
Rear window lower moulding.

Fig. 3 Rear 60/40 Seat Removal/Installation


REMOVAL
(1) Remove the attaching screws, pull upward, and
remove the seatback from the cab back panel (Fig. 3).
(2) Remove the seatback from the cab.
(3) Remove the seat cushion retaining nuts from
the bolts and retainers (Fig. 3).
(4) Remove the seat cushion from the cab.
(5) Remove the noise suppressor from the cab back
panel (Fig. 4), if necessary.
INSTALLATION
(1) Install the noise suppressor on the cab back
panel (Fig. 4), if removed.
(2) Position the seat cushion in the cab. Install the
retaining nuts on the bolts (Fig. 3). Tighten the nuts
with 23 Nzm (200 in-lbs) torque.

Fig. 5 Interior Trim PanelsStandard Cab

BODY COMPONENTS

23 - 39

Fig. 6 Interior Trim PanelsClub Cab


REMOVAL/INSTALLATION
All the interior trim panels are attached with
screws and clips (Fig. 5 and 6).
CAUTION: Do not attempt to remove interior trim
panels/mouldings without first removing the necessary adjacent panels.

Fig. 7 Front Right Shoulder Belt/Lap Belt/Buckles


Bench Seat

To avoid damaging the panels, ensure that all the


screws and clips are removed before attempting to remove an interior trim panel/moulding.Trim panels
are somewhat flexible but can be damaged if
handled improperly.

SHOULDER BELTS/LAP BELT/BUCKLES


SERVICE INFORMATION
The shoulder belts and the lap belt (if equipped)
have end-release type buckles. Each buckle has a red
release button with the word PRESS embossed on
the end. When depressed, the release button moves
in a direction that is in-line with the belt webbing.
If the buckles are removed from the floor
panel the anchor bolts should be installed to
prevent engine exhaust from entering the cab.
WARNING: WHEN INSTALLING SHOULDER BELT,
LAP BELT AND BUCKLE ANCHOR BOLTS, ENSURE
THAT THEY ARE TIGHTENED WITH 40 NzM (350 IN.
LBS.) TORQUE FOR SAFE ANCHORING TO THE
CAB PANELS.

FRONT SHOULDER BELTS/LAP BELT/


BUCKLES
REMOVAL
(1) If necessary, move the front seat(s) all the way
forward for access.
(2) Disconnect the shoulder belt warning wire harness connectors (Fig. 7 and 8).

Fig. 8 Front Right Shoulder Belt & BucklesBucket


Seats
(3) As applicable, detach the covers from the anchor bolts for:

23 - 40

BODY COMPONENTS

The bench seat left shoulder belt buckle/lap belt


and the right shoulder belt/lap belt buckles (Fig. 7).
The bucket seat shoulder belt buckles (Fig. 8).
(4) As applicable, use a Torx bit to remove the anchor bolts from the floor panel for:
The bench seat left shoulder belt buckle/lap belt
and the right shoulder belt/lap belt buckles (Fig. 7).
The bucket seat shoulder belt buckles (Fig. 8).
(5) Remove the buckles and the lap belt (bench
seat only) from the floor panel (Fig. 7 and 8).
(6) At each side of the cab, remove the cover concealing the shoulder belt upper anchor bolt (Fig. 7
and 8).
(7) At each side of the cab, use a Torx bit to remove the upper anchor bolt from the cab side panel
(Fig. 7 and 8).
(8) At each side of the cab:
Slide the cover upward for access (club cab only).
Remove the shoulder belt lower anchor bolt from
the B-pillar (Fig. 7) or the floor panel (Fig. 8) with a
Torx bit.
(9) At each side of the cab, remove the belt retractor support retaining bolt from the B-pillar (Fig. 7) or
panel (Fig. 8).
(10) Remove the shoulder belts and the retractors
from the cab (Fig. 7 and 8).
INSPECTION
Inspect the condition of the shoulder belts, lap belt
(bench seat only) and buckles (Fig. 7 and 8). Replace
any belt or buckle that is either cut, frayed, torn or
damaged in any way. Also, replace the shoulder belt
if the retractor is either damaged or inoperative.
INSTALLATION
(1) At each side of the cab, position the shoulder
belt retractor in the receptacle (Fig. 7) or on the floor
panel (Fig. 8). Install the support retaining bolt in
the B-pillar (Fig. 7) or the floor panel (Fig. 8) with a
Torx bit.
(2) At each side of the cab, position the other end
of the shoulder belt at the B-pillar (Fig. 7) or the
floor panel (Fig. 8). Install the washer and the lower
anchor bolt in the B-pillar (Fig. 7) or the floor panel
(Fig. 8) with a Torx bit.
(3) At each side of the cab, position the shoulder
belt upper anchor plate on the trim panel (Fig. 7 and
8). Install the upper anchor bolts in the cab side panels with a Torx bit.
(4) Tighten the upper and lower anchor bolts with
40 Nzm (350 in. lbs.) torque.
(5) Position the covers over the upper anchor bolts
and, for club cabs only, the covers over the lower anchor bolts (Fig. 7 and 8).
When installing a replacement shoulder belt
in a club cab, the lower anchor bolt cover must
be rotated 180 degrees before positioning it
over the bolt.

(6) Position the buckles and the lap belt (bench


seat only) on the floor panel (Fig. 7 and 8).
(7) As applicable, use a Torx bit to install the anchor bolts in the floor panel for:
The bench seat left shoulder belt buckle/lap belt
and the right shoulder belt/lap belt buckles (Fig. 7).
The bucket seat shoulder belt buckles (Fig. 8).
(8) Tighten the anchor bolts with 40 Nzm (350 in.
lbs.) torque.
(9) As applicable, position the covers over the anchor bolts for:
The bench seat left shoulder belt buckle/lap belt
and the right shoulder belt/lap belt buckles (Fig. 7).
The bucket seat shoulder belt buckles (Fig. 8).
(10) Connect the wire harness connectors (Fig. 7
and 8).
(11) If applicable, adjust the seat position.

REAR SHOULDER BELTS/LAP BELT/BUCKLES


REMOVAL
(1) If necessary, move the front seat(s) all the way
forward for access (Fig. 9).
(2) Remove the rear seat. If necessary, refer to the
removal procedure.
(3) Use a Torx bit to remove the anchor bolt from
the floor panel for the left shoulder belt buckle/lap
belt.

Fig. 9 Rear Right Shoulder Belt/Lap Belt/Buckles


Club Cab
(4) Use a Torx bit to remove the anchor bolt from
the floor panel for the right shoulder belt/lap belt
buckles.
(5) Remove the buckles and the lap belt from the
floor panel.

BODY COMPONENTS

23 - 41

(6) At each side of the cab, remove the cover concealing the shoulder belt upper anchor bolt.
(7) At each side of the cab, use a Torx bit to remove the upper anchor bolt from the cab side panel.
(8) At each side of the cab, remove the shoulder
belt lower anchor bolt from the floor panel with a
Torx bit.
(9) At each side of the cab, remove the belt retractor support retaining bolt from the quarter panel
with a Torx bit.
(10) Remove the shoulder belts and the retractors
from the cab.
INSPECTION
Inspect the condition of the shoulder belts, lap belt
and buckles. Replace any belt or buckle that is either
cut, frayed, torn or damaged in any way. Also, replace the shoulder belt if the retractor is either damaged or inoperative.
INSTALLATION
(1) At each side of the cab, position the shoulder
belt retractor in the receptacle. Install the support
retaining bolt in the quarter panel with a Torx bit.
(2) At each side of the cab, position the other end
of the shoulder belt at the floor panel. Install the
lower anchor bolt in the floor panel with a Torx bit.
(3) At each side of the cab, position the shoulder
belt upper anchor plate on the trim panel. Install the
upper anchor bolts in the cab side panels with a Torx
bit.
(4) Tighten the upper and lower anchor bolts with
40 Nzm (350 in. lbs.) torque.
(5) Position the covers over the upper anchor bolts.
(6) Position the buckles and the lap belt on the
floor panel.
(7) Install the anchor bolts in the floor panel for
the left shoulder belt/lap belt and the right shoulder
belt/lap belt.
(8) Tighten the anchor bolts with 40 Nzm (350 in.
lbs.) torque.
(9) Install the rear seat. If necessary, refer to the
installation procedure.
(10) If applicable, adjust the seat position.

HEADLINERS
SERVICE INFORMATION
The Dakota standard equipment cab headliner is a
molded hardboard. A cloth-cover molded cab headliner is used with SLT model. The cab headliner (Fig.
10), trim mouldings/panels and overhead console are
attached to the roof panel with screws.
To remove a headliner (Fig. 10), all of the interfering trim mouldings/panels must be removed along
with (as applicable):
The sunvisors (Fig. 10).
The dome/cargo lamp.

Fig. 10 Headliner & SunvisorTypical

Overhead console
The map/reading lamp.
The coat hook.
The assist handle.
Any other interfering attached component.

REMOVAL
CAUTION: A cab headliner (Fig. 10) is a one-piece,
molded hardboard. It has limited flexibility and must
not be bent during removal/installation.
(1) Remove the sunvisors and retaining clips. If
necessary, refer to the removal procedure.
(2) Remove the windshield trim mouldings, B-pillar panels or quarter panels (club cab) and rear window upper trim moulding. If necessary, refer to the
removal procedure.
(3) As applicable, remove the dome/cargo lamp, the
map/reading lamp and/or overhead console. If necessary, refer to the removal procedures.
(4) Remove the retaining screws and the assist
handle (Fig. 11).
(5) Remove the retaining screws and the coat hook
(Fig. 10).
(6) Remove all other headliner interfering components.
(7) Remove the headliner retaining screws.
(8) Carefully remove the headliner from the cab
(Fig. 10).

INSTALLATION
(1) Carefully position the headliner in the cab adjacent to the roof panel (Fig. 10).
(2) Install the headliner retaining screws. Tighten
the screws with 4 Nzm (35 in. lbs.) torque.

23 - 42

BODY COMPONENTS
(2) Remove the retaining screws from the cab rear,
inner panel.
(3) Disconnect the wire harness connectors.
(4) Remove the lamp from the headliner hole and
the rear, inner panel.
INSTALLATION
(1) Position the dome lamp adjacent to the headliner and the rear, inner panel.
(2) Connect the lamp wire harness connectors.
(3) Position the lamp in the headliner hole and install the retaining screws in the panel. Tighten the
screws with 4 Nzm (35 in. lbs.) torque.
(4) Install the lamp lens.

Fig. 11 Assist Handle Removal/Installation


(3) Position the assist handle on the headliner and
install the retaining screws (Fig. 11). Tighten the
screws with 4 Nzm (35 in. lbs.) torque.
(4) Position the coat hook on the headliner and install the retaining screws (Fig. 10). Tighten the
screws with 4 Nzm (35 in. lbs.) torque.
(5) Install the trim mouldings/panels, lamps and
all other components that were removed for headliner access. As applicable, refer to the installation
procedures (if necessary).

DOME LAMP
REMOVAL
(1) Remove the dome lamp lens by squeezing it
and forcing it downward (Fig. 12).

OVERHEAD CONSOLE
REMOVAL
(1) Open sunglasses storage bin.
(2) Remove console mounting screw (Fig. 13).
(3) Slide console forward until it detaches from
mounting bracket.
(4) Disconnect wire harness from compass.
INSTALLATION
(1) Connect compass wire harness.
(2) Place console forward of mounting bracket and
slide console rearward until it attaches to mounting
bracket.
(3) Install console mounting screw. Tighten the
screw with 2 Nzm (20 in. lbs.) torque.

Fig. 13 Overhead Console

SUNVISORS

Fig. 12 Dome Lamp

REMOVAL
(1) Remove the screws that attach the sunvisor
arm support bracket to the headliner and the roof
panel (Fig. 10).
(2) Detach the sunvisor from the retaining clip.
(3) Remove the sunvisor from the headliner and
roof panel.

BODY COMPONENTS
(4) Remove the attaching screw and the retaining
clip from the headliner and the roof panel.

INSTALLATION
(1) Install the sunvisor retaining clip with the attaching screw.
(2) Position the sunvisor in the retaining clip and
align the arm support bracket holes with the headliner holes.
(3) Install the screws that attach the sunvisor arm
support bracket to the headliner and the roof panel.
Tighten the screws with 4 Nzm (35 in. lbs.) torque.

23 - 43

INSTALLATION
(1) Position the console on the floor panel and
bracket.
(2) Install the attaching screws in the panel and
bracket. Tighten the screws with 4 Nzm (35 in. lbs.)
torque.
(3) Install the front bin and close the lid.

STORAGE BOXCLUB CAB


The rear seat storage box is attached to the floor
pan with screws that are accessible inside the box
(Fig. 15).

FLOOR CONSOLE AND REAR SEAT STORAGE


BOXES
CONSOLE
The floor console is attached to the floor pan with
screws that are accessible from inside the console
(Fig. 14).

Fig. 15 Club Cab Storage Box


REMOVAL
(1) Open the storage box covers and remove the attaching screws from the floor panel and crossmember.
(2) Remove the storage box from the floor panel.
INSTALLATION
(1) Position the storage box on the floor panel.
(2) Install the attaching screws in the floor panel
and crossmember. Tighten the screws with 4 Nzm (35
in. lbs.) torque.
(3) Close the covers.

CARPETS AND FLOOR MATS

Fig. 14 Floor Console


REMOVAL
(1) Remove the front bin and remove the console
front attaching screws from the floor panel crossmember.
(2) Open the console lid and remove the console
rear attaching screws from the floor bracket.
(3) Remove the console from the floor bracket and
the floor panel.

SERVICE INFORMATION
The carpets/mats are retained around the perimeter of the floor panel by the interior trim mouldings
and trim panels.
To remove a carpet/mat, all of the retaining trim
mouldings and panels must be removed along with
all the interfering components (as applicable):
The seat(s).
The scuff plates.
The transmission and transfer case floor shift levers, bezels and boots (Fig. 16).
The floor console.
All other interfering attached components.

23 - 44

BODY COMPONENTS

REMOVAL
(1) Remove the protective floor mats (if equipped).
(2) Remove all the interfering components. If
needed refer to applicable removal procedure.
(3) Remove the carpet/mat from the floor panel.
INSTALLATION
(1) Position the carpet/mat on the floor panel.
(2) Install seat(s) and all the components that were
removed to ease carpet/mat removal. If needed refer
to applicable installation procedures.
(3) Install the trim panels, mouldings and scuff
plates.
(4) Place the protective floor mats (if equipped) on
the carpet/mat.

Fig. 16 Transmission & Transfer Case Shift


Mechanisms

BODY COMPONENTS

23 - 45

PAINT
INTRODUCTION
A paint code is provided on the body code plate located on the floor behind the passenger seat. Refer to
the Introduction section at the front of this manual
for body code plate description. The color names provided in the Paint and Trim Code Description chart
are the color names used on most repair product containers. The color names in the new vehicle ordering
guides vary depending on car line but use the same
color code.

BASE COAT/CLEAR COAT FINISH


On most vehicles a two part paint application (base
coat/clear coat) is used. Color paint that is applied to
primer is called base coat. The clear coat protects the
base coat from ultra violet light and provides a durable high gloss finish.

WET SANDING,BUFFING AND POLISHING


Minor acid etching, orange peel or smudging in
clear coat can be reduced with light wet sanding,
hand buffing and polishing. If the finish has been
wet sanded in the past, it can not be repeated. Wet
sanding operation should be performed by a trained
automotive painter.
CAUTION: Do not remove clear coat finish, if
equipped. Base coat paint must retain clear coat to
shine.

PAINTED SURFACE TOUCH-UP


When a painted metal surface has been scratched
or chipped, it should be touched-up as soon as possi-

ble to avoid corrosion. For best results, use


MopartScratch Filler/Primer, Touch-Up Paints and
Clear Top Coat. Refer to Introduction group of this
manual for Body Code Plate information.

TOUCH-UP PROCEDURE
(1) Scrape loose paint and corrosion from inside
scratch or chip.
(2) Clean affected area with Mopar Tar/Road Oil
Remover and allow to dry.
(3) Fill the inside of the scratch or chip with a coat
of filler/primer. Do not overlap primer onto good surface finish. The applicator brush should be wet
enough to puddle fill the defect without running. Do
not stroke brush applicator on body surface. Allow
the filler/ primer to dry hard.
(4) Cover the filler/primer with color touch-up
paint. Do not overlap touch-up color onto the original
color coat around the scratch or chip. Butt the new
color to the original color if possible. Do not stroke
applicator brush on body surface. Allow touch-up
paint to dry hard.
(5) On vehicles without clear coat, the touch-up
color can be lightly (600 grit) wet sanded and polished with rubbing compound.
(6) On vehicles with clear coat, Apply clear top
coat to touch-up paint with the same technique as
described in step 4. Allow clear top coat to dry hard.
If desired, step 5 can be performed on clear top coat.

23 - 46

BODY COMPONENTS
AFTERMARKET PAINT AND TRIM REPAIR PRODUCTSAN-TRUCK

BODY COMPONENTS
TORQUE SPECIFICATIONS

23 - 47

HEATING AND AIR CONDITIONING

24 - 1

HEATING AND AIR CONDITIONING


CONTENTS
page

page

AIR CONDITIONING AND HEATER


PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . 7
COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . 19
COMPRESSOR SERVICE . . . . . . . . . . . . . . . . . . 14
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
HEATING AND AIR CONDITIONING TEST
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 10

REFRIGERANT SERVICE . . . . . . . . . . . . . . . . . . . 5
TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 26
WARNINGS, CAUTIONS AND SERVICE
PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 3

GENERAL INFORMATION
This vehicle is equipped with a common Heater
and A/C housing. Vehicles with heater only system
have the evaporator and recirculating air door omitted from the housing (Fig. 1). Air flow is directed either through or around the heater core by adjusting
the blend-air door with the TEMP lever. Air flow can
be directed to the PANEL outlets, BI-LEVEL (panel
& floor) outlets, FLOOR outlet, or DEFROST outlets.

Fig. 1 Blend-Air Heater and A/C System

HEATER SYSTEM
The heater system is a blend-air type. Outside air
enters the cowl opening and passes through the
heater core. A temperature control door in the housing directs the air through or around the heater core.
The amount of heat is determined by the setting of
the temperature lever on the instrument panel. Direction of the air is controlled by the HEAT-DEFROST lever on the instrument panel.
A self-adjusting clip, on the control cables simplifies cable adjustment. The clip snaps onto the control
cable wire and slides along the wire under a specific
load to provide an automatic adjustment.

AIR CONDITIONING SYSTEM


The A/C compressor increases the pressure and
temperature of the refrigerant. The heated refriger-

ant vapor is then pumped into the condenser where


it cools by giving off heat to air passing over the condenser fins. As the refrigerant cools in the condenser,
it condenses into a liquid. Still under high pressure,
the liquid refrigerant passes into the fixed orifice
tube. The fixed orifice tube meters the flow of refrigerant into the evaporator coil where a low pressure is
maintained by the suction side of the compressor. As
it enters the evaporator, the refrigerant immediately
begins to boil by absorbing heat from the air passing
over the evaporator core. Having given up its heat to
boil the refrigerant, the air is cooled and passes into
the passenger compartment of the vehicle. From the
evaporator the vaporized refrigerant enters the accumulator which separates the liquid from the vapor.
The vapor and oil are drawn back into the compressor to repeat the cycle.
Ambient air intake can be shut off by closing the
recirculating air door. This will cool the air that is already inside the vehicle. This is done by moving the
TEMP lever into the RECIRC position. Depressing
the A/C button will allow refrigerant to flow through
the evaporator. This cools and dries the plenum air
before it is directed through or around the heater
core (Fig. 1).

A/C COMPONENTS
ACCUMULATOR: The Accumulator is mounted in
the engine compartment on the right side of the vehicle. The inlet tube of the accumulator attaches directly to the evaporator core outlet tube. Refrigerant
enters the accumulator canister through the inlet
tube. The liquid oil-laden refrigerant falls to the bottom of the canister which acts as a separator. A desiccant bag is mounted inside the suction accumulator
canister to absorb any moisture which may be in the
refrigerant system (Fig.2).

24 - 2

HEATING AND AIR CONDITIONING

Fig. 2 Accumulator
COMPRESSOR: The SD7H15 Compressor is used
on all models. The purpose of the compressor is to
compress the low-pressure refrigerant vapor into a
high pressure, high temperature vapor. The compressor is serviced as a assembly only.
CLUTCH PULLEY AND COIL: They are
mounted on the compressor and providing a way to
drive the compressor. The compressor clutch and coil
are the only serviced parts on the SD7H15 compressor. When the compressor is not in operation, the
pulley free wheels on the clutch hub bearing. When
the coil is energized the clutch plate is magnetically
engaged with the pulley and turns the compressor
shaft.
AIR CONDITIONING CYCLING SWITCH: The
switch is mounted on top of the accumulator on 3.9L
and 5.2L engines. On the 2.5L engine the switch is
mounted on the side of the accumulator. The switch
is wired in series with compressor clutch. The switch
contacts open and close turning on an off the compressor clutch. This regulates the system pressure.
Lower ambient temperatures, below approximately
-1C (30F) during cold weather will also open the
switch contacts. This is due to the pressure/temperature relationship of the refrigerant in the system.
CONDENSER: The condenser is located in front of
the engine radiator. Its function is to cool the hot

high pressure refrigerant gas. This causes it to condense into high pressure liquid refrigerant.
EVAPORATOR COIL: The coil is located in the
A/C housing. Its function is to remove heat and dehumidify the air before it enters the vehicle.
FIXED ORIFICE TUBE: The orifice tube is located in the outlet line of the condenser. The inlet
and outlet ends have a screen to filter the refrigerant. O-rings on the orifice tube body prevent the refrigerant from bypassing the orifice. The orifice tube
is used to meters the flow of liquid refrigerant into
the evaporator core.
HIGH PRESSURE RELIEF VALVE: The valve is
located on the compressor manifold. The valve is
used to prevent excessive pressure build up. This
prevents damage to the compressor and other system
components.
HIGH-PRESSURE CUT-OUT SWITCH: The
switch is located on the discharge line.The switch is
wired in series with compressor clutch. The switch
interrupts power to the compressor clutch, when excessive pressure is present.
REFRIGERANT LINES: The lines are used to
carry the refrigerant between the various system
components. The barrier hose design is used for the
air conditioning system on this vehicle. The ends of
the A/C hoses are made from light-weight aluminum
and use new braze-less fittings.
SPRING LOCK COUPLER: The coupler is used
to attach A/C lines and other components. The coupling is held together by a garter spring inside a circular cage. When the coupling is connected together,
the flared end of the female fitting slips behind the
garter spring inside the cage of the male fitting. The
garter spring and cage prevent the flared end of the
female fitting from pulling out of the cage. O-rings
are used to seal the coupling. These O-rings are compatible with R-134a refrigerant and must be replaced
with O-rings made of the same material.
SERVICE PORTS: The low and high pressure service ports are attached to the refrigerant lines. These
ports are used to attach A/C gauges. After servicing
the refrigerant system, always install service port
caps.

REFRIGERANT
This vehicle uses a new type of refrigerant called
R-134a. It is a non-toxic, non-flammable, clear colorless liquified gas.
R-134a refrigerant is not compatible with R-12 refrigerant in an air conditioning system. Even a small
amount of R-12 in a R-134a system will cause compressor failure, refrigerant oil sludge or poor air conditioning system performance.

HEATING AND AIR CONDITIONING

24 - 3

The service port to charge the air conditioning system is located on the condenser to evaporator tube
near the front end. New service port couplers have
been used to ensure that the system is not accidentally filled with the wrong refrigerant (R-12).
R-134a refrigerant requires a special type of compressor oil (SP20 PAG). When adding oil, make sure
that it is designed to be used in the R-134a system
using the SD7H15 compressor.

REFRIGERANT EQUIPMENT
WARNING: EYE PROTECTION MUST BE USED
WHEN SERVICING AN AIR CONDITIONING REFRIGERANT SYSTEM. TURN OFF (ROTATE CLOCKWISE)
ALL VALVES ON THE EQUIPMENT BEING USED
BEFORE PROCEEDING WITH THIS OPERATION.
PERSONNEL INJURY CAN RESULT.
Chrysler Corporation recommends a (R-134a) recycling device that meets SAE standard J2210 be used
when servicing the refrigerant system. Contact an
automotive service equipment supplier for refrigerant
recycling equipment that is available in your area.
Refer to the operating instructions provided with the
recycling equipment for proper operation.

MANIFOLD GAUGE SET


A R-134a manifold gauge set (Fig. 3) may be
needed in conjunction with the charging and or recovery/recycling device. The service hoses on the
gauge set being used should have manual (turn
wheel) or automatic back flow valves at the service
port connector ends. This will prevent refrigerant
from being release into the atmosphere.

Fig. 3 R-134a Manifold Gauge Set


LOW PRESSURE GAUGE HOSE
The low pressure hose (BLUE with BLACK STRIP)
attaches to the suction service port. This port is located at the right front of the engine compartment in
the condenser-to-evaporator line.
HIGH PRESSURE GAUGE HOSE
The high pressure hose (RED with BLACK STRIP)
attaches to the discharge service port. This port is located on the compressor plumbing or manifold.

WARNINGS, CAUTIONS AND SERVICE PRECAUTIONS


WARNINGS
WARNING: AVOID BREATHING A/C REFRIGERANT
AND LUBRICANT VAPOR OR MIST. EXPOSURE MAY
IRRITATE EYES, NOSE AND/OR THROAT. WEAR
EYE PROTECTION WHEN SERVICING THE AIR
CONDITIONING REFRIGERANT SYSTEM. SERIOUS
EYE INJURY CAN RESULT FROM EYE CONTACT
WITH REFRIGERANT. IF EYE CONTACT IS MADE,
SEEK MEDICAL ATTENTION IMMEDIATELY.
WARNING: DO NOT EXPOSE REFRIGERANT TO
OPEN FLAME. POISONOUS GAS IS CREATED
WHEN REFRIGERANT IS BURNED. AN ELECTRONIC TYPE LEAK DETECTOR IS RECOMMENDED.
WARNING: IF ACCIDENTAL SYSTEM DISCHARGE
OCCURS, VENTILATE THE WORK AREA BEFORE

RESUMING SERVICE. LARGE AMOUNTS OF REFRIGERANT RELEASED IN A CLOSED WORK AREA


WILL DISPLACE THE OXYGEN AND CAUSE SUFFOCATION.
WARNING: THE EVAPORATION RATE OF (R-134A)
REFRIGERANT AT AVERAGE TEMPERATURE AND
ALTITUDE IS EXTREMELY HIGH. AS A RESULT,
ANYTHING THAT COMES IN CONTACT WITH THE
REFRIGERANT WILL FREEZE. ALWAYS PROTECT
SKIN OR DELICATE OBJECTS FROM DIRECT CONTACT WITH REFRIGERANT.

CAUTIONS
CAUTION: Liquid refrigerant is corrosive to metal
surfaces. Follow the operating instructions supplied
with equipment being used.

24 - 4

HEATING AND AIR CONDITIONING

CAUTION: DO NOT use R-12 equipment or parts on


the R-134a system. Damage to the system will result.
CAUTION: Never add R-12 to a system designed to
use R-134a. Damage to the system will result.
CAUTION: R-12 compressor oil can not be mixed
with the R-134a compressor oil. They ARE NOT
compatible.

SERVICE PRECAUTIONS
Never open or loosen a connection before the refrigerant has been recovered from the system.
A system which has been opened or one which has
discharged through leakage must be evacuated before
charging.
DO NOT open a refrigerant system or uncap a replacement component unless it is as close as possible
to room temperature. This will prevent condensation
from forming inside of a component which is cooler
than the surrounding air.
Before disconnecting a component from the system,
clean the outside of the fittings thoroughly.
When disconnecting a fitting use a wrench on both
halves of the fitting. This will prevent twisting of the
refrigerant lines or tubes.
Immediately after disconnecting a component from
the system, seal the open fittings with a cap or plug.
DO NOT remove the sealing caps from a replacement component until ready to install.
Before connecting an open fitting always install a
new seal. Coat the fitting and seal with clean refrigerant oil before connecting.
Tighten fittings only to the specified torque. The
aluminum fittings used in the A/C system will not
tolerate over tightening.
Refrigerant oil absorbs moisture from the atmosphere. DO NOT open an oil container until ready to
use and install the cap immediately after using.
Store the oil only in a clean moisture-free container.
When installing a refrigerant line avoid sharp
bends. Position the line away from the exhaust or
any sharp edges which may chafe the line.

Keep service tools and the work area clean. Contamination of A/C system through careless work habits must be avoided.

COOLING SYSTEM
To maintain the performance level of the heating/
air conditioning system, the engine cooling system
must be properly maintained.
The use of a bug screen is not recommended. Any
obstructions in front of the radiator or condenser can
reduce the performance of the A/C and/or the engine
cooling system.

WARNINGS AND CAUTIONS


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.
WARNING: WASH SKIN AND CLOTHING THOROUGHLY AFTER COMING IN CONTACT WITH ETHYLENE GLYCOL.
WARNING: KEEP OUT OF REACH OF CHILDREN
AND PETS.
WARNING: DO NOT OPEN A COOLING SYSTEM
WHEN THE ENGINE IS AT RUNNING TEMPERATURE. PERSONAL INJURY CAN RESULT.
WARNING: DO NOT STORE IN OPEN OR UNMARKED CONTAINERS.
The engine cooling system is designed to develop
internal pressure of 97 to 124 kPa (14 to 18 psi). Allow the vehicle 15 minutes to cool down (or until a
safe temperature and pressure are attained) before
opening the cooling system. Refer to Group 7, Cooling
System.

HEATING AND AIR CONDITIONING

24 - 5

REFRIGERANT SERVICE
INDEX
page

page

Charging Refrigerant System . . . . . . . . . . . . . . . . . . 5


Evacuating Refrigerant System . . . . . . . . . . . . . . . . 5
Leak Testing Refrigerant . . . . . . . . . . . . . . . . . . . . . 5

Recovering Refrigerant System . . . . . . . . . . . . . . . . 5


Refrigerant Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

LEAK TESTING REFRIGERANT

operating levels. This will reduce the performance of


the air conditioner and damage the compressor. Moisture will boil at near room temperature when exposed to vacuum. To evacuate the refrigerant system
use following procedure:
(1) Connect a suitable charging station and manifold gauge set to the vehicle.
(2) Open the low and high side valves and start
vacuum pump. When suction gauge reads 88 kPa (26
in. Hg) vacuum or greater, close all valves and turn
off vacuum pump. If system fails to reach specified
vacuum, the system has a leak that must be corrected. If system maintains the specified vacuum for
30 minutes, start the vacuum pump. Then open the
suction and discharge valves and evacuate an additional 10 minutes.
(3) Close all valves. Turn off and disconnect the
vacuum pump.
The system is now ready to be charged with refrigerant.

REVIEW ALL WARNINGS AND CAUTIONS IN


THIS GROUP BEFORE LEAK TESTING.
If A/C system is not cooling properly, determine if
system is fully charged. Refer to Refrigerant System
Diagnosis Chart. If the system is empty evacuate the
A/C system and charge system with 0.272 kg (0.6
lbs.) R-134a refrigerant. Refer to Charging Refrigerant System for instructions. To detect a leak in the
system, perform the following procedures.
(1) Position the vehicle in a wind free work area.
This will aid in detecting small leaks.
(2) Bring A/C system up to operating temperature
and pressure. This is done by allowing the engine to
run with the A/C on for 5 to 7 minutes.
(3) Open hood 5 minutes prior to leak test. This
will dissipate any accumulated refrigerant in the engine compartment.
(4) With the engine not running, use an R-134a
Electronic Leak Detector and search for leaks. Move
probe slowly along the bottom side of lines and fittings, because R-134a is heavier than air. Fittings,
lines, or components that appear to be oily usually
indicates a refrigerant leak.
(5) To inspect the evaporator core for leaks. Set the
blower at low speed and the selector in PANEL and
RECIRC mode check for leaks at CENTER panel outlets.

RECOVERING REFRIGERANT SYSTEM


REVIEW WARNINGS AND CAUTIONS IN
THIS GROUP BEFORE RECOVERING REFRIGERANT SYSTEM.
R-134a refrigerant is a hydrofluorocarbon (HFC)
that does not contain chlorine. R-134a refrigerant Recovery/Recycling Station that meets SAE standard
J2210 must be used to recover the refrigerant. Refer
to the operating instructions provided with the equipment for proper operation.

EVACUATING REFRIGERANT SYSTEM


REVIEW WARNINGS AND CAUTIONS IN
THIS GROUP BEFORE EVACUATING SYSTEM.
If the A/C system has been open to the atmosphere,
it must be evacuated before the system can be
charged. Moisture and air mixed with refrigerant will
raise the compressor head pressure above acceptable

CHARGING REFRIGERANT SYSTEM


REVIEW WARNINGS AND CAUTIONS IN
THIS GROUP BEFORE CHARGING SYSTEM.
After the system has been tested for leaks and
evacuated, a refrigerant charge can be injected into
the system. Refer to refrigerant capacities for proper
amount of refrigerant charge.
The most accurate method of charging is to completely evacuate the system. Then charge the system
using a Recovery/Recycling Station approved for
R-134a refrigerant. Refer to the operating instructions provided with the equipment for proper operation.
CAUTION: Do not over charge refrigerant system.
This will cause excessive compressor head pressure and can cause noise and system failure.

REFRIGERANT CHARGE CAPACITY


The R-134a system charge capacity is 0.9 kg (2
lbs.).

REFRIGERANT OIL
It is important to have the correct amount of oil in
the A/C system. This will ensure proper lubrication of

24 - 6

HEATING AND AIR CONDITIONING

the compressor. Too little oil will result in damage to


the compressor. Too much oil will reduce the cooling
capacity of the system.
The oil used in the SD7H15 compressor is a polyalkylene glycol synthetic oil SP-20 PAG, wax-free refrigerant oil. Only refrigerant oil of the same type
should be used to service the system. Do not use any
other oil. The oil container should be kept tightly
capped until it is ready for use and then capped after
use to prevent contamination. Refrigerant oil will
quickly absorb any moisture it comes in contact with.

OIL LEVEL CHECK


It will not be necessary to check oil level in the
compressor or to add oil unless there has been an oil
loss. This may be due to a rupture or leak from a
line, shaft seal, evaporator or condenser. Oil loss at a
leak point will be evident by the presence of a wet,
shiny surface around the leak.
When an A/C system is assembled at the factory,
all components (except the compressor) are refrigerant oil free. After the system has been charged and
operated, the oil in the compressor is dispersed
through the system. The accumulator, evaporator,
condenser and compressor will retain a significant
amount of oil.

Refrigerant oil must be added when a accumulator,


evaporator, condenser or compressor are replaced.
When the compressor is replaced, the oil must be
drained from the replaced compressor and measured.
Drain all the oil from the new compressor. Add back
into the new compressor the amount of oil that was
drained out of the old compressor.
The evaporator, condenser and accumulator will retain a significant amount of oil (refer to the Refrigerant Oil Capacities Chart).

A/C REFRIGERANT OIL CAPACITIES

HEATING AND AIR CONDITIONING

24 - 7

AIR CONDITIONING AND HEATER PERFORMANCE TEST


AIR CONDITIONING PERFORMANCE TEST
REVIEW WARNINGS AND CAUTIONS IN
THIS GROUP BEFORE PERFORMING THE
FOLLOWING TESTS.
Humidity has an important bearing on the temperature of the air delivered to the vehicles interior. It
is important to understand the effect humidity has
on the performance of the system. When humidity is
high, the evaporator has to perform a double duty. It
must lower the air temperature and the temperature
of the moisture carried in the air. Condensing the
moisture in the air transfers a great deal of heat energy into the evaporator fins and tubing. This reduces the amount of heat the evaporator can absorb
from the air. High humidity greatly reduces the evaporators ability to lower the temperature of the air.
Evaporator capacity used to reduce the amount of
moisture in the air is not wasted. Wringing some of
the moisture out of the air entering the vehicle adds
to the comfort of the passengers. However, an owner
may expect too much from their air conditioning system on humid days. A performance test is the best
way to determine whether or not the system is performing up to standard. This test also provides valuable clues to the possible cause of trouble.
Air temperature in test room and in the vehicle
must be 21C (70F) minimum for this test.
(1) Connect an engine tachometer and manifold
gauge set.

(2) Set controls to A/C (Compressor ON), RECIRC


PANEL, temperature control on full cool and blower
on HIGH .
(3) Start engine and hold at 1,000 RPM with A/C
clutch engaged.
(4) Engine should be warmed up with windows
and/or doors closed.
(5) Insert a thermometer in the left center A/C outlet and operate the engine for 5 minutes.
(6) The A/C clutch may cycle depending on ambient conditions. If clutch cycles, remove the clutch cycling pressure switch connector from the switch
located on the accumulator (Fig. 1). Place a jumper
wire across the terminals of the clutch cycling pressure switch connector.
(7) With the A/C clutch engaged, record the discharge air temperature and the compressor discharge
pressure.
(8) Compare the discharge air temperature to the
A/C Performance (Temperature and Pressure) Chart.
If the discharge air temperature is high, refer to the
Refrigerant Service Procedures (Refrigerant Leak
Testing and Pressure Diagnosis Chart).
(9) Compare the compressor discharge and suction
pressures to the A/C Performance (Temperature and
Pressure) Chart. If the compressor discharge pressure or suction (evaporator inlet) pressure is not normal, check the operation of the refrigerant system,
referring to Refrigerant System Pressure Diagnosis
Chart.
The following charts have been developed for quick
reference.

A/C PERFORMANCE (TEMPERATURE AND PRESSURE)

24 - 8

HEATING AND AIR CONDITIONING


THROUGH THE OVERFLOW TUBE AND WHEN THE
SYSTEM STABILIZES, REMOVE THE CAP COMPLETELY.

Fig. 1 A/C Cycling Switch (TYPICAL)

HEATER OUTPUT TEST


WARNING: IF VEHICLE HAS BEEN RUN RECENTLY,
WAIT 15 MINUTES BEFORE REMOVING CAP, THEN
PLACE A RAG OVER THE CAP AND TURN IT TO
THE FIRST STOP. ALLOW PRESSURE TO ESCAPE

Check the radiator coolant level, drive belt tension,


engine vacuum line connections, radiator air flow
and radiator fan operation. Start engine and bring to
normal operating temperature (refer to Group 7,
Cooling System).
Engine coolant is provided to the heater system by
2 heater hoses. With engine idling at normal operating temperature, set the heater control to maximum
heat, defrost and high blower setting. Using a test
thermometer, check the air temperature coming from
the defroster outlets (refer to Temperature Reference
Chart).
Should the temperature not meet the minimum
values shown, refer to Heater Diagnosis (Mechanical)
for possible causes and corrections.
(1) Remove radiator pressure cap.
(2) Drain 1 pint of coolant from the radiator.
(3) Warm the engine to operating temperature by
idling for 20 minutes, with the pressure cap off. Idle
longer if working outdoors in cold temperatures.

PRESSURE DIAGNOSIS

HEATING AND AIR CONDITIONING


(4) With the engine idling, place a thermometer
into the coolant in the radiator filler neck.
(5) Engine coolant temperature should stabilize at
no lower than 86C (187F) or 4C (8F) below the
thermostat opening temperature. This should happen
during the vehicle operating cycle.
(6) Instrument panel control in HEAT mode.
(7) Set to high blower speed.
(8) Temperature lever to maximum heat position.

TEMPERATURE REFERENCE

HEATER DIAGNOSIS (MECHANICAL)

24 - 9

24 - 10

HEATING AND AIR CONDITIONING


HEATING AND AIR CONDITIONING TEST PROCEDURES
INDEX
page

page

Air Conditioning Cycling Switch . . . . . . . . . . . . . . . 13


Blower Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Compressor Clutch Test . . . . . . . . . . . . . . . . . . . . 13

High Pressure Relief Valve . . . . . . . . . . . . . . . . . . 13


High-Pressure Cut-Off Switch . . . . . . . . . . . . . . . . 13
Vacuum Switch Test . . . . . . . . . . . . . . . . . . . . . . . 10

VACUUM SWITCH TEST

vacuum test probe. Place vacuum gauge on the cowl


so it can be observed from the drivers position as
control is operated.
Start the test by setting the control selector on
FLOOR position. Vacuum gauge needle will drop until the actuator has operated, then return to -25 to
-27 kPa (7-1/4 to 8 inches of vacuum). Change selector to DEFROST, BI-LEVEL, PANEL, and (with A/C)
RECIRC. The maximum allowable vacuum drop below -27 kPa (8 inches of vacuum) after each operation is -3 kPa (3/4 inch). Bypass the vacuum storage
tank, if equipped.
If vacuum drop is more than -3 kPa (3/4 inch), insure tester reading is exactly -27 kPa (8 inches). If
correct, inspect 7-port hose connector for leaks.

Refer to Heater-Air Conditioner Vacuum Control


System Diagnosis Chart and Vacuum Circuits Heater
and Air Conditioner Control Chart.
With a standard vacuum pump connect vacuum
test set Tool C-3707 and start pump. Adjust bleed
valve on test set to obtain a vacuum reading of exactly -27 kPa (8 inches of vacuum) with a finger
blocking the probe.
Alternately release and block the hose probe several times. Adjust the bleed valve so the vacuum
gauge pointer returns to exactly -27 kPa (8 inches of
vacuum) when probe is covered with a finger.
Disconnect engine vacuum source hose in the engine compartment at the brake booster and insert

HEATER A/C CONTROL SYSTEM VACUUM DIAGNOSIS

HEATING AND AIR CONDITIONING


VACUUM CIRCUITS HEATER A/C CONTROL

24 - 11

24 - 12

HEATING AND AIR CONDITIONING

CAUTION: DO NOT use lubricant on the switch


ports or in the holes in the plug, as lubricant will
damage the vacuum valve in the switch. If it is difficult to properly position the connector plug on the
switch ports, put a drop of clean water in the holes
of connector plug. This will allow the plug to slide
completely on the switch ports.
If vacuum drop is now within limits, proceed with
the overall performance test. If vacuum drop is still
in excess of -3 kPa (3/4 inch), remove 7-port connector from switch. Seal port No.3 (female connector)
with a finger to check source hose. Then remove
probe from source line and insert it alternately into
each connector port except No.6 (Fig. 1).

ground circuit is supplied to the motor through all of


the resistors (Fig. 2). When the blower switch is
moved to a higher speed, the ground increases to the
motor which increase the blower speed. This is accomplished by bypassing some of the blower resistors. When the switch is in HI, all blower resistors
are bypassed and the ground circuit is applied directly to the blower motor.

Fig. 2 Blower Motor Resistor Block (Typical)

Fig. 1 Vacuum Tube Assembly Test


Note amount of vacuum drop below -27 kPa (8
inches) after each actuator has operated. If vacuum
gauge comes back to -27 kPa (8 inches) the hoses and
actuators are not leaking. The control switch is
faulty and must be replaced. If excessive vacuum
drop at 1 or more connector block ports is present,
inspect hose connections to the actuators involved.
Then test whether actuator or hose is at fault.
The line can be repaired by cutting out the leak
and inserting the line into a 3 mm (1/8 inch) inside
diameter rubber hose. DO NOT use any type of adhesive on plastic vacuum lines.
A vacuum drop in excess of -3 kPa (3/4 inch) below
the -27kPa (8 inches of vacuum) may cause the engine to run rough at idle. It can also interfere with
the proper operation of the air conditioning and heating controls at high speeds and during acceleration.

BLOWER MOTOR
Power to the blower motor is supplied from fuse #1.
The blower speed is controlled by the blower switch
and blower resistors. With the switch in LO, the

BLOWER MOTOR TEST


Use volt/ohmmeter for tests and Refer to the Group
8W Wiring Diagrams for complete wiring schematic.
Possible causes for no blower:
Open feed circuit: Test feed circuit from fuse to
blower motor.
Open ground circuit: Test ground circuit to Heater
A/C switch, Blower resistor and Blower motor.
Open one or more blower resistors: Test all blower
resistors.
Faulty blower switch: Test blower switch.
Faulty blower motor: Test blower motor.
BLOWER MOTOR VIBRATION
(1) Possible location or cause of blower motor vibration are as follows:
Blower motor assembly loose in heater A/C housing.
Blower wheel loose on motor shaft.
Blower wheel out of balance or bent.
Blower motor defective.
(2) Possible location or cause of blower motor noise
are as follows: (To verify blower noise disconnect
blower motor wire lead connector and operate heater
or A/C system. If noise goes away, proceed with procedure.)
Foreign material in heater A/C housing around
blower wheel
Blower wheel rubbing heater A/C housing
Blower motor defective

HEATING AND AIR CONDITIONING


AIR CONDITIONING CYCLING SWITCH
The switch is mounted on top of the accumulator.
The switch is wired in series with compressor clutch.
The switch contacts are normally open when the suction pressure is approximately 172 kPa (25 psi) or
lower. The switch will close when suction pressure
rises to approximately 296 kPa (43 psi) or above.
Lower ambient temperatures, below approximately
-1C (30F) during cold weather will also open the
switch contacts. This is due to the pressure/temperature relationship of the refrigerant in the system.

HIGH PRESSURE RELIEF VALVE


The valve is located on the compressor manifold.
The valve is used to prevent excessive high pressure
build of 3445 to 4135 kPa (500 to 600 psi) and above.
This prevents damage to the compressor and other
system components.

HIGH-PRESSURE CUT-OFF SWITCH


The switch is located on the discharge line. The
switch is wired in series with compressor clutch.
When discharge pressure increases above 3100 to
3375 kPa (450 to 490 psi) the switch interrupts the
power to the compressor clutch.

COMPRESSOR CLUTCH TEST


CLUTCH TEST
(1) Disconnect the cycling clutch switch and jump
the 2 terminal pins inside the connector boot.
If compressor clutch engages, the refrigerant system is low, or the switch is defective.
If the compressor clutch does not engage, proceed
to Step 2.
(2) After refrigerant level and switch condition has
been verified, connect the cycling clutch switch or
high pressure cutoff switch. Proceed to A/C Clutch
Coil Tests to verify clutch condition.
(3) After clutch condition has been verified, check
the On-Board Diagnostics in the Powertrain Control
Module (PCM) for fault codes (refer to Group 14,
Fuel Injection).
If fault codes 88-12-33-55 are detected, refer to radiator fan relay, Group 7, Cooling System before proceeding with compressor clutch tests. Fault code 33
will be detected if the radiator/condenser fan (2.5L
Engine) does not turn on when the A/C button on the
panel control is engaged. Set the diagnostic tool to
ATM code 05 and engage the A/C button on the panel
control.
(a) If the wide open throttle (WOT) A/C cutout
relay is clicking, disregard code 33. Repair the C-9

24 - 13

ground circuit or the C-2 feed circuit (refer to


Group 8W, Wiring Diagrams).
(b) If the A/C cutout relay does not click (ignition
and A/C button ON), test for battery voltage at single pin connector on A/C cutout relay. Voltage reading OK, proceed to Step 5a. Voltage at 0-1 volt,
proceed to Step 5b.
(4) With the ignition off, disconnect the 60-way
connector from the PCM. Return ignition and A/C to
the ON position. Test for battery voltage at cavity 34
of the 60-way connector. Voltage reading OK and female terminal is not damaged, replace the PCM.
Voltage reading 0, repair open or short in N13 circuit.
(5) With the ignition off, disconnect the 60-way
connector from the PCM. Return ignition and A/C to
the ON position. Test for battery voltage at the single
pin connector of the A/C cutout relay. Voltage reading
OK, replace PCM. Voltage reading 0, proceed to Step
6.
(6) With ignition and A/C ON, test for battery voltage at the green wire (C25) in the 3-way connector of
the A/C cutout relay.

CLUTCH COIL TEST


(1) Verify battery state of charge (Test indicator
should be green).
(2) Connect an ammeter (0-10 ampere scale) in series with the clutch coil terminal. Use a voltmeter (020 volt scale) with clip leads measuring voltage
across the battery and A/C clutch.
(3) With A/C control in A/C mode and blower at
low speed, start the engine and run at normal idle.
(4) The A/C clutch should engage immediately and
the clutch voltage should be within 2 volts of the battery voltage. If the A/C clutch does not engage, check
the fuse (fusible link with front wheel drive vehicles).
(5) The A/C clutch coil is acceptable, if the current
draw is 2.0 to 3.7 amperes at 11.5 to 12.5 volts at
clutch coil. The room ambient temperature should be
21C 63C (70F 65F). Where voltage is more than
12.5 volts, add electrical loads as needed by increasing blower speed and/or switching other electrical accessories on. If coil current reads zero, the coil is
open and should be replaced. If the ammeter reading
is 4 amperes or more, the coil is shorted and should
be replaced. If the coil voltage is not within 2 volts of
the battery voltage, check the circuit external to the
clutch coil for excessive voltage drop and repair accordingly.

24 - 14

HEATING AND AIR CONDITIONING


COMPRESSOR SERVICE
INDEX
page

page

A/C Compressor Noise . . . . . . . . . . . . . . . . . . . . . 14


Compressor Clutch Coil Assembly . . . . . . . . . . . . . 15
Compressor Drive Belt . . . . . . . . . . . . . . . . . . . . . 14

Compressor Manifold . . . . . . . . . . . . . . . . . . . . . . 15
Compressor Replacement . . . . . . . . . . . . . . . . . . . 14

A/C COMPRESSOR NOISE

COMPRESSOR DRIVE BELT

Noises that develop during air conditioning operation can often be misleading.
Drive belts are speed sensitive. At different engine
speeds belts can make noises which can be mistaken
for compressor noise.
First proceed with the following steps:
(1) Select a quiet area for testing. Switch compressor on and off several times to clearly identify compressor noise.
(2) Tighten all compressor mounting bolts to correct torque. Check condition and adjustment of compressor drive belt. Verify refrigerant lines are not
contacting other components.
(3) Test vehicle; if noise persists, continue trouble
shooting system for source of noise. Refer to the
Compressor and Clutch Diagnosis Charts.

Belt slippage will reduce air conditioning performance and belt life.
Any belt which has operated for a 1/2 hour is considered a USED belt. Belt tension and condition
should be checked at regular service intervals. Refer
to Group 7 Cooling, for proper adjustment and measurement procedures.

COMPRESSOR REPLACEMENT
REVIEW WARNINGS AND CAUTIONS IN
THIS GROUP BEFORE PERFORMING THE
FOLLOWING PROCEDURE.

COMPRESSOR AND CLUTCH DIAGNOSIS

HEATING AND AIR CONDITIONING


CAUTION: Cleanliness is extremely important when
servicing a compressor. The surfaces around the
suction and discharge ports of the compressor
should be cleaned thoroughly before opening the
system at these points. If compressor is removed
from the vehicle, apply tape to the opened ports to
prevent any contamination.

REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove drive belt (refer to Group 7, Cooling
System).
(3) Disconnect compressor clutch wire.
(4) Recover refrigerant (refer to Refrigerant Service Procedures).
(5) Remove refrigerant lines from compressor and
tape openings.
(6) Remove compressor attaching bolts and remove
compressor.
INSTALLATION
If a replacement compressor is being installed
check the oil level. Add or subtract oil as necessary and install the magnetic clutch on the
compressor.
(1) Install compressor on the mounting bracket.
Tighten compressor mounting bolts to 27 Nzm (20 ft.
lbs.) torque.
(2) Remove the tape from opened ports.
(3) Install refrigerant lines on compressor with
new seals.
(4) Install drive belt (refer to Group 7, Cooling System).
(5) Connect compressor clutch wire lead and negative battery cable.
(6) Evacuate and charge A/C system (refer to Refrigerant Service Procedures).
(7) Test system for leaks.

24 - 15

(4) Evacuate and charge the A/C system (refer to


Refrigerant Service Procedures).
(5) Connect the negative cable to the battery.

COMPRESSOR CLUTCH COIL ASSEMBLY


REMOVAL
(1) Insert the pins of the Spanner Tool 6462 into 2
holes of the clutch plate (Fig. 1). Hold clutch plate
stationary and remove hex nut.

Fig. 1 Magnetic Clutch Hex Nut


(2) Remove clutch front plate.
(3) Remove the external front housing snap ring by
using spread type snap ring pliers (Fig. 2).

COMPRESSOR MANIFOLD
REVIEW WARNINGS AND CAUTIONS IN
THIS GROUP BEFORE PERFORMING THE
FOLLOWING PROCEDURE.

REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Recover refrigerant (refer to Refrigerant Service Procedures).
(3) Disconnect refrigerant lines from manifold.
(4) Remove manifold bolts and remove manifold.
INSTALLATION
(1) Install manifold on the compressor with new
seal.
(2) Install manifold bolts and tighten to 25 Nzm (19
ft. lbs.) torque.
(3) Install refrigerant lines to manifold.

Fig. 2 External Snap Ring


(4) Insert jaw lips of the Clutch Puller Tool 6141-1
into the snap ring groove exposed in the previous
step (Fig. 3).

24 - 16

HEATING AND AIR CONDITIONING

Fig. 3 Install Shaft Protector

Fig. 5 Loosen Coil Lead Wire

(5) Place Clutch Puller Shaft Protector Tool 6141-2


over the exposed compressor shaft.
(6) Install the Puller Plate Tool 6461 and bolt (Fig.
4). Two bolts go through the plate and into the jaws.
Finger tighten bolts.

Fig. 6 Snap Ring and Field Coil

Fig. 4 Install Puller Plate


(7) Turn puller center bolt clockwise until rotor
pulley is free.
(8) Loosen coil lead wire from clip on top of compressor front housing (Fig. 5).
(9) Using spread type snap ring pliers, remove
snap ring and field coil (Fig. 6).

INSTALLATION
(1) Install the field coil with the snap ring.
(2) Place coil lead wire under clip on top of compressor front housing and tighten the retaining
screw.
(3) Support the compressor on the 4 mounting ears
at the compressor rear.
CAUTION: If a vise is being used, clamp only on the
mounting ears. Never clamp on the compressor
body.

HEATING AND AIR CONDITIONING


(4) Align rotor assembly squarely on the front
housing hub.
(5) Thread Handle Tool 6464 into Driver Tool 6143
(Fig. 7).

24 - 17

(7) Tap the end of the driver while guiding the


clutch assembly to prevent binding. Tap until the
clutch assembly bottoms against the compressor front
housing hub. Listen for a distinct change of sound
during the tapping process.
(8) Install external front housing snap ring.
(9) Install front plate assembly.
Check that original clutch shims are in place on
compressor shaft.
(10) Using Shaft Protector Tool 6141-2, tap front
plate over compressor shaft until it has bottomed to
the clutch shims (Fig. 9). Listen for a distinct change
of sound during the tapping process.

Fig. 7 Clutch Installer Set


(6) Place the clutch driver tool assembly into the
bearing cavity on the clutch. Make certain the outer
edge of the tool rests firmly on the clutch bearing inner race (Fig. 8).

Fig. 9 Front Plate Installation

Fig. 8 Tool Set Driver

(11) Replace compressor shaft hex nut. Tighten the


hex nut to 14.4 Nzm (10.5 ft. lbs.) torque.
(12) Check air gap with feeler gauge (Fig. 10). The
specification is 0.41-0.79 mm (0.016-0.031 inch). If air
gap is not consistent around the circumference,
lightly pry up at the minimum variations. Lightly
tap down at points of maximum variation.
The air gap is determined by the spacer
shims. When installing the original or a new
clutch assembly, try the original shims first.
When installing a new clutch onto a compressor
that previously did not have a clutch, use 0.040,
0.020, and 0.005 shims from the clutch accessory
sack.
(13) If the air gap does not meet the specification
given, add or subtract shims as required.

24 - 18

HEATING AND AIR CONDITIONING


CLUTCH BREAK-IN
After a new clutch has been installed cycle the A/C
clutch 20 times (5 sec. on and 5 sec. off). During this
procedure, set the system to the A/C mode, engine
RPM at 1500-2000 and high blower speed. This procedure (burnishing) will seat the opposing friction
surfaces and provide a higher clutch torque capability.

Fig. 10 Check Air Gap

HEATING AND AIR CONDITIONING

24 - 19

COMPONENT SERVICE
INDEX
page
A/C Condenser Assembly . . . . . .
Air Distribution Ducts . . . . . . . . . .
Blend-Air Door . . . . . . . . . . . . . .
Blower Motor and Wheel Assembly
Evaporator Coil . . . . . . . . . . . . . .
Heater A/C Housing . . . . . . . . . .
Heater Core . . . . . . . . . . . . . . . .

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REFRIGERANT LINES
REVIEW WARNINGS AND CAUTIONS IN
THIS GROUP BEFORE PERFORMING THE
FOLLOWING PROCEDURE.

REMOVAL
(1) Recover refrigerant (refer to Refrigerant Service Procedures).
(2) Fit the appropriate Spring Lock Coupling Tool
from A/C Tool Kit 6125 (Fig. 1).

page
Heater Hoses . . . . . . . . . . . . . . .
Mode Door Vacuum Actuator . . . .
Panel Air Louvers . . . . . . . . . . . .
Recirculating Air Vacuum Actuator
Refrigerant Lines . . . . . . . . . . . .
Temperature Control Cable . . . . .

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(6) Separate the two ends of the coupling.

INSTALL
(1) Check to ensure that the garter spring is in the
cage of the male fitting. If the garter spring is missing, install a new spring by pushing it into the cage
opening. If the garter spring is damaged, remove it
from the cage with a small wire hook (DO NOT use a
screwdriver) and install a new spring.
(2) Clean all dirt or foreign material from both
pieces of the coupling.
(3) Install new O-rings on the male fitting.
CAUTION: Use only the specified O-rings as they
are made of a special material for the R-134a system. The use of any O-ring other than the specified
O-ring may allow the connection to leak intermittently during vehicle operation.
(4) Lubricate the male fitting and O-rings and the
inside of the female fitting with clean R-134a (SP20
PAG) refrigerant oil.
(5) Install the plastic indicator ring into the cage
opening if indicator ring is to be used.
(6) Fit female fitting to male fitting and push until
garter spring snaps over flared end of female fitting.
If plastic indicator ring is used, it will snap out of the
cage opening when the coupling is connected to indicate engagement.
(7) If indicator ring is not used, ensure coupling
engagement. This is done by visually checking to be
sure garter spring is over the flared end of female fitting.

Fig. 1 Spring Lock Coupling Disconnect


(3) Close the tool and push into the open side of
the cage to expand garter spring and release female
fitting.
The garter spring may not release if the tool is
cocked while pushing it into the cage opening.
(4) After garter spring is expanded, pull fittings
apart within the tool.
(5) Remove the tool from the disconnected coupling.

TEMPERATURE CONTROL CABLE


REMOVAL
(1) Remove knee blocker, instrument cluster, and
radio (refer to Group 8E, Instrument Panel).
(2) Reach through radio opening and disconnect attaching flag on top of the heater A/C housing. It is
located behind the demister tube adapter (Fig. 2).
(3) Slip cable self-adjusting clip upward from the
blend-air door crank.

24 - 20

HEATING AND AIR CONDITIONING


(2) Position the actuator onto the heater A/C housing.
(3) Install and tighten the 2 vacuum actuator attaching bolts.
(4) Connect the vacuum line.

Fig. 2 Temperature Control Cable


(4) Remove heater A/C control. Then squeeze the
attaching flag which holds the cable to the control
and remove the cable (Fig. 3).

Fig. 4 Mode Door Vacuum Actuators

RECIRCULATING AIR VACUUM ACTUATOR

Fig. 3 Temperature Control Cable

REMOVAL
(1) Disconnect the vacuum line.
(2) Remove 2 vacuum actuator attaching nuts (Fig.
5).
(3) Disengage drive linkage from recirculating airdoor pivot.
(4) Remove the actuator from the heater A/C housing.

(5) Remove self-adjusting clip by inserting a 3/16


diameter tool (drill bit or phillips screwdriver shank,
Fig. 2 - Inset) into the crank hole. Rotate the clip
from the cable.

INSTALLATION
To install, reverse the preceding operation.
To Adjust Temperature Cable, position the TEMP
lever on the control to the cool side of its travel. Allowing the self adjusting clip to slide on the cable, rotate the blend-air door crank counterclockwise by
hand until it stops.

MODE DOOR VACUUM ACTUATOR


REMOVAL
(1) Disconnect the vacuum line.
(2) Locate and remove 2 vacuum actuator attaching bolts (Fig. 4).
(3) Disengage drive linkage from mode door crank
and remove the actuator.
INSTALLATION
(1) Connect the drive linkage to mode door crank.

Fig. 5 Recirculating Air Door Vacuum Actuator


INSTALLATION
(1) Connect the drive linkage to recirculating airdoor pivot.
(2) Position the actuator on to the housing.

HEATING AND AIR CONDITIONING

24 - 21

(3) Install and tighten the 2 vacuum actuator attaching nuts.


(4) Connect the vacuum line.

AIR DISTRIBUTION DUCTS


REMOVAL
(1) Remove lower instrument panel module (refer
to Group 8E, Instrument Panel).
(2) Remove 2 distribution duct attaching screws
from under the front edge of the instrument panel.
(3) Slide duct downward and remove from vehicle
(Fig. 6).

Fig. 7 Louver Assembly (Typical)

HEATER HOSES
REVIEW WARNINGS AND CAUTIONS IN
THIS GROUP BEFORE PERFORMING THE
FOLLOWING PROCEDURE.

Fig. 6 Air Distribution Ducts


INSTALLATION
(1) Slide duct upward and in position within the
instrument panel.
(2) Install and tighten 2 distribution duct attaching screws located at the front edge of the instrument panel.
(3) Install lower instrument panel module (refer to
Group 8E, Instrument Panel).

PANEL AIR LOUVERS


REMOVAL
(1) Locate pivot tab (top and bottom on outboard
outlets, at the ends of the center outlets). Gently pry
the tab outward until the tab clears the instrument
panel (Fig. 7).
(2) Pull louver assembly from instrument panel
outlet.
INSTALLATION
(1) Position the louver assembly into the instrument panel.
(2) Push louver assembly straight into panel air
outlet until the pivot tabs lock into the pivot sockets.

REMOVAL
(1) Drain engine cooling system (refer to Group 7,
Cooling System).
(2) Loosen clamps at each end of hose to be removed (Figs. 8 and 9).
CAUTION: When removing hoses from heater core
inlet or outlet nipples, DO NOT use excessive force.
Heater core may become damaged and leak engine
coolant into heater A/C housing.
(3) Carefully rotate hose back and forth while tugging slightly away from connector nipples.
(4) On 3.9L and 5.2L engines:
(a) Remove the coolant return tube (Fig. 10).
(b) Discard the old O-ring.

INSTALLATION
(1) On 3.9L/5.2L engines:
(a) Install a new O-ring onto the coolant return
tube (Fig. 10). Coat the new O-ring with antifreeze
before installation.
(b) Install the coolant return tube and tighten
the coolant return tube bracket bolt.
(2) Install the hoses onto the connector nipples.
(3) Tighten the clamps at each end of hoses.

24 - 22

HEATING AND AIR CONDITIONING

Fig. 8 Engine Heater Hose Routing (2.5L)

Fig. 10 Coolant Return Tube


(2) Remove grille assembly (refer to Group 7, Cooling System, for the proper procedures).
(3) Remove the top bolt holding the grille opening
panel support brace. Pull out of the way.
(4) Remove refrigerant line attaching nut and separate lines from condenser sealing plate.
(5) Using plastic sheeting and tape cover the open
end of the refrigerant lines and condenser to minimize refrigeration system contamination.
(6) Remove 2 bolts (Fig. 11) securing the condenser
assembly to the radiator core support. Lift the condenser assembly from vehicle.

Fig. 9 Engine Heater Hose Routing (3.9L and 5.2L)


(4) Fill engine cooling system (refer to Group 7,
Cooling System).

A/C CONDENSER ASSEMBLY


REVIEW WARNINGS AND CAUTIONS IN
THIS GROUP BEFORE PERFORMING THE
FOLLOWING PROCEDURE.

REMOVAL
(1) Recover refrigerant system (refer to Refrigerant
Service Procedures).

Fig. 11 A/C Condenser


INSTALLATION
(1) Position the condenser assembly into the vehicle. Install and tighten the 2 bolts securing the condenser assembly to the radiator core support.

HEATING AND AIR CONDITIONING

24 - 23

(2) Remove the plastic sheeting and tape from the


open ends of the refrigerant lines.
(3) Replace all O-rings and gaskets. Coat all sealing surfaces with wax free refrigerant oil. When installing a NEW condenser refer to A/C System Oil
Level Requirements Chart.
(4) Connect the refrigerant lines to the condenser
sealing plate. Install and tighten the attaching nuts.
(5) Properly position the grille opening panel support brace. Install and tighten the top bolt.
(6) Install grille assembly (refer to Group 7, Cooling System, for the proper procedures).
(7) Evacuate and charge the refrigerant system
(refer to Refrigerant Service Procedures).

BLOWER MOTOR AND WHEEL ASSEMBLY


REMOVAL BLOWER MOTOR
(1) Disconnect the negative cable from the battery.
(2) Remove the lower instrument panel module (refer to Group 8E, Instrument Panel).
(3) On vehicles equipped with A/C disconnect the 2
vacuum lines from the recirculating air door actuator.
Disconnect blower lead wire connector.
(4) Remove 2 screws at the top of the blower housing, securing it to the unit cover.
(5) Remove 5 screws from round the blower housing and separate the blower housing from the unit
(Fig. 12).

Fig. 13 Blower Motor and Wheel Assembly

Fig. 14 Blower Wheel Retaining Ring


INSTALL BLOWER MOTOR WHEEL
(1) Slip blower wheel onto blower motor shaft.
(2) Using a pair of common pliers, install the
spring type retaining ring onto the center of the
blower wheel.

Fig. 12 Blower Housing (Typical)


(6) Remove 3 screws securing the blower and
wheel assembly to the heater A/C unit housing and
separate the assembly from the unit (Fig. 13).
REMOVAL BLOWER MOTOR WHEEL
(1) Using a pair of common pliers, remove the
spring type retaining ring from the center of the
blower wheel (Fig. 14).
(2) Slip blower wheel from blower motor shaft.

INSTALLATION BLOWER MOTOR


(1) Position the blower motor and wheel assembly
to the heater A/C unit housing. Install and tighten
the 3 screws.
(2) Position the blower housing to the heater A/C
unit. Install and tighten the 5 screws.
(3) Install and tighten the 2 screws at the top of
the blower housing, securing it to the unit cover.
(4) Connect blower lead wire connector. On vehicles equipped with A/C, connect the 2 vacuum lines
to the recirculating air door actuator.
(5) Install the lower instrument panel module (refer to Group 8E, Instrument Panel).
(6) Connect the negative cable to the battery.

HEATER A/C HOUSING


REVIEW WARNINGS AND CAUTIONS IN
THIS GROUP BEFORE PERFORMING THE
FOLLOWING PROCEDURE.

24 - 24

HEATING AND AIR CONDITIONING

REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Recover refrigerant system (refer to Refrigerant
Service Procedures).
(3) Remove lower instrument panel module (refer
to Group 8E Instrument Panel).
(4) Remove the center air distribution duct.
(5) Tape wiring harness up and out of the way
(Fig. 15).

Fig. 16 Condensate Drain Tube

Fig. 15 Secure Wiring Harness


(6) Remove antenna cable from the retaining clip
at the right end of the housing.
(7) Disconnect heater blower wire and remove the
terminal retainer from support brace.
(8) Disconnect demister hoses from the adapter on
top of the housing.
(9) Disconnect vacuum harness connector from the
heater A/C control and vacuum feed line from check
valve.
(10) Disconnect the temperature control cable flag
retainer from housing and remove self adjusting clip
from blend-air-door crank.
(11) Drain engine cooling system.
(12) Disconnect refrigerant lines. Tape the open
ends of the refrigerant lines to minimize refrigerant
system contamination.
(13) Disconnect the heater hoses and plug the
heater core tubes to prevent spilling engine coolant
into the interior of the vehicle.
(14) Remove the condensate drain tube (Fig. 16).
(15) Remove the 4 housing attaching nuts from
rear engine compartment dash panel.
(16) Remove the housing support brace attaching
screw and swing the support brace to the left out of
the way.
(17) Carefully pull the housing rearward until attaching studs clear the dash panel and allow the unit
to drop down (Fig. 17). Rotate the unit until the attaching studs are facing downward and remove the
unit from the vehicle (Fig. 18).

Fig. 17 Drop Heater A/C Unit

Fig. 18 Rotate Heater A/C Unit

HEATING AND AIR CONDITIONING

24 - 25

DISASSEMBLE
(1) Place the heater A/C unit on a suitable work
surface (Fig. 19).

Fig. 21 Heater A/C Unit Cover

Fig. 19 Heater A/C Unit


(2) Locate and remove one retaining nut from the
blend-air door pivot shaft.
(3) Using a pair of pliers, place one jaw on top of
pivot shaft and the other jaw under the crank linkage. Pinch the crank off of the pivot shaft (Fig. 20).

Fig. 20 Blend-Air Door Crank Linkage (TYPICAL)


(4) Disconnect the vacuum lines from the defrost
and panel mode vacuum actuators and position them
out of the way.
(5) Remove housing cover attaching screws.
(6) Remove the cover from the housing (Fig. 21).

ASSEMBLE
(1) Install cover into place while guiding the panel
air mode door pivot shaft into its socket.
(2) Install cover attaching screws into the housing.

(3) Connect the vacuum lines to the defrost and


panel mode vacuum actuators.
(4) Install the crank onto blend-air door pivot
shaft.
(5) Install vacuum lines.

INSTALLATION
(1) Install the unit with the attaching studs facing
downward. Carefully rotate and push the housing
forward until attaching studs fit into the dash panel.
(2) Install housing support brace and tighten the
attaching screw.
(3) Install and tighten the 4 housing attaching
nuts at the rear engine compartment dash panel.
(4) Install the condensate drain tube.
(5) Remove plugs from the heater core tubes and
connect the heater hoses.
(6) Remove tape from the open ends of the refrigerant lines. Install the expansion valve and connect
refrigerant lines.
(7) Install the self adjusting clip to blend-air-door
crank. Connect the temperature control cable flag retainer to the housing.
(8) Connect vacuum harness connector from housing to the control connector. Connect the vacuum feed
line to check valve.
(9) Connect demister hoses to the adapter on top of
the housing.
(10) Connect heater blower wire.
(11) Install the antenna cable to the retaining clip
at the right end of the housing.
(12) Remove the tape holding the wiring harness
up and out of the way.
(13) Install the center air distribution duct.
(14) Install the lower instrument panel module (refer to Group 8E Instrument Panel).
(15) Connect the negative cable to the battery.
(16) Fill the engine cooling system (refer to Group
7, Cooling System).
(17) Evacuate and charge the refrigerant system
(refer to Refrigerant Service Procedures).

24 - 26

HEATING AND AIR CONDITIONING

BLEND-AIR DOOR
The heater A/C housing must be removed to service
the mode, heater defroster or blend-air door.

REMOVAL
(1) Remove heater A/C unit top cover.
(2) Remove nut from bottom of the blend-air door
pivot shaft and lift from the housing (Fig. 22).

Fig. 23 Evaporator Coil

HEATER CORE
REMOVAL
(1) Remove housing top cover.
(2) Remove the attaching screw from the heater
core retaining bracket and lift the heater core from
housing.

Fig. 22 Blend-Air Door


INSTALLATION
(1) Position door into the housing. Install and
tighten nut to the bottom of the door pivot shaft.
(2) Install housing top cover.

INSTALLATION
(1) Position the heater core into housing. Install
and tighten the attaching screw to the heater core retaining bracket.
(2) Install housing top cover.

EVAPORATOR COIL
REMOVAL
(1) Remove housing top cover.
(2) Lift the evaporator coil from housing (Fig. 23).
INSTALLATION
(1) Position the evaporator coil into the housing.
(2) Install housing top cover.

TORQUE SPECIFICATIONS
HEATING AND AIR CONDITIONING
DESCRIPTION ................................................TORQUE
Compressor
Mounting Bolts ............................27 Nzm (20 ft. lbs.)
Mounting Bolts 2.5L ...................54 Nzm (40 ft. lbs.)

Bracket Bolts ...............................41 Nzm (30


Bracket Bolts 2.5L ......................54 Nzm (40
Manifold Bolts .............................25 Nzm (19
Shaft Nut ...............................14.4 Nzm (10.5

ft.
ft.
ft.
ft.

lbs.)
lbs.)
lbs.)
lbs.)

EMISSION CONTROL SYSTEMS

25 - 1

EMISSION CONTROL SYSTEMS


CONTENTS
page

page

COMPONENT REMOVAL/INSTALLATION . . . . . . 18
EVAPORATIVE EMISSION CONTROLS . . . . . . . . 5

EXHAUST EMISSION CONTROLS . . . . . . . . . . . 10


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

GENERAL INFORMATION
INDEX
page

page

DRB Scan Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3


On-Board Diagnostics . . . . . . . . . . . . . . . . . . . . . . . 1

Vacuum Hose Routing Schematics . . . . . . . . . . . . . 1


Vehicle Emission Control Information (VECI) Label . 1

VEHICLE EMISSION CONTROL INFORMATION


(VECI) LABEL

sale in the state of California and the country of


Canada. Canadian labels are written in both the English and French languages. These labels are permanently attached and cannot be removed without
defacing information and destroying label.
The following label illustration is used as an
example only. If there are any differences between
this illustration and the actual VECI label, those
shown on the VECI label should be used.

All vehicles are equipped with a combined VECI label. The label is located in the engine compartment
(Fig. 1). The label contains the following:
Engine family and displacement
Evaporative family
Emission control system schematic
Certification application
Engine timing specifications (if adjustable)
Idle speeds (if adjustable)
Spark plug and plug gap

VACUUM HOSE ROUTING SCHEMATICS


The following vacuum hose routing schematics are used as examples only. If there are any
differences between these schematics and the Vehicle
Emission Control Information (VECI) label schematics, those shown on the VECI label should be used.

ON-BOARD DIAGNOSTICS

Fig. 1 VECI Label Location


The label also contains an engine vacuum schematic. There are unique labels for vehicles built for

FOR CERTAIN EMISSION SYSTEM


COMPONENTS
The powertrain control module (PCM) performs an
On-Board Diagnostic (OBD) check for certain emission system components on all vehicles. This is done
by setting a diagnostic trouble code (DTC).
A DTC can be obtained in two different ways. One
of the ways is by connecting the DRB scan tool to the
data link connector. This connector is located in the
engine compartment (Fig. 2). Refer to the appropriate
Powertrain Diagnostic Procedures service manual for
operation of the DRB scan tool. The other way is to
cycle the ignition key and observe the malfunction indicator lamp (MIL). The MIL lamp is displayed on
the instrument panel as the CHECK ENGINE lamp
(Fig. 3). This lamp will flash a numeric code. If a numeric code number 32 is observed, a problem has

25 - 2

EMISSION CONTROL SYSTEMS


TYPICAL VEHICLE EMISSION CONTROL INFORMATION LABEL

been found in the EGR system. If a numeric code


number 31 is observed, a problem has been found in
the EVAP system.

EGR System Check: The OBD check will activate


only during selected engine/driving conditions. When
the conditions are met, the PCM energizes either the
EGR valve control solenoid (3.9L/5.2L engines) or the
EGR purge solenoid (2.5L engine) to disable the

Fig. 2 Data Link ConnectorTypical Location

Fig. 3 Check Engine LampTypical Location

EMISSION CONTROL SYSTEMS

25 - 3

ENGINE VACUUM SCHEMATIC2.5L 4-CYLINDER ENGINE

EGR. The PCM checks for a change in the oxygen


sensor signal. If the air-fuel mixture goes lean, the
PCM will attempt to enrichen the mixture. The PCM
registers a diagnostic trouble code (DTC) if the EGR
system has failed or degraded. After registering a
DTC, the PCM turns the CHECK ENGINE lamp on.
Illumination of this lamp indicates the need for immediate service. Note that the CHECK ENGINE
lamp will illuminate initially for approximately two
seconds each time the ignition key is turned to the
ON position. This is done for a bulb test.
For a complete operational description of all
DTCs, for accessing a DTC and for erasing a

DTC, refer to On-Board Diagnostics. This can


be found in the General Diagnosis sections of
Group 14, Fuel System. For numeric flash lamp
code charts for emission related components,
refer to Diagnostic Trouble Code (DTC). This
can also be found in the General Diagnosis sections of Group 14, Fuel System.

DRB SCAN TOOL


For diagnosis of emission system components using
the DRB scan tool, refer to the appropriate Powertrain Diagnostic Procedures service manual.

25 - 4

EMISSION CONTROL SYSTEMS


ENGINE VACUUM SCHEMATIC3.9L V-6 AND 5.2L V-8 ENGINES

EMISSION CONTROL SYSTEMS

25 - 5

EVAPORATIVE EMISSION CONTROLS


INDEX
page
Crankcase Breather/Filter2.5L Engine . . . . .
Crankcase Breather/Filter3.9L/5.2L Engines
EVAP (Evaporation) Control System . . . . . . .
EVAP Canister . . . . . . . . . . . . . . . . . . . . . . .

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5
5

EVAP (EVAPORATION) CONTROL SYSTEM


GENERAL INFORMATION
The function of the EVAP control system is to prevent the emissions of gasoline vapors from the fuel
tank into the atmosphere. When fuel evaporates in
the fuel tank, the vapors pass through vent hoses or
tubes to a carbon filled EVAP canister. They are temporarily held in the canister until they can be drawn
into the intake manifold when the engine is running.
The vapors are drawn into the engine at idle as
well as off idle. This system is called a Bi-level Purge
System where there is a dual source of vacuum to remove fuel vapor from the EVAP canister.
The EVAP canister is a feature on all models for
the storage of fuel vapors from the fuel tank.
The hoses used in this system are specially
manufactured. If replacement becomes necessary, it is important to use only fuel resistant
hose.

page
Evap Canister Purge Solenoid . . . . . . . . . . .
Fuel Tank Filler Tube Cap . . . . . . . . . . . . . .
Positive Crankcase Ventilation (PCV) System
Pressure Relief/Rollover Valve . . . . . . . . . . .

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EVAP canister purge solenoid allows the EVAP canister to be purged at predetermined times and at certain engine operating conditions.

Fig. 4 EVAP Canister Location

PRESSURE RELIEF/ROLLOVER VALVE

EVAP CANISTER PURGE SOLENOID

These vehicles are equipped with a combination


pressure relief and rollover valve. This dual function
valve will relieve fuel tank pressure and also prevent
fuel flow through the fuel tank vent hoses in the
event of an accidental vehicle rollover.
The valve incorporates a pressure relief mechanism
that releases fuel tank pressure when the pressure
increases above the calibrated sealing value. Refer to
the Fuel Tank section of Group 14, Fuel Systems for
removal and installation procedures.

Vacuum for the EVAP canister is controlled by the


EVAP canister purge solenoid (Figs. 5 or 6). The solenoid is operated by the powertrain control module
(PCM). The PCM regulates the solenoid by switching
the ground circuit on and off based on engine operating conditions. When energized, the solenoid prevents
engine vacuum from reaching the EVAP canister.
When not energized, the solenoid allows vacuum to
flow through to the EVAP canister.
During warm-up and for a specified time period after hot starts, the PCM grounds the EVAP canister
purge solenoid causing it to energize. This will prevent engine vacuum from reaching the EVAP canister
valve. When the engine reaches an operating temperature of approximately 27C (80F) and a time delay
interval of about 100 seconds has occurred, the PCM
removes the ground to solenoid. The de-energized solenoid allows vacuum to flow to the EVAP canister
and purge fuel vapors through the intake manifold.
The EVAP canister purge solenoid will also be energized during certain idle conditions in order to update the fuel delivery calibration.

EVAP CANISTER
A sealed, maintenance free, EVAP canister is used
on all vehicles. The canister is mounted in the engine
compartment on the right side of the radiator closure
panel (Fig. 4). The EVAP canister is filled with granules of an activated carbon mixture. Fuel vapors entering the EVAP canister are absorbed by the
charcoal granules.
Fuel tank pressure vents into the EVAP canister.
Fuel vapors are temporarily held in the canister until
they can be drawn into the intake manifold. The

25 - 6

EMISSION CONTROL SYSTEMS

Fig. 7 Typical Fuel Tank Filler Tube Cap


CAUTION: Remove the fuel tank filler tube cap (fuel
tank cap) to relieve any fuel tank pressure. The cap
must be removed prior to disconnecting any fuel
system component or before draining the fuel tank.

Fig. 5 EVAP Canister Purge Solenoid2.5L


EngineTypical

POSITIVE CRANKCASE VENTILATION (PCV)


SYSTEM
DESCRIPTION/OPERATION
All models are equipped with a closed crankcase
ventilation system (Figs. 8 or 9).
2.5L Engine: This system consists of a crankcase
PCV valve mounted on the cylinder head cover with
a hose extending from the valve to the base of the
throttle body.
3.9L/5.2L Engine: This system consists of a crankcase PCV valve mounted on the cylinder head cover
with a hose extending from the valve to the intake
manifold.

Fig. 6 EVAP Canister Purge Solenoid3.9L/5.2L


EngineTypical

FUEL TANK FILLER TUBE CAP


The fuel tank is sealed with a pressure-vacuum relief fuel tank filler tube cap (Fig. 7). The relief valves
in the cap are a safety feature. They operate only to
prevent excessive pressure or vacuum in tank caused
by a malfunction in system or damage to vent lines.
The cap has a threaded configuration. This allows
the seal to be broken and pressure to be relieved
without separation of cap from filler tube. Approximately two and a half turns are required to remove
the cap.
If replacement of filler tube cap is necessary, it
must be replaced with an identical cap to be sure of
correct system operation.

Fig. 8 PCV System2.5L EngineTypical


A closed engine crankcase breather/filter, with a
hose connecting it to the air cleaner housing, provides the source of air for system.

EMISSION CONTROL SYSTEMS

25 - 7

Fig. 11 Engine Off or Engine PopBackNo Vapor


Flow

Fig. 9 PCV Valve/Hose3.9L/5.2L Engines

During periods of high manifold vacuum, such as


idle or cruising speeds, vacuum is sufficient to completely compress spring. It will then pull the plunger
to the top of the valve (Fig. 12). In this position there
is minimal vapor flow through the valve.

The positive crankcase ventilation (PCV) system operates by engine intake manifold vacuum (Fig. 10). Filtered air is routed into the crankcase through the air
cleaner hose and crankcase breather/filter. This forces
crankcase vapors through the PCV valve. It is then
drawn into a passage in the throttle body (2.5L engine)
or intake manifold (3.9L/5.2L engines). Here it becomes
part of the calibrated air/fuel mixture to be consumed in
the combustion chamber. The PCV system constantly
ventilates the crankcase to help prevent sludge formation and vapors from entering the atmosphere.

Fig. 12 High Intake Manifold VacuumMinimal


Vapor Flow
During periods of moderate manifold vacuum, the
plunger is only pulled part way back from inlet. This
results in maximum vapor flow through the valve
(Fig. 13).

Fig. 13 Moderate Intake Manifold Vacuum


Maximum Vapor Flow
Fig. 10 Typical Closed Crankcase Ventilation
System
POSITIVE CRANKCASE VENTILATION (PCV)
VALVE
The PCV valve contains a spring loaded plunger.
This plunger meters the amount of crankcase vapors
routed into the combustion chamber based on intake
manifold vacuum.
When the engine is not operating, or during an engine popback, the spring forces the plunger back
against the seat. This will prevent vapors from flowing through the valve (Fig. 11).

INSPECTION AND SERVICE PROCEDURE


(1) With engine idling, remove the PCV valve from
cylinder head cover. If the valve is not plugged, a
hissing noise will be heard as air passes through the
valve. Also, a strong vacuum should be felt at the
valve inlet (Fig. 14).
(2) Install the PCV valve. Remove the crankcase
breather/filter. Hold a piece of stiff paper, such as a
parts tag, loosely over the opening of crankcase
breather/filter at the cylinder head (valve) cover (Fig.
15).

25 - 8

EMISSION CONTROL SYSTEMS

Fig. 14 Check Vacuum at PCV ValveTypical

Fig. 16 Shake PCV ValveTypical

(3) The paper should be drawn against the opening


in the cylinder head (valve) cover with noticeable
force. This will be after allowing approximately one
minute for crankcase pressure to reduce.

(2.5L engine) or intake manifold (3.9L/5.2L engine)


must also be checked and cleaned.
(a) 2.5L Engine: To clean the throttle body passage, turn a 1/4 inch drill (by hand) through the
passage to dislodge any solid particles. Blow out
the passage with shop air. If necessary, use a
smaller drill to avoid removing any metal from the
throttle body. It is not necessary to disassemble
the throttle body for this service.
(b) 3.9L/5.2L Engine: To clean the intake manifold fitting, turn a 1/4 inch drill (by hand) through
the fitting to dislodge any solid particles. Blow out
the fitting with shop air. If necessary, use a smaller
drill to avoid removing any metal from the fitting.

CRANKCASE BREATHER/FILTER2.5L ENGINE


The crankcase breather/filter is used to filter outside air before it enters the crankcase through the
PCV system. The filter (Fig. 17) must be replaced at
correct intervals. Refer to Lubrication and Maintenance, Group 0.

Fig. 15 Check Vacuum at Crankcase Breather


OpeningTypical
(4) Turn engine off and remove PCV valve from
cylinder head (valve) cover. The valve should rattle
when shaken (Fig. 16).
Replace the PCV valve and retest the system if it
does not operate as described in the preceding tests.
Do not attempt to clean the old PCV valve.
(5) If the paper is not held against the opening in
cylinder head (valve) cover after new valve is installed, the PCV valve hose may be restricted and
must be replaced. The passage in the throttle body

Fig. 17 Air Cleaner Components2.5L Engine


Typical

EMISSION CONTROL SYSTEMS

25 - 9

CRANKCASE BREATHER/FILTER3.9L/5.2L
ENGINES
The crankcase breather/filter (Fig. 18) is located on
the engine valve cover. It must be kept clean and lubricated. At the recommended interval, remove the
filter and wash it thoroughly in kerosene, or similar
solvent. Lubricate or wet the filter by inverting it
and filling with SAE 30 engine oil. Filter must then
be thoroughly drained. More frequent service may be
necessary for vehicles operated extensively on short
run, stop and go, or extended engine idle service.
The filter must be replaced at correct intervals. Refer to Lubrication and Maintenance, Group 0.

Fig. 18 Crankcase Breather/Filter3.9L/5.2L Engine

25 - 10

EMISSION CONTROL SYSTEMS


EXHAUST EMISSION CONTROLS
INDEX
page

page

EGR (Exhaust Gas Recirculation) Systems . . . . . . 11


Heated Inlet Air System2.5L Engine . . . . . . . . . . 10

Oxygen (O2S) Sensor . . . . . . . . . . . . . . . . . . . . . . 17

HEATED INLET AIR SYSTEM2.5L ENGINE

amount of air allowed to enter from the ambient and


heat stove inlets is determined by the position of the
blend door in the air cleaner snorkel.
The system is designed to maintain the throttle
body inlet air at a calibrated temperature. When ambient air temperature is 9C (15F) or more above
system calibration temperature, air flow will be
through outside (ambient) air inlet.
When ambient air temperature is 12C (10F) or
more below system calibration temperature, air flow
will be through heat stove inlet of air cleaner.
At intermediate temperatures, the air entering the
throttle body is a blend of ambient air and heat stove
air. The colder the ambient air, the greater the flow
of air through the stove. The warmer the air, the
greater the flow through the snorkel.

The heated air inlet system will control and maintain the temperature of air entering the throttle
body. By maintaining the inlet air temperature, the
air-fuel mixture can be calibrated much leaner. This
is done to reduce hydrocarbon emissions, improve engine warm-up characteristics and minimize icing.
This system is used only on the 2.5L 4-cylinder engine.
The system consists of:
A diaphragm that operates the blend door in the
air cleaner. It will open to either heated air or ambient air.
A thermal vacuum valve (TVV).
An air duct hose connected to a heat stove on the
exhaust manifold (Fig. 1).
The air cleaner blend door opens to ambient (outside) air, or preheated air from the heat stove, or to a
position in between them.

HEATED AIR INLET SYSTEM TESTING2.5L


ENGINE
An improperly operating heated air inlet system
can affect driveability and the vehicles exhaust emission.
Perform the following procedure to determine if the
air inlet system is functioning properly.
(1) Be sure that the heat stove-to-air cleaner flexible connector (Fig. 1) are properly attached. Be sure
all vacuum hoses are properly attached and in good
condition. (Fig. 2).

Fig. 1 Heated Air Inlet System2.5L Engine


Typical
The thermal vacuum valve (TVV) in the air cleaner
senses inlet air temperature. The TVV also controls
the flow of engine vacuum to the air cleaner blend
door vacuum diaphragm. It will then control the air
temperature going into the intake manifold. The

Fig. 2 Air Cleaner Components2.5L Engine


Typical

EMISSION CONTROL SYSTEMS


(2) With a cold engine and ambient temperature
below 42C (108F), the heat control door in the snorkel should be in the up (heat) position.
(3) With the engine warmed up and running, check
the air temperature entering the snorkel or at the
thermal vacuum valve (TVV). When the air temperature entering the outer end of snorkel is 57C (135F)
or higher, the door should be in the down position
(heat off).
(4) Remove the air cleaner from the engine and allow it to cool down to 44C (110F). With 20 inches of
vacuum applied to the thermal vacuum valve (TVV),
the door should be in the up or (heat on position).
Should the door not rise to the heat on position,
check the vacuum diaphragm for proper operation.
(5) To test the diaphragm, apply 25 inches of vacuum with vacuum pump Tool C-4207 or equivalent
(Fig. 3). The diaphragm should not bleed down more
than 10 inches in 5 minutes. The door should not lift
off the bottom of the snorkel at less than 2 inches of
vacuum and be in full up position with no more than
4 inches vacuum.

25 - 11

dilute the incoming fuel/air mixture. This dilution reduces peak flame temperature during combustion.
A malfunctioning EGR system can cause engine
spark knock, sags or hesitation, rough idle, engine
stalling and poor driveability.

EGR GAS FLOW TESTALL ENGINES


Use the following test procedure to determine if exhaust gas is flowing through the EGR valve. It can
also be used to determine if the EGR tube is plugged,
or the system passages in the intake or exhaust manifolds are plugged.
This is not to be used as a complete test of the
EGR system.
The engine must be started, running and warmed
to operating temperature for this test.
(1) All engines are equipped with two fittings located on the EGR valve (Fig. 4). The upper fitting
(located on the vacuum motor) supplies engine vacuum to a diaphragm within the EGR valve for valve
operation. The lower fitting (located on the base of
the EGR valve) is used to supply exhaust back-pressure to the EGR valve control.

Fig. 3 Testing Vacuum DiaphragmTypical


(6) If the vacuum diaphragm does not perform correctly, replace the vacuum diaphragm.
(7) If the vacuum diaphragm performs correctly,
but proper temperature is not maintained, replace
the thermal vacuum valve (TVV). For removal and
installation procedures for the TVV and the air
cleaner vacuum diaphragm, refer to the Component
Removal/Installation section of this group.
(8) Repeat the temperature checks in steps 2 and
3.

EGR (EXHAUST GAS RECIRCULATION) SYSTEMS


GENERAL INFORMATION
The EGR system reduces oxides of nitrogen (NOx)
in the engine exhaust and helps prevent spark
knock. This is accomplished by allowing a predetermined amount of hot exhaust gas to recirculate and

Fig. 4 Typical EGR Valve


(2) Disconnect the rubber hose at the vacuum motor fitting (Fig. 4) on the top of the EGR valve vacuum motor.
(3) Connect a hand-held vacuum pump to this fitting.
(4) Start the engine.
(5) Slowly apply 5 inches of vacuum to the fitting
on the EGR valve motor.
(6) While applying vacuum, and with the engine
running at idle speed, the idle speed should drop or
the engine may even stall. This is indicating that ex-

25 - 12

EMISSION CONTROL SYSTEMS

haust gas is flowing through the EGR tube between


the intake and exhaust manifolds.
(7) If the engine speed did not change, the EGR
valve may be defective, the EGR tube may be
plugged with carbon, or the passages in the intake
and exhaust manifolds may be plugged with carbon.
(a) Remove EGR valve from engine. Refer to
EGR Valve Removal in this group.
(b) Apply vacuum to the vacuum motor fitting
and observe the stem on the EGR valve. If the
stem is moving, it can be assumed that the EGR
valve is functioning correctly. The problem is in either a plugged EGR tube or plugged passages at
the intake or exhaust manifolds. Refer to step (c).
If the stem will not move, replace the EGR valve.
Note: The EGR valve, valve control and attaching
hoses are serviced as one unit. Refer to EGR Valve
Removal/Installation in this group.
(c) Remove the EGR tube between the intake
and exhaust manifolds. Check and clean the EGR
tube and its related openings on the manifolds. Refer to EGR Tube in this group for procedures.
Do not attempt to clean the EGR valve. If the valve
shows evidence of heavy carbon build-up near the
base, replace it.

EGR SYSTEM OPERATION2.5L 4-CYLINDER


ENGINE
The system consists of:
An EGR valve assembly (Figs. 5 or 7).
A engine vacuum operated (non-electrical), transducer-type EGR valve control (Figs. 5 or 7).
An electric EGR purge solenoid (Fig. 6). Unlike the
3.9L/5.2L engine, electrical control for engine vacuum
operation of the EGR valve is accomplished by this
separate and remotely mounted solenoid.
The powertrain control module (PCM) to control
the electric EGR solenoid.
An EGR tube (Fig. 7) connecting a passage in the
intake manifold (near the EGR valve) to the exhaust
manifold.
Hoses to connect the various components.
When the PCM removes the ground signal to the
EGR purge solenoid, EGR system operation starts to
occur. The PCM will monitor and determine when to
supply and remove this ground signal depending on
certain engine temperatures, throttle positions and
other engine operating conditions.
If the electrical connector to the EGR purge
solenoid is disconnected, or the electrical signal is lost, the EGR valve will operate at all
times. This may result in; poor engine performance,
rough idle speed and reduced driveability during certain operating conditions.
After the ground signal is removed from the EGR
solenoid, engine vacuum (full-manifold) will be allowed to pass through the solenoid and on to the
EGR valve control with a connecting hose.

Fig. 5 EGR Valve and EGR Valve Control2.5L


EngineTypical

Fig. 6 Electric EGR Purge Solenoid2.5L Engine


The EGR valve control contains an internal pressure-type transducer (Fig. 5). This transducer portion
of the valve control is operated by exhaust back-pres-

EMISSION CONTROL SYSTEMS

25 - 13

Engine vacuum (full-manifold) is passed through


the EGR valve control to the EGR valve.
The inlet seat (poppet valve) at the bottom of the
EGR valve opens to dilute and recirculate exhaust
gas back into the intake manifold.
For more information, also refer to Open Loop/
Closed Loop Modes of Operation in the Single-Port
Fuel Injection section of Group 14, Fuel Systems for
2.5L engine.

EGR SYSTEM TEST2.5L 4-CYLINDER


ENGINE
WARNING: APPLY PARKING BRAKE AND/OR
BLOCK WHEELS BEFORE TESTING THE EGR SYSTEM.

Fig. 7 EGR Tube2.5L Engine


sure from the EGR valve. Exhaust is delivered to the
EGR valve through the metal EGR tube (Fig. 7) connecting it to the exhaust manifold. A rubber hose
connects the back-pressure fitting on the EGR valve
to the back-pressure fitting on the valve control
(Fig. 5).
When the ground signal is removed from the EGR
solenoid (solenoid is not energized), and exhaust gas
back-pressure entering the EGR valve inlet is high
enough, back-pressure is supplied to the valve control. It then holds the bleed valve in the transducer
closed. This allows engine vacuum (full-manifold) to
flow through the EGR valve control to activate and
operate the EGR valve for exhaust gas recirculation.
If back-pressure is not strong enough to close the
bleed valve in the transducer, the valve control will
bleed off engine vacuum preventing EGR valve operation.
The transducer measures and uses this exhaust
back-pressure signal from the EGR valve to regulate
and provide the correct amount of exhaust gas recirculation under all conditions.
Exhaust gas recirculation will begin in this order
when:
The powertrain control module (PCM) determines
that EGR system operation is necessary.
The electrical EGR solenoid is not energized
(grounded) by the PCM.
Engine vacuum (full-manifold) passes through the
electric EGR solenoid to the vacuum transducer in
the EGR valve control.
Exhaust back-pressure entering the transducer in
the EGR valve control is strong enough to close its
bleed valve.

(1) Warm up the engine and bring to operating


temperature before performing the proceeding tests.
(2) Check the condition of all EGR system hoses
and tubes for leaks, cracks, kinks and for hardening
of rubber hoses. Repair and correct these conditions
before performing any tests.
(3) Be sure the hoses at both the EGR valve and
EGR valve control are connected to the proper fittings. Refer to figure 5.
(4) Be sure the electrical connector and vacuum
harness is connected to the EGR solenoid (Fig. 6).
(5) To check EGR system operation, connect the
DRB scan tool to the data link connector. The data
link connector is located in the engine compartment
(Fig. 6). Refer to the appropriate Powertrain Diagnostic Procedures service manual for operation of the
DRB scan tool when diagnosing the EGR system.
(6) After checking the system with the DRB scan
tool, proceed to the following: EGR Valve Leakage
Test2.5L Engine, or EGR Valve Control Test2.5L
4-Cylinder Engine and repair as necessary.

EGR VALVE LEAKAGE TEST2.5L 4CYLINDER ENGINE


This is not to be used as a complete test of the
EGR system.
If the engine will not idle, dies out on idle, or idle
is rough or slow, the poppet valve (Fig. 5) at the base
of the EGR valve may be leaking in the closed position. The diaphragm (Fig. 5) within the EGR valve
may also be ruptured.
(1) The engine should be off for the following test.
(2) Disconnect the rubber hose from the fitting
(Fig. 5) at the top (vacuum motor) side of the EGR
valve.
(a) Connect a hand-held vacuum pump to this
fitting.
(b) Apply 15 inches of vacuum to the pump.
(c) Observe the gauge reading on the pump.
(d) If vacuum falls off, the diaphragm in the
EGR valve has ruptured.

25 - 14

EMISSION CONTROL SYSTEMS

(e) Replace the EGR valve. Note: The EGR valve,


valve control and attaching hoses are serviced as
one unit. Refer to EGR Valve Removal/Installation
in this group.
(f) Proceed to the next step.
(3) A small metal fitting (back-pressure fitting) is
located at the base of the EGR valve (Fig. 5). A rubber back-pressure hose connects it to the back-pressure fitting on the EGR valve control. Disconnect this
rubber hose at the EGR valve fitting.
(4) Remove the air cleaner housing from the throttle body.
(5) Using compressed air, and using an air nozzle
with a rubber tip, apply approximately 50 psi of regulated shop air to the metal back-pressure fitting on
the EGR valve.
(6) By hand, open the throttle to the wide open position. Air should not be heard emitting from the
intake manifold while applying air pressure at the
back-pressure fitting.
(7) If air can be heard emitting from the intake
manifold, the poppet valve (Fig. 5) is leaking at the
bottom of the EGR valve. Replace the EGR valve. Do
not attempt clean the old EGR valve. Note: The EGR
valve, valve control and attaching hoses are serviced
as one unit. Refer to EGR Valve Removal/Installation
in this group.

EGR VALVE CONTROL TEST2.5L 4CYLINDER ENGINE


The first part of this test will determine if the
transducer diaphragm at the back-pressure side of
the valve control has ruptured or is leaking. The second part of the test will determine if engine vacuum
(full-manifold) is flowing from the inlet to the outlet
side of the valve control. This is not to be used as a
complete test of the EGR system.
(1) Electrical operation of the electric EGR solenoid
should first be checked with the DRB scan tool before
proceeding with vacuum test. Refer to the appropriate Powertrain Diagnostic Procedures service manual
for operation of the DRB scan tool.
(2) Disconnect the rubber back-pressure hose from
the fitting at the bottom of EGR valve control (Fig.
5).
(3) Connect a hand-held vacuum pump to this fitting.
(4) Apply 10 inches of vacuum to this fitting.
(5) If vacuum falls off, the valve control diaphragm
is leaking. Replace the valve control and EGR valve
as an assembly (the valve control and the EGR valve
are serviced as one unit). Refer to EGR Valve Control
in this group for removal/installation procedures.
Proceed to next step for further testing.
(6) Remove the rubber hose at the vacuum inlet
fitting (Fig. 5) on the EGR valve control.
(7) Connect a vacuum gauge into the open end of
this hose.

(8) Disconnect the electrical connector (Fig. 6) at


the electric EGR solenoid. This will simulate an open
circuit (no ground from the PCM) at the EGR solenoid.
(9) Start the engine and bring to operating temperature. Hold engine speed at approximately 1500 rpm.
(10) Check for steady engine vacuum (full-manifold) at this hose.
(11) If engine vacuum (full-manifold) is not
present, check the vacuum line from the EGR solenoid to the valve control for leaks or kinks. Also
check the vacuum line from the engine to the EGR
solenoid. Repair as necessary before proceeding to
next step.
(12) Reconnect the rubber hose to the vacuum inlet fitting (Fig. 5) on the EGR valve control.
(13) Disconnect the rubber hose at the vacuum
outlet fitting (Fig. 5) on the EGR valve control.
(14) Connect a vacuum gauge to this fitting. The
electrical connector should still be disconnected from
the EGR solenoid.
(15) Start the engine and bring to operating temperature.
Hold the engine speed to approximately 2000 rpm
while checking for engine vacuum (full-manifold) at
this fitting. To allow full manifold vacuum to
flow through the valve control, exhaust backpressure must be present at valve control. It
must be high enough to hold the bleed valve in
the transducer portion of the valve control
closed. Have a helper momentarily (a second or two)
hold a rag over the tailpipe opening to build some exhaust back-pressure while observing the vacuum
gauge. Heavy gloves should be worn. Do not cover
the tailpipe opening for an extended period of
time as damage to components or overheating
may result.
As temporary back-pressure is built, full manifold
vacuum should be observed at the vacuum control
outlet fitting. Without back-pressure, and engine at
approximately 2000 rpm, the gauge reading will be
low. This low reading is normal. At idle speed, the
gauge reading will be erratic. This is also normal.
(16) If engine vacuum (full-manifold) is not present
at outlet fitting, but was present at inlet fitting, replace the valve control and EGR valve as an assembly (the valve control and the EGR valve are serviced
as one unit). Refer to EGR Valve Control in this
group for removal/installation procedures.

EGR ELECTRIC SOLENOID TEST2.5L


4-CYLINDER ENGINE
This is not to be used as a complete test of the
EGR system.
Electrical operation of the solenoid should be
checked with the DRB scan tool. Refer to the appro-

EMISSION CONTROL SYSTEMS

25 - 15

priate Powertrain Diagnostic Procedures service


manual for operation of the DRB scan tool. Replace
solenoid if necessary.

EGR SYSTEM OPERATION3.9L AND 5.2L


ENGINES
The system consists of:
An EGR valve assembly (Figs. 8 or 9) mounted to
the intake manifold.
An EGR valve control containing a combination
back-pressure transducer and an electric vacuum solenoid (Figs. 8 and 9).
The powertrain control module (PCM) to control
the electric solenoid portion of the valve control.
An EGR tube (Fig. 10) connecting a passage in the
intake manifold (near the EGR valve) to the rear of
the right exhaust manifold.
Hoses to connect the various components.

Fig. 9 EGR Valve and EGR Valve ControlTypical


3.9L/5.2L Engines

Fig. 8 EGR System Component Location3.9L/5.2L


Engines
When the PCM removes the ground signal to the
electric solenoid portion of the valve control, EGR
system operation starts to occur. The PCM will monitor and determine when to supply and remove this
ground signal depending on certain engine temperatures, throttle positions and other engine operating
conditions.
If the electrical connector to the EGR valve
control is disconnected, or the electrical signal
is lost, the EGR valve will operate at all times.
This may result in; poor engine performance, rough
idle speed and reduced driveability during certain operating conditions.
The EGR valve control also contains an internal
pressure-type transducer (Fig. 9). This transducer

Fig. 10 EGR Tube3.9L/5.2L Engines


portion of the valve control is operated by exhaust
back-pressure from the EGR valve. Exhaust is delivered to the EGR valve through the metal EGR tube
(Fig. 10). This connects it to the rear of the right exhaust manifold. A rubber hose connects the backpressure fitting on the EGR valve to the backpressure fitting on the valve control (Fig. 9).
When the ground signal is removed from the electric portion of the valve control (solenoid is not ener-

25 - 16

EMISSION CONTROL SYSTEMS

gized), and exhaust gas back-pressure entering the


EGR valve inlet is high enough, back-pressure is supplied to the valve control. It then holds the bleed
valve in the transducer closed. This allows engine
vacuum to flow through the EGR valve control to activate and operate the EGR valve for exhaust gas recirculation. If back-pressure is not strong enough to
close the bleed valve in the transducer, the valve control will bleed off engine vacuum preventing EGR
valve operation.
The transducer measures and uses this exhaust
back-pressure signal from the EGR valve to regulate
and provide the correct amount of exhaust gas recirculation under all conditions.
Exhaust gas recirculation will begin in this order
when:
The powertrain control module (PCM) determines
that EGR system operation is necessary.
The electrical portion of the EGR valve control is
not energized (grounded) by the PCM.
Exhaust back-pressure entering the transducer in
the EGR valve control is strong enough to close its
bleed valve.
Engine vacuum is passed through the EGR valve
control to the EGR valve.
The inlet seat (poppet valve) at the bottom of the
EGR valve opens to dilute and recirculate exhaust
gas back into the intake manifold.
For more information, also refer to Open Loop/
Closed Loop Modes of Operation in the Multi-Port
Fuel Injection section of Group 14, Fuel Systems for
3.9L/5.2L engines.

EGR SYSTEM TEST3.9L AND 5.2L ENGINES


WARNING: APPLY PARKING BRAKE AND/OR
BLOCK WHEELS BEFORE TESTING THE EGR SYSTEM.
(1) Warm up the engine and bring to operating
temperature before performing the proceeding tests.
(2) Check the condition of all EGR system hoses
and tubes for leaks, cracks, kinks and hardening of
rubber hoses. Repair and correct these conditions before performing any tests.
(3) Be sure the hoses at both the EGR valve and
EGR valve control are connected to the proper fittings. Refer to figure 9.
(4) Be sure the electrical connector is firmly connected at the valve control.
(5) To check EGR system operation, connect the
DRB scan tool to the data link connector. The data
link connector is located in the engine compartment
(Fig. 6). Refer to the appropriate Powertrain Diagnostic Procedures service manual for operation of the
DRB scan tool when diagnosing the EGR system.
(6) After checking the system with the DRB scan
tool, proceed to the following: EGR Valve Leakage

Test3.9L/5.2L Engine, or EGR Valve Control Test


3.9L/5.2L Engine and repair as necessary.

EGR VALVE LEAKAGE TEST3.9L/5.2L


ENGINE
This is not to be used as a complete test of the
EGR system.
If the engine will not idle, dies out on idle, or idle
is rough or slow, the poppet valve (Fig. 9) at the base
of the EGR valve may be leaking in the closed position. The diaphragm (Fig. 9) within the EGR valve
may also be ruptured.
(1) The engine should be off for the following test.
(2) Disconnect the rubber hose from the fitting
(Fig. 9) at the top (vacuum motor) side of the EGR
valve.
(a) Connect a hand-held vacuum pump to this
fitting.
(b) Apply 15 inches of vacuum to the pump.
(c) Observe the gauge reading on the pump.
(d) If vacuum falls off, the diaphragm in the
EGR valve has ruptured.
(e) Replace the EGR valve. Note: The EGR valve,
valve control and attaching hoses are serviced as
one unit. Refer to EGR Valve Removal/Installation
in this group.
(f) Proceed to the next step.
(3) A small metal fitting (back-pressure fitting) is
located at the base of the EGR valve (Fig. 9). A rubber back-pressure hose connects it to the back-pressure fitting on the EGR valve control. Disconnect this
rubber hose at the EGR valve fitting.
(4) Remove the air cleaner housing from the throttle body.
(5) Using compressed air, and using an air nozzle
with a rubber tip, apply approximately 50 psi of regulated shop air to the metal back-pressure fitting on
the EGR valve.
(6) By hand, open the throttle to the wide open position. Air should not be heard emitting from the
intake manifold while applying air pressure at the
back-pressure fitting.
(7) If air can be heard emitting from the intake
manifold, the poppet valve (Fig. 9) is leaking at the
bottom of the EGR valve. Replace the EGR valve.
Note: The EGR valve, valve control and attaching
hoses are serviced as one unit. Refer to EGR Valve
Removal/Installation in this group. Do not attempt
clean the old EGR valve.
EGR VALVE CONTROL TEST3.9L/5.2L
ENGINES
TESTING ELECTRICAL SOLENOID PORTION OF VALVE
CONTROL
This is not to be used as a complete test of the
EGR system.

EMISSION CONTROL SYSTEMS


Electrical operation of the valve control should be
checked with the DRB scan tool. Refer to the appropriate Powertrain Diagnostic Procedures service
manual for operation of the DRB scan tool. Replace
solenoid if necessary.
TESTING VACUUM TRANSDUCER PORTION OF VALVE
CONTROL
The first part of this test will determine if the
transducer diaphragm at the back-pressure side of
the valve control has ruptured or is leaking. The second part of the test will determine if engine vacuum
(full-manifold) is flowing from the inlet to the outlet
side of the valve control. This is not to be used as a
complete test of the EGR system.
(1) Electrical operation of the valve control should
first be checked with the DRB scan tool before proceeding with the vacuum test. Refer to the appropriate Powertrain Diagnostic Procedures service manual
for operation of the DRB scan tool.
(2) Disconnect the rubber back-pressure hose from
the fitting at the bottom of EGR valve control (Fig.
9).
(3) Connect a hand-held vacuum pump to this fitting.
(4) Apply 10 inches of vacuum to this fitting.
(5) If vacuum falls off, the valve control diaphragm
is leaking.
(6) Replace the EGR valve control. Proceed to next
step for further testing.
(7) Remove the rubber hose at the vacuum inlet
fitting (Fig. 9) on the EGR valve control.
(8) Connect a vacuum gauge to this disconnected
hose.
(9) Start the engine and bring to operating temperature. Hold engine speed at approximately 1500 rpm.
(10) Check for steady engine vacuum (full-manifold) at this hose.
(11) If engine vacuum (full-manifold) is not
present, check vacuum line to engine and repair as
necessary before proceeding to next step.
(12) Reconnect the rubber hose to the vacuum inlet fitting (Fig. 9) on the EGR valve control.

25 - 17

(13) Disconnect the rubber hose at the vacuum


outlet fitting (Fig. 9) on the EGR valve control.
(14) Connect a vacuum gauge to this fitting.
(15) Disconnect the electrical connector (Fig. 8) at
the valve control. This will simulate an open circuit
(no ground from the PCM) at the valve control.
(16) Start the engine and bring to operating temperature.
Hold the engine speed to approximately 2000 rpm
while checking for engine vacuum (full-manifold) at
this fitting. To allow full manifold vacuum to
flow through the valve control, exhaust backpressure must be present at valve control. It
must be high enough to hold the bleed valve in
the transducer portion of the valve control
closed. Have a helper momentarily (a second or two)
hold a rag over the tailpipe opening to build some exhaust back-pressure while observing the vacuum
gauge. Heavy gloves should be worn. Do not cover
the tailpipe opening for an extended period of
time as damage to components or overheating
may result.
As temporary back-pressure is built, full manifold
vacuum should be observed at the vacuum control
outlet fitting. Without back-pressure, and engine at
approximately 2000 rpm, the gauge reading will be
low. This low reading is normal. At idle speed, the
gauge reading will be erratic. This is also normal.
(17) If full manifold vacuum is not present at the
outlet fitting, but was present at the inlet fitting, replace the valve control. Note: The EGR valve, valve
control and attaching hoses are serviced as one unit.
Refer to EGR Valve Removal/Installation in this
group.

OXYGEN (O2S) SENSOR


For description, operation, diagnosis and removal/
installation procedures of the O2S sensor, refer to
Group 14, Fuel Systems.

25 - 18

EMISSION CONTROL SYSTEMS


COMPONENT REMOVAL/INSTALLATION
INDEX
page

Air Cleaner Element . . . . . . . . . . .


Air Cleaner Housing . . . . . . . . . . .
EGR Solenoid2.5L Engine . . . . .
EGR Tube2.5L Engine . . . . . . . .
EGR Tube3.9L/5.2L Engine . . . .
EGR Valve . . . . . . . . . . . . . . . . . .
EGR Valve Control . . . . . . . . . . . .
Engine Coolant Temperature Sensor

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18
18
20
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20
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page
EVAP Canister . . . . . . . . . . . . . . . . . . . . . .
EVAP Canister Purge Solenoid2.5L Engine
Fuel Tank Filler Tube Cap . . . . . . . . . . . . . .
Oxygen (O2S) Sensor . . . . . . . . . . . . . . . . .
Powertrain Control Module (PCM) . . . . . . . .
Pressure Relief/Rollover Valve . . . . . . . . . . .
Thermal Vacuum Valve (TVV)2.5L Engine
Vacuum Diaphragm2.5L Engine . . . . . . . .

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20
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AIR CLEANER HOUSING


For removal and installation procedures on the
2.5L 4-cylinder engine, refer to the Single-Port Fuel
InjectionComponent
Removal/Installation2.5L
Engine section of Group 14, Fuel System.
For removal and installation procedures on either
the 3.9L or 5.2L engines, refer to the Multi-Port Fuel
InjectionComponent
Removal/Installation3.9L/
5.2L Engine section of Group 14, Fuel System.

AIR CLEANER ELEMENT


For removal and installation procedures on the
2.5L 4-cylinder engine, refer to the Single-Port Fuel
InjectionComponent
Removal/Installation2.5L
Engine section of Group 14, Fuel System.
For removal and installation procedures on either
the 3.9L or 5.2L engines, refer to the Multi-Port Fuel
InjectionComponent
Removal/Installation3.9L/
5.2L Engine section of Group 14, Fuel System.

ENGINE COOLANT TEMPERATURE SENSOR


For description, operation, diagnosis and removal/
installation procedures, refer to Group 14, Fuel Systems.

EGR VALVE
The EGR valve, EGR valve control and attaching
hoses are serviced as one unit on the 2.5L engine.

REMOVAL2.5L ENGINE
(1) Disconnect vacuum source line to EGR valve
control. Inspect for damage.
(2) Remove 2 EGR valve mounting bolts from intake manifold (Fig. 1).
(3) Remove EGR valve from intake manifold.
(4) Clean gasket mating surfaces and discard old
gasket. Inspect for any signs of leakage or cracked
surfaces.
INSTALLATION2.5L ENGINE
(1) Assemble EGR valve with new gasket onto the
intake manifold.

Fig. 1 EGR Valve and Tube Removal/Installation


2.5L Engine
(2) Install attaching bolts and tighten to 22 Nzm
(200 in. lbs.) torque.
(3) Connect EGR valve control hoses to EGR valve.
(4) Connect vacuum line to EGR valve.

REMOVAL3.9L/5.2L ENGINES
The EGR valve, EGR valve control and attaching
hoses are serviced as one unit on the 3.9L/5.2L engine.
(1) Disconnect vacuum hoses to EGR valve control
and EGR valve. Note position of hoses for easier installation.
(2) Remove EGR mounting bolts (Fig. 2).
(3) Remove EGR valve and gasket. Discard old
gasket. Clean intake manifold mating surface and
check for cracks.

EMISSION CONTROL SYSTEMS

25 - 19

(2) Disconnect 2 vacuum hoses at exhaust gas recirculation (EGR) valve.


(3) Remove 2 EGR valve mounting bolts (Fig. 2)
and remove EGR valve. Discard old gasket.
(4) Disconnect electrical connector at engine oil
pressure sending unit.
(5) To prevent damage to oil pressure sending unit,
a special tool, such as number C-4597 must be used
(Fig. 3). Remove sending unit from engine.

Fig. 2 EGR Valve Mounting Bolts3.9L/5.2L


Engines
INSTALLATION3.9L/5.2L ENGINES
(1) Place new EGR gasket on intake manifold.
(2) Install EGR valve. Tighten mounting bolts to
23 Nzm (200 in. lbs.) torque.
(3) Connect vacuum hose to EGR valve and valve
control.

EGR TUBE2.5L ENGINE


REMOVAL
(1) Remove EGR tube attaching bolts from intake
and exhaust manifolds (Fig. 1).
(2) Remove EGR tube.
(3) Clean intake and exhaust manifold gasket mating surfaces and EGR tube flange gasket surfaces.
Discard old gaskets.
(4) Check for signs of leakage or cracked surfaces
on either manifolds or tube.

Fig. 3 Oil Pressure Sending UnitRemoval/


Installation
(6) Loosen EGR tube mounting nut at intake manifold (Fig. 4).

INSTALLATION
(1) Loosely assemble the EGR tube, with new gaskets in place, to the intake and exhaust manifolds.
Install mounting bolts.
(2) Tighten attaching bolts to 22 Nzm (200 in. lbs.)
torque.

EGR TUBE3.9L/5.2L ENGINE


REMOVAL
(1) Remove the spark plug cable loom and plug cables from valve cover mounting stud at rear of right
valve cover. Position spark plug cables to top of valve
cover.

Fig. 4 EGR Tube3.9L/5.2L Engine


(7) Remove EGR tube mounting bolts at exhaust
manifold (Fig. 4) and remove EGR tube.

25 - 20

EMISSION CONTROL SYSTEMS

INSTALLATION
(1) Clean the EGR tube and exhaust manifold (at
EGR tube mounting point) of any old gasket material.
(2) Install a new gasket to exhaust manifold end of
EGR tube.
(3) Install EGR tube to both manifolds. Tighten
mounting nut at intake manifold. Tighten 2 mounting bolts at exhaust manifold to 23 Nzm (204 in. lbs.)
torque.
(4) Coat the threads of the oil pressure sending
unit with thread sealant. Do not allow any of the
thread sealant to get into the sending unit opening,
or the opening at the engine. Install sending unit to
engine and tighten to 14 Nzm (130 in. lbs.) torque. Install electrical connector to sending unit.
(5) Clean the intake manifold and EGR valve of
any old gasket material.
(6) Install a new EGR valve gasket to intake manifold.
(7) Install EGR valve to intake manifold. Tighten 2
mounting bolts to 23 Nzm (200 in. lbs.) torque.
(8) Install vacuum lines to EGR valve.
(9) Install spark plug cable loom and plug cables to
valve cover mounting stud.

Fig. 5 EVAP Canister Purge and EGR Purge


Solenoids2.5L Engine

EGR VALVE CONTROL


The EGR valve, EGR valve control and attaching
hoses are serviced as one unit on all engines. Refer to
EGR Valve Removal/Installation for procedures.

EGR SOLENOID2.5L ENGINE


REMOVAL/INSTALLATION
(1) Remove vacuum hoses and electrical connectors
from both solenoids (Fig. 5). Note location of hoses
and electrical connectors before removal.
(2) Remove bracket mounting nut.
(3) Remove both solenoids and mounting bracket
as one assembly.
(4) Depress the tab on top of solenoid (rearward)
and slide the solenoid downward out of mounting
bracket.
(5) Reverse above procedure to install.

EVAP CANISTER
The EVAP canister is located in the engine compartment on the right inner fender.

REMOVAL
(1) Remove fuel tubes/lines at EVAP canister. Note
location of tubes/lines before removal for easier installation.
(2) Remove canister bracket-to-body bolts (Fig. 6).
One of the bracket bolts must be removed from over
the top of right front tire.
(3) Remove canister and bracket from body.

Fig. 6 EVAP Canister Removal/Installation


(4) Remove canister-to-bracket bolt and remove
canister from bracket.

INSTALLATION
(1) Position canister to mounting bracket.
(2) Install canister-to-bracket bolt and tighten to
10 Nzm (95 in. lbs.) torque.
(3) Position canister and bracket to body and install bolts.
(4) Tighten bolts to 10 Nzm (95 in. lbs.) torque.

EMISSION CONTROL SYSTEMS

25 - 21

(5) Install fuel tubes/lines to canister.

EVAP CANISTER PURGE SOLENOID2.5L ENGINE


REMOVAL/INSTALLATION
(1) Remove vacuum hoses and electrical connectors
from both solenoids (Fig. 5). Note location of hoses
and electrical connectors before removal.
(2) Remove bracket mounting nut.
(3) Remove both solenoids and mounting bracket
as one assembly.
(4) Depress the tab on top of solenoid (rearward)
and slide the solenoid downward out of mounting
bracket.
(5) Reverse above procedure to install.
REMOVAL3.9L/5.2L ENGINE
(1) Remove air cleaner housing.
(2) Disconnect wiring connector at solenoid (Fig. 7).
(3) Disconnect vacuum harness at solenoid (Fig. 7).

Fig. 8 Typical Fuel Tank Filler Tube Cap


CAUTION: Remove the fuel tank filler tube cap to
relieve fuel tank pressure. The cap must be removed prior to disconnecting any fuel system component or before draining the fuel tank.

VACUUM DIAPHRAGM2.5L ENGINE


REMOVAL
(1) Remove the air cleaner housing from vehicle.
(2) Disconnect vacuum hose from blend door diaphragm.
(3) Drill out the retaining blind rivet (Fig. 9).

Fig. 7 EVAP Canister Purge Solenoid3.9L/5.2L


Engine
(4) Remove solenoid and its support bracket from
intake manifold (one bolt5.2L engine, one nut
3.9L engine).
(5) Remove EVAP canister purge solenoid from engine.

INSTALLATION
(1) Install EVAP canister purge solenoid and its
mounting bracket to intake manifold.
(2) Connect vacuum harness and wiring connector.
(3) Install air cleaner housing.

FUEL TANK FILLER TUBE CAP


If replacement of the fuel tank filler tube cap (fuel
tank capfigure 8) is necessary, it must be replaced
with an identical cap to be sure of correct system operation.

Fig. 9 Servicing Heated Air Inlet Vacuum


Diaphragm2.5L Engine
(4) Tip the diaphragm slightly forward to disengage lock. When the diaphragm is free, slide the complete assembly to one side to disengage operating rod
from heat control door.
(5) With the vacuum diaphragm removed, check
the blend door for freedom of travel. When the door
is raised to the up position, it should fall freely under
its own weight when released. If it does not, observe

25 - 22

EMISSION CONTROL SYSTEMS

door to snorkel side walls for interference or obstructions. Inspect the hinge pin for binding and repair as
necessary.

(3) Remove and discard the retainer clip (Fig. 11).


A new clip is supplied with new thermal vacuum
valves.

INSTALLATION
(1) Insert operating rod into heat control door. Position diaphragm tang into opening and rivet the tab
in place.
(2) Apply 4 inches of vacuum to diaphragm nipple.
The heat control door should operate freely. Do not
operate the heat control door by hand. Hand
operation could cock the operating rod or diaphragm, restricting proper operation of the system.
(3) Assemble air cleaner.
(4) Install air cleaner assembly on vehicle and test
operation.

THERMAL VACUUM VALVE (TVV)2.5L ENGINE


REMOVAL
(1) Remove air cleaner assembly from engine.
(2) The venturi tube must be removed from the air
cleaner cover assembly (Fig. 10) before the thermal
vacuum valve (TVV) can be serviced.

Fig. 11 Servicing TVV2.5L Engine


(4) Remove and discard the TVV and gasket.

INSTALLATION
(1) Install TVV into position in air cleaner.
(2) Support TVV outer edges and securely install
retainer clip. Be sure gasket forms a tight air seal.
Do not attempt to adjust TVV.
(3) Install venturi tube into air cleaner.
(4) Connect vacuum hose to temperature TVV.
(5) Install air cleaner.

OXYGEN (O2S) SENSOR


For description, operation, diagnosis and removal/
installation procedures of the O2S sensor, refer to
Group 14, Fuel Systems.

POWERTRAIN CONTROL MODULE (PCM)


For removal and installation procedures, refer to
Group 14, Fuel Systems.

PRESSURE RELIEF/ROLLOVER VALVE


Fig. 10 Removing Venturi Tube2.5L Engine

For removal and installation procedures, refer to


the Fuel Tank section of Group 14, Fuel Systems.

INDEX
Description

Group-Page

3-4 SHIFT SEQUENCE . . . . . . . . . . . . . . . . . 21-88


42RH TRANSMISSION OVERHAUL . . . . . . 21-147
42RH/46RH AUTOMATIC TRANSMISSION . . 21-82
42RH/46RH GENERAL SPECIFICATIONS . . 21-288
42RH/46RH IN-VEHICLE SERVICE . . . . . . . 21-125
42RH/46RH OVERDRIVE UNIT
OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . 21-238
42RH/46RH PRESSURE TEST
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . 21-289
42RH/46RH SPACER/THRUST
PLATE/SNAP RING SPECIFICATIONS . . . . . 21-288
42RH/46RH TORQUE SPECIFICATIONS . . . 21-289
46RH TRANSMISSION OVERHAUL . . . . . . 21-193
4-CYLINDER ENGINE, COOLING SYSTEM
FAN2.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
4-CYLINDER ENGINE, ENGINE FIRING
ORDER2.5L . . . . . . . . . . . . . . . . . . . . . . . 8D-29
4-CYLINDER ENGINE, ENGINE VACUUM
SCHEMATIC2.5L . . . . . . . . . . . . . . . . . . . . 25-3
4-CYLINDER ENGINE, SERPENTINE
DRIVE BELT DIAGNOSIS2.5L . . . . . . . . . . . 7-40
4-CYLINDER ENGINE, V-BELT
DIAGNOSIS2.5L . . . . . . . . . . . . . . . . . . . . . 7-39
4-CYLINDER ENGINECONTINUED,
SERPENTINE DRIVE BELT
DIAGNOSIS2.5L . . . . . . . . . . . . . . . . . . . . . 7-41
4WD VEHICLES, REAR SUSPENSION
2WD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
4WD VEHICLES, STEERING LINKAGE . . . 19-17
60-WAY CONNECTOR, POWERTRAIN
CONTROL MODULE (PCM) . . . . . . . . . . . . . 14-70
ABS BRAKE BLEEDING
RECOMMENDATIONS . . . . . . . . . . . . . . . . . . 5-60
ABS BRAKE OPERATION AND SERVICE . . . . 5-51
ABS COMPONENTS . . . . . . . . . . . . . . . . . . . . 5-51
ABS DATA LINK CONNECTOR . . . . . . . . . 8W-32-2
ABS DIAGNOSTIC CONNECTOR
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
ABS ELECTRONIC CONTROL MODULE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 5-59
ABS ELECTRONIC CONTROL MODULE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
ABS MANUAL BRAKE BLEEDING
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
ABS OPERATION . . . . . . . . . . . . . . . . . . . . . . 5-54
ABS POWER RELAY . . . . . . . . . . . . . . . . 8W-32-2
ABS SYSTEM NORMAL AND FAULT
CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
ABS WARNING LAMP . . . . . . . . . . . . . . . 8W-32-2
ABSOLUTE PRESSURE (MAP) SENSOR,
MANIFOLD; FUEL SYSTEM . . . . . . . . 14-47,14-88
ABSOLUTE PRESSURE (MAP) SENSOR,
MANIFOLD; IGNITION SYSTEMS . . . . 8D-24,8D-5
ABSOLUTE PRESSURE (MAP) SENSOR
TEST, MANIFOLD; FUEL SYSTEM . . . . . . . . 14-71
ABSOLUTE PRESSURE (MAP) SENSOR
TEST, MANIFOLD; IGNITION SYSTEMS . . . . 8D-12
ABSOLUTE PRESSURE (MAP)
SENSORPCM INPUT, MANIFOLD . . 14-24,14-59
ABSOLUTE PRESSURE SENSOR,
MANIFOLD; FUEL/IGNITION . . . . . . . . . . 8W-30-4
ABSOLUTE PRESSURE SENSOR,
MANIFOLD; FUEL/IGNITION3.9L AND
5.2L ENGINES . . . . . . . . . . . . . . . . . . . . . 8W-30-9
ABSORBER DIAGNOSIS, SPRING AND
SHOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
ABSORBER, SHOCK; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . 2-14,2-9
ABSORBER, SHOCK; REAR SUSPENSION
AND AXLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
ABS/RWAL CONTROL MODULE
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
ABS/RWAL FAULT CONDITION CAUSES . . . . 5-10
ABS/RWAL WARNING LIGHT DISPLAY . . . . . . 5-9
A/C CLUTCH RELAY . . . . . . . . . . . . . . . . . . . 14-43
A/C COMPONENTS . . . . . . . . . . . . . . . . . . . . 24-1
A/C COMPRESSOR NOISE . . . . . . . . . . . . . . 24-14
A/C CONDENSER ASSEMBLY . . . . . . . . . . . 24-22
A/C CONTROL SYSTEM VACUUM
DIAGNOSIS, HEATER . . . . . . . . . . . . . . . . . . 24-10
A/C CONTROL, VACUUM CIRCUITS
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-11
A/C HOUSING, HEATER . . . . . . . . . . . . . . . . 24-23
A/C PERFORMANCE (TEMPERATURE
AND PRESSURE) . . . . . . . . . . . . . . . . . . . . . . 24-7
A/C REFRIGERANT OIL CAPACITIES . . . . . . . 24-6
ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . 14-18

Description

Group-Page

ACCELERATOR PEDAL AND THROTTLE


CABLE . . . . . . . . . . . . . . . . . . . 14-18,14-43,14-83
ACCESSORY DRIVE BELT . . . . . . . . . . . . . . . 0-19
ACCESSORY DRIVE BELT TENSION . . . . . . . 7-48
ACCESSORY DRIVE BELTS, ENGINE . . . . . . . 7-39
ACCUMULATOR OVERHAUL . . . . . . . . . . . 21-203
A/C-HEATER CONTROL REMOVE/INSTALL . 8E-20
ACTUATOR, MODE DOOR VACUUM . . . . . . 24-20
ACTUATOR, RECIRCULATING AIR
VACUUM . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
ADJUSTER PLUG ASSEMBLY
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . 19-25
ADJUSTMENT, COMPASS VARIATION . . . . . . 8C-5
ADJUSTMENT, DOOR . . . . . . . . . . . . . . . . . 23-23
ADJUSTMENT, FRONT BAND . . . . . . . . . . . 21-129
ADJUSTMENT, GEAR SELECTOR
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . 21-127
ADJUSTMENT, OVERDRIVE CLUTCH
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 21-257
ADJUSTMENT, PARKING BRAKE CABLE
TENSIONER . . . . . . . . . . . . . . . . . . . . . . . . . . 5-67
ADJUSTMENT, REAR BAND . . . . . . . . . . . . 21-129
ADJUSTMENT, REAR DRUM BRAKE . . . . . . . 5-24
ADJUSTMENT, SHIFT LINKAGE . . . 21-127,21-264
ADJUSTMENT, STOPLAMP SWITCH . . . . . . . 5-18
ADJUSTMENT, TRANSMISSION
ASSEMBLY; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-183
ADJUSTMENT, TRANSMISSION
ASSEMBLY; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . 21-24
ADJUSTMENT, TRANSMISSION CABLE
AND LINKAGE . . . . . . . . . . . . . . . . . . . . . . . 21-93
ADJUSTMENT, TRANSMISSION
THROTTLE VALVE CABLE . . . . . . . . . . . . . 21-128
ADJUSTMENT USING ALIGNMENT
SCREEN, HEADLAMP/FOG LAMP . . . . . . . . . 8L-6
ADJUSTMENT, VALVE BODY SERVICE . . . 21-170,
21-217
ADJUSTMENT WITH GAUGE SET, PINION
DEPTH MEASUREMENT . . . . . . . . . . . . . . . . 3-22
ADJUSTMENTS, ALIGNMENT
MEASUREMENTS . . . . . . . . . . . . . . . . . . . . . . 2-4
ADJUSTMENTS, STEERING GEAR . . . . . . . . 19-21
AERO HEADLAMP BULB REPLACEMENT . . . 8L-7
AERO HEADLAMP LENS REPLACEMENT . . . 8L-7
AFTER OVERHAUL OR FLUID/FILTER
CHANGE, REFILLING . . . . . . . . . . . . . . . . . 21-126
AFTERMARKET PAINT AND TRIM
REPAIR PRODUCTS . . . . . . . . . . . . . . . . . . . 23-46
AIR CLEANER ELEMENT; EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . 25-18
AIR CLEANER ELEMENT; FUEL SYSTEM . . 14-43,
14-84
AIR CLEANER ELEMENT; LUBRICATION
AND MAINTENANCE . . . . . . . . . . . . . . . . . . . 0-17
AIR CLEANER HOUSING; EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . 25-18
AIR CLEANER HOUSING; FUEL SYSTEM . . . 14-83
AIR CONDITIONING (A/C) CLUTCH
RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-83
AIR CONDITIONING (A/C) CLUTCH
RELAYPCM OUTPUT . . . . . . . . . . . 14-25,14-61
AIR CONDITIONING (A/C) CONTROLS
PCM INPUT . . . . . . . . . . . . . . . . . . . . 14-23,14-56
AIR CONDITIONING AND HEATER
PERFORMANCE TEST . . . . . . . . . . . . . . . . . . 24-7
AIR CONDITIONING CYCLING SWITCH . . . . 24-13
AIR CONDITIONING, HEATING . . . . . . . . . . . 24-26
AIR CONDITIONING OPERATION . . . . . . 8W-42-1,
8W-42-3
AIR CONDITIONING PERFORMANCE
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-7
AIR CONDITIONING SYSTEM . . . . . . . . . . . . 24-1
AIR CONDITIONING TEST PROCEDURES,
HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-10
AIR CONDITIONING/HEATER2.5L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-1
AIR CONDITIONING/HEATER3.9 AND
5.2L ENGINES . . . . . . . . . . . . . . . . . . . . . 8W-42-3
AIR CONTROL (IAC) MOTOR, IDLE; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14-46,14-88
AIR CONTROL (IAC) MOTOR, IDLE;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-3
AIR CONTROL (IAC) MOTOR, IDLE;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-8
AIR CONTROL (IAC) MOTOR TEST, IDLE . . 14-72

Description

Group-Page

AIR CONTROL (IAC) MOTORPCM


OUTPUT, IDLE . . . . . . . . . . . . . . . . . . 14-27,14-61
AIR DISTRIBUTION DUCTS . . . . . . . . . . . . . 24-21
AIR FLOW CHECK, THROTTLE BODY
MINIMUM . . . . . . . . . . . . . . . . . . . . . 14-36,14-73
AIR INLET FILTER, PCV/CRANKCASE . . . . . . 0-17
AIR LOUVERS, PANEL . . . . . . . . . . . . . . . . . 24-21
AIR SYSTEM2.5L ENGINE, HEATED
INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-10
AIR TEMPERATURE SENSOR, INTAKE . 8W-30-10
AIR TEMPERATURE SENSOR, INTAKE
MANIFOLD; FUEL SYSTEM . . . . . . . . . . . . . 14-84
AIR TEMPERATURE SENSOR, INTAKE
MANIFOLD; IGNITION SYSTEMS . . . . . . . . 8D-23
AIR TEMPERATURE SENSOR, SENSOR
RESISTANCE (OHMS)COOLANT
TEMPERATURE SENSOR/INTAKE
MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . 14-70
AIR TEMPERATURE SENSOR TEST,
INTAKE MANIFOLD; FUEL SYSTEM . . . . . . . 14-70
AIR TEMPERATURE SENSOR TEST,
INTAKE MANIFOLD; IGNITION
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-12
AIR TEMPERATURE SENSOR3.9L/5.2L
ENGINE, INTAKE MANIFOLD . . . . . . . . . . . . . 8D-5
AIR TEMPERATURE SENSORPCM
INPUT, INTAKE MANIFOLD . . . . . . . . . . . . . 14-58
AIR TESTING TRANSMISSION CLUTCH
AND BAND OPERATION . . . . . . . . . . . . . . . . 21-97
AIR VACUUM ACTUATOR,
RECIRCULATING . . . . . . . . . . . . . . . . . . . . . 24-20
AIRBAG CONTROL MODULE . . . . . . . . . . . . 8M-2
AIRBAG CONTROL MODULE (ACM) . . . . . . 8W-43-1
AIRBAG CONTROL MODULE REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-6
AIRBAG DATA LINK CONNECTOR . . . . . . 8W-43-1
AIRBAG IMPACT SENSORS . . . . . . . . . . 8W-43-1
AIRBAG MODULE . . . . . . . . . . . . . . . . . . . . . 8M-1
AIRBAG MODULE HANDLING . . . . . . . . . . . . 8M-3
AIRBAG MODULE REMOVE/INSTALL . . . . . . 8M-4
AIRBAG SQUIB (AIRBAG IGNITER) . . . . . 8W-43-1
AIRBAG SYSTEM . . . . . . . . . . . . . . . . . . . . . 8M-1
AIRBAG SYSTEM CHECK . . . . . . . . . . . . . . . 8M-2
AIRBAG SYSTEM SERVICE (DEPLOYED) . . . 8M-3
AIRBAG WARNING LAMP . . . . . . . . . . . . 8W-43-1
AIR-CONDITIONER COMPRESSOR . . . . . . . . 0-19
ALIGNMENT, HEADLAMP . . . . . . . . . . . . . . . 8L-6
ALIGNMENT MEASUREMENTS AND
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 2-4
ALIGNMENT PREPARATION, HEADLAMP . . . 8L-6
ALIGNMENT, REAR AXLE . . . . . . . . . . . . . . . . 3-9
ALIGNMENT SCREEN, HEADLAMP/FOG
LAMP ADJUSTMENT USING . . . . . . . . . . . . . 8L-6
ALIGNMENT SPECIFICATIONS, FRONT
WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
ALIGNMENT, WHEEL . . . . . . . . . . . . . . . . . . . . 2-4
ALUMINUM THREAD REPAIR . . . . . . . . . . 21-136
ANALYSIS, STALL TEST . . . . . . . . . . . . . . . 21-96
ANALYZING THE ROAD TEST . . . . . . . . . . . 21-93
ANGLE, GROUND CLEARANCE AND
RAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-11
ANGLE MEASUREMENT, UNIVERSAL
JOINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
ANGLING CYLINDER SERVICE, POWER . . . 13-16
ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . 8F-1,8F-5
ANTENNA REMOVE/INSTALL . . . . . . . . . . . . . 8F-9
ANTI-LOCK BRAKE SYSTEM (ABS), ALL
WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-32-1
ANTILOCK BRAKE SYSTEM DIAGNOSIS . . . . . 5-8
ANTILOCK BRAKE SYSTEMS . . . . . . . . . . . . . . 5-1
ANTI-LOCK (RWAL) BRAKES, REAR
WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-32-3
ANTI-LOCK VALVE, FRONT . . . . . . . . . . . 8W-32-2
ANTILOCK VALVE INSTALLATION, FRONT . . . 5-55
ANTILOCK VALVE INSTALLATION, REAR . . . 5-47,
5-57
ANTI-LOCK VALVE, REAR . . . . . 8W-32-2,8W-32-4
ANTILOCK VALVE REMOVAL, FRONT . . . . . . 5-55
ANTILOCK VALVE REMOVAL, REAR . . . 5-46,5-56
ANTILOCK VALVE SERVICE AND
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
APPLICATION, BULB . . . . . . . . . . . . . . . . . . 8L-13
APPLICATION, CLUTCH AND BAND . . . . . . . 21-90
APPLICATION, CLUTCH DISC . . . . . . . . . . . . . 6-1
ARM, IDLER . . . . . . . . . . . . . . . . . . . . . . . . 19-17
ARM, LOWER SUSPENSION . . . . . . . . . 2-10,2-16
ARM, PITMAN . . . . . . . . . . . . . . . . . . . . . . . 19-17
ARM REMOVE/INSTALL, WIPER . . . . . . . . . . 8K-7

INDEX

Description

Group-Page

ARM, UPPER SUSPENSION . . . . . . . . . 2-12,2-16


ARMS AND PUSH RODS, ROCKER . . . . 9-54,9-87
ASH RECEIVER ASSEMBLY REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-20
ASH RECEIVER LAMP AND CIGAR
LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
ASSEMBLY, A/C CONDENSER . . . . . . . . . . . 24-22
ASSEMBLY AND ADJUSTMENT,
TRANSMISSION; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-183
ASSEMBLY AND ADJUSTMENT,
TRANSMISSION; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . 21-24
ASSEMBLY, BLOWER MOTOR AND
WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-23
ASSEMBLY, CALIPER . . . . . . . . . . . . . . . 5-32,5-38
ASSEMBLY, COMPRESSOR CLUTCH COIL . 24-15
ASSEMBLY, DIRECT CLUTCH AND
GEARTRAIN . . . . . . . . . . . . . . . . . . . . . . . . 21-250
ASSEMBLY, ENGINE . . . . . . . . . . . 9-14,9-53,9-85
ASSEMBLY, OVERDRIVE GEARTRAIN
AND CASE . . . . . . . . . . . . . . . . . . . . . . . . . 21-254
ASSEMBLY, PISTON / CONNECTING ROD . 9-103,
9-71
ASSEMBLY REMOVE/INSTALL, ASH
RECEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-20
ASSEMBLY REMOVE/INSTALL, CUP
HOLDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-21
ASSEMBLY REMOVE/INSTALL,
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . 8E-23
ASSEMBLY REPLACEMENT, ADJUSTER
PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-25
ASSEMBLY REPLACEMENT, COLUMN . . . . . 19-39
ASSEMBLY REPLACEMENT, DRIVE AXLE;
FRONT SUSPENSION AND AXLE . . . . . . . . . . 2-31
ASSEMBLY REPLACEMENT, DRIVE AXLE;
REAR SUSPENSION AND AXLES . . . . . . . . . . 3-12
ASSEMBLY SERVICE, CYLINDER BLOCK,
PISTON AND CONNECTING ROD . . . . . . . . . . 9-34
ASSEMBLY SERVICE, CYLINDER HEAD
AND VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
ASSEMBLY, TRANSFER CASE . . . . . . . . . . 21-273
ASSEMBLY, TRANSMISSION . . . . . . 21-229,21-60
ASSEMBLY/INSTALLATION . . . . . . . . . . . . . 16-10
AUTO SHUTDOWN (ASD) RELAYPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . 14-26,14-61
AUTOMATIC BELT TENSIONER3.9L/
5.2L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
AUTOMATIC DAY/NIGHT MIRROR . . . . . 8T-1,8T-2
AUTOMATIC DAY/NIGHT MIRROR
REMOVE/INSTALL . . . . . . . . . . . . . . . . . . . . . 8T-3
AUTOMATIC SHUT DOWN (ASD) RELAY;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-2
AUTOMATIC SHUT DOWN (ASD) RELAY;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-6
AUTOMATIC SHUTDOWN (ASD) RELAY;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . 14-43,14-84
AUTOMATIC SHUTDOWN (ASD) RELAY;
IGNITION SYSTEMS . . . . . . . . . . . . . . 8D-18,8D-1
AUTOMATIC SHUTDOWN (ASD) RELAY
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-6
AUTOMATIC SHUTDOWN (ASD)
SENSEPCM INPUT . . . . . . . . . . . . . . . . . . 14-57
AUTOMATIC TRANSMISSION . . . . . . . . . . . . 0-22
AUTOMATIC TRANSMISSION, 42RH/
46RH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-82
AUTOMATIC TRANSMISSION CONTROLS
AND OPERATION . . . . . . . . . . . . . . . . . . . . . 21-88
AUTOMATIC TRANSMISSION DIAGNOSIS
AND TESTING . . . . . . . . . . . . . . . . . . . . . . . 21-91
AUTOMATIC TRANSMISSION OIL
COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
AVAILABLE, TOWING WHEN KEYS ARE
NOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
AX 15 MANUAL TRANSMISSION . . . . . . . . . 21-1
AX 15 SELECTIVE SNAP RING CHART . . . 21-286
AX 15 TORQUE SPECIFICATIONS . . . . . . . 21-285
AXLE, 7 1/4 AND 8 1/4 INCH . . . . 2-47,3-12,3-36
AXLE, 7 1/4 INCH FRONT . . . . . . . . . . . . . . . 2-31
AXLE, 8 1/4 INCH . . . . . . . . . . . . . . . . . . . . . 3-36
AXLE ALIGNMENT, REAR . . . . . . . . . . . . . . . . 3-9
AXLE ASSEMBLY REPLACEMENT, DRIVE;
FRONT SUSPENSION AND AXLE . . . . . . . . . . 2-31
AXLE ASSEMBLY REPLACEMENT, DRIVE;
REAR SUSPENSION AND AXLES . . . . . . . . . . 3-12
AXLE, FRONT DRIVE . . . . . . . . . . . . . . . . . . . . 2-2
AXLE MOUNTING, FRONT . . . . . . . . . . . . . . . 2-47

Description

Group-Page

AXLE NOISE/VIBRATION DIAGNOSIS . . . . . . . 3-8


AXLE SHAFT, SEAL AND BEARING . . . . . . . . 2-35
AXLE SHAFT, SEAL AND BEARING
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
AXLE SPECIFICATIONS; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-47
AXLE SPECIFICATIONS; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-36
AXLES, 7 1/4 AND 8 1/4 . . . . . . . . . . . . . 3-1,3-36
AXLES, FRONT AND REAR . . . . . . . . . . . . . . 0-23
BACKUP LAMP SWITCH . . . . . . . . . . . . . . . 8L-11
BACKUP LAMPS . . . . . . . . . . . . . . . . . . . . . 8L-11
BACK-UP LAMPS . . . . . . . . . . . . . . . . . . 8W-51-1
BALANCE, TIRE AND WHEEL . . . . . . . . . . . . 22-7
BALL POWER STEERING GEAR,
RECIRCULATING . . . . . . . . . . . . . . . . . . . . . 19-19
BALL STUD, LOWER . . . . . . . . . . . . . . . . . . . 2-11
BALL STUD, UPPER . . . . . . . . . . . . . . . 2-12,2-17
BAND ADJUSTMENT, FRONT . . . . . . . . . . . 21-129
BAND ADJUSTMENT, REAR . . . . . . . . . . . . 21-129
BAND APPLICATION, CLUTCH . . . . . . . . . . . 21-90
BAND OPERATION, AIR TESTING
TRANSMISSION CLUTCH . . . . . . . . . . . . . . 21-97
BAND OVERHAUL, FRONT SERVO . . . . . . 21-168,
21-203
BAND OVERHAUL, REAR SERVO . . . . . . . 21-169
BAND SERVICE, LOW-REVERSE DRUM
AND REAR . . . . . . . . . . . . . . . . . . . . . . . . . 21-201
BAR, LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 23-21
BAR, STABILIZER . . . . . . . . . . . . . . . . . . 2-15,2-9
BAR, TORSION . . . . . . . . . . . . . . . . . . . . . . . 2-15
BASE COAT/CLEAR COAT FINISH . . . . . . . . 23-45
BATTERY; BATTERY/STARTER/
GENERATOR SERVICE . . . . . . . . . . . . . . . . . . 8B-1
BATTERY; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . . 8A-3
BATTERY; LUBRICATION AND
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . 0-18
BATTERY CHARGING . . . . . . . . . . . . . . . . . . . 8A-8
BATTERY CHARGING TIME TABLE . . . . . . . . 8A-8
BATTERY CLASSIFICATIONS AND
RATINGS; BATTERY/STARTER/
GENERATOR SERVICE . . . . . . . . . . . . . . . . . . 8B-9
BATTERY CLASSIFICATIONS AND
RATINGS; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . 8A-22
BATTERY DIAGNOSIS . . . . . . . . . . . . . . . . . . 8A-5
BATTERY FEED; FUEL/IGNITION . . . . . . . 8W-30-2
BATTERY FEED; FUEL/IGNITION3.9L
AND 5.2L ENGINES . . . . . . . . . . . . . . . . . 8W-30-7
BATTERY REMOVE/INSTALL . . . . . . . . . . . . . 8B-1
BATTERY SPECIFICATIONS; BATTERY/
STARTER/GENERATOR SERVICE . . . . . . . . . . 8B-9
BATTERY SPECIFICATIONS; BATTERY/
STARTING/CHARGING SYSTEMS
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 8A-22
BATTERY TRAY . . . . . . . . . . . . . . . . . . . . . . . 23-8
BATTERY VOLTAGEPCM INPUT . . . 14-23,14-57
BEAM REPLACEMENT, SEALED . . . . . . . . . . . 8L-6
BEARING, AXLE SHAFT, SEAL . . . . . . . . . . . . 2-35
BEARING LUBRICANTS, CHASSIS
COMPONENT AND WHEEL . . . . . . . . . . . . . . 0-25
BEARING NOISE, GEAR; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-19
BEARING NOISE, GEAR; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . . 3-8
BEARING REPLACEMENT, PILOT . . . . . . . . . . 6-12
BEARING REPLACEMENT, PITMAN
SHAFT SEALS . . . . . . . . . . . . . . . . . . . . . . . 19-30
BEARING REPLACEMENT, RELEASE . . . . . . . 6-12
BEARING SERVICE, AXLE SHAFT, SEAL . . . . 3-15
BEARING SERVICE, CENTER . . . . . . . . . . . . . 16-9
BEARING SUPPORT CROSSMEMBER,
DRIVE SHAFT CENTER . . . . . . . . . . . . . . . . 13-35
BEARINGS, CENTER . . . . . . . . . . . . . . . . . . . 16-2
BEARINGS, CRANKSHAFT MAIN . . . . . 9-105,9-74
BEARINGS, FRONT WHEEL . . . . . . . . . . . . . . 0-26
BEARINGS, WHEEL HUB . . . . . . . . . . . . . 2-14,2-8
BELT, ACCESSORY DRIVE . . . . . . . . . . . . . . . 0-19
BELT, COMPRESSOR DRIVE . . . . . . . . . . . . 24-14
BELT DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 7-39
BELT DIAGNOSIS2.5L 4-CYLINDER
ENGINE, SERPENTINE DRIVE . . . . . . . . . . . . 7-40
BELT DIAGNOSIS2.5L 4-CYLINDER
ENGINECONTINUED, SERPENTINE
DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
BELT DIAGNOSIS3.9L/5.2L ENGINES,
SERPENTINE DRIVE . . . . . . . . . . . . . . . . . . . 7-42

Description

Group-Page

BELT REMOVAL/INSTALLATION . . . . . . . . . . . 7-43


BELT SCHEMATICS . . . . . . . . . . . . . . . . . . . . 7-43
BELT SWITCH, DRIVERS SEAT . . . . . . . . . . 8U-1
BELT SWITCH, DRIVER9S SEAT . . . . . . . . . . 8U-3
BELT TENSION . . . . . . . . . . . . . . . . . . . . . . . . 7-43
BELT TENSION, ACCESSORY DRIVE . . . . . . . 7-48
BELT TENSIONER3.9L/5.2L ENGINE,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
BELT/BUCKLES, SHOULDER BELTS/LAP . . . 23-39
BELTS, ENGINE ACCESSORY DRIVE . . . . . . . 7-39
BELTS/LAP BELT/BUCKLES, SHOULDER . . . 23-39
BEZEL REMOVE/INSTALL, CLUSTER . . . . . . 8E-15
BEZEL REMOVE/INSTALL, OVERHEAD
CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-7
BEZEL REMOVE/INSTALL, RIGHT
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . 8E-21
BIN, SUNGLASSES STORAGE . . . . . . . . . . . . 8C-8
BLADES OR ELEMENTS REMOVE/
INSTALL, WIPER . . . . . . . . . . . . . . . . . . . . . . 8K-7
BLEEDING, MASTER CYLINDER . . . . . . . . . . 5-13
BLEEDING PROCEDURE, ABS MANUAL
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
BLEEDING PROCEDURE, RWAL SYSTEM
MANUAL BRAKE . . . . . . . . . . . . . . . . . . . . . . 5-49
BLEEDING RECOMMENDATIONS, ABS
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
BLEEDING, RWAL SYSTEM BRAKE . . . . . . . . 5-48
BLEND-AIR DOOR . . . . . . . . . . . . . . . . . . . . 24-26
BLIND RIVET REMOVAL . . . . . . . . . . . . . . . . . 23-23
BLOCK, CYLINDER . . . . . . . . . . . . . . . 9-108,9-76
BLOCK HEATERS, ENGINE . . . . . . . . . . . . . . . 7-47
BLOCK, PISTON AND CONNECTING ROD
ASSEMBLY SERVICE, CYLINDER . . . . . . . . . . 9-34
BLOCKER REMOVE/INSTALL, KNEE . . . . . . 8E-19
BLOWER MOTOR; AIR CONDITIONING/
HEATER . . . . . . . . . . . . . . . . . . 8W-42-1,8W-42-3
BLOWER MOTOR; HEATING AND AIR
CONDITIONING . . . . . . . . . . . . . . . . . . . . . . 24-12
BLOWER MOTOR AND WHEEL
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 24-23
BODY CLEANING AND INSPECTION,
VALVE . . . . . . . . . . . . . . . . . . . . . . 21-176,21-223
BODY CODE PLATE . . . . . . . . . . . . . . . . . . Intro.-2
BODY CODE PLATE DECODING . . . . . . . . Intro.-3
BODY COMPONENTS . . . . . . . . . . . . . . . . . . . 0-28
BODY COMPONENTS, CHASSIS . . . . . . . . . . 0-25
BODY FITTINGS, THROTTLE . . . . . . . . . . . . 14-49
BODY LUBRICANT SPECIFICATIONS . . . . . . . 0-29
BODY MINIMUM AIR FLOW CHECK,
THROTTLE . . . . . . . . . . . . . . . . . . . . . 14-36,14-73
BODY MOULDINGS, NAMEPLATES AND
DECALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-10
BODY SERVICE AND ADJUSTMENT,
VALVE . . . . . . . . . . . . . . . . . . . . . . 21-170,21-217
BODY SERVICE INFORMATION, GENERAL . . 23-1
BODY SERVICE, VALVE . . . . . . . . . . . . . . . 21-132
BODY TEMPERATURE SENSOR,
THROTTLE; FUEL SYSTEM . . . . . . . . . . . . . 14-49
BODY TEMPERATURE SENSOR,
THROTTLE; FUEL/IGNITION . . . . . . . . . . 8W-30-4
BODY TEMPERATURE SENSOR2.5L
ENGINE, THROTTLE . . . . . . . . . . . . . . . . . . . 8D-5
BODY TEMPERATURE SENSORPCM
INPUT, THROTTLE . . . . . . . . . . . . . . . . . . . . 14-25
BODY, THROTTLE . . . . . 14-30,14-48,14-63,14-89
BOOST VALVE OPERATION . . . . . . . . . . . . . 21-89
BOOSTER CHECK VALVE TEST, POWER . . . . . 5-7
BOOSTER INSTALLATION, POWER
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
BOOSTER REMOVAL, POWER BRAKE . . . . . . 5-17
BOOSTER TEST, MASTER CYLINDER/
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
BOOSTER VACUUM TEST, POWER . . . . . . . . . 5-7
BOOSTERBRAKE PEDALSTOPLAMP
SWITCH, POWER BRAKE . . . . . . . . . . . . . . . 5-17
BOOT SEAL . . . . . . . . . . . . . . . . . . . . . . . . . 19-34
BOOTS, RUBBER . . . . . . . . . . . . . . . . . . . . . . 2-29
BORES, HONING CYLINDER . . . . . . . . . . . . . . 9-2
BOX, CARGO . . . . . . . . . . . . . . . . . . . . . . . . 23-20
BOX LAMP AND SWITCH REMOVE/
INSTALL, GLOVE . . . . . . . . . . . . . . . . . . . . . 8E-21
BOX LAMP, GLOVE . . . . . . . . . . . . . . . . . 8W-44-1
BOX LOCK REMOVE/INSTALL, GLOVE . . . . 8E-21
BOX REMOVE/INSTALL, GLOVE . . . . . . . . . 8E-21
BOX STRIPES, CAB AND CARGO . . . . . . . . 23-13
BOXES, FLOOR CONSOLE AND REAR
SEAT STORAGE . . . . . . . . . . . . . . . . . . . . . . 23-43
BRACKET, MIRROR SUPPORT . . . . . . . . . . . 23-31

INDEX
Description

Group-Page

BRACKET SERVICE, SOLID MOUNT


COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . 9-15
BRACKET, SNOW PLOW PIVOT . . . . . . . . . . 13-16
BRAKE ADJUSTMENT, REAR DRUM . . . . . . . 5-24
BRAKE BLEEDING PROCEDURE, ABS
MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
BRAKE BLEEDING PROCEDURE, RWAL
SYSTEM MANUAL . . . . . . . . . . . . . . . . . . . . . 5-49
BRAKE BLEEDING RECOMMENDATIONS,
ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
BRAKE BLEEDING, RWAL SYSTEM . . . . . . . . 5-48
BRAKE BOOSTER INSTALLATION,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
BRAKE BOOSTER REMOVAL, POWER . . . . . . 5-17
BRAKE BOOSTERBRAKE PEDAL
STOPLAMP SWITCH, POWER . . . . . . . . . . . . 5-17
BRAKE CABLE TENSIONER
ADJUSTMENT, PARKING . . . . . . . . . . . . . . . . 5-67
BRAKE CHECK, PRELIMINARY . . . . . . . . . . . . 5-3
BRAKE DIAGNOSIS, SERVICE . . . . . . . . . . . . . 5-3
BRAKE DRUM INSTALLATION . . . . . . . . . . . . 5-23
BRAKE DRUM REFINISH LIMITS . . . . . . . . . . 5-22
BRAKE DRUM REFINISHING . . . . . . . . . . . . . 5-22
BRAKE DRUM REMOVAL . . . . . . . . . . . . . . . 5-20
BRAKE DRUM RUNOUT . . . . . . . . . . . . . . . . 5-23
BRAKE FLUID CONTAMINATION . . . . . . . . . . 5-13
BRAKE FLUID, IMPORTANCE OF CLEAN . . . . 5-12
BRAKE FLUID LEVEL, CORRECT . . . . . . . . . . 5-12
BRAKE FLUID, RECOMMENDED . . . . . . . . . . . . 5-12
BRAKE FLUID/LUBRICANTS/CLEANING
SOLVENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
BRAKE OPERATION AND SERVICE, ABS . . . . 5-51
BRAKE OPERATION AND SERVICE,
RWAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
BRAKE PEDAL BUSHINGS, CLUTCH . . . . . . . 0-20
BRAKE PEDAL INSTALLATION . . . . . . . . . . . . 5-18
BRAKE PEDAL INSTALLATION, PARKING . . . 5-66
BRAKE PEDAL REMOVAL . . . . . . . . . . . . . . . 5-18
BRAKE PEDAL REMOVAL, PARKING . . . . . . . 5-66
BRAKE PROBLEMS, DIAGNOSING
PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
BRAKE PROBLEMS, DIAGNOSING
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
BRAKE ROTOR SERVICE, DISC . . . . . . . . . . . 5-41
BRAKE SAFETY PRECAUTIONS . . . . . . . . . . . . 5-2
BRAKE SPEED SENSOR INSTALLATION
(2-WHEEL DRIVE MODELS), FRONT . . . . . . . 5-58
BRAKE SPEED SENSOR INSTALLATION
(4-WHEEL DRIVE MODELS), FRONT . . . . . . . 5-59
BRAKE SPEED SENSOR INSTALLATION,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
BRAKE SPEED SENSOR REMOVAL
(2-WHEEL DRIVE MODELS), FRONT . . . . . . . 5-58
BRAKE SPEED SENSOR REMOVAL
(4-WHEEL DRIVE MODELS), FRONT . . . . . . . 5-59
BRAKE SPEED SENSOR REMOVAL (ALL),
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
BRAKE SUPPORT PLATE INSTALLATION . . . 5-23
BRAKE SUPPORT PLATE REMOVAL . . . . . . . 5-23
BRAKE SWITCH . . . . . . . . . . . . . . . . . 14-43,14-84
BRAKE SWITCH INPUT, PARK . . . . . . . . 8W-32-4
BRAKE SWITCHPCM INPUT . . . . . 14-23,14-57
BRAKE SYSTEM (ABS), ALL WHEEL
ANTI-LOCK . . . . . . . . . . . . . . . . . . . . . . . 8W-32-1
BRAKE SYSTEM DIAGNOSIS, ANTILOCK . . . . 5-8
BRAKE SYSTEM, POWER . . . . . . . . . . . . . . . 0-27
BRAKE SYSTEMS, ANTILOCK . . . . . . . . . . . . . 5-1
BRAKE UNITS, WHEEL . . . . . . . . . . . . . . . . . . 5-1
BRAKE WARNING LAMP . . . . . . . . . . . . . 8W-32-2
BRAKE WARNING LAMP SWITCH . . . . . 8W-32-4
BRAKE WARNING LIGHT ILLUMINATION,
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
BRAKE WARNING LIGHTS . . . . . . . . . . . . . . . . 5-1
BRAKELINES AND HOSES . . . . . . . . . . . . . . . 5-14
BRAKES, DRUM . . . . . . . . . . . . . . . . . . . . . . 5-20
BRAKES, PARKING . . . . . . . . . . . . . . . . . . . . 5-63
BRAKES, REAR WHEEL ANTI-LOCK
(RWAL) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-32-3
BRAKESHOE AND CALIPER INSPECTION . . . 5-35
BRAKESHOE INSTALLATION . . . . . 5-21,5-29,5-36
BRAKESHOE REMOVAL . . . . . . . . . 5-20,5-28,5-35
BRAKES2-WHEEL DRIVE, DISC . . . . . . . . . 5-27
BRAKES4-WHEEL DRIVE, DISC . . . . . . . . . 5-34
BREAKER, CIRCUIT . . . . . . . . . . . . . . . . . . . . 8S-1
BREAK-IN, ENGINE . . . . . . . . . . . . . . . . . . . . 0-14
BREATHER/FILTER2.5L ENGINE,
CRANKCASE . . . . . . . . . . . . . . . . . . . . . . . . . 25-8

Description

Group-Page

BREATHER/FILTER3.9L/5.2L ENGINES,
CRANKCASE . . . . . . . . . . . . . . . . . . . . . . . . . 25-9
BULB APPLICATION . . . . . . . . . . . . . . . . . . . 8L-13
BULB REPLACEMENT, AERO HEADLAMP . . . 8L-7
BULB REPLACEMENT, UNDERHOOD
LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-12
BULBS REMOVE/INSTALL, CLUSTER . . . . . 8E-17
BUMPER, FRONT . . . . . . . . . . . . . . . . . . . . . . 13-1
BUMPER, REAR . . . . . . . . . . . . . . . . . . . . . . . 13-1
BUMPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
BURNED FLUID, CAUSES OF . . . . . . . . . . . . 21-92
BUSHING, DISTRIBUTOR . . . . . . . . . . . . . . . 9-64
BUSHING REPLACEMENT, LEAF SPRING
EYE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
BUSHINGS, CLUTCH AND BRAKE PEDAL . . . 0-20
BUZZER MODULE . . . . . . . . . . . . . . . . . 8U-1,8U-2
BUZZER MODULE SCHEMATIC . . . . . . . . . . . 8U-3
BYPASS HOSE3.9L/5.2L ENGINE,
WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . 7-17
CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-17
CAB AND CARGO BOX STRIPES . . . . . . . . . 23-13
CAB INTERIOR COMPONENTS . . . . . . . . . . 23-37
CAB, QUARTER VENT WINDOWCLUB . . . 23-33
CAB, REAR WINDOWCLUB . . . . . . . . . . . 23-34
CAB, REAR WINDOWCONVENTIONAL . . . 23-35
CABLE, ACCELERATOR PEDAL AND
THROTTLE . . . . . . . . . . . . . . . . 14-18,14-43,14-83
CABLE ADJUSTMENT, TRANSMISSION
THROTTLE VALVE . . . . . . . . . . . . . . . . . . . 21-128
CABLE AND LINKAGE ADJUSTMENT,
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-93
CABLE, HOOD INSIDE RELEASE . . . . . . . . . . 23-5
CABLE INSTALLATION, FRONT . . . . . . . . . . . 5-63
CABLE INSTALLATION, INTERMEDIATE . . . . . 5-66
CABLE INSTALLATION, REAR . . . . . . . . . . . . 5-66
CABLE REMOVAL, FRONT . . . . . . . . . . . . . . . 5-63
CABLE REMOVAL, INTERMEDIATE . . . . . . . . 5-66
CABLE REMOVAL, REAR . . . . . . . . . . . . . . . . 5-66
CABLE REMOVE/INSTALL, SERVO . . . . . . . . 8H-9
CABLE RESISTANCE, SPARK PLUG . 8D-16,8D-29
CABLE, SERVO . . . . . . . . . . . . . . . . . . . . . . . 8H-1
CABLE, SPEEDOMETER . . . . . . . . . . . . . . . . . 0-29
CABLE, TEMPERATURE CONTROL . . . . . . . 24-19
CABLE TENSIONER ADJUSTMENT,
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . 5-67
CABLE, THROTTLE . . . . . . . . . . . . . . . . . . . 14-19
CABLES, DISTRIBUTOR CAP AND
ROTOR, IGNITION . . . . . . . . . . . . . . . . . . . . . 0-18
CABLES, SPARK PLUG SECONDARY . . . . . 8D-15,
8D-25
CALIBRATION, COMPASS . . . . . . . . . . . . . . . 8C-5
CALIPER ASSEMBLY . . . . . . . . . . . . . . . 5-32,5-38
CALIPER CLEANING AND INSPECTION . 5-31,5-37
CALIPER DISASSEMBLY . . . . . . . . . . . . 5-30,5-37
CALIPER INSPECTION, BRAKESHOE . . . . . . . 5-35
CALIPER INSTALLATION . . . . . . . . . . . . 5-32,5-40
CALIPER REMOVAL . . . . . . . . . . . . . . . . 5-30,5-37
CAMSHAFT . . . . . . . . . . . . . . . . . . . . . . 9-63,9-95
CAMSHAFT, CRANKSHAFT AND
INTERMEDIATE SHAFTS TIMING
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
CAMSHAFT POSITION SENSOR; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-84
CAMSHAFT POSITION SENSOR;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-8
CAMSHAFT POSITION SENSOR;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . 8D-18
CAMSHAFT POSITION SENSOR TEST . . . . . . 8D-6
CAMSHAFT POSITION SENSOR TESTING . . 14-70
CAMSHAFT POSITION SENSOR3.9L/
5.2L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 8D-2
CAMSHAFT POSITION SENSORPCM
INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-57
CANISTER, EVAP . . . . . . . . . . . . . . . . . 25-20,25-5
CANISTER PURGE SOLENOID, EVAP;
EMISSION CONTROL SYSTEMS . . . . . . . . . . 25-5
CANISTER PURGE SOLENOID, EVAP;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . 14-44,14-85
CANISTER PURGE SOLENOID2.5L
ENGINE, EVAP . . . . . . . . . . . . . . . . . . . . . . . 25-21
CANISTER PURGE SOLENOIDPCM
OUTPUT, EVAP . . . . . . . . . . . . . . . . . 14-27,14-62
CAP AND ROTOR, IGNITION CABLES,
DISTRIBUTOR . . . . . . . . . . . . . . . . . . . . . . . . 0-18
CAP, DISTRIBUTOR . . . . . . . . . . . . . . . . . . . . 8D-7
CAP, FUEL TANK FILLER TUBE;
EMISSION CONTROL SYSTEMS . . . . . 25-21,25-6

Description

Group-Page

CAP, FUEL TANK FILLER TUBE; FUEL


SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15
CAP, RADIATOR PRESSURE . . . . . . . . . . . . . 7-27
CAP REMOVE/INSTALL, LOWER LEFT
INSTRUMENT PANEL END . . . . . . . . . . . . . 8E-21
CAPACITIES, A/C REFRIGERANT OIL . . . . . . . 24-6
CAPACITIES, COOLANT . . . . . . . . . . . . . . . . . 7-48
CAPACITIES, FLUID . . . . . . . . . . . . . . . . . . . . . 0-3
CAPACITIES, FUEL TANK . . . . . . . . . . 14-15,14-92
CAPACITY, RWAL FAULT CODE . . . . . . . . . . . 5-10
CAPACITY TEST3.9L/5.2L ENGINE,
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . 14-9
CAPACITY, TRANSMISSION LUBRICANT
LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-40
CAPS, PRESSURE TESTING RADIATOR . . . . 7-28
CARDAN (CV), DOUBLE . . . . . . . . . . . . . . . . 16-11
CARGO BOX . . . . . . . . . . . . . . . . . . . . . . . . 23-20
CARGO BOX STRIPES, CAB . . . . . . . . . . . . . 23-13
CARPETS AND FLOOR MATS . . . . . . . . . . . 23-43
CASE (4WD VEHICLES), TRANSFER . . . . . . . 0-22
CASE ASSEMBLY, OVERDRIVE
GEARTRAIN . . . . . . . . . . . . . . . . . . . . . . . . 21-254
CASE ASSEMBLY, TRANSFER . . . . . . . . . . 21-273
CASE CLEANING AND INSPECTION,
TRANSMISSION . . . . . . . . . . . . . . . 21-154,21-200
CASE DISASSEMBLY AND OVERHAUL,
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . 21-267
CASE IDENTIFICATION, ENGINE AND
TRANSMISSION/TRANSFER . . . . . . . . . . . Intro.-3
CASE IDENTIFICATION, TRANSFER . . . . . . 21-261
CASE INSTALLATION, TRANSFER . . . . . . . 21-266
CASE IN-VEHICLE SERVICE, TRANSFER . . 21-265
CASE, LEGEND FOR NP231 TRANSFER . . 21-285
CASE, NP231 TRANSFER . . . . . . . 21-260,21-284
CASE REMOVAL, DIFFERENTIAL . . . . . . . . . . 2-37
CASE REMOVAL, TRANSFER . . . . . . . . . . . 21-266
CASE SPECIFICATIONS, TRANSFER . . . . . 21-262
CATALYTIC CONVERTER . . . . . . . . . . . . 11-1,11-4
CAUSES, ABS/RWAL FAULT CONDITION . . . . 5-10
CAUSES, CLUTCH PROBLEM . . . . . . . . . . . . . 6-3
CAUSES OF BURNED FLUID . . . . . . . . . . . . 21-92
CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-3
CAUTIONS AND SERVICE PRECAUTIONS,
WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 24-3
CAUTIONS, AND WARNINGS, NOTES . . . 8W-01-1
CENTER BEARING SERVICE . . . . . . . . . . . . . 16-9
CENTER BEARING SUPPORT
CROSSMEMBER, DRIVE SHAFT . . . . . . . . . 13-35
CENTER BEARINGS . . . . . . . . . . . . . . . . . . . . 16-2
CENTER HIGH MOUNTED STOP LAMP
(CHMSL) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-11
CENTER LINK . . . . . . . . . . . . . . . . . . . . . . . 19-18
CENTERING, CLOCKSPRING . . . . . . . . . . . . . 8M-7
CERTIFICATION LABEL, VEHICLE SAFETY . Intro.-1
CHAIN COVER, TIMING . . . . . . . . . . . . . 9-61,9-93
CHANGE AND FILTER REPLACEMENT,
ENGINE OIL . . . . . . . . . . . . . . . . . . . . . . . . . . 0-15
CHANGE, LUBRICANT; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-33
CHANGE, LUBRICANT; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-15
CHANGE, REFILLING AFTER OVERHAUL
OR FLUID/FILTER . . . . . . . . . . . . . . . . . . . . 21-126
CHANGES AND PARTS
INTERCHANGEABILITY, TRANSMISSION . . . 21-87
CHANGES, TRANSMISSION . . . . . . . . . . . . . 21-41
CHARGE RATE . . . . . . . . . . . . . . . . . . . . . . . . 8A-9
CHARGING, BATTERY . . . . . . . . . . . . . . . . . . 8A-8
CHARGING REFRIGERANT SYSTEM . . . . . . . 24-5
CHARGING SYSTEM; BATTERY/
STARTING/CHARGING SYSTEMS
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 8A-17
CHARGING SYSTEM; CHARGING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-1
CHARGING SYSTEM DIAGNOSIS . . . . . . . . 8A-18
CHARGING SYSTEM SPECIFICATIONS;
BATTERY/STARTER/GENERATOR
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-10
CHARGING SYSTEM SPECIFICATIONS;
BATTERY/STARTING/CHARGING
SYSTEMS DIAGNOSTICS . . . . . . . . . . . . . . . 8A-23
CHARGING TIME TABLE, BATTERY . . . . . . . . 8A-8
CHART 1, DIAGNOSIS; VEHICLE SPEED
CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . 8H-4
CHART 2, DIAGNOSIS; VEHICLE SPEED
CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . 8H-5
CHART, AX 15 SELECTIVE SNAP RING . . . 21-286
CHART, CLUTCH INSPECTION . . . . . . . . . . . . . 6-5

INDEX

Description

Group-Page

CHART, LEAD CORRECTION . . . . . . . . . . . . . 22-5


CHART, MIRROR TEST . . . . . . . . . . . . . . . . . 8T-2
CHART, RADIO DIAGNOSIS . . . . . . . . . . . . . . 8F-3
CHARTS, DIAGNOSIS . . . . . . . . . . . . . . . . 21-100
CHARTS, INSPECTION AND DIAGNOSIS . . . . . 6-4
CHASSIS AND BODY COMPONENTS . . . . . . . 0-25
CHASSIS COMPONENT AND WHEEL
BEARING LUBRICANTS . . . . . . . . . . . . . . . . . 0-25
CHECK, AIRBAG SYSTEM . . . . . . . . . . . . . . . 8M-2
CHECK, FLUID LEVEL . . . . . . . . . . . . . . . . 21-125
CHECK, PRELIMINARY BRAKE . . . . . . . . . . . . 5-3
CHECK, THROTTLE BODY MINIMUM AIR
FLOW . . . . . . . . . . . . . . . . . . . . . . . . . 14-36,14-73
CHECK VALVE REPLACEMENT . . . . . . . . . . 19-31
CHECK VALVE SERVICE, CONVERTER
DRAINBACK . . . . . . . . . . . . . . . . . . . . . . . . 21-134
CHECK VALVE TEST, POWER BOOSTER . . . . . 5-7
CHECKING ENGINE OIL PRESSURE . . . . . . . 9-44
CHECKING FLUID LEVEL AND
CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . 21-91
CHECKS, PRELIMINARY . . . . . . . . . . . . . . . . . 7-4
CHMSL LAMPS, STOP LAMPS . . . . . . . . 8W-51-1
CHOKE RELAYPREMIUM RADIO ONLY,
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-1
CHOKE/SPEAKER RELAY, FILTER . . . . . . 8F-1,8F-5
CHOKE/SPEAKER RELAY REMOVE/
INSTALL, FILTER . . . . . . . . . . . . . . . . . . . . . . 8F-8
CIGAR LAMP, ASH RECEIVER LAMP . . . 8W-44-1
CIGAR LIGHTER . . . . . . . . . . . . . . . . . . . 8W-41-1
CIGAR LIGHTER REMOVE/INSTALL . . . . . . . 8E-21
CIRCUIT BREAKER . . . . . . . . . . . . . . . . . . . . 8S-1
CIRCUIT DIAGNOSIS, IGNITION
SECONDARY . . . . . . . . . . . . . . . . . . . . . . . . . 8D-9
CIRCUIT IDENTIFICATION . . . . . . . . . . . . 8W-01-2
CIRCUIT REMOVE/INSTALL, PRINTED . . . . 8E-19
CIRCUIT SENSEPCM INPUT, IGNITION . . 14-58
CIRCUIT VOLTAGE, OPEN . . . . . . . . . . . . . . . 8A-7
CIRCUITS HEATER A/C CONTROL,
VACUUM . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-11
CLAMPS, FUEL TUBES/LINES/HOSES . . . . 14-10,
14-46,14-87
CLASSIFICATION OF LUBRICANTS . . . . . . . . . 0-1
CLASSIFICATIONS AND RATINGS,
BATTERY; BATTERY/STARTER/
GENERATOR SERVICE . . . . . . . . . . . . . . . . . . 8B-9
CLASSIFICATIONS AND RATINGS,
BATTERY; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . 8A-22
CLEAN BRAKE FLUID, IMPORTANCE OF . . . . 5-12
CLEANER ELEMENT, AIR; EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . 25-18
CLEANER ELEMENT, AIR; FUEL SYSTEM . . 14-43,
14-84
CLEANER ELEMENT, AIR; LUBRICATION
AND MAINTENANCE . . . . . . . . . . . . . . . . . . . 0-17
CLEANER HOUSING, AIR; EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . 25-18
CLEANER HOUSING, AIR; FUEL SYSTEM . . 14-83
CLEANING AND INSPECTION; BRAKES . . . . . 5-21
CLEANING AND INSPECTION;
PROPELLER SHAFTS . . . . . . . . . . . . . . . . . . 16-10
CLEANING AND INSPECTION, CALIPER . . . . 5-31,
5-37
CLEANING AND INSPECTION,
OVERDRIVE COMPONENT . . . . . . . . . . . . . 21-245
CLEANING AND INSPECTION,
TRANSMISSION CASE . . . . . . . . . . 21-154,21-200
CLEANING AND INSPECTION,
TRANSMISSION COMPONENT . . . . . . . . . . 21-56
CLEANING AND INSPECTION, VALVE
BODY . . . . . . . . . . . . . . . . . . . . . . . 21-176,21-223
CLEANING OF TIRES . . . . . . . . . . . . . . . . . . . 22-2
CLEANING/REVERSE FLUSHING,
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . 7-25
CLEANUP PROCEDURE . . . . . . . . . . . . . . . . 8M-3
CLEARANCE AND RAMP ANGLE,
GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-11
CLEARING RWAL FAULT CODES . . . . . . . . . . 5-10
CLIP, FUEL LINE WITH LATCH . . . . . . . . . . 14-13
CLOCKSPRING; RESTRAINT SYSTEMS . . . . 8M-2
CLOCKSPRING; STEERING . . . . . . . . . . . . . 19-38
CLOCKSPRING CENTERING . . . . . . . . . . . . . 8M-7
CLOCKSPRING REMOVE/INSTALL . . . . . . . . 8M-6
CLUSTER BEZEL REMOVE/INSTALL . . . . . . 8E-15
CLUSTER BULBS REMOVE/INSTALL . . . . . . 8E-17
CLUSTER ILLUMINATION LAMPS . . . . 8E-14,8E-4
CLUSTER, INSTRUMENT . . . . . . . . . . . . . 8W-40-1

Description

Group-Page

CLUSTER LENS AND MASK REMOVE/


INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-15
CLUSTER, OPTIONAL . . . . . . . . . . . . . . . . . . 8E-9
CLUSTER REMOVE/INSTALL,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . 8E-15
CLUSTER, STANDARD . . . . . . . . . . . . . . . . . . 8E-8
CLUSTERS, INSTRUMENT . . . . . . . . . . . . . . . 8E-1
CLUTCH AND BAND APPLICATION . . . . . . . 21-90
CLUTCH AND BAND OPERATION, AIR
TESTING TRANSMISSION . . . . . . . . . . . . . . 21-97
CLUTCH AND BRAKE PEDAL BUSHINGS . . . 0-20
CLUTCH AND GEARTRAIN ASSEMBLY,
DIRECT . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-250
CLUTCH COIL ASSEMBLY, COMPRESSOR . 24-15
CLUTCH COMPONENT SERVICE . . . . . . . . . . 6-10
CLUTCH COMPONENTS . . . . . . . . . . . . . . . . . . 6-1
CLUTCH CONTROL, CONVERTER . . . . . . . . 21-90
CLUTCH COVER AND DISC
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 6-10
CLUTCH COVER AND DISC REMOVAL . . . . . 6-10
CLUTCH COVER AND DISC RUNOUT . . . . . . . 6-4
CLUTCH DIAGNOSIS . . . . . . . . . . . . . . . . . . . . 6-3
CLUTCH DIAGNOSIS, COMPRESSOR . . . . . 24-14
CLUTCH DIAGNOSIS, CONVERTER . . . . . . 21-112,
21-113,21-114
CLUTCH DISC APPLICATION . . . . . . . . . . . . . . 6-1
CLUTCH GRAB/CHATTER . . . . . . . . . . . . . . . . . 6-8
CLUTCH HOUSING MISALIGNMENT . . . . . . . . 6-4
CLUTCH HOUSING REPLACEMENT (AX
15) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
CLUTCH HYDRAULIC FLUID . . . . . . . . . . . . . . 6-1
CLUTCH HYDRAULIC LINKAGE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 6-13
CLUTCH HYDRAULIC LINKAGE REMOVAL . . 6-12
CLUTCH INSPECTION CHART . . . . . . . . . . . . . 6-5
CLUTCH INSTALLATION AND
ADJUSTMENT, OVERDRIVE . . . . . . . . . . . . 21-257
CLUTCH LINKAGE, HYDRAULIC . . . . . . . . . . . 6-1
CLUTCH LUBRICATION . . . . . . . . . . . . . . . . . . 6-2
CLUTCH MASTER CYLINDER . . . . . . . . . . . . 0-20
CLUTCH MISALIGNMENT . . . . . . . . . . . . . . . . 6-3
CLUTCH NOISE . . . . . . . . . . . . . . . . . . . . . . . . 6-9
CLUTCH OVERHAUL, FRONT . . . . . 21-159,21-208
CLUTCH OVERHAUL, OVERRUNNING . . . . 21-201
CLUTCH OVERHAUL, REAR . . . . . . 21-161,21-210
CLUTCH PEDAL INSTALLATION . . . . . . . . . . 6-13
CLUTCH PEDAL POSITION SWITCH . . . . . . . . 6-2
CLUTCH PEDAL REMOVAL . . . . . . . . . . . . . . 6-13
CLUTCH PROBLEM CAUSES . . . . . . . . . . . . . . 6-3
CLUTCH RELAY, A/C . . . . . . . . . . . . . 14-43,14-83
CLUTCH RELAYPCM OUTPUT, AIR
CONDITIONING (A/C) . . . . . . . . . . . . . 14-25,14-61
CLUTCH RELEASE, IMPROPER . . . . . . . . . . . . 6-7
CLUTCH RELEASE OR ENGAGEMENT,
IMPROPER . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
CLUTCH SLIPS . . . . . . . . . . . . . . . . . . . . . . . . 6-6
CLUTCH TEST, COMPRESSOR . . . . . . . . . . . 24-13
CLUTCHLOW-REVERSE DRUM
OVERDRIVE PISTON RETAINER
INSPECTION AND OVERHAUL,
OVERRUNNING . . . . . . . . . . . . . . . . . . . . . 21-154
COAT FINISH, BASE COAT/CLEAR . . . . . . . . 23-45
COAT/CLEAR COAT FINISH, BASE . . . . . . . . 23-45
CODE CAPACITY, RWAL FAULT . . . . . . . . . . . 5-10
CODE DESIGNATIONS, VEHICLE . . . . . . . . Intro.-1
CODE (DTC), DIAGNOSTIC TROUBLE . . . . . 14-39,
14-79
CODE, GENERATOR DIAGNOSTIC
TROUBLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-21
CODE IDENTIFICATION, RWAL FAULT . . . . . . 5-10
CODE IDENTIFICATION, WIRE . . . . . . . . . 8W-01-1
CODE PLATE, BODY . . . . . . . . . . . . . . . . . Intro.-2
CODE PLATE DECODING, BODY . . . . . . . . Intro.-3
CODE, SPEED CONTROL DIAGNOSTIC
TROUBLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-6
CODES AND DIMENSIONS/WEIGHTS,
DESIGNATIONS, LABELS/PLATES/
DECALS . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro.-1
CODES, CLEARING RWAL FAULT . . . . . . . . . 5-10
CODES, GENERATING RWAL FLASH . . . . . . . 5-10
CODES, RWAL DIAGNOSTIC FAULT
FLASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
COIL ASSEMBLY, COMPRESSOR CLUTCH . 24-15
COIL, EVAPORATOR . . . . . . . . . . . . . . . . . . 24-26
COIL, IGNITION; FUEL SYSTEM . . . . 14-47,14-88
COIL, IGNITION; FUEL/IGNITION . . . . . . . 8W-30-2
COIL, IGNITION; FUEL/IGNITION3.9L
AND 5.2L ENGINES . . . . . . . . . . . . . . . . . 8W-30-7

Description

Group-Page

COIL, IGNITION; IGNITION SYSTEMS

. . . . 8D-22,
8D-4,8D-8
COIL RESISTANCE, IGNITION . . . . . . . 8D-29,8D-9
COIL SPRING . . . . . . . . . . . . . . . . . . . . . . . . 2-10
COILPCM OUTPUT, IGNITION . . . . 14-28,14-62
COLUMN ASSEMBLY REPLACEMENT . . . . . 19-39
COLUMN, STEERING . . . . . . . . . . . . . 19-36,19-42
COMBINATION VALVE INSTALLATION . . 5-47,5-57
COMBINATION VALVE OPERATION . . . . 5-46,5-55
COMBINATION VALVE REMOVAL . . . . . 5-47,5-57
COMBINATION VALVE TESTING . . . . . . . 5-10,5-6
COMBUSTION PRESSURE LEAKAGE
TEST, CYLINDER . . . . . . . . . . . . . . . . . . . . . . . 9-6
COMPARTMENT DOOR REMOVE/
INSTALL, GARAGE DOOR OPENER
STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-8
COMPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-1
COMPASS CALIBRATION . . . . . . . . . . . . . . . . 8C-5
COMPASS DEMAGNETIZING . . . . . . . . . . . . . 8C-5
COMPASS VARIATION ADJUSTMENT . . . . . . 8C-5
COMPASS/DISPLAY SELF-DIAGNOSTIC
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-2
COMPASS/THERMOMETER DIAGNOSIS . . . . 8C-3
COMPASS/THERMOMETER MODULE
REMOVE/INSTALL . . . . . . . . . . . . . . . . . . . . . 8C-6
COMPLAINT, HISS NOISE . . . . . . . . . . . . . . . 19-3
COMPLETE DOOR . . . . . . . . . . . . . . . . . . . . 23-25
COMPONENTS2WD, FRONT
SUSPENSION. . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
COMPONENTS4WD, FRONT
SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
COMPONENTSIN-VEHICLE SERVICE,
CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . . . 9-21
COMPRESSION PRESSURE TEST,
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
COMPRESSOR, AIR-CONDITIONER . . . . . . . . 0-19
COMPRESSOR AND CLUTCH DIAGNOSIS . . 24-14
COMPRESSOR BRACKET SERVICE,
SOLID MOUNT . . . . . . . . . . . . . . . . . . . . . . . . 9-15
COMPRESSOR CLUTCH COIL ASSEMBLY . . 24-15
COMPRESSOR CLUTCH TEST . . . . . . . . . . . 24-13
COMPRESSOR DRIVE BELT . . . . . . . . . . . . 24-14
COMPRESSOR MANIFOLD . . . . . . . . . . . . . 24-15
COMPRESSOR NOISE, A/C . . . . . . . . . . . . . 24-14
COMPRESSOR REPLACEMENT . . . . . . . . . . 24-14
COMPRESSOR SERVICE . . . . . . . . . . . . . . . 24-14
CONDENSER ASSEMBLY, A/C . . . . . . . . . . . 24-22
CONDITION CAUSES, ABS/RWAL FAULT . . . . 5-10
CONDITION, CHECKING FLUID LEVEL . . . . . 21-91
CONDITIONS, ABS SYSTEM NORMAL
AND FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
CONNECTING ROD ASSEMBLY, PISTON / . 9-103,
9-71
CONNECTING ROD ASSEMBLY SERVICE,
CYLINDER BLOCK, PISTON . . . . . . . . . . . . . . 9-34
CONNECTIONS, INTERMITTENT AND
POOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-01-4
CONNECTIONS, STARTER RELAY . . . . . . . . 8A-15
CONNECTOR, ABS DATA LINK . . . . . . . . 8W-32-2
CONNECTOR, AIRBAG DATA LINK . . . . . 8W-43-1
CONNECTOR AND TERMINAL
REPLACEMENT . . . . . . . . . . . . . . . . . . . . 8W-01-7
CONNECTOR, DATA LINK; ANTI-LOCK
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-32-4
CONNECTOR, DATA LINK;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-5
CONNECTOR, DATA LINK; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . 8W-30-11
CONNECTOR LOCATION, ABS
DIAGNOSTIC . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
CONNECTOR LOCATION, RWAL
DIAGNOSTIC . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
CONNECTOR LOCATIONS; CONNECTOR
LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . 8W-90-1
CONNECTOR LOCATIONS; CONNECTOR
PIN OUTS . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-1
CONNECTOR LOCATIONS; WIRING
DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-1
CONNECTOR, POWERTRAIN CONTROL
MODULE (PCM) 60-WAY . . . . . . . . . . . . . . . 14-70
CONNECTOR REPLACEMENT . . . . . . . . . 8W-01-7
CONNECTORPCM INPUT AND
OUTPUT, DATA LINK . . . . . . . . . . . . . . . . . . 14-57
CONNECTORS . . . . . . . . . . . . . . . . . . . . . 8W-01-2
CONNECTORS, RADIO AND SPEAKER . . . . . . 8F-4
CONNECTORS, TERMINAL/CONNECTOR
REPAIRMOLEX . . . . . . . . . . . . . . . . . . 8W-01-6

INDEX
Description

Group-Page

CONSOLE AND REAR SEAT STORAGE


BOXES, FLOOR . . . . . . . . . . . . . . . . . . . . . . 23-43
CONSOLE BEZEL REMOVE/INSTALL,
OVERHEAD . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-7
CONSOLE, OVERHEAD; BODY
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . 23-42
CONSOLE, OVERHEAD; OVERHEAD
CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . 8W-49-1
CONSOLE REMOVE/INSTALL, OVERHEAD . . . 8C-6
CONTAMINATION, BRAKE FLUID . . . . . . . . . . 5-13
CONTAMINATION, FLUID . . . . . . . . . . . . . . . 21-92
CONTROL AND DISPLAY SYMBOLS,
INTERNATIONAL . . . . . . . . . . . . . . . . . . . . Intro.-7
CONTROL AND DISPLAY SYMBOLS,
INTERNATIONAL VEHICLE . . . . . . . . . . . . . Intro.-3
CONTROL CABLE, TEMPERATURE . . . . . . . 24-19
CONTROL, CONVERTER CLUTCH . . . . . . . . 21-90
CONTROL DIAGNOSTIC TROUBLE CODE,
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-6
CONTROL, EGR VALVE . . . . . . . . . . . . . . . . 25-20
CONTROL, FUEL PUMP . . . . . . . . . . . . . . . . . 14-4
CONTROL (IAC) MOTOR, IDLE AIR; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14-46,14-88
CONTROL (IAC) MOTOR, IDLE AIR;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-3
CONTROL (IAC) MOTOR, IDLE AIR;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-8
CONTROL (IAC) MOTOR TEST, IDLE AIR . . 14-72
CONTROL (IAC) MOTORPCM OUTPUT,
IDLE AIR . . . . . . . . . . . . . . . . . . . . . . 14-27,14-61
CONTROL INFORMATION LABEL,
TYPICAL VEHICLE EMISSION . . . . . . . . . . . . 25-2
CONTROL INFORMATION (VECI) LABEL,
VEHICLE EMISSION . . . . . . . . . . . . . . . . . . . . 25-1
CONTROL MODULE (ACM), AIRBAG . . . . 8W-43-1
CONTROL MODULE, AIRBAG . . . . . . . . . . . . 8M-2
CONTROL MODULE DIAGNOSIS,
ABS/RWAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
CONTROL MODULE INSTALLATION, ABS
ELECTRONIC . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
CONTROL MODULE INSTALLATION,
ELECTRONIC . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
CONTROL MODULE (PCM) 60-WAY
CONNECTOR, POWERTRAIN . . . . . . . . . . . . 14-70
CONTROL MODULE (PCM),
POWERTRAIN; EMISSION CONTROL
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 25-22
CONTROL MODULE (PCM),
POWERTRAIN; FUEL SYSTEM . . . . . 14-21,14-48,
14-56,14-89
CONTROL MODULE (PCM),
POWERTRAIN; IGNITION SYSTEMS . . . . . . 8D-12,
8D-24,8D-5
CONTROL MODULE, POWERTRAIN . . . 8H-1,8H-7
CONTROL MODULE REMOVAL, ABS
ELECTRONIC . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
CONTROL MODULE REMOVAL,
ELECTRONIC . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
CONTROL MODULE REMOVE/INSTALL,
AIRBAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-6
CONTROL MODULE, SNOW PLOW . . . . . . . 13-17
CONTROL MODULE TESTING,
POWERTRAIN . . . . . . . . . . . . . . . . . . . . . . . 14-76
CONTROL REMOVE/INSTALL, A/CHEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-20
CONTROL SERVO REMOVE/INSTALL,
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-8
CONTROL SERVO, SPEED . . . . . . . . . . 8H-1,8H-7
CONTROL, SHIFT VALVE FLOW . . . . . . . . . . 21-89
CONTROL SOLENOIDPCM OUTPUT,
EGR (EXHAUST GAS RECIRCULATION)
VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-62
CONTROL SWITCH REMOVE/INSTALL,
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-8
CONTROL SWITCH, SPEED . . . . . . . . . 8H-1,8H-3
CONTROL SYSTEM, EMISSION . . . . . . . . . . . 0-19
CONTROL SYSTEM, EVAP
(EVAPORATION) . . . . . . . . . . . . . . . . . . . . . . 25-5
CONTROL SYSTEM VACUUM
DIAGNOSIS, HEATER A/C . . . . . . . . . . . . . . 24-10
CONTROL, VACUUM CIRCUITS HEATER
A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-11
CONTROL, VEHICLE SPEED . . . . . . . . . . 8W-33-1
CONTROLPCM INPUT, SPEED . . . . . . . . . 14-60
CONTROLPCM OUTPUT, SPEED . . . . . . . 14-63
CONTROLS AND OPERATION,
AUTOMATIC TRANSMISSION . . . . . . . . . . . 21-88

Description

Group-Page

CONTROLS, EVAPORATIVE EMISSION . . . . . 25-5


CONTROLS, EXHAUST EMISSION . . . . . . . . 25-10
CONTROLS, OVERDRIVE FOURTH GEAR
ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . 21-93
CONTROLS, TRANSMISSION HYDRAULIC . 21-88
CONTROLSPCM INPUT, AIR
CONDITIONING (A/C) . . . . . . . . . . . . . 14-23,14-56
CONVERSION FORMULAS AND
EQUIVALENT VALUES . . . . . . . . . . . . . . . . Intro.-8
CONVERSION, METRIC . . . . . . . . . . . . . . Intro.-10
CONVERSION, METRIC AND ENGLISH/
SAE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro.-8
CONVERTER - OVERDRIVE REMOVAL/
INSTALLATION, TRANSMISSION - . . . . . . . 21-137
CONVERTER, CATALYTIC . . . . . . . . . . . . 11-1,11-4
CONVERTER CLUTCH CONTROL . . . . . . . . . 21-90
CONVERTER CLUTCH DIAGNOSIS . 21-112,21-113
,21-114
CONVERTER DRAINBACK CHECK VALVE
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 21-134
CONVERTER DRAINBACK VALVE . . . . . . . . . 21-89
CONVERTER HOUSING FLUID LEAK
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . 21-97
CONVERTER STALL TEST . . . . . . . . . . . . . . 21-96
CONVERTER, TORQUE . . . . . . . . . . . . . . . . . 21-82
CONVERTER-DRIVE PLATE-RING GEAR
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 21-140
COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
COOLANT CAPACITIES . . . . . . . . . . . . . . . . . 7-48
COOLANT RESERVE/OVERFLOW SYSTEM . . . . 7-27
COOLANT ROUTING, SYSTEM . . . . . . . . . . . . . 7-2
COOLANT TEMPERATURE SENSOR,
ENGINE; EMISSION CONTROL
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 25-18
COOLANT TEMPERATURE SENSOR,
ENGINE; FUEL SYSTEM . . . . . . . . . . . 14-44,14-84
COOLANT TEMPERATURE SENSOR,
ENGINE; FUEL/IGNITION . . . . . . . . . . . . . 8W-30-4
COOLANT TEMPERATURE SENSOR,
ENGINE; FUEL/IGNITION3.9L AND
5.2L ENGINES . . . . . . . . . . . . . . . . . . . . . 8W-30-9
COOLANT TEMPERATURE SENSOR,
ENGINE; IGNITION SYSTEMS . . . . . . . 8D-20,8D-4
COOLANT TEMPERATURE SENSOR TEST,
ENGINE; FUEL SYSTEM . . . . . . . . . . . . . . . . 14-70
COOLANT TEMPERATURE SENSOR TEST,
ENGINE; IGNITION SYSTEMS . . . . . . . . . . . . 8D-8
COOLANT TEMPERATURE SENSOR
PCM INPUT, ENGINE . . . . . . . . . . . . . 14-23,14-58
COOLER FLOW TESTING,
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-134
COOLER LINE AND FITTING SERVICE,
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-133
COOLER REPLACEMENT, TRANSMISSION . 21-136
COOLER REVERSE FLUSHING,
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-135
COOLERS, AUTOMATIC TRANSMISSION
OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
COOLING FAN RELAYPCM OUTPUT,
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 14-28
COOLING SYSTEM; COOLING SYSTEM . . . . . . 7-1
COOLING SYSTEM; HEATING AND AIR
CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . 24-4
COOLING SYSTEM CLEANING/REVERSE
FLUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
COOLING SYSTEM COMPONENTS . . . . . . . . . 7-2
COOLING SYSTEM DIAGNOSIS . . . 7-5,7-10,7-11,
7-6,7-7,7-8,7-9
COOLING SYSTEM, DRAINING . . . . . . . . . . . 7-24
COOLING SYSTEM, ENGINE . . . . . . . . . . . . . 0-16
COOLING SYSTEM FAN2.5L
4-CYLINDER ENGINE . . . . . . . . . . . . . . . . . . . 7-33
COOLING SYSTEM FAN3.9L/5.2L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
COOLING SYSTEM FOR LEAKS, TESTING . . . 7-25
COOLING SYSTEM HOSES . . . . . . . . . . . . . . 7-32
COOLING SYSTEM, REFILLING . . . . . . . . . . . 7-24
CORE, HEATER . . . . . . . . . . . . . . . . . . . . . . 24-26
CORE PLUGS, ENGINE . . . . . . . . . . . . . . . . . 9-38
COUPLER SHAFT, INTERMEDIATE . . . 19-31,19-33
COURTESY LAMP AND IGNITION
SWITCH LAMP . . . . . . . . . . . . . . . . . . . . 8W-44-1
COURTESY LAMPS, READING . . . . . . . . . . . 8C-1
COVER AND DISC INSTALLATION,
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
COVER AND DISC REMOVAL, CLUTCH . . . . . 6-10
COVER AND DISC RUNOUT, CLUTCH . . . . . . . 6-4
COVER, CYLINDER HEAD . . . . . . . . . . . 9-54,9-86

Description

Group-Page

COVER REPLACEMENT, PITMAN SHAFT


AND SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . 19-24
COVER, TIMING CHAIN . . . . . . . . . . . . . 9-61,9-93
COWL GRILLE AND SCREEN . . . . . . . . . . . . . 23-7
CRANKCASE BREATHER/FILTER2.5L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-8
CRANKCASE BREATHER/FILTER3.9L/
5.2L ENGINES . . . . . . . . . . . . . . . . . . . . . . . . 25-9
CRANKCASE VENTILATION (PCV)
SYSTEM, POSITIVE . . . . . . . . . . . . . . . . . . . . 25-6
CRANKCASE VENTILATION SYSTEMS . . . . . . 0-17
CRANKSHAFT . . . . . . . . . . . . . . . . . . . 9-104,9-72
CRANKSHAFT AND INTERMEDIATE
SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
CRANKSHAFT AND INTERMEDIATE
SHAFTS TIMING PROCEDURE,
CAMSHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
CRANKSHAFT MAIN BEARINGS . . . . . 9-105,9-74
CRANKSHAFT OIL SEAL REPLACEMENT,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . 9-63,9-95
CRANKSHAFT OIL SEALS SERVICE . . . . . . . . 9-29
CRANKSHAFT POSITION SENSOR; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-84
CRANKSHAFT POSITION SENSOR;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-9
CRANKSHAFT POSITION SENSOR;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . 8D-19
CRANKSHAFT POSITION SENSOR TEST;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 14-72
CRANKSHAFT POSITION SENSOR TEST;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . . 8D-7
CRANKSHAFT POSITION SENSOR3.9L/
5.2L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 8D-2
CRANKSHAFT POSITION SENSORPCM
INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-58
CRANKSHAFT REAR OIL SEALS . . . . . 9-106,9-74
CRANKSHAFT SERVICE . . . . . . . . . . . . . . . . . 9-30
CROSSMEMBER, DRIVE SHAFT CENTER
BEARING SUPPORT . . . . . . . . . . . . . . . . . . . 13-35
CUP HOLDER ASSEMBLY REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-21
CUT-OFF SWITCH, HIGH-PRESSURE . . . . . . 24-13
CV DRIVE SHAFT . . . . . . . . . . . . . . . . . 2-23,2-47
CV JOINT, INNER . . . . . . . . . . . . . . . . . . . . . . 2-24
CV JOINT, OUTER . . . . . . . . . . . . . . . . . . . . . 2-26
CYCLING SWITCH, AIR CONDITIONING . . . 24-13
CYLINDER BLEEDING, MASTER . . . . . . . . . . 5-13
CYLINDER BLOCK . . . . . . . . . . . . . . . . 9-108,9-76
CYLINDER BLOCK, PISTON AND
CONNECTING ROD ASSEMBLY
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
CYLINDER BORES, HONING . . . . . . . . . . . . . . 9-2
CYLINDER, CLUTCH MASTER . . . . . . . . . . . . 0-20
CYLINDER COMBUSTION PRESSURE
LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . 9-6
CYLINDER COMPRESSION PRESSURE
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
CYLINDER ENGINE, PUMP
REPLACEMENT 4 . . . . . . . . . . . . . . . . . . . 19-13
CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . . . 9-24
CYLINDER HEAD AND VALVE ASSEMBLY
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
CYLINDER HEAD COMPONENTSINVEHICLE SERVICE . . . . . . . . . . . . . . . . . . . . . 9-21
CYLINDER HEAD COVER . . . . . . . . . . . . 9-54,9-86
CYLINDER HEAD GASKET FAILURE
DIAGNOSIS, ENGINE . . . . . . . . . . . . . . . . . . . . 9-5
CYLINDER HEADS . . . . . . . . . . . . . . . . . 9-55,9-87
CYLINDER INSTALLATION, MASTER . . . . . . . 5-14
CYLINDER INSTALLATION, WHEEL . . . . . . . . 5-24
CYLINDER, KEY LOCK . . . . . . . . . . . . . . . . . 23-27
CYLINDER OVERHAUL, WHEEL . . . . . . . . . . . 5-24
CYLINDER REMOVAL, MASTER . . . . . . . . . . 5-13
CYLINDER REMOVAL, WHEEL . . . . . . . . . . . 5-24
CYLINDER RESERVOIR REPLACEMENT,
MASTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
CYLINDER SERVICE, IGNITION SWITCH
AND KEY . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-27
CYLINDER SERVICE, POWER ANGLING . . . 13-16
CYLINDERBRAKE FLUID
BRAKELINES, MASTER . . . . . . . . . . . . . . . . . 5-12
CYLINDER/POWER BOOSTER TEST,
MASTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
D FIRST GEAR (BREAKAWAY),
HYDRAULIC FLOW IN . . . . . . . . . . . . . . . . 21-118
D FOURTH GEAR (CONVERTER CLUTCH
APPLIED), HYDRAULIC FLOW IN . . . . . . . 21-122

INDEX

Description

Group-Page

D FOURTH GEAR (CONVERTER CLUTCH


NOT APPLIED), HYDRAULIC FLOW IN . . . 21-121
D SECOND GEAR, HYDRAULIC FLOW IN . 21-119
D THIRD GEAR, HYDRAULIC FLOW IN . . . 21-120
DAMAGED OR WORN THREADS, REPAIR . . . . 9-4
DAMPER, VIBRATION . . . . . . . . . . . . . . 9-60,9-92
DATA LINK CONNECTOR; ANTI-LOCK
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-32-4
DATA LINK CONNECTOR;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-5
DATA LINK CONNECTOR; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . 8W-30-11
DATA LINK CONNECTOR, ABS . . . . . . . . 8W-32-2
DATA LINK CONNECTOR, AIRBAG . . . . . 8W-43-1
DATA LINK CONNECTORPCM INPUT
AND OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . 14-57
DAY/NIGHT MIRROR . . . . . . . . . . . . . . . . 8W-44-2
DAY/NIGHT MIRROR, AUTOMATIC . . . . 8T-1,8T-2
DAY/NIGHT MIRROR REMOVE/INSTALL,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . 8T-3
DAYTIME RUNNING LAMP (DRL)
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-2
DAYTIME RUNNING LIGHT MODULE
(DRLM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-12
DECALS, BODY MOULDINGS,
NAMEPLATES . . . . . . . . . . . . . . . . . . . . . . . 23-10
DECODING, BODY CODE PLATE . . . . . . . . Intro.-3
DECODING, VEHICLE IDENTIFICATION
NUMBER (VIN) . . . . . . . . . . . . . . . . . . . . . Intro.-2
DEFLECTOR4WD VEHICLES, ENGINE
SPLASH SHIELD/AIR. . . . . . . . . . . . . . . . . . . 13-34
DELAY RELAY, TIME . . . . . . . . . . . . . . . . 8W-44-1
DELIVERY SYSTEM, FUEL . . . . . . . . . . . . . . . 14-3
DEMAGNETIZING, COMPASS . . . . . . . . . . . . 8C-5
DEPTH MEASUREMENT AND
ADJUSTMENT WITH GAUGE SET,
PINION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
DEPTH VARIANCE, PINION GEAR; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-42
DEPTH VARIANCE, PINION GEAR; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-24
DESCRIPTION AND OPERATION, SYSTEM . . 13-3
DESCRIPTION, TRANSMISSION . . . . . . . . . 21-82
DESCRIPTION/SYSTEM OPERATION
2.5L ENGINE, SINGLE-PORT FUEL
INJECTIONCOMPONENT . . . . . . . . . . . . . 14-21
DESCRIPTION/SYSTEM OPERATION
3.9L/5.2L ENGINE, MULTI-PORT FUEL
INJECTION (MFI)COMPONENT . . . . . . . . 14-52
DESCRIPTIONTORQUE . . . . . . . . . . . . . . . . 22-12
DESIGNATIONS, LABELS/PLATES/
DECALS, CODES AND DIMENSIONS/
WEIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . Intro.-1
DESIGNATIONS, VEHICLE . . . . . . . . . . . . . Intro.-1
DESIGNATIONS, VEHICLE CODE . . . . . . . . Intro.-1
DEVICES, ELECTROSTATIC DISCHARGE
(ESD) SENSITIVE . . . . . . . . . . . . . . . . . . 8W-01-2
DIAGNOSING PARKING BRAKE
PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
DIAGNOSING SERVICE BRAKE
PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
DIAGNOSIS; AUDIO SYSTEMS . . . . . . . . . . . 8F-2
DIAGNOSIS; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . 8A-10,
8A-11,8A-17,8A-3
DIAGNOSIS; CHIME/BUZZER WARNING
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8U-2
DIAGNOSIS; COOLING SYSTEM . . . . . . . . . . . 7-3
DIAGNOSIS; HORN . . . . . . . . . . . . . . . . . . . . 8G-2
DIAGNOSIS; INSTRUMENT PANEL AND
GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-4
DIAGNOSIS; OVERHEAD CONSOLE . . . . . . . . 8C-2
DIAGNOSIS; POWER LOCKS . . . . . . . . . . . . . 8P-1
DIAGNOSIS; POWER MIRRORS . . . . . . . . . . 8T-2
DIAGNOSIS; POWER WINDOWS . . . . . . . . . . 8S-1
DIAGNOSIS; RESTRAINT SYSTEMS . . . . . . . 8M-2
DIAGNOSIS; TURN SIGNAL AND HAZARD
WARNING SYSTEMS . . . . . . . . . . . . . . . . . . . 8J-2
DIAGNOSIS; VEHICLE SPEED CONTROL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-3
DIAGNOSIS; WIPER AND WASHER
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8K-3
DIAGNOSIS, ABS/RWAL CONTROL
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
DIAGNOSIS AND TESTING, AUTOMATIC
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-91
DIAGNOSIS AND TESTS, SNOW PLOW
MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . 13-4

Description

Group-Page

DIAGNOSIS, ANTILOCK BRAKE SYSTEM . . . . 5-8


DIAGNOSIS, ANTILOCK VALVE SERVICE . . . . . 5-9
DIAGNOSIS, AXLE NOISE/VIBRATION . . . . . . . 3-8
DIAGNOSIS, BATTERY . . . . . . . . . . . . . . . . . . 8A-5
DIAGNOSIS, BELT . . . . . . . . . . . . . . . . . . . . . 7-39
DIAGNOSIS, CHARGING SYSTEM . . . . . . . . 8A-18
DIAGNOSIS CHART 1 . . . . . . . . . . . . . . . . . . 8H-4
DIAGNOSIS CHART 2 . . . . . . . . . . . . . . . . . . 8H-5
DIAGNOSIS CHART, RADIO . . . . . . . . . . . . . . 8F-3
DIAGNOSIS CHARTS . . . . . . . . . . . . . . . . . 21-100
DIAGNOSIS CHARTS, INSPECTION . . . . . . . . . 6-4
DIAGNOSIS, CLUTCH . . . . . . . . . . . . . . . . . . . 6-3
DIAGNOSIS, COMPASS/THERMOMETER . . . . 8C-3
DIAGNOSIS, COMPRESSOR AND
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-14
DIAGNOSIS (CONT.), COOLING SYSTEM . . . 7-10,
7-11,7-6,7-7,7-8,7-9
DIAGNOSIS (CONTD), SERVICE; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-22
DIAGNOSIS (CONTD), SERVICE; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-11
DIAGNOSIS, CONVERTER CLUTCH . . . . . . 21-112,
21-113,21-114
DIAGNOSIS, CONVERTER HOUSING
FLUID LEAK . . . . . . . . . . . . . . . . . . . . . . . . . 21-97
DIAGNOSIS, COOLING SYSTEM . . . . . . . . . . . 7-5
DIAGNOSIS, ENGINE . . . . . . . . . . . . . . . . . . . . 9-5
DIAGNOSIS, ENGINE CYLINDER HEAD
GASKET FAILURE. . . . . . . . . . . . . . . . . . . . . . . . 9-5
DIAGNOSIS, EXHAUST SYSTEM . . . . . . . . . . 11-2
DIAGNOSIS, FOG/OFF ROAD LAMP . . . . . . . . 8L-3
DIAGNOSIS, GEAR LEAKAGE . . . . . . . . . . . . 19-11
DIAGNOSIS, HEADLAMP . . . . . . . . . . . . . . . . 8L-2
DIAGNOSIS, HEATER A/C CONTROL
SYSTEM VACUUM . . . . . . . . . . . . . . . . . . . . 24-10
DIAGNOSIS, IGNITION SECONDARY
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-9
DIAGNOSIS, INTAKE MANIFOLD
LEAKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
DIAGNOSIS (MECHANICAL), HEATER . . . . . . 24-9
DIAGNOSIS, NOISE . . . . . . . . . . . . . . . . . . . . 3-30
DIAGNOSIS, NP231 SERVICE . . . . . . . . . . 21-263
DIAGNOSIS, OVERDRIVE . . 21-109,21-110,21-111
DIAGNOSIS, POWER STEERING SYSTEM . . 19-3,
19-4,19-5,19-6,19-7,19-8,19-9
DIAGNOSIS, PRELIMINARY . . . . . . . . . . . . . 21-91
DIAGNOSIS, PRESSURE . . . . . . . . . . . . . . . . 24-8
DIAGNOSIS PROCEDURES . . . . . . . . . . . . 5-3,5-8
DIAGNOSIS, PUMP LEAKAGE . . . . . . . . . . . 19-10
DIAGNOSIS, SERVICE; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . 2-19,2-21
DIAGNOSIS, SERVICE; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-10
DIAGNOSIS, SERVICE BRAKE . . . . . . . . . . . . . 5-3
DIAGNOSIS, SNOW PLOW . . . . . . . . . . . . . . 13-9
DIAGNOSIS, SPRING AND SHOCK . . . . . . . . . 3-4
DIAGNOSIS, SPRING AND SHOCK
ABSORBER . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
DIAGNOSIS, STARTING SYSTEM . . . . . . . . 8A-14
DIAGNOSIS, SUSPENSION AND
STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . 2-5
DIAGNOSIS, THERMOMETER . . . . . . . . . . . . 8C-4
DIAGNOSIS, TRANSMISSION; NV3500
MANUAL TRANSMISSION . . . . . . 21-101,21-102,
21-103,21-104,21-105,21-106,21-107,21-108,21-41
DIAGNOSIS, TRANSMISSION;
TRANSMISSION AND TRANSFER CASE . . . . 21-3
DIAGNOSIS, VIBRATION . . . . . . . . . . 22-10,22-11
DIAGNOSIS, WIPER/WASHER . . . . . . . . . . . . 8K-4
DIAGNOSIS2.5L 4-CYLINDER ENGINE,
SERPENTINE DRIVE BELT . . . . . . . . . . . . . . . 7-40
DIAGNOSIS2.5L 4-CYLINDER ENGINE,
V-BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
DIAGNOSIS2.5L 4-CYLINDER
ENGINECONTINUED, SERPENTINE
DRIVE BELT . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
DIAGNOSIS2.5L ENGINE, SINGLEPORT FUEL INJECTIONGENERAL . . . . . . 14-32
DIAGNOSIS3.9L/5.2L ENGINE,
MULTI-PORT FUEL INJECTION
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-67
DIAGNOSIS3.9L/5.2L ENGINES,
SERPENTINE DRIVE BELT . . . . . . . . . . . . . . . 7-42
DIAGNOSISLUBRICATION, SERVICE . . . . . 9-10
DIAGNOSISMECHANICAL, SERVICE . . . . . . 9-9
DIAGNOSISPERFORMANCE, SERVICE . . . . . 9-8
DIAGNOSISVEHICLE RUNS ROUGH
AND/OR HAS A MISS, INJECTOR . . . . . . . . 14-77

Description

Group-Page

DIAGNOSIS/PROCEDURES, SERVICE . . . . . . 16-3


DIAGNOSTIC CONNECTOR LOCATION,
ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
DIAGNOSTIC CONNECTOR LOCATION,
RWAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
DIAGNOSTIC FAULT FLASH CODES,
RWAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
DIAGNOSTIC PROCEDURES . . . . . . . . . . . . . 8L-1
DIAGNOSTIC SYSTEM, USING
ON-BOARD; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . 8A-21
DIAGNOSTIC SYSTEM, USING
ON-BOARD; VEHICLE SPEED CONTROL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-3
DIAGNOSTIC TROUBLE CODE (DTC) . 14-39,14-79
DIAGNOSTIC TROUBLE CODE,
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . 8A-21
DIAGNOSTIC TROUBLE CODE, SPEED
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-6
DIAGNOSTICS (OBD), ON-BOARD;
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . 7-3
DIAGNOSTICS (OBD), ON-BOARD; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14-36,14-76
DIAGNOSTICS, ON-BOARD; EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . 25-1
DIAGNOSTICS, ON-BOARD; IGNITION
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-16
DIAGNOSTICS/SERVICE PROCEDURES . . . . . 8D-6
DIAGRAM INDEX; AIR CONDITIONING/
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-3
DIAGRAM INDEX; AIRBAG SYSTEM . . . . 8W-43-1
DIAGRAM INDEX; ANTI-LOCK BRAKES . 8W-32-3,
8W-32-4
DIAGRAM INDEX; FRONT LIGHTING . . . . 8W-50-2
DIAGRAM INDEX; FUEL/IGNITION . . . . . 8W-30-5
DIAGRAM INDEX; FUEL/IGNITION3.9L
AND 5.2L ENGINES . . . . . . . . . . . . . . . . 8W-30-11
DIAGRAM INDEX; FUSE BLOCK . . . . . . . 8W-10-1
DIAGRAM INDEX; GROUND
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . 8W-15-1
DIAGRAM INDEX; HORN/CIGAR LIGHTER . 8W-41-1
DIAGRAM INDEX; INSTRUMENT
CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-3
DIAGRAM INDEX; INTERIOR LIGHTING . 8W-44-2
DIAGRAM INDEX; OVERHEAD CONSOLE . 8W-49-1
DIAGRAM INDEX; POWER
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . 8W-11-1
DIAGRAM INDEX; POWER
DOOR LOCKS . . . . . . . . . . . . . . . . . . . . . 8W-61-1
DIAGRAM INDEX; POWER MIRRORS . . . 8W-62-1
DIAGRAM INDEX; POWER WINDOWS . . 8W-60-1
DIAGRAM INDEX; REAR LIGHTING . . . . . 8W-51-2
DIAGRAM INDEX; TRAILER TOW . . . . . . 8W-54-1
DIAGRAM INDEX; TRANSMISSION
CONTROLS . . . . . . . . . . . . . . . . . . . . . . . 8W-31-1
DIAGRAM INDEX; TURN SIGNALS . . . . . 8W-52-1
DIAGRAM INDEX; VEHICLE SPEED
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-1
DIAGRAM INDEX; WIPERS . . . . . . . . . . . 8W-53-2
DIAGRAM INDEX2.5L; CHARGING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-1
DIAGRAM INDEX2.5L; STARTING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2
DIAGRAM INDEX3.9L/5.2L; CHARGING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-1
DIAGRAM INDEX3.9L/5.2L; STARTING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2
DIAGRAMS, SNOW PLOW WIRING . . . . . . . . 13-4
DIAPHRAGM2.5L ENGINE, VACUUM . . . . 25-21
DIFFERENTIAL AND PINION
MEASUREMENT WITH GAUGE SET
C-3715-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40
DIFFERENTIAL CASE REMOVAL . . . . . . . . . . 2-37
DIFFERENTIAL, LIMITED SLIP . . . . . . . . . . . . . 3-9
DIFFERENTIAL OVERHAUL . . . . . . . . . . . . . . 3-31
DIFFERENTIAL SERVICE . . . . . . . . . . . . . . . . 3-19
DIFFERENTIAL, TRAC-LOC . . . . . . . . . . . . . . 3-30
DIMENSIONS, FRAME . . . . . . . . . . . . . . . . . 13-21
DIMENSIONS, VEHICLE . . . . . . . . . . . . . . . Intro.-3
DIMENSIONS, VEHICLE EXTERIOR . . . . . . Intro.-4
DIMENSIONS/WEIGHTS, DESIGNATIONS,
LABELS/PLATES/DECALS, CODES . . . . . . . Intro.-1
DIODE REPLACEMENT . . . . . . . . . . . . . . 8W-01-8
DIRECT CLUTCH AND GEARTRAIN
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 21-250
DISASSEMBLY AND OVERHAUL,
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . 21-267

INDEX
Description

Group-Page

DISASSEMBLY AND OVERHAUL,


TRANSMISSION; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-45
DISASSEMBLY AND OVERHAUL,
TRANSMISSION; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-8
DISASSEMBLY, CALIPER . . . . . . . . . . . . 5-30,5-37
DISASSEMBLY INFORMATION, GEAR . . . . . 19-22
DISASSEMBLY, OVERDRIVE GEARTRAIN . 21-240
DISASSEMBLY, OVERDRIVE UNIT . . . . . . . 21-238
DISASSEMBLY, TRANSMISSION . . 21-147,21-193
DISC APPLICATION, CLUTCH . . . . . . . . . . . . . 6-1
DISC BRAKE ROTOR SERVICE . . . . . . . . . . . 5-41
DISC BRAKES2-WHEEL DRIVE . . . . . . . . . 5-27
DISC BRAKES4-WHEEL DRIVE . . . . . . . . . 5-34
DISC INSTALLATION, CLUTCH COVER . . . . . 6-10
DISC REMOVAL, CLUTCH COVER . . . . . . . . . 6-10
DISC RUNOUT, CLUTCH COVER . . . . . . . . . . . 6-4
DISCHARGE (ESD) SENSITIVE DEVICES,
ELECTROSTATIC . . . . . . . . . . . . . . . . . . . 8W-01-2
DISPLAY, ABS/RWAL WARNING LIGHT . . . . . . 5-9
DISPLAY SYMBOLS, INTERNATIONAL
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . Intro.-7
DISPLAY SYMBOLS, INTERNATIONAL
VEHICLE CONTROL . . . . . . . . . . . . . . . . . . Intro.-3
DISTRIBUTION DUCTS, AIR . . . . . . . . . . . . 24-21
DISTRIBUTION, VEHICLE LOADING AND
WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
DISTRIBUTOR . . . . . . . . . . . . . . . . . . . . . . . . 9-97
DISTRIBUTOR BUSHING . . . . . . . . . . . . . . . . 9-64
DISTRIBUTOR CAP . . . . . . . . . . . . . . . . . . . . 8D-7
DISTRIBUTOR CAP AND ROTOR,
IGNITION CABLES . . . . . . . . . . . . . . . . . . . . . 0-18
DISTRIBUTOR PICK-UP . . . . . . . . . . . . . 8W-30-3
DISTRIBUTOR ROTOR . . . . . . . . . . . . . . . . . 8D-7
DISTRIBUTOR2.5L ENGINE . . . . . . . . . . . 8D-20
DISTRIBUTOR3.9L/5.2L ENGINE . . . . . . . 8D-21
DISTRIBUTORS . . . . . . . . . . . . . . . . . . . . . . . 8D-3
DOME LAMP . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
DOOR ADJUSTMENT . . . . . . . . . . . . . . . . . . 23-23
DOOR AND NOZZLE/TUBES, FUEL FILLER . 23-15
DOOR, BLEND-AIR . . . . . . . . . . . . . . . . . . . 24-26
DOOR, COMPLETE . . . . . . . . . . . . . . . . . . . . 23-25
DOOR HANDLE, INSIDE . . . . . . . . . . . . . . . . 23-29
DOOR HANDLE, OUTSIDE . . . . . . . . . . . . . . 23-27
DOOR JAMB SWITCH, DRIVERS . . . . . 8U-1,8U-2
DOOR LATCH . . . . . . . . . . . . . . . . . . . . . . . . 23-28
DOOR LATCH LINKAGE . . . . . . . . . . . . . . . . 23-28
DOOR LATCH STRIKER . . . . . . . . . . . . . . . . 23-29
DOOR LOCK MOTOR, POWER . . . . . . . . . . . 23-29
DOOR LOCKS, POWER . . . . . . . . . . . . . . 8W-61-1
DOOR OPENER STORAGE
COMPARTMENT DOOR REMOVE/
INSTALL, GARAGE . . . . . . . . . . . . . . . . . . . . . 8C-8
DOOR OPENER STORAGE, REMOTE
GARAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-1
DOOR REMOVE/INSTALL, GARAGE DOOR
OPENER STORAGE COMPARTMENT . . . . . . . 8C-8
DOOR TRIM PANEL/WATERDAM/NOISE
INSULATOR . . . . . . . . . . . . . . . . . . . . . . . . . 23-24
DOOR VACUUM ACTUATOR, MODE . . . . . . 24-20
DOOR WEATHERSTRIP SEALS, WINDOW
GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-29
DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-23
DOUBLE CARDAN (CV) . . . . . . . . . . . . . . . . 16-11
DRAIN AND FILL PLUG LOCATIONS . . . . . . 21-40
DRAINBACK CHECK VALVE SERVICE,
CONVERTER . . . . . . . . . . . . . . . . . . . . . . . 21-134
DRAINBACK VALVE, CONVERTER . . . . . . . . 21-89
DRAINING COOLING SYSTEM . . . . . . . . . . . . 7-24
DRAW FUSE, IGNITION-OFF . . . . . . . . . . . . . 8F-1
DRAW, IGNITION-OFF . . . . . . . . . . . . . . . . . 8A-10
DRB SCAN TOOL; COOLING SYSTEM . . . . . . . 7-4
DRB SCAN TOOL; EMISSION CONTROL
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-3
DRB SCAN TOOL; FUEL SYSTEM . . . 14-39,14-79
DRB SCAN TOOL; IGNITION SYSTEMS . . . . 8D-8
DRIVE AXLE ASSEMBLY REPLACEMENT;
FRONT SUSPENSION AND AXLE . . . . . . . . . . 2-31
DRIVE AXLE ASSEMBLY REPLACEMENT;
REAR SUSPENSION AND AXLES . . . . . . . . . . 3-12
DRIVE AXLE, FRONT . . . . . . . . . . . . . . . . . . . . 2-2
DRIVE BELT, ACCESSORY . . . . . . . . . . . . . . . 0-19
DRIVE BELT, COMPRESSOR . . . . . . . . . . . . 24-14
DRIVE BELT DIAGNOSIS2.5L
4-CYLINDER ENGINE, SERPENTINE . . . . . . . 7-40

Description

Group-Page

DRIVE BELT DIAGNOSIS2.5L


4-CYLINDER ENGINECONTINUED,
SERPENTINE . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
DRIVE BELT DIAGNOSIS3.9L/5.2L
ENGINES, SERPENTINE . . . . . . . . . . . . . . . . . 7-42
DRIVE BELT TENSION, ACCESSORY . . . . . . . 7-48
DRIVE BELTS, ENGINE ACCESSORY . . . . . . . 7-39
DRIVE, DISC BRAKES2-WHEEL . . . . . . . . . 5-27
DRIVE, DISC BRAKES4-WHEEL . . . . . . . . . 5-34
DRIVE INDICATOR LAMP SWITCH,
FOUR-WHEEL . . . . . . . . . . . . . . . . . . . . . 8W-31-1
DRIVE MODULES REMOVE/INSTALL,
LOW FUEL AND TACHOMETER . . . . . . . . . . 8E-16
DRIVE, OVERDRIVE UNIT
INSTALLATION2-WHEEL . . . . . . . . . . . . 21-144
DRIVE, OVERDRIVE UNIT
INSTALLATION4-WHEEL . . . . . . . . . . . . 21-145
DRIVE, OVERDRIVE UNIT REMOVAL2WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-143
DRIVE, OVERDRIVE UNIT REMOVAL4WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-145
DRIVE PULLEY REPLACEMENT . . . . . . . . . . 19-15
DRIVE SHAFT CENTER BEARING
SUPPORT CROSSMEMBER . . . . . . . . . . . . . 13-35
DRIVE SHAFT, CV . . . . . . . . . . . . . . . . . 2-23,2-47
DRIVE SHAFTS . . . . . . . . . . . . . . . . . . . . . . . 0-23
DRIVE SWITCH SENSE, FOUR-WHEEL . 8W-32-2,
8W-32-4
DRIVE, TRANSMISSION INSTALLATION
2-WHEEL; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-140
DRIVE, TRANSMISSION INSTALLATION
2-WHEEL; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-6
DRIVE, TRANSMISSION INSTALLATION
4-WHEEL; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-142
DRIVE, TRANSMISSION INSTALLATION
4-WHEEL; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-7
DRIVE, TRANSMISSION REMOVAL2WHEEL; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-137
DRIVE, TRANSMISSION REMOVAL2WHEEL; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-4
DRIVE, TRANSMISSION REMOVAL4WHEEL; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-139
DRIVE, TRANSMISSION REMOVAL4WHEEL; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-5
DRIVELINE SNAP; FRONT SUSPENSION
AND AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
DRIVELINE SNAP; REAR SUSPENSION
AND AXLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
DRIVELINE VIBRATION . . . . . . . . . . . . . . . . . 16-3
DRIVE3.9L/5.2L ENGINE, VISCOUS
FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
DRIVERS DOOR JAMB SWITCH . . . . . 8U-1,8U-2
DRIVERS SEAT BELT SWITCH . . . . . . . . . . . 8U-1
DRIVER9S SEAT BELT SWITCH . . . . . . . . . . . 8U-3
DRIVETRAIN . . . . . . . . . . . . . . . . . . . . . . . . . 0-20
DRUM AND REAR BAND SERVICE,
LOW-REVERSE . . . . . . . . . . . . . . . . . . . . . 21-201
DRUM BRAKE ADJUSTMENT, REAR . . . . . . . 5-24
DRUM BRAKES . . . . . . . . . . . . . . . . . . . . . . . 5-20
DRUM INSTALLATION, BRAKE . . . . . . . . . . . 5-23
DRUM REFINISH LIMITS, BRAKE . . . . . . . . . 5-22
DRUM REFINISHING, BRAKE . . . . . . . . . . . . 5-22
DRUM REMOVAL, BRAKE . . . . . . . . . . . . . . . 5-20
DRUM RUNOUT, BRAKE . . . . . . . . . . . . . . . . 5-23
DRUMOVERDRIVE PISTON RETAINER
INSPECTION AND OVERHAUL,
OVERRUNNING CLUTCHLOWREVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . 21-154
DUCTS, AIR DISTRIBUTION . . . . . . . . . . . . 24-21
EFFECT PICK-UP2.5L ENGINE, HALL . . . 8D-23,
8D-4
EFFECTS OF INCORRECT FLUID LEVEL . . . . 21-92
EGR (EXHAUST GAS RECIRCULATION)
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 25-11
EGR (EXHAUST GAS RECIRCULATION)
VALVE CONTROL SOLENOIDPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-62
EGR SOLENOID; FUEL/IGNITION . . . . . . . 8W-30-4
EGR SOLENOID; FUEL/IGNITION3.9L
AND 5.2L ENGINES . . . . . . . . . . . . . . . . 8W-30-10

Description

Group-Page

EGR SOLENOID2.5L ENGINE . . . . . . . . . . 25-20


EGR SOLENOIDPCM OUTPUT . . . . . . . . . 14-26
EGR TUBE2.5L ENGINE . . . . . . . . . . . . . . 25-19
EGR TUBE3.9L/5.2L ENGINE . . . . . . . . . . 25-19
EGR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . 25-18
EGR VALVE CONTROL . . . . . . . . . . . . . . . . . 25-20
ELECTRICAL CONTROLS, OVERDRIVE
FOURTH GEAR . . . . . . . . . . . . . . . . . . . . . . . 21-93
ELECTRONIC CONTROL MODULE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 5-48
ELECTRONIC CONTROL MODULE
INSTALLATION, ABS . . . . . . . . . . . . . . . . . . . 5-59
ELECTRONIC CONTROL MODULE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
ELECTRONIC CONTROL MODULE
REMOVAL, ABS . . . . . . . . . . . . . . . . . . . . . . . 5-59
ELECTROSTATIC DISCHARGE (ESD)
SENSITIVE DEVICES . . . . . . . . . . . . . . . . 8W-01-2
ELEMENT, AIR CLEANER; EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . 25-18
ELEMENT, AIR CLEANER; FUEL SYSTEM . . 14-43,
14-84
ELEMENT, AIR CLEANER; LUBRICATION
AND MAINTENANCE . . . . . . . . . . . . . . . . . . . 0-17
ELEMENT TEST, OXYGEN (O2S) SENSOR
HEATING . . . . . . . . . . . . . . . . . . . . . . 14-35,14-72
ELEMENTS REMOVE/INSTALL, WIPER
BLADES OR . . . . . . . . . . . . . . . . . . . . . . . . . . 8K-7
EMISSION CONTROL INFORMATION
LABEL, TYPICAL VEHICLE . . . . . . . . . . . . . . . 25-2
EMISSION CONTROL INFORMATION
(VECI) LABEL, VEHICLE. . . . . . . . . . . . . . . . . . 25-1
EMISSION CONTROL SYSTEM . . . . . . . . . . . 0-19
EMISSION CONTROLS, EVAPORATIVE . . . . . 25-5
EMISSION CONTROLS, EXHAUST . . . . . . . . 25-10
EMR LAMPPCM OUTPUT . . . . . . . . . . . . 14-62
END CAP REMOVE/INSTALL, LOWER
LEFT INSTRUMENT PANEL . . . . . . . . . . . . . 8E-21
END PLUG, HOUSING . . . . . . . . . . . . . . . . . 19-24
END, TIE-ROD . . . . . . . . . . . . . . . . . . . . . . . 19-34
ENGAGEMENT, IMPROPER CLUTCH
RELEASE OR . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
ENGINE, 2.5L; ENGINE . . . . . . . . . . . . . . . . . 9-11
ENGINE, 2.5L; STARTING SYSTEM . . . . . 8W-21-1
ENGINE ACCESSORY DRIVE BELTS . . . . . . . 7-39
ENGINE, AIR CONDITIONING/HEATER
2.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-1
ENGINE AND TRANSMISSION/TRANSFER
CASE IDENTIFICATION . . . . . . . . . . . . . . . Intro.-3
ENGINE ASSEMBLY . . . . . . . . . . . . 9-14,9-53,9-85
ENGINE, AUTOMATIC BELT
TENSIONER3.9L/5.2L . . . . . . . . . . . . . . . . . 7-45
ENGINE BLOCK HEATERS . . . . . . . . . . . . . . . 7-47
ENGINE BREAK-IN . . . . . . . . . . . . . . . . . . . . . 0-14
ENGINE, CAMSHAFT POSITION
SENSOR3.9L/5.2L . . . . . . . . . . . . . . . . . . . 8D-2
ENGINE COMPONENT MARKINGS,
OVERSIZE AND UNDERSIZE . . . . . . . . 9-112,9-80
ENGINE COOLANT TEMPERATURE
SENSOR; EMISSION CONTROL
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 25-18
ENGINE COOLANT TEMPERATURE
SENSOR; FUEL SYSTEM . . . . . . . . . . 14-44,14-84
ENGINE COOLANT TEMPERATURE
SENSOR; FUEL/IGNITION . . . . . . . . . . . . 8W-30-4
ENGINE COOLANT TEMPERATURE
SENSOR; FUEL/IGNITION3.9L AND
5.2L ENGINES . . . . . . . . . . . . . . . . . . . . . 8W-30-9
ENGINE COOLANT TEMPERATURE
SENSOR; IGNITION SYSTEMS . . . . . . 8D-20,8D-4
ENGINE COOLANT TEMPERATURE
SENSOR TEST; FUEL SYSTEM . . . . . . . . . . 14-70
ENGINE COOLANT TEMPERATURE
SENSOR TEST; IGNITION SYSTEMS . . . . . . . 8D-8
ENGINE COOLANT TEMPERATURE
SENSORPCM INPUT . . . . . . . . . . . 14-23,14-58
ENGINE COOLING SYSTEM . . . . . . . . . . . . . . 0-16
ENGINE, COOLING SYSTEM FAN2.5L
4-CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
ENGINE, COOLING SYSTEM FAN3.9L/
5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
ENGINE CORE PLUGS . . . . . . . . . . . . . . . . . . 9-38
ENGINE, CRANKCASE BREATHER/
FILTER2.5L . . . . . . . . . . . . . . . . . . . . . . . . 25-8
ENGINE, CRANKSHAFT POSITION
SENSOR3.9L/5.2L . . . . . . . . . . . . . . . . . . . 8D-2
ENGINE CYLINDER HEAD GASKET
FAILURE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . 9-5

INDEX

Description

Group-Page

ENGINE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . 9-5


ENGINE, DISTRIBUTOR2.5L . . . . . . . . . . 8D-20
ENGINE, DISTRIBUTOR3.9L/5.2L . . . . . . 8D-21
ENGINE, EGR SOLENOID2.5L . . . . . . . . . 25-20
ENGINE, EGR TUBE2.5L . . . . . . . . . . . . . 25-19
ENGINE, EGR TUBE3.9L/5.2L . . . . . . . . . 25-19
ENGINE, ENGINE FIRING ORDER2.5L
4-CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . 8D-29
ENGINE, ENGINE FIRING ORDER3.9L
V-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-29
ENGINE, ENGINE FIRING ORDER5.2L
V-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-29
ENGINE, ENGINE VACUUM
SCHEMATIC2.5L 4-CYLINDER . . . . . . . . . . 25-3
ENGINE, EVAP CANISTER PURGE
SOLENOID2.5L . . . . . . . . . . . . . . . . . . . . . 25-21
ENGINE FIRING ORDER2.5L
4-CYLINDER ENGINE . . . . . . . . . . . . . . . . . 8D-29
ENGINE FIRING ORDER3.9L V-6
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-29
ENGINE FIRING ORDER5.2L V-8
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-29
ENGINE FRONT MOUNTS . . . . . . . 9-13,9-49,9-82
ENGINE, FUEL PRESSURE LEAK DOWN
TEST3.9L/5.2L . . . . . . . . . . . . . . . . . . . . . . 14-9
ENGINE, FUEL PUMP CAPACITY
TEST3.9L/5.2L . . . . . . . . . . . . . . . . . . . . . . 14-9
ENGINE, FUEL PUMP MODULE2.5L . . . . . 14-3
ENGINE, FUEL PUMP MODULE3.9L/
5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
ENGINE, FUEL SYSTEM PRESSURE
TEST2.5L . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
ENGINE, FUEL SYSTEM PRESSURE
TEST3.9L/5.2L . . . . . . . . . . . . . . . . . . . . . . 14-8
ENGINE, FUEL/IGNITION2.5L . . . . . . . . 8W-30-1
ENGINE, HALL EFFECT PICK-UP2.5L . . . 8D-23,
8D-4
ENGINE, HEATED INLET AIR SYSTEM
2.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-10
ENGINE, INTAKE / EXHAUST
MANIFOLDS2.5L . . . . . . . . . . . . . . . . . . . . 11-6
ENGINE, INTAKE MANIFOLD AIR
TEMPERATURE SENSOR3.9L/5.2L . . . . . . 8D-5
ENGINE LUBRICATION SYSTEM . . . . . . . . . . 9-39
ENGINE MAINTENANCE . . . . . . . . . . . . . . . . . 0-14
ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . 9-13
ENGINE, MULTI-PORT FUEL INJECTION
(MFI)COMPONENT DESCRIPTION/
SYSTEM OPERATION3.9L/5.2L . . . . . . . . 14-52
ENGINE, MULTI-PORT FUEL INJECTION
(MFI)COMPONENT REMOVAL/
INSTALLATION3.9L/5.2L . . . . . . . . . . . . . 14-83
ENGINE, MULTI-PORT FUEL
INJECTIONGENERAL DIAGNOSIS
3.9L/5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-67
ENGINE OIL . . . . . . . . . . . . . . . . . . . . . . . . . . 0-14
ENGINE OIL CHANGE AND FILTER
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . 0-15
ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . 9-7
ENGINE OIL PRESSURE, CHECKING . . . . . . . 9-44
ENGINE PERFORMANCE . . . . . . . . . . . . . . . . . 9-2
ENGINE, PUMP REPLACEMENT 4
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . 19-13
ENGINE REAR SUPPORT . . . . . . . . 9-13,9-51,9-84
ENGINE, SERPENTINE DRIVE BELT
DIAGNOSIS2.5L 4-CYLINDER . . . . . . . . . . 7-40
ENGINE SERVICE PROCEDURES, 3.9L . . . . . 9-49
ENGINE SERVICE PROCEDURES, 5.2L . . . . . 9-82
ENGINE, SINGLE-PORT FUEL
INJECTIONCOMPONENT
DESCRIPTION/SYSTEM OPERATION
2.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-21
ENGINE, SINGLE-PORT FUEL
INJECTIONCOMPONENT REMOVAL/
INSTALLATION2.5L . . . . . . . . . . . . . . . . . 14-43
ENGINE, SINGLE-PORT FUEL
INJECTIONGENERAL DIAGNOSIS
2.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-32
ENGINE SPECIFICATIONS . . . . . . 9-110,9-46,9-78,
9-111,9-112,9-47,9-79,9-80
ENGINE SPEEDPCM INPUT . . . . . . . . . . . 14-23
ENGINE SPLASH SHIELD/AIR
DEFLECTOR4WD VEHICLES . . . . . . . . . . 13-34
ENGINE, THERMAL VACUUM VALVE
(TVV)2.5L . . . . . . . . . . . . . . . . . . . . . . . . 25-22
ENGINE, THROTTLE BODY
TEMPERATURE SENSOR2.5L . . . . . . . . . . 8D-5
ENGINE, VACUUM DIAPHRAGM2.5L . . . . 25-21

Description

Group-Page

ENGINE VACUUM SCHEMATIC2.5L


4-CYLINDER ENGINE . . . . . . . . . . . . . . . . . . . 25-3
ENGINE VACUUM SCHEMATIC3.9L V-6
AND 5.2L V-8 ENGINES . . . . . . . . . . . . . . . . . 25-4
ENGINE, V-BELT DIAGNOSIS2.5L
4-CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
ENGINE, VISCOUS FAN DRIVE3.9L/
5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
ENGINE, WATER PUMP BYPASS
HOSE3.9L/5.2L . . . . . . . . . . . . . . . . . . . . . 7-17
ENGINECONTINUED, SERPENTINE
DRIVE BELT DIAGNOSIS2.5L
4-CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
ENGINES, 3.9L AND 5.2L; CHARGING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-1
ENGINES, 3.9L AND 5.2L; STARTING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-1
ENGINES, AIR CONDITIONING/HEATER
3.9 AND 5.2L . . . . . . . . . . . . . . . . . . . . . 8W-42-3
ENGINES, CRANKCASE BREATHER/
FILTER3.9L/5.2L . . . . . . . . . . . . . . . . . . . . . 25-9
ENGINES, ENGINE VACUUM
SCHEMATIC3.9L V-6 AND 5.2L V-8 . . . . . . 25-4
ENGINES, EXHAUST MANIFOLD3.9L /
5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
ENGINES, HEAT SHIELD2.5L . . . . . . . . . . . 11-6
ENGINES, HEAT SHIELD3.9L / 5.2L . . . . . . 11-6
ENGINES, INTAKE MANIFOLD3.9L /
5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
ENGINES, SERPENTINE DRIVE BELT
DIAGNOSIS3.9L/5.2L . . . . . . . . . . . . . . . . . 7-42
ENGINE/TRANSMISSION/PAYLOAD . . . . . Intro.-3,
Intro.-4
ENGLISH/SAE CONVERSION, METRIC . . . Intro.-8
EQUIPMENT IDENTIFICATION PLATE . . . . Intro.-3
EQUIPMENT, REFRIGERANT . . . . . . . . . . . . . 24-3
EQUIVALENT VALUES, CONVERSION
FORMULAS . . . . . . . . . . . . . . . . . . . . . . . . Intro.-8
EVACUATING REFRIGERANT SYSTEM . . . . . . 24-5
EVAP CANISTER . . . . . . . . . . . . . . . . . 25-20,25-5
EVAP CANISTER PURGE SOLENOID;
EMISSION CONTROL SYSTEMS . . . . . . . . . . 25-5
EVAP CANISTER PURGE SOLENOID;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . 14-44,14-85
EVAP CANISTER PURGE SOLENOID
2.5L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . 25-21
EVAP CANISTER PURGE SOLENOID
PCM OUTPUT . . . . . . . . . . . . . . . . . . 14-27,14-62
EVAP (EVAPORATION) CONTROL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-5
EVAPORATIVE EMISSION CONTROLS . . . . . . 25-5
EVAPORATOR COIL . . . . . . . . . . . . . . . . . . . 24-26
EVAP/PURGE SOLENOID;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-5
EVAP/PURGE SOLENOID; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . 8W-30-10
EXHAUST EMISSION CONTROLS . . . . . . . . 25-10
EXHAUST GAS RECIRCULATION (EGR) . . . . . 11-2
EXHAUST MANIFOLD3.9L / 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
EXHAUST MANIFOLDS2.5L ENGINE,
INTAKE / . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
EXHAUST PIPE . . . . . . . . . . . . . . . . . . . . . . . 11-3
EXHAUST SYSTEM; EXHAUST SYSTEM
AND INTAKE MANIFOLD . . . . . . . . . . . . . . . . 11-1
EXHAUST SYSTEM; LUBRICATION AND
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . 0-19
EXHAUST SYSTEM DIAGNOSIS . . . . . . . . . . 11-2
EXTENSION PIPE . . . . . . . . . . . . . . . . . . . . . . 11-4
EXTERIOR COMPONENTS . . . . . . . . . . . . . . . 23-3
EXTERIOR DIMENSIONS, VEHICLE . . . . . . Intro.-4
EXTERIOR LAMPS . . . . . . . . . . . . . . . . . . . . 8L-13
EXTERIOR MIRRORS . . . . . . . . . . . . . . . . . . 23-16
EYE BUSHING REPLACEMENT, LEAF
SPRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
FAILURE DIAGNOSIS, ENGINE CYLINDER
HEAD GASKET . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
FAN DRIVE3.9L/5.2L ENGINE,
VISCOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
FAN RELAY AND MOTOR, RADIATOR . . . 8W-42-2
FAN RELAYPCM OUTPUT, RADIATOR
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-28
FAN2.5L 4-CYLINDER ENGINE,
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . 7-33
FAN3.9L/5.2L ENGINE, COOLING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
FAULT CODE CAPACITY, RWAL . . . . . . . . . . . 5-10
FAULT CODE IDENTIFICATION, RWAL . . . . . . 5-10

Description

Group-Page

FAULT CODES, CLEARING RWAL . . . . . . . . . 5-10


FAULT CONDITION CAUSES, ABS/RWAL . . . . 5-10
FAULT CONDITIONS, ABS SYSTEM
NORMAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
FAULT FLASH CODES, RWAL
DIAGNOSTIC . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
FEED, BATTERY; FUEL/IGNITION . . . . . . . 8W-30-2
FEED, BATTERY; FUEL/IGNITION3.9L
AND 5.2L ENGINES . . . . . . . . . . . . . . . . . 8W-30-7
FENDERS, FRONT . . . . . . . . . . . . . . . . . . . . . 23-8
FIELDPCM OUTPUT, GENERATOR . . . . . . 14-61
FIG. 2 OIL LUBRICATION SYSTEM . . . 9-100,9-68
FIG. 9, LEGEND . . . . . . . . . . . . . . . . . . . . . . 13-15
FILL PLUG LOCATIONS, DRAIN . . . . . . . . . . 21-40
FILL VALVE OPERATION, QUICK . . . . . . . . . 21-89
FILLER DOOR AND NOZZLE/TUBES, FUEL . 23-15
FILLER TUBE CAP, FUEL TANK;
EMISSION CONTROL SYSTEMS . . . . . 25-21,25-6
FILLER TUBE CAP, FUEL TANK; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15
FILLER TUBE, NO-LEAD FUEL TANK . . . . . . 14-14
FILTER CHOKE/SPEAKER RELAY . . . . . . 8F-1,8F-5
FILTER CHOKE/SPEAKER RELAY
REMOVE/INSTALL . . . . . . . . . . . . . . . . . . . . . 8F-8
FILTER, FUEL . . . . . . . . . . . . . . . 14-44,14-85,14-5
FILTER, OIL . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45
FILTER, PCV/CRANKCASE AIR INLET . . . . . . 0-17
FILTER REPLACEMENT, ENGINE OIL
CHANGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-15
FILTER REPLACEMENT, FLUID . . . . . . . . . 21-125
FILTER/FUEL PRESSURE REGULATOR,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
FINISH, BASE COAT/CLEAR COAT . . . . . . . . 23-45
FIRING ORDER2.5L 4-CYLINDER
ENGINE, ENGINE . . . . . . . . . . . . . . . . . . . . . 8D-29
FIRING ORDER3.9L V-6 ENGINE,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-29
FIRING ORDER5.2L V-8 ENGINE,
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-29
FIRST GEAR (1), HYDRAULIC FLOW IN
MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . 21-123
FIRST GEAR (BREAKAWAY), HYDRAULIC
FLOW IN D . . . . . . . . . . . . . . . . . . . . . . . . 21-118
FITTING SERVICE, TRANSMISSION
COOLER LINE . . . . . . . . . . . . . . . . . . . . . . 21-133
FITTINGS, QUICK-CONNECT . . 14-10,14-48,14-89
FITTINGS, THROTTLE BODY . . . . . . . . . . . . 14-49
FLASH CODES, GENERATING RWAL . . . . . . . 5-10
FLASH CODES, RWAL DIAGNOSTIC
FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
FLASHERS, HAZARD . . . . . . . . . . . . . . . . 8W-52-1
FLOOR CONSOLE AND REAR SEAT
STORAGE BOXES . . . . . . . . . . . . . . . . . . . . 23-43
FLOOR MATS, CARPETS . . . . . . . . . . . . . . . 23-43
FLOW CHECK, THROTTLE BODY
MINIMUM AIR . . . . . . . . . . . . . . . . . . 14-36,14-73
FLOW CONTROL, SHIFT VALVE . . . . . . . . . . 21-89
FLOW IN D FIRST GEAR (BREAKAWAY),
HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . . 21-118
FLOW IN D FOURTH GEAR (CONVERTER
CLUTCH APPLIED), HYDRAULIC . . . . . . . . 21-122
FLOW IN D FOURTH GEAR (CONVERTER
CLUTCH NOT APPLIED), HYDRAULIC . . . . 21-121
FLOW IN D SECOND GEAR, HYDRAULIC . 21-119
FLOW IN D THIRD GEAR, HYDRAULIC . . . 21-120
FLOW IN MANUAL FIRST GEAR (1),
HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . . 21-123
FLOW IN MANUAL SECOND GEAR (2),
HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . . 21-124
FLOW IN NEUTRAL, HYDRAULIC . . . . . . . 21-116
FLOW IN PARK, HYDRAULIC . . . . . . . . . . . 21-115
FLOW IN REVERSE, HYDRAULIC . . . . . . . 21-117
FLOW RATE AND PRESSURE TEST,
POWER STEERING PUMP . . . . . . . . . . . . . . . 19-3
FLOW TESTING, TRANSMISSION
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-134
FLUID AND FILTER REPLACEMENT . . . . . . 21-125
FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . 0-3
FLUID, CAUSES OF BURNED . . . . . . . . . . . . 21-92
FLUID, CLUTCH HYDRAULIC . . . . . . . . . . . . . . 6-1
FLUID CONTAMINATION . . . . . . . . . . . . . . . 21-92
FLUID CONTAMINATION, BRAKE . . . . . . . . . . 5-13
FLUID, IMPORTANCE OF CLEAN BRAKE . . . . 5-12
FLUID LEAK DIAGNOSIS, CONVERTER
HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-97
FLUID LEVEL AND CONDITION,
CHECKING . . . . . . . . . . . . . . . . . . . . . . . . . . 21-91
FLUID LEVEL CHECK . . . . . . . . . . . . . . . . . 21-125

INDEX
Description

Group-Page

FLUID LEVEL, CORRECT BRAKE . . . . . . . . . . 5-12


FLUID LEVEL, EFFECTS OF INCORRECT . . . 21-92
FLUID, RECOMMENDED . . . . . . . . . 21-125,21-86
FLUID, RECOMMENDED BRAKE . . . . . . . . . . 5-12
FLUID WARNING LAMP, LOW WASHER . 8W-53-2
FLUID/FILTER CHANGE, REFILLING
AFTER OVERHAUL OR . . . . . . . . . . . . . . . . 21-126
FLUID/LUBRICANTS/CLEANING
SOLVENTS, BRAKE . . . . . . . . . . . . . . . . . . . . . 5-1
FLUIDBRAKELINES, MASTER
CYLINDERBRAKE . . . . . . . . . . . . . . . . . . . . 5-12
FLUSHING, COOLING SYSTEM
CLEANING/REVERSE . . . . . . . . . . . . . . . . . . . 7-25
FLUSHING, TRANSMISSION COOLER
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . 21-135
FLYWHEEL MISALIGNMENT . . . . . . . . . . . . . . 6-3
FLYWHEEL SERVICE . . . . . . . . . . . . . . . . . . . 6-13
FOG LAMP SWITCH REPLACEMENT . . . . . . 8L-10
FOG LAMPS; FRONT LIGHTING . . . . . . . 8W-50-2
FOG LAMPS; LAMPS . . . . . . . . . . . . . . . . . . . 8L-8
FOG/OFF ROAD LAMP DIAGNOSIS . . . . . . . . 8L-3
FORM-IN-PLACE GASKETS . . . . . . . . . . . . . . . 9-1
FORMULAS AND EQUIVALENT VALUES,
CONVERSION . . . . . . . . . . . . . . . . . . . . . . Intro.-8
FOURTH GEAR (CONVERTER CLUTCH
APPLIED), HYDRAULIC FLOW IN D . . . . . 21-122
FOURTH GEAR (CONVERTER CLUTCH
NOT APPLIED), HYDRAULIC FLOW IN
D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-121
FOURTH GEAR ELECTRICAL CONTROLS,
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . . 21-93
FOURTH GEAR OVERDRIVE
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . 21-86
FOUR-WHEEL DRIVE INDICATOR LAMP
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-1
FOUR-WHEEL DRIVE SWITCH SENSE . . 8W-32-2,
8W-32-4
FOUR-WHEEL-DRIVE VEHICLE TOWING . . . . 0-12
FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20
FRAME COMPONENT SERVICE . . . . . . . . . . 13-34
FRAME DIMENSIONS . . . . . . . . . . . . . . . . . 13-21
FRAME REPAIRS . . . . . . . . . . . . . . . . . . . . . 13-20
FRAME, SNOW PLOW . . . . . . . . . . . . . . . . . 13-16
FRAME STRAIGHTENING . . . . . . . . . . . . . . . 13-20
FREQUENCY INTERFERENCE, RADIO . . . . . . 8F-6
FRONT; PROPELLER SHAFTS . . . . . . . . . . . . 16-8
FRONT AND REAR AXLES . . . . . . . . . . . . . . . 0-23
FRONT ANTI-LOCK VALVE . . . . . . . . . . . . 8W-32-2
FRONT ANTILOCK VALVE INSTALLATION . . . 5-55
FRONT ANTILOCK VALVE REMOVAL . . . . . . . 5-55
FRONT AXLE, 7 1/4 INCH . . . . . . . . . . . . . . . 2-31
FRONT AXLE MOUNTING . . . . . . . . . . . . . . . 2-47
FRONT BAND ADJUSTMENT . . . . . . . . . . . 21-129
FRONT BRAKE SPEED SENSOR
INSTALLATION (2-WHEEL DRIVE
MODELS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
FRONT BRAKE SPEED SENSOR
INSTALLATION (4-WHEEL DRIVE
MODELS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
FRONT BRAKE SPEED SENSOR
REMOVAL (2-WHEEL DRIVE MODELS) . . . . . 5-58
FRONT BRAKE SPEED SENSOR
REMOVAL (4-WHEEL DRIVE MODELS) . . . . . 5-59
FRONT BUMPER . . . . . . . . . . . . . . . . . . . . . . 13-1
FRONT CABLE INSTALLATION . . . . . . . . . . . . 5-63
FRONT CABLE REMOVAL . . . . . . . . . . . . . . . 5-63
FRONT CLUTCH OVERHAUL . . . . . 21-159,21-208
FRONT CRANKSHAFT OIL SEAL
REPLACEMENT . . . . . . . . . . . . . . . . . . . 9-63,9-95
FRONT DRIVE AXLE . . . . . . . . . . . . . . . . . . . . 2-2
FRONT FENDERS . . . . . . . . . . . . . . . . . . . . . . 23-8
FRONT MOUNTS, ENGINE . . . . . . . 9-13,9-49,9-82
FRONT SERVO AND BAND OVERHAUL . . 21-168,
21-203
FRONT SIDE MARKER LAMP . . . . . . . . . . . . 8L-9
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . 2-1
FRONT SUSPENSION COMPONENTS
2WD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
FRONT SUSPENSION COMPONENTS
4WD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
FRONT SUSPENSION2WD VEHICLES . . . . . 2-8
FRONT SUSPENSION4WD VEHICLES . . . . 2-14
FRONT WHEEL ALIGNMENT
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . 2-7
FRONT WHEEL BEARINGS . . . . . . . . . . . . . . 0-26
FUEL AND TACHOMETER DRIVE
MODULES REMOVE/INSTALL, LOW . . . . . . 8E-16
FUEL DELIVERY SYSTEM . . . . . . . . . . . . . . . 14-3

Description

Group-Page

FUEL FILLER DOOR AND NOZZLE/TUBES . . 23-15


FUEL FILTER . . . . . . . . . . . . . . . 14-44,14-85,14-5
FUEL FILTER/FUEL PRESSURE
REGULATOR . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
FUEL GAUGE SENDING UNIT . . . . . . . . . . . 14-16
FUEL INJECTION (MFI)COMPONENT
DESCRIPTION/SYSTEM OPERATION
3.9L/5.2L ENGINE, MULTI-PORT . . . . . . . . . 14-52
FUEL INJECTION (MFI)COMPONENT
REMOVAL/INSTALLATION3.9L/5.2L
ENGINE, MULTI-PORT . . . . . . . . . . . . . . . . . 14-83
FUEL INJECTIONCOMPONENT
DESCRIPTION/SYSTEM OPERATION
2.5L ENGINE, SINGLE-PORT . . . . . . . . . . . . 14-21
FUEL INJECTIONCOMPONENT
REMOVAL/INSTALLATION2.5L
ENGINE, SINGLE-PORT . . . . . . . . . . . . . . . . 14-43
FUEL INJECTIONGENERAL
DIAGNOSIS2.5L ENGINE, SINGLEPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-32
FUEL INJECTIONGENERAL
DIAGNOSIS3.9L/5.2L ENGINE,
MULTI-PORT . . . . . . . . . . . . . . . . . . . . . . . . 14-67
FUEL INJECTOR; FUEL SYSTEM . . . . . . . . . 14-44
FUEL INJECTOR; FUEL/IGNITION . . . . . . 8W-30-2
FUEL INJECTOR TEST . . . . . . . . . . . . . . . . . 14-76
FUEL INJECTORPCM OUTPUT . . . . . . . . . 14-27
FUEL INJECTOR(S) . . . . . . . . . . . . . . . . . . . 14-85
FUEL INJECTORS . . . . . . . . . . . . . . . . . . 8W-30-7
FUEL INJECTORSPCM OUTPUT . . . . . . . . 14-62
FUEL LINE WITH LATCH CLIP . . . . . . . . . . . 14-13
FUEL PRESSURE LEAK DOWN
TEST3.9L/5.2L ENGINE . . . . . . . . . . . . . . . 14-9
FUEL PRESSURE REGULATOR . . . . . 14-30,14-45,
14-64,14-85
FUEL PUMP CAPACITY TEST3.9L/5.2L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-9
FUEL PUMP CONTROL . . . . . . . . . . . . . . . . . 14-4
FUEL PUMP MODULE; FUEL SYSTEM . . . . 14-46,
14-86
FUEL PUMP MODULE; FUEL/IGNITION . . 8W-30-2
FUEL PUMP MODULE; FUEL/IGNITION
3.9L AND 5.2L ENGINES . . . . . . . . . . . . . 8W-30-7
FUEL PUMP MODULE2.5L ENGINE . . . . . . 14-3
FUEL PUMP MODULE3.9L/5.2L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
FUEL PUMP PRESSURE TEST . . . . . . . . . . . 14-76
FUEL PUMP RELAY; FUEL SYSTEM . 14-46,14-86
FUEL PUMP RELAY; FUEL/IGNITION
3.9L AND 5.2L ENGINES . . . . . . . . . . . . . 8W-30-7
FUEL PUMPPCM OUTPUT . . . . . . . . . . . . 14-27
FUEL PUMPREMOVAL/INSTALLATION . . . 14-16
FUEL RAIL . . . . . . . . . . . . . . . . . . . . . 14-63,14-86
FUEL REQUIREMENTS . . . . . . . . . . . . . . . . . . . 0-1
FUEL RESERVOIR . . . . . . . . . . . . . . . . . . . . 14-16
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 0-17
FUEL SYSTEM PRESSURE RELEASE . . . . . . 14-7
FUEL SYSTEM PRESSURE RELEASE
PROCEDURE . . . . . . . . . . . . . . . . . . . 14-46,14-87
FUEL SYSTEM PRESSURE TEST2.5L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
FUEL SYSTEM PRESSURE TEST3.9L/
5.2L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
FUEL TANK CAPACITIES . . . . . . . . . . 14-15,14-92
FUEL TANK FILLER TUBE CAP;
EMISSION CONTROL SYSTEMS . . . . . 25-21,25-6
FUEL TANK FILLER TUBE CAP; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15
FUEL TANK FILLER TUBE, NO-LEAD . . . . . . 14-14
FUEL TANK PRESSURE RELIEF/
ROLLOVER VALVE . . . . . . . . . . 14-16,14-46,14-87
FUEL TANKS . . . . . . . . . 14-14,14-15,14-46,14-87
FUEL TUBES/LINES/HOSES AND CLAMPS . 14-10,
14-46,14-87
FUEL USAGE STATEMENT . . . . . . . . . . . . . . . 14-1
FUEL/IGNITION2.5L ENGINE . . . . . . . . 8W-30-1
FUSE, IGNITION-OFF DRAW . . . . . . . . . . . . . 8F-1
GARAGE DOOR OPENER STORAGE
COMPARTMENT DOOR REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-8
GARAGE DOOR OPENER STORAGE,
REMOTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-1
GAS RECIRCULATION (EGR), EXHAUST . . . . 11-2
GASKET FAILURE DIAGNOSIS, ENGINE
CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . . . . 9-5
GASKETS, FORM-IN-PLACE . . . . . . . . . . . . . . . 9-1
GAUGE SENDING UNIT, FUEL . . . . . . . . . . . 14-16

Description

Group-Page

GAUGE SET C-3715-B, DIFFERENTIAL


AND PINION MEASUREMENT WITH . . . . . . . 2-40
GAUGE SET, MANIFOLD . . . . . . . . . . . . . . . . 24-3
GAUGE SET, PINION DEPTH
MEASUREMENT AND ADJUSTMENT
WITH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
GAUGES . . . . . . . . . . . . . . . . . . . . . . . . 8E-2,8E-4
GAUGES, PRESSURE, TIRES . . . . . . . . . . . . . 22-2
GAUGES REMOVE/INSTALL . . . . . . . . . . . . . 8E-16
GEAR (1), HYDRAULIC FLOW IN
MANUAL FIRST . . . . . . . . . . . . . . . . . . . . . 21-123
GEAR (2), HYDRAULIC FLOW IN
MANUAL SECOND . . . . . . . . . . . . . . . . . . . 21-124
GEAR ADJUSTMENTS, STEERING . . . . . . . . 19-21
GEAR AND BEARING NOISE; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-19
GEAR AND BEARING NOISE; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . . 3-8
GEAR (BREAKAWAY), HYDRAULIC FLOW
IN D FIRST . . . . . . . . . . . . . . . . . . . . . . . . 21-118
GEAR (CONVERTER CLUTCH APPLIED),
HYDRAULIC FLOW IN D FOURTH . . . . . . . 21-122
GEAR (CONVERTER CLUTCH NOT
APPLIED), HYDRAULIC FLOW IN D
FOURTH . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-121
GEAR DEPTH VARIANCE, PINION; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-42
GEAR DEPTH VARIANCE, PINION; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-24
GEAR DISASSEMBLY INFORMATION . . . . . . 19-22
GEAR ELECTRICAL CONTROLS,
OVERDRIVE FOURTH . . . . . . . . . . . . . . . . . . 21-93
GEAR, HYDRAULIC FLOW IN D SECOND . 21-119
GEAR, HYDRAULIC FLOW IN D THIRD . . . 21-120
GEAR LEAKAGE DIAGNOSIS . . . . . . . . . . . . 19-11
GEAR, MANUAL STEERING . . . . . . . . . . . . . . 0-27
GEAR OVERDRIVE COMPONENTS,
FOURTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-86
GEAR, RACK AND PINION STEERING . . . . . 19-33
GEAR RATIOS; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-83
GEAR RATIOS; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-2
GEAR RATIOS, TRANSMISSION . . . . . . . . . 21-40
GEAR, RECIRCULATING BALL POWER
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . 19-19
GEAR REPLACEMENT, STEERING . . . 19-32,19-33
GEAR SELECTOR INDICATOR
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . 21-127
GEAR SELECTOR INDICATOR REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-20
GEAR SERVICE, CONVERTER-DRIVE
PLATE-RING . . . . . . . . . . . . . . . . . . . . . . . 21-140
GEAR SHAFT REMOVAL, PINION . . . . . . . . . 2-38
GEAR SPECIFICATIONS, POWER
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . 19-32
GEAR, STEERING . . . . . . . . . . . . . . . . . . . . . 19-42
GEAR TRAIN AND INTERMEDIATE SHAFT
OVERHAUL, PLANETARY . . . . . . . . . . . . . . 21-164
GEARSHIFT MECHANISM . . . . . . . . . . . . . . 21-88
GEARTRAIN AND CASE ASSEMBLY,
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . 21-254
GEARTRAIN ASSEMBLY, DIRECT CLUTCH . 21-250
GEARTRAIN DISASSEMBLY, OVERDRIVE . 21-240
GEARTRAIN OVERHAUL, PLANETARY . . . . 21-211
GENERAL BODY SERVICE INFORMATION . . . 23-1
GENERAL INFORMATION; AIR
CONDITIONING/HEATER . . . . . . 8W-42-1,8W-42-3
GENERAL INFORMATION; ANTI-LOCK
BRAKES . . . . . . . . . . . . . . . . . . 8W-32-1,8W-32-3
GENERAL INFORMATION; AUDIO
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-1
GENERAL INFORMATION; AUDIO
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-1
GENERAL INFORMATION; BATTERY/
STARTER/GENERATOR SERVICE . 8B-1,8B-4,8B-7
GENERAL INFORMATION; BATTERY/
STARTING/CHARGING SYSTEMS
DIAGNOSTICS . . . 8A-10,8A-11,8A-17,8A-21,8A-1,
8A-3
GENERAL INFORMATION; BRAKES . . . 5-20,5-27,
5-34,5-44,5-63,5-1
GENERAL INFORMATION; CHIME/BUZZER
WARNING SYSTEMS . . . . . . . . . . . . . . . . . . . 8U-1
GENERAL INFORMATION; CLUTCH . . . . . . 6-1,6-3
GENERAL INFORMATION; CONNECTOR
LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . 8W-90-1

10

INDEX

Description

Group-Page

GENERAL INFORMATION; CONNECTOR


PIN OUTS . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-1
GENERAL INFORMATION; COOLING
SYSTEM . . . . . . . . . . . . . . . . . . . . . 7-47,7-48,7-1
GENERAL INFORMATION; EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . 25-1
GENERAL INFORMATION; ENGINE . . . . 9-11,9-49,
9-82,9-5
GENERAL INFORMATION; EXHAUST
SYSTEM AND INTAKE MANIFOLD . . . . . . . . . 11-1
GENERAL INFORMATION; FRAME AND
BUMPERS . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20
GENERAL INFORMATION; FRONT
SUSPENSION AND AXLE . . . . . 2-19,2-31,2-1,2-4
GENERAL INFORMATION; FUEL SYSTEM . . 14-14,
14-18,14-21,14-32,14-52,14-92,14-1
GENERAL INFORMATION;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-1
GENERAL INFORMATION; GROUND
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . 8W-15-1
GENERAL INFORMATION; HEATING AND
AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . 24-1
GENERAL INFORMATION; HORN . . . . . . . . . 8G-1
GENERAL INFORMATION; IGNITION
SYSTEMS . . . . . . . 8D-18,8D-27,8D-29,8D-1,8D-6
GENERAL INFORMATION; INSTRUMENT
PANEL AND GAUGES . . . . . . . . . . . . . . . . . . 8E-1
GENERAL INFORMATION; INTERIOR
LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
GENERAL INFORMATION; LAMPS . . . . 8L-13,8L-1
GENERAL INFORMATION; LUBRICATION
AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . 0-1
GENERAL INFORMATION; NV3500
MANUAL TRANSMISSION . 21-137,21-260,21-82,
21-91
GENERAL INFORMATION; OVERHEAD
CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-1
GENERAL INFORMATION; POWER
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . 8W-11-1
GENERAL INFORMATION; POWER LOCKS . . 8P-1
GENERAL INFORMATION; POWER
MIRRORS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8T-1
GENERAL INFORMATION; POWER
WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8S-1
GENERAL INFORMATION; PROPELLER
SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
GENERAL INFORMATION; REAR
SUSPENSION AND AXLES . . . . 3-12,3-30,3-1,3-8
GENERAL INFORMATION; RESTRAINT
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-1
GENERAL INFORMATION; SPLICE
INFORMATION . . . . . . . . . . . . . . . . . . . . . 8W-70-1
GENERAL INFORMATION; SPLICE
LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . 8W-95-1
GENERAL INFORMATION; STEERING . . . . . . 19-1
GENERAL INFORMATION;
TRANSMISSION AND TRANSFER CASE . . . . 21-1
GENERAL INFORMATION; TURN SIGNAL
AND HAZARD WARNING SYSTEMS . . . . . . . 8J-1
GENERAL INFORMATION; VEHICLE
SPEED CONTROL . . . . . . . . . . . . . . . . . . 8W-33-1
GENERAL INFORMATION; VEHICLE
SPEED CONTROL SYSTEM . . . . . . . . . . . . . . 8H-1
GENERAL INFORMATION; WHEELS AND
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . 22-1,22-6
GENERAL INFORMATION; WIPER AND
WASHER SYSTEMS . . . . . . . . . . . . . . . . . . . . 8K-1
GENERAL SERVICE INFORMATION;
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . 5-12,5-17
GENERAL SERVICE INFORMATION;
NV3500 MANUAL TRANSMISSION . . . . . . . 21-38
GENERAL SPECIFICATIONS, 42RH/46RH . 21-288
GENERATING RWAL FLASH CODES . . . . . . . 5-10
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . 8B-7
GENERATOR DIAGNOSTIC TROUBLE
CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-21
GENERATOR FIELDPCM OUTPUT . . . . . . 14-61
GENERATOR LAMPPCM OUTPUT . . . . . . 14-61
GENERATOR RATINGS; BATTERY/
STARTER/GENERATOR SERVICE . . . . . . . . . 8B-10
GENERATOR RATINGS; BATTERY/
STARTING/CHARGING SYSTEMS
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 8A-23
GENERATOR REMOVE/INSTALL2.5L . . . . . 8B-7
GENERATOR REMOVE/INSTALL3.9L/
5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-7
GENERATORPCM OUTPUT . . . . . . . . . . . 14-27

Description

Group-Page

GLASS AND DOOR WEATHERSTRIP


SEALS, WINDOW . . . . . . . . . . . . . . . . . . . . . 23-29
GLASS, SLIDING VENT . . . . . . . . . . . . . . . . 23-36
GLASS, URETHANE SET . . . . . . . . . . . . . . . 23-32
GLOVE BOX LAMP . . . . . . . . . . . . . . . . . 8W-44-1
GLOVE BOX LAMP AND SWITCH
REMOVE/INSTALL . . . . . . . . . . . . . . . . . . . . 8E-21
GLOVE BOX LOCK REMOVE/INSTALL . . . . . 8E-21
GLOVE BOX REMOVE/INSTALL . . . . . . . . . . 8E-21
GOVERNOR AND PARK LOCK SERVICE . . 21-125
GOVERNOR OVERHAUL . . . . . . . . . . . . . . . 21-246
GRAB/CHATTER, CLUTCH . . . . . . . . . . . . . . . . 6-8
GRILLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-3
GRILLE AND SCREEN, COWL . . . . . . . . . . . . 23-7
GROUND CLEARANCE AND RAMP
ANGLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-11
GROUND, POWER . . . . . . . . . . . . . . . . . . . . 14-60
GROUND, POWER (DEVICE); FUEL/
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-5
GROUND, POWER (DEVICE); FUEL/
IGNITION3.9L AND 5.2L ENGINES . . 8W-30-11
GROUP, HOW TO USE THIS . . . . . . . . . . . . . 8W-1
GUIDES, VALVE . . . . . . . . . . . . . . . . . . . . . . . 9-89
HALL EFFECT PICK-UP2.5L ENGINE . . . 8D-23,
8D-4
HANDLE, INSIDE DOOR . . . . . . . . . . . . . . . . 23-29
HANDLE, OUTSIDE DOOR . . . . . . . . . . . . . . 23-27
HANDLING, AIRBAG MODULE . . . . . . . . . . . 8M-3
HAS A MISS, INJECTOR DIAGNOSIS
VEHICLE RUNS ROUGH AND/OR . . . . . . . . 14-77
HAZARD FLASHERS . . . . . . . . . . . . . . . . 8W-52-1
HAZARD WARNING . . . . . . . . . . . . . . . . . . . . 8J-3
HAZARD WARNING SYSTEM . . . . . . . . . . . . . 8J-1
HEAD AND VALVE ASSEMBLY SERVICE,
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
HEAD COMPONENTSIN-VEHICLE
SERVICE, CYLINDER . . . . . . . . . . . . . . . . . . . 9-21
HEAD COVER, CYLINDER . . . . . . . . . . . 9-54,9-86
HEAD, CYLINDER . . . . . . . . . . . . . . . . . . . . . 9-24
HEAD GASKET FAILURE DIAGNOSIS,
ENGINE CYLINDER . . . . . . . . . . . . . . . . . . . . . 9-5
HEAD NOT REMOVED, VALVE
COMPONENTS REPLACECLYINDER . . 9-54,9-87
HEAD REMOVED, VALVE SERVICE
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
HEADLAMP ALIGNMENT . . . . . . . . . . . . . . . . 8L-6
HEADLAMP ALIGNMENT PREPARATION . . . . 8L-6
HEADLAMP BULB REPLACEMENT, AERO . . . 8L-7
HEADLAMP DIAGNOSIS . . . . . . . . . . . . . . . . 8L-2
HEADLAMP LENS REPLACEMENT, AERO . . . 8L-7
HEADLAMP, POWER MIRROR,
OVERDRIVE LOCKOUT SWITCH
REMOVE/INSTALL . . . . . . . . . . . . . . . . . . . . 8E-19
HEADLAMP SWITCH; CHIME/BUZZER
WARNING SYSTEMS . . . . . . . . . . . . . . 8U-1,8U-3
HEADLAMP SWITCH; LAMPS . . . . . . . . . . . 8L-10
HEADLAMP/FOG LAMP ADJUSTMENT
USING ALIGNMENT SCREEN . . . . . . . . . . . . . 8L-6
HEADLAMPS; FRONT LIGHTING . . . . . . . 8W-50-1
HEADLAMPS; LUBRICATION AND
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . 0-29
HEADLINERS . . . . . . . . . . . . . . . . . . . . . . . . 23-41
HEADS, CYLINDER . . . . . . . . . . . . . . . . 9-55,9-87
HEAT SHIELD2.5L ENGINES . . . . . . . . . . . 11-6
HEAT SHIELD3.9L / 5.2L ENGINES . . . . . . 11-6
HEAT SHIELDS; EXHAUST SYSTEM AND
INTAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . 11-2
HEAT SHIELDS; FUEL SYSTEM . . . . . . . . . . 14-15
HEATED INLET AIR SYSTEM2.5L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-10
HEATED OXYGEN SENSOR; FUEL/
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3
HEATED OXYGEN SENSOR; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . . 8W-30-8
HEATER A/C CONTROL SYSTEM
VACUUM DIAGNOSIS . . . . . . . . . . . . . . . . . 24-10
HEATER A/C CONTROL, VACUUM
CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-11
HEATER A/C HOUSING . . . . . . . . . . . . . . . . 24-23
HEATER CORE . . . . . . . . . . . . . . . . . . . . . . . 24-26
HEATER DIAGNOSIS (MECHANICAL) . . . . . . 24-9
HEATER HOSES . . . . . . . . . . . . . . . . . . . . . . 24-21
HEATER OUTPUT TEST . . . . . . . . . . . . . . . . . 24-8
HEATER PERFORMANCE TEST, AIR
CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . 24-7
HEATER SYSTEM . . . . . . . . . . . . . . . . . . . . . . 24-1
HEATERS, ENGINE BLOCK . . . . . . . . . . . . . . . 7-47
HEATING AND AIR CONDITIONING . . . . . . . 24-26

Description

Group-Page

HEATING AND AIR CONDITIONING TEST


PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . 24-10
HEATING ELEMENT TEST, OXYGEN (O2S)
SENSOR . . . . . . . . . . . . . . . . . . . . . . 14-35,14-72
HELPFUL INFORMATION . . . . . . . . . . . . . 8W-20-1
HIGH MOUNTED STOP LAMP (CHMSL),
CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-11
HIGH PRESSURE RELIEF VALVE . . . . . . . . . 24-13
HIGH-PRESSURE CUT-OFF SWITCH . . . . . . 24-13
HINGE REPLACEMENT . . . . . . . . . . . . . . . . 23-23
HISS NOISE COMPLAINT . . . . . . . . . . . . . . . 19-3
HOISTING AND TOWING, JUMP
STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-9
HOISTING RECOMMENDATIONS . . . . . . . . . . 0-10
HOLDER ASSEMBLY REMOVE/INSTALL,
CUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-21
HONING CYLINDER BORES . . . . . . . . . . . . . . . 9-2
HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5
HOOD INSIDE RELEASE CABLE . . . . . . . . . . 23-5
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . 8G-1,8G-2
HORN; HORN/CIGAR LIGHTER . . . . . . . . 8W-41-1
HORN RELAY . . . . . . . . . . . . . . . . . . . . 8G-1,8G-2
HORN REMOVE/INSTALL . . . . . . . . . . . . . . . 8G-4
HORN SWITCH . . . . . . . . . . . . . . . . . . . 8G-1,8G-2
HORN SWITCH REMOVE/INSTALL . . . . . . . . 8G-3
HOSE REPLACEMENT, PRESSURE AND
RETURN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-12
HOSE ROUTING SCHEMATICS, VACUUM . . . 25-1
HOSE3.9L/5.2L ENGINE, WATER PUMP
BYPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
HOSES, BRAKELINES . . . . . . . . . . . . . . . . . . 5-14
HOSES, COOLING SYSTEM . . . . . . . . . . . . . . 7-32
HOSES, HEATER . . . . . . . . . . . . . . . . . . . . . 24-21
HOSES/TUBING, RUBBER AND PLASTIC . . . . 0-24
HOUSING, AIR CLEANER; EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . 25-18
HOUSING, AIR CLEANER; FUEL SYSTEM . . 14-83
HOUSING END PLUG . . . . . . . . . . . . . . . . . . 19-24
HOUSING FLUID LEAK DIAGNOSIS,
CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . 21-97
HOUSING, HEATER A/C . . . . . . . . . . . . . . . . 24-23
HOUSING MISALIGNMENT, CLUTCH . . . . . . . . 6-4
HOUSING REPLACEMENT (AX 15),
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
HOW TO USE THIS GROUP . . . . . . . . . . . . . 8W-1
HUB AND BEARINGS, WHEEL . . . . . . . . . 2-14,2-8
HYDRAULIC AND VACUUM
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
HYDRAULIC CLUTCH LINKAGE . . . . . . . . . . . . 6-1
HYDRAULIC CONTROLS, TRANSMISSION . 21-88
HYDRAULIC FLOW IN D FIRST GEAR
(BREAKAWAY) . . . . . . . . . . . . . . . . . . . . . . 21-118
HYDRAULIC FLOW IN D FOURTH GEAR
(CONVERTER CLUTCH APPLIED) . . . . . . . 21-122
HYDRAULIC FLOW IN D FOURTH GEAR
(CONVERTER CLUTCH NOT APPLIED) . . . 21-121
HYDRAULIC FLOW IN D SECOND GEAR . . 21-119
HYDRAULIC FLOW IN D THIRD GEAR . . . 21-120
HYDRAULIC FLOW IN MANUAL FIRST
GEAR (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 21-123
HYDRAULIC FLOW IN MANUAL SECOND
GEAR (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 21-124
HYDRAULIC FLOW IN NEUTRAL . . . . . . . . 21-116
HYDRAULIC FLOW IN PARK . . . . . . . . . . . 21-115
HYDRAULIC FLOW IN REVERSE . . . . . . . . 21-117
HYDRAULIC FLUID, CLUTCH . . . . . . . . . . . . . . 6-1
HYDRAULIC LINKAGE INSTALLATION,
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
HYDRAULIC LINKAGE REMOVAL,
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
HYDRAULIC PRESSURE TEST . . . . . . . . . . . 21-94
HYDRAULIC TAPPETS . . . . . . . . . . . . . . 9-59,9-91
HYDROSTATIC LOCK . . . . . . . . . . . . . . . . . . . . 9-4
IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . 21-2
IDENTIFICATION, CIRCUIT . . . . . . . . . . . 8W-01-2
IDENTIFICATION, ENGINE AND
TRANSMISSION/TRANSFER CASE . . . . . . Intro.-3
IDENTIFICATION, MAJOR COMPONENT . . Intro.-3
IDENTIFICATION NUMBER (VIN)
DECODING, VEHICLE . . . . . . . . . . . . . . . . Intro.-2
IDENTIFICATION NUMBER (VIN) PLATE,
VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . Intro.-1
IDENTIFICATION PLATE, EQUIPMENT . . . . Intro.-3
IDENTIFICATION, RWAL FAULT CODE . . . . . . 5-10
IDENTIFICATION, SECTION . . . . . . . . . . . . . . 8W-1
IDENTIFICATION, TRANSFER CASE . . . . . . 21-261
IDENTIFICATION, TRANSMISSION . . . . . . . . 21-86
IDENTIFICATION, WIRE CODE . . . . . . . . . 8W-01-1

INDEX
Description

Group-Page

IDENTIFICATION/SYSTEM OPERATION,
COMPONENT . . . . . . . . . . . . . . . . . . . . . . . . . 8D-1
IDLE AIR CONTROL (IAC) MOTOR; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14-46,14-88
IDLE AIR CONTROL (IAC) MOTOR;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-3
IDLE AIR CONTROL (IAC) MOTOR;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-8
IDLE AIR CONTROL (IAC) MOTOR TEST . . . 14-72
IDLE AIR CONTROL (IAC) MOTORPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . 14-27,14-61
IDLER ARM . . . . . . . . . . . . . . . . . . . . . . . . . 19-17
IGNITION CABLES, DISTRIBUTOR CAP
AND ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . 0-18
IGNITION CIRCUIT SENSEPCM INPUT . . 14-58
IGNITION COIL; FUEL SYSTEM . . . . . 14-47,14-88
IGNITION COIL; FUEL/IGNITION . . . . . . . 8W-30-2
IGNITION COIL; FUEL/IGNITION3.9L
AND 5.2L ENGINES . . . . . . . . . . . . . . . . . 8W-30-7
IGNITION COIL; IGNITION SYSTEMS . . . . . 8D-22,
8D-4,8D-8
IGNITION COIL RESISTANCE . . . . . . . 8D-29,8D-9
IGNITION COILPCM OUTPUT . . . . 14-28,14-62
IGNITION KEY-IN SWITCH . . . . . . . . . . 8U-1,8U-2
IGNITION SECONDARY CIRCUIT
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-9
IGNITION SWITCH; FUEL/IGNITION . . . . 8W-30-1
IGNITION SWITCH; FUEL/IGNITION3.9L
AND 5.2L ENGINES . . . . . . . . . . . . . . . . . 8W-30-6
IGNITION SWITCH; IGNITION SYSTEMS . . . . 8D-27
IGNITION SWITCH AND KEY CYLINDER
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-27
IGNITION SWITCH LAMP, COURTESY
LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
IGNITION TIMING . . . . . . . . . . . . . . . . . . . . 8D-11
IGNITION TIMING PROCEDURE . . . . . . . . . . 14-36
IGNITION-OFF DRAW . . . . . . . . . . . . . . . . . . 8A-10
IGNITION-OFF DRAW FUSE . . . . . . . . . . . . . . 8F-1
ILLUMINATION LAMPS, CLUSTER . . . 8E-14,8E-4
ILLUMINATION, RADIO . . . . . . . . . . . . . . 8W-47-1
ILLUMINATION, SERVICE BRAKE
WARNING LIGHT . . . . . . . . . . . . . . . . . . . . . . . 5-3
IMPACT SENSOR . . . . . . . . . . . . . . . . . . . . . 8M-2
IMPACT SENSOR REMOVE/INSTALL . . . . . . 8M-4
IMPACT SENSORS, AIRBAG . . . . . . . . . . 8W-43-1
IMPORTANCE OF CLEAN BRAKE FLUID . . . . 5-12
IMPROPER CLUTCH RELEASE . . . . . . . . . . . . 6-7
IMPROPER CLUTCH RELEASE OR
ENGAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
INCORRECT FLUID LEVEL, EFFECTS OF . . . 21-92
INDEX, DIAGRAM; AIR CONDITIONING/
HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-3
INDEX, DIAGRAM; AIRBAG SYSTEM . . . 8W-43-1
INDEX, DIAGRAM; ANTI-LOCK BRAKES . 8W-32-3,
8W-32-4
INDEX, DIAGRAM; FRONT LIGHTING . . . 8W-50-2
INDEX, DIAGRAM; FUEL/IGNITION . . . . . 8W-30-5
INDEX, DIAGRAM; FUEL/IGNITION3.9L
AND 5.2L ENGINES . . . . . . . . . . . . . . . . 8W-30-11
INDEX, DIAGRAM; FUSE BLOCK . . . . . . . 8W-10-1
INDEX, DIAGRAM; GROUND
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . 8W-15-1
INDEX, DIAGRAM; HORN/CIGAR
LIGHTER . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-1
INDEX, DIAGRAM; INSTRUMENT
CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-3
INDEX, DIAGRAM; INTERIOR LIGHTING . 8W-44-2
INDEX, DIAGRAM; OVERHEAD CONSOLE . 8W-49-1
INDEX, DIAGRAM; POWER
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . 8W-11-1
INDEX, DIAGRAM; POWER DOOR
LOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-61-1
INDEX, DIAGRAM; POWER MIRRORS . . 8W-62-1
INDEX, DIAGRAM; POWER WINDOWS . . 8W-60-1
INDEX, DIAGRAM; REAR LIGHTING . . . . 8W-51-2
INDEX, DIAGRAM; TRAILER TOW . . . . . . 8W-54-1
INDEX, DIAGRAM; TRANSMISSION
CONTROLS . . . . . . . . . . . . . . . . . . . . . . . 8W-31-1
INDEX, DIAGRAM; TURN SIGNALS . . . . . 8W-52-1
INDEX, DIAGRAM; VEHICLE SPEED
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-1
INDEX, DIAGRAM; WIPERS . . . . . . . . . . 8W-53-2
INDEX, SPLICE . . . . . . . . . . . . . . . . . . . . 8W-70-1
INDEX2.5L, DIAGRAM; CHARGING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-1
INDEX2.5L, DIAGRAM; STARTING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2

Description

Group-Page

INDEX3.9L/5.2L, DIAGRAM;
CHARGING SYSTEM . . . . . . . . . . . . . . . . 8W-20-1
INDEX3.9L/5.2L, DIAGRAM; STARTING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2
INDICATOR ADJUSTMENT, GEAR
SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . 21-127
INDICATOR LAMP SWITCH, FOURWHEEL DRIVE . . . . . . . . . . . . . . . . . . . . . 8W-31-1
INDICATOR LAMPPCM OUTPUT,
MALFUNCTION . . . . . . . . . . . . . . . . . 14-28,14-62
INDICATOR LAMPS . . . . . . . . . . . . . . . 8E-10,8E-3
INDICATOR REMOVE/INSTALL, GEAR
SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-20
INDICATORPCM OUTPUT, SHIFT . . . . . . . 14-63
INDICATORS, TREAD WEAR . . . . . . . . . . . . . 22-3
INFLATION PRESSURES, TIRE . . . . . . . . . . . 22-2
INITIAL OPERATION, POWER STEERING
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-16
INJECTION (MFI)COMPONENT
DESCRIPTION/SYSTEM OPERATION
3.9L/5.2L ENGINE, MULTI-PORT FUEL . . . . 14-52
INJECTION (MFI)COMPONENT
REMOVAL/INSTALLATION3.9L/5.2L
ENGINE, MULTI-PORT FUEL . . . . . . . . . . . . 14-83
INJECTIONCOMPONENT
DESCRIPTION/SYSTEM OPERATION
2.5L ENGINE, SINGLE-PORT FUEL . . . . . . . 14-21
INJECTIONCOMPONENT REMOVAL/
INSTALLATION2.5L ENGINE,
SINGLE-PORT FUEL . . . . . . . . . . . . . . . . . . . 14-43
INJECTIONGENERAL DIAGNOSIS
2.5L ENGINE, SINGLE-PORT FUEL . . . . . . . 14-32
INJECTIONGENERAL DIAGNOSIS
3.9L/5.2L ENGINE, MULTI-PORT FUEL
. . . . . . 14-67
INJECTOR DIAGNOSISVEHICLE RUNS
ROUGH AND/OR HAS A MISS . . . . . . . . . . . 14-77
INJECTOR, FUEL; FUEL SYSTEM . . . . . . . . . 14-44
INJECTOR, FUEL; FUEL/IGNITION . . . . . . 8W-30-2
INJECTOR TEST, FUEL . . . . . . . . . . . . . . . . . 14-76
INJECTORPCM OUTPUT, FUEL . . . . . . . . 14-27
INJECTOR(S), FUEL . . . . . . . . . . . . . . . . . . . 14-85
INJECTORS, FUEL . . . . . . . . . . . . . . . . . . 8W-30-7
INJECTORSPCM OUTPUT, FUEL . . . . . . . 14-62
INLET AIR SYSTEM2.5L ENGINE,
HEATED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-10
INLET FILTER, PCV/CRANKCASE AIR . . . . . . 0-17
INNER CV JOINT . . . . . . . . . . . . . . . . . . . . . . 2-24
INPUT, AIR CONDITIONING (A/C)
CONTROLSPCM . . . . . . . . . . . . . . . 14-23,14-56
INPUT AND OUTPUT, DATA LINK
CONNECTORPCM . . . . . . . . . . . . . . . . . . . 14-57
INPUT, AUTOMATIC SHUTDOWN (ASD)
SENSEPCM . . . . . . . . . . . . . . . . . . . . . . . 14-57
INPUT, BATTERY VOLTAGEPCM . . . 14-23,14-57
INPUT, BRAKE SWITCHPCM . . . . . 14-23,14-57
INPUT, CAMSHAFT POSITION SENSOR
PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-57
INPUT, CRANKSHAFT POSITION
SENSORPCM . . . . . . . . . . . . . . . . . . . . . . 14-58
INPUT, ENGINE COOLANT
TEMPERATURE SENSORPCM . . . . 14-23,14-58
INPUT, ENGINE SPEEDPCM . . . . . . . . . . . 14-23
INPUT, IGNITION CIRCUIT SENSEPCM . . 14-58
INPUT, INTAKE MANIFOLD AIR
TEMPERATURE SENSORPCM . . . . . . . . . 14-58
INPUT, MANIFOLD ABSOLUTE
PRESSURE (MAP) SENSORPCM . . 14-24,14-59
INPUT, OXYGEN (O2S) SENSORPCM . . . 14-24,
14-59
INPUT, PARK BRAKE SWITCH . . . . . . . . 8W-32-4
INPUT, PARK/NEUTRAL SWITCHPCM . . . 14-60
INPUT, SCI RECEIVEPCM . . . . . . . . . . . . 14-60
INPUT, SENSOR RETURNPCM . . . . . . . . . 14-60
INPUT, SPEED CONTROLPCM . . . . . . . . . 14-60
INPUT, THROTTLE BODY TEMPERATURE
SENSORPCM . . . . . . . . . . . . . . . . . . . . . . 14-25
INPUT, THROTTLE POSITION SENSOR
(TPS)PCM . . . . . . . . . . . . . . . . . . . 14-25,14-60
INPUT, VEHICLE SPEED SENSORPCM . . 14-25,
14-60
INSIDE DOOR HANDLE . . . . . . . . . . . . . . . . 23-29
INSIDE RELEASE CABLE, HOOD . . . . . . . . . . 23-5
INSPECTION AND DIAGNOSIS CHARTS . . . . . 6-4
INSPECTION AND OVERHAUL,
OVERRUNNING CLUTCHLOWREVERSE DRUMOVERDRIVE PISTON
RETAINER . . . . . . . . . . . . . . . . . . . . . . . . . 21-154
INSPECTION, BRAKESHOE AND CALIPER . . . 5-35

Description

11

Group-Page

INSPECTION, CALIPER CLEANING . . . . 5-31,5-37


INSPECTION CHART, CLUTCH . . . . . . . . . . . . . 6-5
INSPECTION, CLEANING; BRAKES . . . . . . . . 5-21
INSPECTION, CLEANING; PROPELLER
SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-10
INSPECTION, COMPONENT . . . . . . . . . . . . . . . 5-4
INSPECTION (ENGINE OIL LEAKS IN
GENERAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
INSPECTION, OVERDRIVE COMPONENT
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . 21-245
INSPECTION, PRE-ALIGNMENT . . . . . . . . . . . . 2-4
INSPECTION, TRANSMISSION CASE
CLEANING . . . . . . . . . . . . . . . . . . . 21-154,21-200
INSPECTION, TRANSMISSION
COMPONENT CLEANING . . . . . . . . . . . . . . . 21-56
INSPECTION, VALVE BODY CLEANING . . . 21-176,
21-223
INSPECTION, VISUAL . . . . . . . . . . . . 14-32,14-67
INSTALLATION (2-WHEEL DRIVE
MODELS), FRONT BRAKE SPEED
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
INSTALLATION (2-WHEEL DRIVE),
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-44
INSTALLATION (4-WHEEL DRIVE
MODELS), FRONT BRAKE SPEED
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
INSTALLATION (4-WHEEL DRIVE),
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-45
INSTALLATION, ABS ELECTRONIC
CONTROL MODULE . . . . . . . . . . . . . . . . . . . . 5-59
INSTALLATION AND ADJUSTMENT,
OVERDRIVE CLUTCH . . . . . . . . . . . . . . . . . 21-257
INSTALLATION, BRAKE DRUM . . . . . . . . . . . 5-23
INSTALLATION, BRAKE PEDAL . . . . . . . . . . . 5-18
INSTALLATION, BRAKE SUPPORT PLATE . . . 5-23
INSTALLATION, BRAKESHOE . . . . 5-21,5-29,5-36
INSTALLATION, CALIPER . . . . . . . . . . . 5-32,5-40
INSTALLATION, CLUTCH COVER AND
DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
INSTALLATION, CLUTCH HYDRAULIC
LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
INSTALLATION, CLUTCH PEDAL . . . . . . . . . . 6-13
INSTALLATION, COMBINATION VALVE . 5-47,5-57
INSTALLATION, ELECTRONIC CONTROL
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
INSTALLATION, FRONT ANTILOCK VALVE . . . 5-55
INSTALLATION, FRONT CABLE . . . . . . . . . . . 5-63
INSTALLATION, INTERMEDIATE CABLE . . . . . 5-66
INSTALLATION, MASTER CYLINDER . . . . . . . 5-14
INSTALLATION, PARKING BRAKE PEDAL . . . 5-66
INSTALLATION, POWER BRAKE
BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
INSTALLATION, REAR ANTILOCK VALVE . . . 5-47,
5-57
INSTALLATION, REAR BRAKE SPEED
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
INSTALLATION, REAR CABLE . . . . . . . . . . . . 5-66
INSTALLATION, ROTOR . . . . . . . . . . . . . . . . . 5-41
INSTALLATION, SPEED SENSOR . . . . . . . . . . 5-48
INSTALLATION, TRANSFER CASE . . . . . . . 21-266
INSTALLATION, WHEEL . . . . . . . . . . . . . . . . . 22-6
INSTALLATION, WHEEL CYLINDER . . . . . . . . 5-24
INSTALLATION2-WHEEL DRIVE,
OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . 21-144
INSTALLATION2-WHEEL DRIVE,
TRANSMISSION; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-140
INSTALLATION2-WHEEL DRIVE,
TRANSMISSION; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-6
INSTALLATION4-WHEEL DRIVE,
OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . 21-145
INSTALLATION4-WHEEL DRIVE,
TRANSMISSION; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-142
INSTALLATION4-WHEEL DRIVE,
TRANSMISSION; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-7
INSTRUMENT CLUSTER . . . . . . . . . . . . . 8W-40-1
INSTRUMENT CLUSTER REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-15
INSTRUMENT CLUSTERS . . . . . . . . . . . . . . . 8E-1
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . 8E-1
INSTRUMENT PANEL ASSEMBLY
REMOVE/INSTALL . . . . . . . . . . . . . . . . . . . . 8E-23
INSTRUMENT PANEL BEZEL REMOVE/
INSTALL, RIGHT . . . . . . . . . . . . . . . . . . . . . 8E-21

12

INDEX

Description

Group-Page

INSTRUMENT PANEL END CAP


REMOVE/INSTALL, LOWER LEFT . . . . . . . . 8E-21
INSTRUMENT PANEL MODULE
REMOVE/INSTALL, LOWER . . . . . . . . . . . . . 8E-21
INSULATOR, DOOR TRIM PANEL/
WATERDAM/NOISE . . . . . . . . . . . . . . . . . . . 23-24
INTAKE / EXHAUST MANIFOLDS2.5L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
INTAKE AIR TEMPERATURE SENSOR . . 8W-30-10
INTAKE MANIFOLD . . . . . . . . . . . . . . 14-47,14-88
INTAKE MANIFOLD AIR TEMPERATURE
SENSOR; FUEL SYSTEM . . . . . . . . . . . . . . . 14-84
INTAKE MANIFOLD AIR TEMPERATURE
SENSOR; IGNITION SYSTEMS . . . . . . . . . . 8D-23
INTAKE MANIFOLD AIR TEMPERATURE
SENSOR TEST; FUEL SYSTEM . . . . . . . . . . 14-70
INTAKE MANIFOLD AIR TEMPERATURE
SENSOR TEST; IGNITION SYSTEMS . . . . . . 8D-12
INTAKE MANIFOLD AIR TEMPERATURE
SENSOR3.9L/5.2L ENGINE . . . . . . . . . . . . 8D-5
INTAKE MANIFOLD AIR TEMPERATURE
SENSORPCM INPUT . . . . . . . . . . . . . . . . 14-58
INTAKE MANIFOLD LEAKAGE DIAGNOSIS . . . 9-5
INTAKE MANIFOLD3.9L / 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
INTERCHANGEABILITY, TRANSMISSION
CHANGES AND PARTS . . . . . . . . . . . . . . . . 21-87
INTERFERENCE, RADIO FREQUENCY . . . . . . 8F-6
INTERIOR COMPONENTS, CAB . . . . . . . . . . 23-37
INTERIOR LAMPS . . . . . . . . . . . . . . . . . . . . 8L-13
INTERIOR TRIM PANELS . . . . . . . . . . . . . . . 23-38
INTERMEDIATE CABLE INSTALLATION . . . . . 5-66
INTERMEDIATE CABLE REMOVAL . . . . . . . . . 5-66
INTERMEDIATE COUPLER SHAFT . . . 19-31,19-33
INTERMEDIATE SHAFT, CRANKSHAFT . . . . . . 9-28
INTERMEDIATE SHAFT OVERHAUL,
PLANETARY GEAR TRAIN . . . . . . . . . . . . . 21-164
INTERMEDIATE SHAFT SERVICE . . . . . . . . . . 9-32
INTERMEDIATE SHAFTS TIMING
PROCEDURE, CAMSHAFT,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 9-18
INTERMITTENT AND POOR
CONNECTIONS . . . . . . . . . . . . . . . . . . . . 8W-01-4
INTERMITTENT WIPE MODULE . . . . . . . . . . 8K-6
INTERNATIONAL CONTROL AND
DISPLAY SYMBOLS . . . . . . . . . . . . . . . . . Intro.-7
INTERNATIONAL SYMBOLS . . . . . . . . . . . . . . . 0-1
INTERNATIONAL VEHICLE CONTROL
AND DISPLAY SYMBOLS . . . . . . . . . . . . . Intro.-3
INTRODUCTION; BODY COMPONENTS . . . . 23-45
INTRODUCTION; LUBRICATION AND
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . 0-1
IN-VEHICLE SERVICE, 42RH/46RH . . . . . . 21-125
IN-VEHICLE SERVICE, TRANSFER CASE . . 21-265
JAMB SWITCH, DRIVERS DOOR . . . . . 8U-1,8U-2
JOINT ANGLE MEASUREMENT,
UNIVERSAL . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
JOINT, INNER CV . . . . . . . . . . . . . . . . . . . . . . 2-24
JOINT, OUTER CV . . . . . . . . . . . . . . . . . . . . . 2-26
JOINT, PROPELLER SHAFT AND
UNIVERSAL . . . . . . . . . . . . . . . . . . . . . . . . . 16-15
JOINT REPLACEMENT, UNIVERSAL . . . . . . . 16-10
JOINTS, UNIVERSAL . . . . . . . . . . . . . . . . . . . 16-2
JUMP STARTING . . . . . . . . . . . . . . . . . . . . . . . 0-9
JUMP STARTING, HOISTING AND
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-9
KEY CYLINDER SERVICE, IGNITION
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-27
KEY LOCK CYLINDER . . . . . . . . . . . . . . . . . 23-27
KEY-IN SWITCH, IGNITION . . . . . . . . . . 8U-1,8U-2
KEYS ARE NOT AVAILABLE, TOWING
WHEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
KNEE BLOCKER REMOVE/INSTALL . . . . . . . 8E-19
KNOCK, LOW SPEED; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-20
KNOCK, LOW SPEED; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . . 3-9
KNUCKLE, STEERING . . . . . . . . . . . . . . 2-13,2-17
LABEL, TYPICAL VEHICLE EMISSION
CONTROL INFORMATION . . . . . . . . . . . . . . . 25-2
LABEL, VEHICLE EMISSION CONTROL
INFORMATION (VECI) . . . . . . . . . . . . . . . . . . 25-1
LABEL, VEHICLE SAFETY CERTIFICATION . Intro.-1
LABELS/DECALS/PLATES . . . . . . . . . . . . . . . 23-1
LABELS/PLATES/DECALS, CODES AND
DIMENSIONS/WEIGHTS,
DESIGNATIONS . . . . . . . . . . . . . . . . . . . . . Intro.-1
LAMP, ABS WARNING . . . . . . . . . . . . . . . 8W-32-2

Description

Group-Page

LAMP ADJUSTMENT USING ALIGNMENT


SCREEN, HEADLAMP/FOG . . . . . . . . . . . . . . . 8L-6
LAMP, AIRBAG WARNING . . . . . . . . . . . . 8W-43-1
LAMP AND CIGAR LAMP, ASH RECEIVER . 8W-44-1
LAMP AND IGNITION SWITCH LAMP,
COURTESY . . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
LAMP AND SWITCH REMOVE/INSTALL,
GLOVE BOX . . . . . . . . . . . . . . . . . . . . . . . . . 8E-21
LAMP, ASH RECEIVER LAMP AND
CIGAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
LAMP, BRAKE WARNING . . . . . . . . . . . . 8W-32-2
LAMP BULB REPLACEMENT,
UNDERHOOD . . . . . . . . . . . . . . . . . . . . . . . . 8L-12
LAMP (CHMSL), CENTER HIGH
MOUNTED STOP . . . . . . . . . . . . . . . . . . . . . 8L-11
LAMP, COURTESY LAMP AND IGNITION
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
LAMP DIAGNOSIS, FOG/OFF ROAD . . . . . . . . 8L-3
LAMP, DOME . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
LAMP (DRL) MODULE, DAYTIME
RUNNING . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-2
LAMP, FRONT SIDE MARKER . . . . . . . . . . . . 8L-9
LAMP, GLOVE BOX . . . . . . . . . . . . . . . . . 8W-44-1
LAMP, LOW WASHER FLUID WARNING . 8W-53-2
LAMP, REAR SIDE MARKER . . . . . . . . . . . . 8L-11
LAMP REPLACEMENT, UNDERHOOD . . . . . 8L-12
LAMP SWITCH, BACKUP . . . . . . . . . . . . . . . 8L-11
LAMP SWITCH, BRAKE WARNING . . . . . 8W-32-4
LAMP SWITCH, FOUR-WHEEL DRIVE
INDICATOR
. . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-1
LAMP SWITCH REPLACEMENT, FOG . . . . . . 8L-10
LAMP SWITCH REPLACEMENT, OFF
ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-10
LAMP SWITCH SENSE, STOP . . . . . . . . . 8W-32-2
LAMP SWITCH, STOP . . . . . . . . . . . . . 8H-1,8H-6
LAMP, UNDERHOOD; INTERIOR
LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
LAMP, UNDERHOOD; LAMPS . . . . . . . . . . . 8L-11
LAMP, UPSHIFT . . . . . . . . . . . . . . . . . . . 8W-30-10
LAMP, WARNING . . . . . . . . . . . . . . . . . . 8W-32-4
LAMPPCM OUTPUT, EMR . . . . . . . . . . . . 14-62
LAMPPCM OUTPUT, GENERATOR . . . . . . 14-61
LAMPPCM OUTPUT, MALFUNCTION
INDICATOR . . . . . . . . . . . . . . . . . . . . 14-28,14-62
LAMPS AND CHMSL LAMPS, STOP . . . . 8W-51-1
LAMPS AND REAR LICENSE PLATE
LAMPS, TAIL . . . . . . . . . . . . . . . . . . . . . . 8W-51-1
LAMPS, BACKUP . . . . . . . . . . . . . . . . . . . . . 8L-11
LAMPS, BACK-UP . . . . . . . . . . . . . . . . . . 8W-51-1
LAMPS, CLUSTER ILLUMINATION . . . 8E-14,8E-4
LAMPS, EXTERIOR . . . . . . . . . . . . . . . . . . . 8L-13
LAMPS, FOG; FRONT LIGHTING . . . . . . . 8W-50-2
LAMPS, FOG; LAMPS . . . . . . . . . . . . . . . . . . 8L-8
LAMPS, INDICATOR . . . . . . . . . . . . . . 8E-10,8E-3
LAMPS, INTERIOR . . . . . . . . . . . . . . . . . . . . 8L-13
LAMPS, LICENSE PLATE . . . . . . . . . . . . . . . 8L-11
LAMPS, OFF ROAD . . . . . . . . . . . . . . . . . . . . 8L-9
LAMPS, OFF-ROAD . . . . . . . . . . . . . . . . . 8W-50-2
LAMPS, PARK AND TURN SIGNAL . . . . . . . . 8L-9
LAMPS, PARKING . . . . . . . . . . . . . . . . . . 8W-50-1
LAMPS, READING AND COURTESY . . . . . . . 8C-1
LAMPS, READING/COURTESY . . . . . . . . . . . . 8C-8
LAMPS, STOP LAMPS AND CHMSL . . . . 8W-51-1
LAMPS, TAIL LAMPS AND REAR
LICENSE PLATE . . . . . . . . . . . . . . . . . . . . 8W-51-1
LAMPS, TAIL, STOP AND TURN SIGNAL . . 8L-11
LATCH CLIP, FUEL LINE WITH . . . . . . . . . . 14-13
LATCH, DOOR . . . . . . . . . . . . . . . . . . . . . . . 23-28
LATCH LINKAGE, DOOR . . . . . . . . . . . . . . . 23-28
LATCH STRIKER, DOOR . . . . . . . . . . . . . . . 23-29
LEAD CORRECTION CHART . . . . . . . . . . . . . . 22-5
LEAF REPLACEMENT, SPRING . . . . . . . . . . . . 3-6
LEAF SPRING EYE BUSHING
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . 3-6
LEAF SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . 3-5
LEAK DIAGNOSIS, CONVERTER
HOUSING FLUID . . . . . . . . . . . . . . . . . . . . . 21-97
LEAK DOWN TEST3.9L/5.2L ENGINE,
FUEL PRESSURE . . . . . . . . . . . . . . . . . . . . . . 14-9
LEAK TESTING REFRIGERANT . . . . . . . . . . . 24-5
LEAKAGE DIAGNOSIS, GEAR . . . . . . . . . . . . 19-11
LEAKAGE DIAGNOSIS, INTAKE
MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
LEAKAGE DIAGNOSIS, PUMP . . . . . . . . . . . 19-10
LEAKAGE TEST, CYLINDER COMBUSTION
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
LEAKS, REPAIRING . . . . . . . . . . . . . . . . . . . . 22-3
LEAKS, TESTING COOLING SYSTEM . . . . . . . 7-25

Description

Group-Page

LEFT INSTRUMENT PANEL END CAP


REMOVE/INSTALL, LOWER . . . . . . . . . . . . . 8E-21
LENS AND MASK REMOVE/INSTALL,
CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-15
LENS REPLACEMENT, AERO HEADLAMP . . . 8L-7
LEVEL AND CAPACITY, TRANSMISSION
LUBRICANT . . . . . . . . . . . . . . . . . . . . . . . . . 21-40
LEVEL AND CONDITION, CHECKING
FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-91
LEVEL CHECK, FLUID . . . . . . . . . . . . . . . . 21-125
LEVEL, CORRECT BRAKE FLUID . . . . . . . . . . 5-12
LEVEL, EFFECTS OF INCORRECT FLUID . . . 21-92
LICENSE PLATE LAMPS . . . . . . . . . . . . . . . 8L-11
LICENSE PLATE LAMPS, TAIL LAMPS
AND REAR . . . . . . . . . . . . . . . . . . . . . . . 8W-51-1
LIGHT BAR . . . . . . . . . . . . . . . . . . . . . . . . . 23-21
LIGHT DISPLAY, ABS/RWAL WARNING . . . . . . 5-9
LIGHT ILLUMINATION, SERVICE BRAKE
WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
LIGHT MODULE (DRLM), DAYTIME
RUNNING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-12
LIGHTER, CIGAR . . . . . . . . . . . . . . . . . . . 8W-41-1
LIGHTER REMOVE/INSTALL, CIGAR . . . . . . 8E-21
LIGHTS, BRAKE WARNING . . . . . . . . . . . . . . . 5-1
LIMITED SLIP DIFFERENTIAL . . . . . . . . . . . . . 3-9
LIMITS, BRAKE DRUM REFINISH . . . . . . . . . 5-22
LINE AND FITTING SERVICE,
TRANSMISSION COOLER . . . . . . . . . . . . . 21-133
LINE WITH LATCH CLIP, FUEL . . . . . . . . . . 14-13
LINES, REFRIGERANT . . . . . . . . . . . . . . . . . 24-19
LINK, CENTER . . . . . . . . . . . . . . . . . . . . . . . 19-18
LINK CONNECTOR, ABS DATA . . . . . . . . 8W-32-2
LINK CONNECTOR, AIRBAG DATA . . . . . 8W-43-1
LINK CONNECTOR, DATA; ANTI-LOCK
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-32-4
LINK CONNECTOR, DATA;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-5
LINK CONNECTOR, DATA; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . 8W-30-11
LINK CONNECTORPCM INPUT AND
OUTPUT, DATA . . . . . . . . . . . . . . . . . . . . . . . 14-57
LINKAGE ADJUSTMENT, SHIFT . . . 21-127,21-264
LINKAGE ADJUSTMENT, TRANSMISSION
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-93
LINKAGE, DOOR LATCH . . . . . . . . . . . . . . . 23-28
LINKAGE, HYDRAULIC CLUTCH . . . . . . . . . . . 6-1
LINKAGE INSTALLATION, CLUTCH
HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
LINKAGE REMOVAL, CLUTCH
HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
LINKAGE REMOVE/INSTALL . . . . . . . . . . . . . 8K-8
LINKAGE, STEERING; LUBRICATION AND
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . 0-25
LINKAGE, STEERING; STEERING . . . . . . . . . 19-42
LINKAGE 4WD VEHICLES, STEERING . . . 19-17
LOADING AND WEIGHT DISTRIBUTION,
VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
LOCATION, ABS DIAGNOSTIC
CONNECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
LOCATION, RWAL DIAGNOSTIC
CONNECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
LOCATIONS, CONNECTOR; CONNECTOR
LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . 8W-90-1
LOCATIONS, CONNECTOR; CONNECTOR
PIN OUTS . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-1
LOCATIONS, CONNECTOR; WIRING
DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-1
LOCATIONS, DRAIN AND FILL PLUG . . . . . 21-40
LOCATIONS, SPLICE . . . . . . . . . . . . . . . . 8W-95-1
LOCATIONS, SPLICE; WIRING
DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-1
LOCATIONS, SWITCH AND PLUG . . . . . . . . . 21-2
LOCK CYLINDER, KEY . . . . . . . . . . . . . . . . . 23-27
LOCK, HYDROSTATIC . . . . . . . . . . . . . . . . . . . 9-4
LOCK MOTOR, POWER . . . . . . . . . . . . . . . . . 8P-1
LOCK MOTOR, POWER DOOR . . . . . . . . . . . 23-29
LOCK MOTOR REMOVE/INSTALL,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-2
LOCK REMOVE/INSTALL, GLOVE BOX . . . . 8E-21
LOCK SERVICE, GOVERNOR AND PARK . . 21-125
LOCK SWITCH, POWER . . . . . . . . . . . . . . . . 8P-1
LOCK SWITCH REMOVE/INSTALL,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-2
LOCKOUT SWITCH REMOVE/INSTALL,
HEADLAMP, POWER MIRROR,
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . . 8E-19
LOCKS, POWER DOOR . . . . . . . . . . . . . . 8W-61-1

INDEX
Description

Group-Page

LOOP MODES OF OPERATION, OPEN


LOOP/CLOSED . . . . . . . . . . . . . . . . . . 14-28,14-64
LOOP/CLOSED LOOP MODES OF
OPERATION, OPEN . . . . . . . . . . . . . . 14-28,14-64
LOUVERS, PANEL AIR . . . . . . . . . . . . . . . . . 24-21
LOW FUEL AND TACHOMETER DRIVE
MODULES REMOVE/INSTALL . . . . . . . . . . . 8E-16
LOW SPEED KNOCK; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-20
LOW SPEED KNOCK; REAR SUSPENSION
AND AXLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
LOW WASHER FLUID WARNING LAMP . 8W-53-2
LOWER BALL STUD . . . . . . . . . . . . . . . . . . . 2-11
LOWER INSTRUMENT PANEL MODULE
REMOVE/INSTALL . . . . . . . . . . . . . . . . . . . . 8E-21
LOWER LEFT INSTRUMENT PANEL END
CAP REMOVE/INSTALL . . . . . . . . . . . . . . . . 8E-21
LOWER SUSPENSION ARM . . . . . . . . . 2-10,2-16
LOW-REVERSE DRUM AND REAR BAND
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 21-201
LUBRICANT CHANGE; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-33
LUBRICANT CHANGE; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-15
LUBRICANT LEVEL AND CAPACITY,
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-40
LUBRICANT, RECOMMENDED; NV3500
MANUAL TRANSMISSION . . . . . . . . . . . . . 21-262
LUBRICANT, RECOMMENDED;
TRANSMISSION AND TRANSFER CASE . . . . 21-2
LUBRICANT SPECIFICATIONS; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-31
LUBRICANT SPECIFICATIONS; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-12
LUBRICANT SPECIFICATIONS, BODY . . . . . . 0-29
LUBRICANT, TRANSMISSION . . . . . . . . . . . 21-40
LUBRICANTS, CHASSIS COMPONENT
AND WHEEL BEARING . . . . . . . . . . . . . . . . . 0-25
LUBRICANTS, CLASSIFICATION OF . . . . . . . . . 0-1
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . 16-2
LUBRICATION AND REPLACEMENT
PARTS RECOMMENDATION . . . . . . . . . . . . . . . 0-2
LUBRICATION, CLUTCH . . . . . . . . . . . . . . . . . . 6-2
LUBRICATION, COMPONENTS
REQUIRING NO . . . . . . . . . . . . . . . . . . . . . . . . 0-2
LUBRICATION SYSTEM . . . . . . . . . . . . . 9-67,9-99
LUBRICATION SYSTEM, ENGINE . . . . . . . . . . 9-39
LUBRICATION SYSTEM, FIG. 2 OIL . . . 9-100,9-68
LUG NUT, WHEEL . . . . . . . . . . . . . . . . . . . . 22-12
MAIN BEARINGS, CRANKSHAFT . . . . . 9-105,9-74
MAINTENANCE, ENGINE . . . . . . . . . . . . . . . . 0-14
MAINTENANCE SCHEDULES . . . . . . . . . . . . . . 0-4
MAJOR COMPONENT IDENTIFICATION . . . Intro.-3
MALFUNCTION DIAGNOSIS AND TESTS,
SNOW PLOW . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
MALFUNCTION INDICATOR LAMPPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . 14-28,14-62
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR; FUEL SYSTEM . . . . . . . . . . 14-47,14-88
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR; IGNITION SYSTEMS . . . . . . 8D-24,8D-5
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR TEST; FUEL SYSTEM . . . . . . . . . . 14-71
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR TEST; IGNITION SYSTEMS . . . . . . 8D-12
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSORPCM INPUT . . . . . . . . . . . 14-24,14-59
MANIFOLD ABSOLUTE PRESSURE
SENSOR; FUEL/IGNITION . . . . . . . . . . . . 8W-30-4
MANIFOLD ABSOLUTE PRESSURE
SENSOR; FUEL/IGNITION3.9L AND
5.2L ENGINES . . . . . . . . . . . . . . . . . . . . . 8W-30-9
MANIFOLD AIR TEMPERATURE SENSOR,
INTAKE; FUEL SYSTEM . . . . . . . . . . . . . . . . 14-84
MANIFOLD AIR TEMPERATURE SENSOR,
INTAKE; IGNITION SYSTEMS . . . . . . . . . . . 8D-23
MANIFOLD AIR TEMPERATURE SENSOR,
SENSOR RESISTANCE (OHMS)
COOLANT TEMPERATURE SENSOR/
INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-70
MANIFOLD AIR TEMPERATURE SENSOR
TEST, INTAKE; FUEL SYSTEM . . . . . . . . . . . 14-70
MANIFOLD AIR TEMPERATURE SENSOR
TEST, INTAKE; IGNITION SYSTEMS . . . . . . 8D-12
MANIFOLD AIR TEMPERATURE
SENSOR3.9L/5.2L ENGINE, INTAKE . . . . . 8D-5
MANIFOLD AIR TEMPERATURE
SENSORPCM INPUT, INTAKE . . . . . . . . . . 14-58

Description

Group-Page

MANIFOLD, COMPRESSOR . . . . . . . . . . . . . 24-15


MANIFOLD GAUGE SET . . . . . . . . . . . . . . . . . 24-3
MANIFOLD, INTAKE . . . . . . . . . . . . . . 14-47,14-88
MANIFOLD LEAKAGE DIAGNOSIS,
INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
MANIFOLD3.9L / 5.2L ENGINES,
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
MANIFOLD3.9L / 5.2L ENGINES,
INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
MANIFOLDS2.5L ENGINE, INTAKE /
EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
MANUAL BRAKE BLEEDING
PROCEDURE, ABS . . . . . . . . . . . . . . . . . . . . . 5-60
MANUAL BRAKE BLEEDING
PROCEDURE, RWAL SYSTEM . . . . . . . . . . . . 5-49
MANUAL FIRST GEAR (1), HYDRAULIC
FLOW IN . . . . . . . . . . . . . . . . . . . . . . . . . . 21-123
MANUAL SECOND GEAR (2),
HYDRAULIC FLOW IN . . . . . . . . . . . . . . . . 21-124
MANUAL STEERING GEAR . . . . . . . . . . . . . . 0-27
MANUAL TRANSMISSION . . . . . . . . . . . . . . . 0-21
MANUAL TRANSMISSION, AX 15 . . . . . . . . . 21-1
MARKER LAMP, FRONT SIDE . . . . . . . . . . . . 8L-9
MARKER LAMP, REAR SIDE . . . . . . . . . . . . 8L-11
MARKINGS, OVERSIZE AND UNDERSIZE
ENGINE COMPONENT . . . . . . . . . . . . . 9-112,9-80
MASK REMOVE/INSTALL, CLUSTER
LENS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-15
MASTER CYLINDER BLEEDING . . . . . . . . . . . 5-13
MASTER CYLINDER, CLUTCH . . . . . . . . . . . . 0-20
MASTER CYLINDER INSTALLATION . . . . . . . 5-14
MASTER CYLINDER REMOVAL . . . . . . . . . . . 5-13
MASTER CYLINDER RESERVOIR
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . 5-13
MASTER CYLINDERBRAKE FLUID
BRAKELINES . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
MASTER CYLINDER/POWER BOOSTER
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
MATCH MOUNTING . . . . . . . . . . . . . . . . . . . . 22-8
MATS, CARPETS AND FLOOR . . . . . . . . . . . 23-43
MEASUREMENT AND ADJUSTMENT
WITH GAUGE SET, PINION DEPTH . . . . . . . . 3-22
MEASUREMENT AND TORQUE
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . Intro.-8
MEASUREMENT, UNIVERSAL JOINT
ANGLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
MEASUREMENT WITH GAUGE SET
C-3715-B, DIFFERENTIAL AND PINION . . . . . 2-40
MEASUREMENTS AND ADJUSTMENTS,
ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
MEASURING WITH PLASTIGAGE . . . . . . . . . . 9-3
MECHANISM, GEARSHIFT . . . . . . . . . . . . . . 21-88
MECHANISM, SHIFT . . . . . . . . . . . . . . . . . 21-261
MEMORY, RADIO . . . . . . . . . . . . . . . . . . 8W-47-1
METRIC AND ENGLISH/SAE
CONVERSION . . . . . . . . . . . . . . . . . . . . . . Intro.-8
METRIC CONVERSION . . . . . . . . . . . . . . Intro.-10
METRIC, THREAD NOTATIONSAE . . . . . Intro.-9
(MFI)COMPONENT DESCRIPTION/
SYSTEM OPERATION3.9L/5.2L
ENGINE, MULTI-PORT FUEL INJECTION . . . 14-52
(MFI)COMPONENT REMOVAL/
INSTALLATION3.9L/5.2L ENGINE,
MULTI-PORT FUEL INJECTION . . . . . . . . . . 14-83
MINIMUM AIR FLOW CHECK, THROTTLE
BODY . . . . . . . . . . . . . . . . . . . . . . . . . 14-36,14-73
MINIMUM THICKNESS, ROTOR . . . . . . . . . . 5-42
MIRROR, AUTOMATIC DAY/NIGHT . . . . 8T-1,8T-2
MIRROR, DAY/NIGHT . . . . . . . . . . . . . . . 8W-44-2
MIRROR, OVERDRIVE LOCKOUT SWITCH
REMOVE/INSTALL, HEADLAMP, POWER . . . 8E-19
MIRROR, REARVIEW . . . . . . . . . . . . . . . . . . 23-31
MIRROR REMOVE/INSTALL, AUTOMATIC
DAY/NIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 8T-3
MIRROR REMOVE/INSTALL, POWER . . . . . . 8T-3
MIRROR SUPPORT BRACKET . . . . . . . . . . . 23-31
MIRROR SWITCH, POWER . . . . . . . . . . . . . . 8T-1
MIRROR SWITCH REMOVE/INSTALL,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8T-3
MIRROR TEST CHART . . . . . . . . . . . . . . . . . . 8T-2
MIRRORS, EXTERIOR . . . . . . . . . . . . . . . . . 23-16
MIRRORS, POWER . . . . . . . . . 8T-1,8T-2,8W-62-1
MISALIGNMENT, CLUTCH . . . . . . . . . . . . . . . . 6-3
MISALIGNMENT, CLUTCH HOUSING . . . . . . . . 6-4
MISALIGNMENT, FLYWHEEL . . . . . . . . . . . . . . 6-3
MISS, INJECTOR DIAGNOSISVEHICLE
RUNS ROUGH AND/OR HAS A . . . . . . . . . . 14-77
MODE DOOR VACUUM ACTUATOR . . . . . . . 24-20

Description

13

Group-Page

MODES OF OPERATION, OPEN


LOOP/CLOSED LOOP . . . . . . . . . . . . . 14-28,14-64
MODULE (ACM), AIRBAG CONTROL . . . . 8W-43-1
MODULE, AIRBAG . . . . . . . . . . . . . . . . . . . . 8M-1
MODULE, AIRBAG CONTROL . . . . . . . . . . . . 8M-2
MODULE, BUZZER . . . . . . . . . . . . . . . . 8U-1,8U-2
MODULE, DAYTIME RUNNING LAMP
(DRL) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-2
MODULE DIAGNOSIS, ABS/RWAL
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
MODULE (DRLM), DAYTIME RUNNING
LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-12
MODULE, FUEL PUMP; FUEL SYSTEM . . . . 14-46,
14-86
MODULE, FUEL PUMP; FUEL/IGNITION . 8W-30-2
MODULE, FUEL PUMP; FUEL/IGNITION
3.9L AND 5.2L ENGINES . . . . . . . . . . . . . 8W-30-7
MODULE HANDLING, AIRBAG . . . . . . . . . . . 8M-3
MODULE INSTALLATION, ABS
ELECTRONIC CONTROL . . . . . . . . . . . . . . . . . 5-59
MODULE INSTALLATION, ELECTRONIC
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
MODULE, INTERMITTENT WIPE . . . . . . . . . . 8K-6
MODULE (PCM) 60-WAY CONNECTOR,
POWERTRAIN CONTROL . . . . . . . . . . . . . . . 14-70
MODULE (PCM), POWERTRAIN
CONTROL; EMISSION CONTROL
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 25-22
MODULE (PCM), POWERTRAIN
CONTROL; FUEL SYSTEM . . . 14-21,14-48,14-56,
14-89
MODULE (PCM), POWERTRAIN
CONTROL; IGNITION SYSTEMS . . . . 8D-12,8D-24,
8D-5
MODULE, POWERTRAIN CONTROL . . . 8H-1,8H-7
MODULE REMOVAL, ABS ELECTRONIC
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
MODULE REMOVAL, ELECTRONIC
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
MODULE REMOVE/INSTALL, AIRBAG . . . . . 8M-4
MODULE REMOVE/INSTALL, AIRBAG
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-6
MODULE REMOVE/INSTALL, COMPASS/
THERMOMETER . . . . . . . . . . . . . . . . . . . . . . 8C-6
MODULE REMOVE/INSTALL, LOWER
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . 8E-21
MODULE SCHEMATIC, BUZZER . . . . . . . . . . 8U-3
MODULE, SNOW PLOW CONTROL . . . . . . . 13-17
MODULE TESTING, POWERTRAIN
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 14-76
MODULE2.5L ENGINE, FUEL PUMP . . . . . 14-3
MODULE3.9L/5.2L ENGINE, FUEL
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
MODULES REMOVE/INSTALL, LOW FUEL
AND TACHOMETER DRIVE . . . . . . . . . . . . . 8E-16
MOTOR AND WHEEL ASSEMBLY,
BLOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-23
MOTOR, BLOWER; AIR CONDITIONING/
HEATER . . . . . . . . . . . . . . . . . . 8W-42-1,8W-42-3
MOTOR, BLOWER; HEATING AND AIR
CONDITIONING . . . . . . . . . . . . . . . . . . . . . . 24-12
MOTOR, IDLE AIR CONTROL (IAC); FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14-46,14-88
MOTOR, IDLE AIR CONTROL (IAC);
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-3
MOTOR, IDLE AIR CONTROL (IAC);
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-8
MOTOR, POWER DOOR LOCK . . . . . . . . . . . 23-29
MOTOR, POWER LOCK . . . . . . . . . . . . . . . . . 8P-1
MOTOR, POWER WINDOW . . . . . . . . . . 8S-1,8S-2
MOTOR, RADIATOR FAN RELAY . . . . . . . 8W-42-2
MOTOR RELAY TEST, STARTER . . . . . . . . . 14-76
MOTOR REMOVE/INSTALL, POWER
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-2
MOTOR REMOVE/INSTALL, POWER
WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8S-3
MOTOR TEST, IDLE AIR CONTROL (IAC) . . 14-72
MOTOR, WIPER . . . . . . . . . . . . . . . . . . 8K-3,8K-7
MOTORPCM OUTPUT, IDLE AIR
CONTROL (IAC) . . . . . . . . . . . . . . . . . 14-27,14-61
MOULDINGS, NAMEPLATES AND
DECALS, BODY . . . . . . . . . . . . . . . . . . . . . . 23-10
MOUNT COMPRESSOR BRACKET
SERVICE, SOLID . . . . . . . . . . . . . . . . . . . . . . 9-15
MOUNTED STOP LAMP (CHMSL),
CENTER HIGH . . . . . . . . . . . . . . . . . . . . . . . 8L-11
MOUNTING, FRONT AXLE . . . . . . . . . . . . . . . 2-47

14

INDEX

Description

Group-Page

MOUNTING, MATCH . . . . . . . . . . . . . . . . . . . 22-8


MOUNTS, ENGINE . . . . . . . . . . . . . . . . . . . . . 9-13
MOUNTS, ENGINE FRONT . . . . . . . 9-13,9-49,9-82
MUFFLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
MULTI-FUNCTION SWITCH . . . . . . . . . . . . . . 8J-3
MULTI-FUNCTION SWITCH REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-4
MULTI-FUNCTION SWITCH SERVICE
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . 8L-10
MULTI-FUNCTION SWITCH TESTING
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . 8L-4
MULTI-PORT FUEL INJECTION
(MFI)COMPONENT DESCRIPTION/
SYSTEM OPERATION3.9L/5.2L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-52
MULTI-PORT FUEL INJECTION
(MFI)COMPONENT REMOVAL/
INSTALLATION3.9L/5.2L ENGINE . . . . . . . 14-83
MULTI-PORT FUEL INJECTION
GENERAL DIAGNOSIS3.9L/5.2L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-67
NAMEPLATES AND DECALS, BODY
MOULDINGS . . . . . . . . . . . . . . . . . . . . . . . . 23-10
NEUTRAL, HYDRAULIC FLOW IN . . . . . . . 21-116
NO LUBRICATION, COMPONENTS
REQUIRING . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
NOISE, A/C COMPRESSOR . . . . . . . . . . . . . 24-14
NOISE, CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . 6-9
NOISE COMPLAINT, HISS . . . . . . . . . . . . . . . 19-3
NOISE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . 3-30
NOISE, GEAR AND BEARING; FRONT
SUSPENSION AND AXLE. . . . . . . . . . . . . . . . . 2-19
NOISE, GEAR AND BEARING; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . . 3-8
NOISE OR VIBRATION, TIRE . . . . . . . . . . . . . 22-4
NOISE SUPPRESSION, RADIO . . . . . . . . . . . . 8F-1
NOISE/VIBRATION DIAGNOSIS, AXLE . . . . . . . 3-8
NO-LEAD FUEL TANK FILLER TUBE . . . . . . 14-14
NORMAL AND FAULT CONDITIONS, ABS
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
NOTATIONSAE AND METRIC, THREAD . Intro.-9
NOTATIONS, SPECIFICATION . . . . . . . . . . Intro.-8
NOTES, CAUTIONS, AND WARNINGS . . . 8W-01-1
NOZZLE/TUBES, FUEL FILLER DOOR . . . . . 23-15
NP231 SERVICE DIAGNOSIS . . . . . . . . . . . 21-263
NP231 TORQUE SPECIFICATIONS . . . . . . . 21-287
NP231 TRANSFER CASE . . . . . . . . 21-260,21-284
NP231 TRANSFER CASE, LEGEND . . . . . . 21-285
NUMBER (VIN) DECODING, VEHICLE
IDENTIFICATION . . . . . . . . . . . . . . . . . . . . Intro.-2
NUMBER (VIN) PLATE, VEHICLE
IDENTIFICATION . . . . . . . . . . . . . . . . . . . . Intro.-1
NUT TIGHTENING, WHEEL . . . . . . . . . . 5-25,5-43
NUT, WHEEL LUG . . . . . . . . . . . . . . . . . . . . 22-12
NV3500 TORQUE SPECIFICATIONS . . . . . . 21-287
OFF ROAD LAMP SWITCH
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . 8L-10
OFF ROAD LAMPS . . . . . . . . . . . . . . . . . . . . . 8L-9
OFF-ROAD LAMPS . . . . . . . . . . . . . . . . . 8W-50-2
OHMSCOOLANT TEMPERATURE
SENSOR/INTAKE MANIFOLD AIR
TEMPERATURE SENSOR, SENSOR
RESISTANCE . . . . . . . . . . . . . . . . . . . . . . . . 14-70
OIL CAPACITIES, A/C REFRIGERANT . . . . . . . 24-6
OIL CHANGE AND FILTER
REPLACEMENT, ENGINE . . . . . . . . . . . . . . . . 0-15
OIL COOLERS, AUTOMATIC
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . 7-32
OIL, ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 0-14
OIL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45
OIL LUBRICATION SYSTEM . . . . . . . . 9-100,9-68
OIL PAN . . . . . . . . . . . . . . . . . . . . 9-42,9-65,9-97
OIL PRESSURE, CHECKING ENGINE . . . . . . . 9-44
OIL PRESSURE, ENGINE . . . . . . . . . . . . . . . . . 9-7
OIL PRESSURE SENDING UNIT
REMOVE/INSTALL . . . . . . . . . . . . . . . . . . . . 8E-16
OIL PUMP . . . . . . . . . . . . . . . . . . . . . . 9-101,9-69
OIL PUMP AND REACTION SHAFT
SUPPORT OVERHAUL . . . . . . . . . . 21-154,21-204
OIL PUMP SEAL . . . . . . . . . . . . . . . . . . . . 21-125
OIL PUMP SEAL REPLACEMENT . . . . . . . . 21-139
OIL PUMP SERVICE . . . . . . . . . . . . . . . . . . . 9-42
OIL, REFRIGERANT . . . . . . . . . . . . . . . . . . . . 24-5
OIL SEAL REPLACEMENT, FRONT
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . 9-63,9-95
OIL SEALS, CRANKSHAFT REAR . . . . . 9-106,9-74
OIL SEALS SERVICE, CRANKSHAFT . . . . . . . 9-29

Description

Group-Page

ON-BOARD DIAGNOSTIC SYSTEM,


USING; BATTERY/STARTING/CHARGING
SYSTEMS DIAGNOSTICS . . . . . . . . . . . . . . . 8A-21
ON-BOARD DIAGNOSTIC SYSTEM,
USING; VEHICLE SPEED CONTROL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-3
ON-BOARD DIAGNOSTICS; EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . 25-1
ON-BOARD DIAGNOSTICS; IGNITION
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-16
ON-BOARD DIAGNOSTICS (OBD);
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . 7-3
ON-BOARD DIAGNOSTICS (OBD); FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14-36,14-76
ONLY, RADIO CHOKE RELAYPREMIUM
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-1
OPEN CIRCUIT VOLTAGE . . . . . . . . . . . . . . . . 8A-7
OPEN LOOP/CLOSED LOOP MODES OF
OPERATION . . . . . . . . . . . . . . . . . . . . 14-28,14-64
OPENER STORAGE COMPARTMENT
DOOR REMOVE/INSTALL, GARAGE
DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-8
OPENER STORAGE, REMOTE GARAGE
DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-1
OPERATING RANGES . . . . . . . . . . . . . . . . . 21-261
OPERATING SPECIFICATIONS, PUMP . . . . . . 19-3
OPERATION, ABS . . . . . . . . . . . . . . . . . . . . . 5-54
OPERATION, AIR CONDITIONING . . . . . . 8W-42-1,
8W-42-3
OPERATION, AIR TESTING
TRANSMISSION CLUTCH AND BAND . . . . . 21-97
OPERATION AND SERVICE, ABS BRAKE . . . . 5-51
OPERATION AND SERVICE, RWAL
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
OPERATION, AUTOMATIC
TRANSMISSION CONTROLS . . . . . . . . . . . . 21-88
OPERATION, BOOST VALVE . . . . . . . . . . . . . 21-89
OPERATION, COMBINATION VALVE . . . . 5-46,5-55
OPERATION, COMPONENT
IDENTIFICATION/SYSTEM . . . . . . . . . . . . . . . 8D-1
OPERATION, OPEN LOOP/CLOSED LOOP
MODES OF . . . . . . . . . . . . . . . . . . . . . 14-28,14-64
OPERATION, POWER STEERING PUMP
INITIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-16
OPERATION, QUICK FILL VALVE . . . . . . . . . 21-89
OPERATION, RADIO . . . . . . . . . . . . . . . . 8W-47-1
OPERATION, RWAL SYSTEM . . . . . . . . . . . . . 5-45
OPERATION, SYSTEM DESCRIPTION . . . . . . 13-3
OPERATION2.5L ENGINE, SINGLEPORT FUEL INJECTIONCOMPONENT
DESCRIPTION/SYSTEM . . . . . . . . . . . . . . . . 14-21
OPERATION3.9L/5.2L ENGINE,
MULTI-PORT FUEL INJECTION
(MFI)COMPONENT DESCRIPTION/
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-52
OPTIONAL CLUSTER . . . . . . . . . . . . . . . . . . . 8E-9
ORDER2.5L 4-CYLINDER ENGINE,
ENGINE FIRING . . . . . . . . . . . . . . . . . . . . . . 8D-29
ORDER3.9L V-6 ENGINE, ENGINE
FIRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-29
ORDER5.2L V-8 ENGINE, ENGINE
FIRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-29
ORNAMENTATION, WHEEL . . . . . . . . . . . . . . 22-7
OUTER CV JOINT . . . . . . . . . . . . . . . . . . . . . 2-26
OUTPUT, AIR CONDITIONING (A/C)
CLUTCH RELAYPCM . . . . . . . . . . . 14-25,14-61
OUTPUT, AUTO SHUTDOWN (ASD)
RELAYPCM . . . . . . . . . . . . . . . . . . 14-26,14-61
OUTPUT, DATA LINK CONNECTORPCM
INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-57
OUTPUT, EGR (EXHAUST GAS
RECIRCULATION) VALVE CONTROL
SOLENOIDPCM . . . . . . . . . . . . . . . . . . . . 14-62
OUTPUT, EGR SOLENOIDPCM . . . . . . . . . 14-26
OUTPUT, EMR LAMPPCM . . . . . . . . . . . . 14-62
OUTPUT, EVAP CANISTER PURGE
SOLENOIDPCM . . . . . . . . . . . . . . . 14-27,14-62
OUTPUT, FUEL INJECTORPCM . . . . . . . . 14-27
OUTPUT, FUEL INJECTORSPCM . . . . . . . 14-62
OUTPUT, FUEL PUMPPCM . . . . . . . . . . . 14-27
OUTPUT, GENERATOR FIELDPCM . . . . . . 14-61
OUTPUT, GENERATOR LAMPPCM . . . . . . 14-61
OUTPUT, GENERATORPCM . . . . . . . . . . . 14-27
OUTPUT, IDLE AIR CONTROL (IAC)
MOTORPCM . . . . . . . . . . . . . . . . . 14-27,14-61
OUTPUT, IGNITION COILPCM . . . . 14-28,14-62
OUTPUT, MALFUNCTION INDICATOR
LAMPPCM . . . . . . . . . . . . . . . . . . . 14-28,14-62

Description

Group-Page

OUTPUT, RADIATOR COOLING FAN


RELAYPCM . . . . . . . . . . . . . . . . . . . . . . . 14-28
OUTPUT, SCI TRANSMITPCM . . . . . . . . . 14-63
OUTPUT, SHIFT INDICATORPCM . . . . . . . 14-63
OUTPUT, SPEED CONTROLPCM . . . . . . . 14-63
OUTPUT, TACHOMETERPCM . . . . . . . . . . 14-63
OUTPUT TEST, HEATER . . . . . . . . . . . . . . . . . 24-8
OUTS, TAKE . . . . . . . . . . . . . . . . . . . . . . 8W-01-2
OUTSIDE DOOR HANDLE . . . . . . . . . . . . . . 23-27
OVERDRIVE CLUTCH INSTALLATION AND
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . 21-257
OVERDRIVE COMPONENT CLEANING
AND INSPECTION . . . . . . . . . . . . . . . . . . . 21-245
OVERDRIVE COMPONENTS, FOURTH
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-86
OVERDRIVE DIAGNOSIS . . 21-109,21-110,21-111
OVERDRIVE FOURTH GEAR ELECTRICAL
CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . 21-93
OVERDRIVE GEARTRAIN AND CASE
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 21-254
OVERDRIVE GEARTRAIN DISASSEMBLY . . 21-240
OVERDRIVE LOCKOUT SWITCH
REMOVE/INSTALL, HEADLAMP, POWER
MIRROR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-19
OVERDRIVE PISTON AND RETAINER
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 21-201
OVERDRIVE REMOVAL/INSTALLATION,
TRANSMISSION - CONVERTER - . . . . . . . . 21-137
OVERDRIVE SELECTOR SWITCH . . . . . . . . . 21-88
OVERDRIVE SOLENOID . . . . . . . . . . . . . 8W-30-10
OVERDRIVE SWITCH . . . . . . . . . . . . . . . 8W-31-1
OVERDRIVE UNIT DISASSEMBLY . . . . . . . 21-238
OVERDRIVE UNIT INSTALLATION2WHEEL DRIVE . . . . . . . . . . . . . . . . . . . . . . 21-144
OVERDRIVE UNIT INSTALLATION4WHEEL DRIVE . . . . . . . . . . . . . . . . . . . . . . 21-145
OVERDRIVE UNIT OVERHAUL,
42RH/46RH . . . . . . . . . . . . . . . . . . . . . . . . 21-238
OVERDRIVE UNIT REMOVAL2-WHEEL
DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-143
OVERDRIVE UNIT REMOVAL4-WHEEL
DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-145
OVERDRIVE/OVERRIDE SWITCH . . . . . . . . . 14-59
OVERHAUL, 42RH TRANSMISSION . . . . . . 21-147
OVERHAUL, 42RH/46RH OVERDRIVE
UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-238
OVERHAUL, 46RH TRANSMISSION . . . . . . 21-193
OVERHAUL, ACCUMULATOR . . . . . . . . . . . 21-203
OVERHAUL, DIFFERENTIAL . . . . . . . . . . . . . . 3-31
OVERHAUL, FRONT CLUTCH . . . . . 21-159,21-208
OVERHAUL, FRONT SERVO AND BAND . . 21-168,
21-203
OVERHAUL, GOVERNOR . . . . . . . . . . . . . . 21-246
OVERHAUL, OIL PUMP AND REACTION
SHAFT SUPPORT . . . . . . . . . . . . . . 21-154,21-204
OVERHAUL OR FLUID/FILTER CHANGE,
REFILLING AFTER . . . . . . . . . . . . . . . . . . . 21-126
OVERHAUL, OVERRUNNING CLUTCH . . . . 21-201
OVERHAUL, OVERRUNNING CLUTCH
LOW-REVERSE DRUMOVERDRIVE
PISTON RETAINER INSPECTION . . . . . . . . 21-154
OVERHAUL, PLANETARY GEAR TRAIN
AND INTERMEDIATE SHAFT . . . . . . . . . . . 21-164
OVERHAUL, PLANETARY GEARTRAIN . . . . 21-211
OVERHAUL, REAR CLUTCH . . . . . . 21-161,21-210
OVERHAUL, REAR SERVO . . . . . . . . . . . . . 21-204
OVERHAUL, REAR SERVO AND BAND . . . 21-169
OVERHAUL SERVICE INFORMATION . . . . 21-153,
21-200
OVERHAUL, TRANSFER CASE
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . 21-267
OVERHAUL, TRANSMISSION
DISASSEMBLY; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-45
OVERHAUL, TRANSMISSION
DISASSEMBLY; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-8
OVERHAUL, WHEEL CYLINDER . . . . . . . . . . . 5-24
OVERHEAD CONSOLE; BODY
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . 23-42
OVERHEAD CONSOLE; OVERHEAD
CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . 8W-49-1
OVERHEAD CONSOLE BEZEL REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-7
OVERHEAD CONSOLE REMOVE/INSTALL . . . 8C-6
OVERRUNNING CLUTCH OVERHAUL . . . . 21-201

INDEX
Description

Group-Page

OVERRUNNING CLUTCHLOWREVERSE DRUMOVERDRIVE PISTON


RETAINER INSPECTION AND
OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . 21-154
OVERSIZE AND UNDERSIZE ENGINE
COMPONENT MARKINGS . . . . . . . . . . 9-112,9-80
OXYGEN (O2S) SENSOR; EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . 25-17,25-22
OXYGEN (O2S) SENSOR; FUEL SYSTEM . . 14-47,
14-89
OXYGEN (O2S) SENSOR; IGNITION
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . 8D-24,8D-5
OXYGEN (O2S) SENSOR HEATING
ELEMENT TEST . . . . . . . . . . . . . . . . . 14-35,14-72
OXYGEN (O2S) SENSORPCM INPUT . . . 14-24,
14-59
OXYGEN SENSOR, HEATED; FUEL/
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3
OXYGEN SENSOR, HEATED; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . . 8W-30-8
OXYGEN SENSOR (O2S) TESTS . . . . . . . . . 8D-16
PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-45
PAINT AND TRIM REPAIR PRODUCTS
AFTERMARKET . . . . . . . . . . . . . . . . . . . . . . 23-46
PAINTED SURFACE TOUCH-UP . . . . . . . . . . 23-45
PAN, OIL . . . . . . . . . . . . . . . . . . . . 9-42,9-65,9-97
PANEL AIR LOUVERS . . . . . . . . . . . . . . . . . 24-21
PANEL ASSEMBLY REMOVE/INSTALL,
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . 8E-23
PANEL BEZEL REMOVE/INSTALL, RIGHT
INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . 8E-21
PANEL END CAP REMOVE/INSTALL,
LOWER LEFT INSTRUMENT. . . . . . . . . . . . . . 8E-21
PANEL, INSTRUMENT . . . . . . . . . . . . . . . . . . 8E-1
PANEL MODULE REMOVE/INSTALL,
LOWER INSTRUMENT . . . . . . . . . . . . . . . . . 8E-21
PANELS, INTERIOR TRIM . . . . . . . . . . . . . . 23-38
PANEL/WATERDAM/NOISE INSULATOR,
DOOR TRIM . . . . . . . . . . . . . . . . . . . . . . . . . 23-24
PARK AND TURN SIGNAL LAMPS . . . . . . . . 8L-9
PARK BRAKE SWITCH INPUT . . . . . . . . . 8W-32-4
PARK, HYDRAULIC FLOW IN . . . . . . . . . . . 21-115
PARK LOCK SERVICE, GOVERNOR . . . . . . 21-125
PARKING BRAKE CABLE TENSIONER
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 5-67
PARKING BRAKE PEDAL INSTALLATION . . . . 5-66
PARKING BRAKE PEDAL REMOVAL . . . . . . . 5-66
PARKING BRAKE PROBLEMS,
DIAGNOSING . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
PARKING BRAKES . . . . . . . . . . . . . . . . . . . . . 5-63
PARKING LAMPS . . . . . . . . . . . . . . . . . . 8W-50-1
PARK/NEUTRAL POSITION SWITCH;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-10
PARK/NEUTRAL POSITION SWITCH;
NV3500 MANUAL TRANSMISSION . . . . . . 21-130
PARK/NEUTRAL SWITCH . . . . . . . . . . 14-47,14-89
PARK/NEUTRAL SWITCHPCM INPUT . . . 14-60
PARTS INTERCHANGEABILITY,
TRANSMISSION CHANGES . . . . . . . . . . . . . 21-87
PARTS RECOMMENDATION,
LUBRICATION AND REPLACEMENT . . . . . . . . 0-2
PATTERN, SHIFT . . . . . . . . . . . . . . . . . . . . . . 21-2
PATTERNS, TIRE WEAR . . . . . . . . . . . . . . . . 22-4
PCM SYSTEM SCHEMATICS . . . . . . . 14-36,14-53
PCV/CRANKCASE AIR INLET FILTER . . . . . . . 0-17
PEDAL, ACCELERATOR . . . . . . . . . . . . . . . . 14-18
PEDAL AND THROTTLE CABLE,
ACCELERATOR . . . . . . . . . . . . 14-18,14-43,14-83
PEDAL BUSHINGS, CLUTCH AND BRAKE . . . 0-20
PEDAL INSTALLATION, BRAKE . . . . . . . . . . . 5-18
PEDAL INSTALLATION, CLUTCH . . . . . . . . . . 6-13
PEDAL INSTALLATION, PARKING BRAKE . . . 5-66
PEDAL POSITION SWITCH, CLUTCH . . . . . . . . 6-2
PEDAL REMOVAL, BRAKE . . . . . . . . . . . . . . . 5-18
PEDAL REMOVAL, CLUTCH . . . . . . . . . . . . . . 6-13
PEDAL REMOVAL, PARKING BRAKE . . . . . . . 5-66
PEDALSTOPLAMP SWITCH, POWER
BRAKE BOOSTERBRAKE . . . . . . . . . . . . . . 5-17
PERFORMANCE, ENGINE . . . . . . . . . . . . . . . . . 9-2
PERFORMANCE (TEMPERATURE AND
PRESSURE), A/C . . . . . . . . . . . . . . . . . . . . . . 24-7
PERFORMANCE TEST, AIR
CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . 24-7
PERFORMANCE TEST, AIR
CONDITIONING AND HEATER . . . . . . . . . . . . 24-7
PICK-UP, DISTRIBUTOR . . . . . . . . . . . . . 8W-30-3

Description

Group-Page

PICK-UP2.5L ENGINE, HALL EFFECT

. . . 8D-23,
8D-4
PIECE, REARTWO . . . . . . . . . . . . . . . . . . . 16-9
PILOT BEARING REPLACEMENT . . . . . . . . . . 6-12
PINION DEPTH MEASUREMENT AND
ADJUSTMENT WITH GAUGE SET . . . . . . . . . 3-22
PINION GEAR DEPTH VARIANCE; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-42
PINION GEAR DEPTH VARIANCE; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-24
PINION GEAR SHAFT REMOVAL . . . . . . . . . . 2-38
PINION MEASUREMENT WITH GAUGE
SET C-3715-B, DIFFERENTIAL . . . . . . . . . . . . 2-40
PINION SEAL REPLACEMENT . . . . . . . . . . . . 3-17
PINION SHAFT SEAL REPLACEMENT . . . . . . 2-34
PINION STEERING GEAR, RACK . . . . . . . . . 19-33
PIPE, EXHAUST . . . . . . . . . . . . . . . . . . . . . . . 11-3
PIPE, EXTENSION . . . . . . . . . . . . . . . . . . . . . 11-4
PISTON / CONNECTING ROD ASSEMBLY . . 9-103,
9-71
PISTON AND CONNECTING ROD
ASSEMBLY SERVICE, CYLINDER
BLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
PISTON AND RETAINER SERVICE,
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . 21-201
PISTON AND WORM SHAFT
REPLACEMENT, RACK . . . . . . . . . . . . . . . . . 19-28
PISTON RETAINER INSPECTION AND
OVERHAUL, OVERRUNNING
CLUTCHLOW-REVERSE DRUM
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . 21-154
PITMAN ARM . . . . . . . . . . . . . . . . . . . . . . . . . 19-17
PITMAN SHAFT AND SIDE COVER
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . 19-24
PITMAN SHAFT SEALS AND BEARING
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . 19-30
PITMAN SHAFT SEALS IN CAR
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . 19-19
PIVOT BRACKET, SNOW PLOW . . . . . . . . . . 13-16
PIVOTS REMOVE/INSTALL, WIPER . . . . . . . . 8K-8
PLANETARY GEAR TRAIN AND
INTERMEDIATE SHAFT OVERHAUL . . . . . . 21-164
PLANETARY GEARTRAIN OVERHAUL . . . . 21-211
PLASTIC HOSES/TUBING, RUBBER . . . . . . . . 0-24
PLASTIGAGE, MEASURING WITH . . . . . . . . . . 9-3
PLATE, BODY CODE . . . . . . . . . . . . . . . . . Intro.-2
PLATE DECODING, BODY CODE . . . . . . . . Intro.-3
PLATE, EQUIPMENT IDENTIFICATION . . . . Intro.-3
PLATE INSTALLATION, BRAKE SUPPORT . . . 5-23
PLATE LAMPS, LICENSE . . . . . . . . . . . . . . . 8L-11
PLATE LAMPS, TAIL LAMPS AND REAR
LICENSE . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-1
PLATE REMOVAL, BRAKE SUPPORT . . . . . . . 5-23
PLATE, VEHICLE IDENTIFICATION
NUMBER (VIN) . . . . . . . . . . . . . . . . . . . . . Intro.-1
PLATE-RING GEAR SERVICE,
CONVERTER-DRIVE . . . . . . . . . . . . . . . . . . 21-140
PLATES, SKID . . . . . . . . . . . . . . . . . . . . . . . 13-34
PLATE/SNAP RING SPECIFICATIONS,
42RH/46RH SPACER/THRUST . . . . . . . . . . 21-288
PLOW CONTROL MODULE, SNOW . . . . . . . 13-17
PLOW DIAGNOSIS, SNOW . . . . . . . . . . . . . . 13-9
PLOW FRAME, SNOW . . . . . . . . . . . . . . . . . 13-16
PLOW MALFUNCTION DIAGNOSIS AND
TESTS, SNOW . . . . . . . . . . . . . . . . . . . . . . . . 13-4
PLOW PIVOT BRACKET, SNOW . . . . . . . . . . 13-16
PLOW, SNOW . . . . . . . . . . . . . . . . . . . . . . . . 13-3
PLOW SPECIFICATIONS, SNOW . . . . . . . . . 13-19
PLOW WIRING DIAGRAMS, SNOW . . . . . . . . 13-4
PLUG ASSEMBLY REPLACEMENT,
ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . 19-25
PLUG CABLE RESISTANCE, SPARK . 8D-16,8D-29
PLUG, HOUSING END . . . . . . . . . . . . . . . . . 19-24
PLUG LOCATIONS, DRAIN AND FILL . . . . . 21-40
PLUG LOCATIONS, SWITCH . . . . . . . . . . . . . 21-2
PLUG SECONDARY CABLES, SPARK . . . . . 8D-15,
8D-25
PLUGS, ENGINE CORE . . . . . . . . . . . . . . . . . 9-38
PLUGS, SPARK; IGNITION SYSTEMS . . . . 8D-12,
8D-24,8D-30
PLUGS, SPARK; LUBRICATION AND
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . 0-18
POLISHING, WET SANDING,BUFFING . . . . . 23-45
POOR CONNECTIONS, INTERMITTENT . . 8W-01-4
POSITION SENSOR, CAMSHAFT; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-84

Description

15

Group-Page

POSITION SENSOR, CAMSHAFT;


FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-8
POSITION SENSOR, CAMSHAFT;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . 8D-18
POSITION SENSOR, CRANKSHAFT; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-84
POSITION SENSOR, CRANKSHAFT;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-9
POSITION SENSOR, CRANKSHAFT;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . 8D-19
POSITION SENSOR TEST, CAMSHAFT . . . . . 8D-6
POSITION SENSOR TEST, CRANKSHAFT;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 14-72
POSITION SENSOR TEST, CRANKSHAFT;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . . 8D-7
POSITION SENSOR TEST, THROTTLE . . . . . 8D-16
POSITION SENSOR TESTING, CAMSHAFT . 14-70
POSITION SENSOR, THROTTLE; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-50
POSITION SENSOR, THROTTLE;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-4
POSITION SENSOR, THROTTLE;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-9
POSITION SENSOR, THROTTLE;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . . 8D-5
POSITION SENSOR (TPS) TEST,
THROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . 14-72
POSITION SENSOR (TPS), THROTTLE;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 14-90
POSITION SENSOR (TPS), THROTTLE;
IGNITION SYSTEMS
. . . . . . . . . . . . . . . . . . . . 8D-26
POSITION SENSOR (TPS)PCM INPUT,
THROTTLE . . . . . . . . . . . . . . . . . . . . . 14-25,14-60
POSITION SENSOR3.9L/5.2L ENGINE,
CAMSHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-2
POSITION SENSOR3.9L/5.2L ENGINE,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 8D-2
POSITION SENSORPCM INPUT,
CAMSHAFT . . . . . . . . . . . . . . . . . . . . . . . . . 14-57
POSITION SENSORPCM INPUT,
CRANKSHAFT . . . . . . . . . . . . . . . . . . . . . . . 14-58
POSITION SWITCH, CLUTCH PEDAL . . . . . . . . 6-2
POSITION SWITCH, PARK/NEUTRAL;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-10
POSITION SWITCH, PARK/NEUTRAL;
NV3500 MANUAL TRANSMISSION . . . . . . 21-130
POSITIVE CRANKCASE VENTILATION
(PCV) SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 25-6
POWER ANGLING CYLINDER SERVICE . . . . 13-16
POWER BOOSTER CHECK VALVE TEST . . . . . 5-7
POWER BOOSTER VACUUM TEST . . . . . . . . . 5-7
POWER BRAKE BOOSTER INSTALLATION . . 5-18
POWER BRAKE BOOSTER REMOVAL . . . . . . 5-17
POWER BRAKE BOOSTERBRAKE
PEDALSTOPLAMP SWITCH . . . . . . . . . . . . 5-17
POWER BRAKE SYSTEM . . . . . . . . . . . . . . . . 0-27
POWER (DEVICE) GROUND; FUEL/
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-5
POWER (DEVICE) GROUND; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . 8W-30-11
POWER DOOR LOCK MOTOR . . . . . . . . . . . 23-29
POWER DOOR LOCKS . . . . . . . . . . . . . . 8W-61-1
POWER GROUND . . . . . . . . . . . . . . . . . . . . 14-60
POWER LOCK MOTOR . . . . . . . . . . . . . . . . . 8P-1
POWER LOCK MOTOR REMOVE/INSTALL . . 8P-2
POWER LOCK SWITCH . . . . . . . . . . . . . . . . . 8P-1
POWER LOCK SWITCH REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-2
POWER MIRROR, OVERDRIVE LOCKOUT
SWITCH REMOVE/INSTALL,
HEADLAMP . . . . . . . . . . . . . . . . . . . . . . . . . 8E-19
POWER MIRROR REMOVE/INSTALL . . . . . . . 8T-3
POWER MIRROR SWITCH . . . . . . . . . . . . . . . 8T-1
POWER MIRROR SWITCH REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8T-3
POWER MIRRORS . . . . . . . . . 8T-1,8T-2,8W-62-1
POWER RELAY, ABS . . . . . . . . . . . . . . . . 8W-32-2
POWER STEERING GEAR,
RECIRCULATING BALL . . . . . . . . . . . . . . . . 19-19
POWER STEERING GEAR
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 19-32
POWER STEERING PUMP . . . . . . . . . . . . . . 19-12
POWER STEERING PUMP FLOW RATE
AND PRESSURE TEST . . . . . . . . . . . . . . . . . . 19-3

16

INDEX

Description

Group-Page

POWER STEERING PUMP INITIAL


OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 19-16
POWER STEERING SYSTEM . . . . . . . . . . . . . 0-26
POWER STEERING SYSTEM DIAGNOSIS . . . 19-3,
19-4,19-5,19-6,19-7,19-8,19-9
POWER UNIT . . . . . . . . . . . . . . . . . . . . . . . . 13-13
POWER WINDOW MOTOR . . . . . . . . . . 8S-1,8S-2
POWER WINDOW MOTOR REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8S-3
POWER WINDOW SWITCH . . . . . . . . . . . . . . 8S-1
POWER WINDOW SWITCH REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8S-3
POWER WINDOWS . . . . . . . . . . . . . . . . . 8W-60-1
POWERTRAIN CONTROL MODULE . . . . 8H-1,8H-7
POWERTRAIN CONTROL MODULE
(PCM); EMISSION CONTROL SYSTEMS . . . 25-22
POWERTRAIN CONTROL MODULE
(PCM); FUEL SYSTEM . . 14-21,14-48,14-56,14-89
POWERTRAIN CONTROL MODULE
(PCM); IGNITION SYSTEMS . . . 8D-12,8D-24,8D-5
POWERTRAIN CONTROL MODULE (PCM)
60-WAY CONNECTOR . . . . . . . . . . . . . . . . . 14-70
POWERTRAIN CONTROL MODULE
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-76
PRE-ALIGNMENT INSPECTION . . . . . . . . . . . . 2-4
PRECAUTIONS . . . . . . . . . . . . . . . 16-10,16-3,16-8
PRECAUTIONS AND WARNINGS,
SAFETY; BODY COMPONENTS . . . . . . . . . . 23-32
PRECAUTIONS AND WARNINGS,
SAFETY; FRAME AND BUMPERS . . . . . . . . . 13-20
PRECAUTIONS, BRAKE SAFETY . . . . . . . . . . . . . 5-2
PRECAUTIONS, SERVICE . . . . . . . . . . . . . . . . 24-4
PRECAUTIONS, WARNINGS, CAUTIONS
AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . 24-3
PRELIMINARY BRAKE CHECK . . . . . . . . . . . . . 5-3
PRELIMINARY CHECKS . . . . . . . . . . . . . . . . . . 7-4
PRELIMINARY DIAGNOSIS . . . . . . . . . . . . . 21-91
PREPARATION, HEADLAMP ALIGNMENT . . . 8L-6
PRESSURE AND RETURN HOSE
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . 19-12
PRESSURE CAP, RADIATOR . . . . . . . . . . . . . 7-27
PRESSURE, CHECKING ENGINE OIL . . . . . . . 9-44
PRESSURE DIAGNOSIS . . . . . . . . . . . . . . . . . 24-8
PRESSURE, ENGINE OIL . . . . . . . . . . . . . . . . . 9-7
PRESSURE GAUGES . . . . . . . . . . . . . . . . . . . 22-2
PRESSURE LEAK DOWN TEST3.9L/
5.2L ENGINE, FUEL . . . . . . . . . . . . . . . . . . . . 14-9
PRESSURE LEAKAGE TEST, CYLINDER
COMBUSTION . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
PRESSURE (MAP) SENSOR, MANIFOLD
ABSOLUTE; FUEL SYSTEM . . . . . . . . 14-47,14-88
PRESSURE (MAP) SENSOR, MANIFOLD
ABSOLUTE; IGNITION SYSTEMS . . . . 8D-24,8D-5
PRESSURE (MAP) SENSOR TEST,
MANIFOLD ABSOLUTE; FUEL SYSTEM . . . . 14-71
PRESSURE (MAP) SENSOR TEST,
MANIFOLD ABSOLUTE; IGNITION
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-12
PRESSURE (MAP) SENSORPCM
INPUT, MANIFOLD ABSOLUTE . . . . . 14-24,14-59
PRESSURE REGULATION . . . . . . . . . . . . . . 21-89
PRESSURE REGULATOR, FUEL . . . . 14-30,14-45,
14-64,14-85
PRESSURE REGULATOR, FUEL
FILTER/FUEL . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
PRESSURE RELEASE, FUEL SYSTEM . . . . . . 14-7
PRESSURE RELEASE PROCEDURE, FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14-46,14-87
PRESSURE RELIEF VALVE, HIGH . . . . . . . . 24-13
PRESSURE RELIEF/ROLLOVER VALVE . . . . 25-22,
25-5
PRESSURE RELIEF/ROLLOVER VALVE,
FUEL TANK . . . . . . . . . . . . . . . 14-16,14-46,14-87
PRESSURE SENDING UNIT REMOVE/
INSTALL, OIL . . . . . . . . . . . . . . . . . . . . . . . . 8E-16
PRESSURE SENSOR, MANIFOLD
ABSOLUTE; FUEL/IGNITION . . . . . . . . . . 8W-30-4
PRESSURE SENSOR, MANIFOLD
ABSOLUTE; FUEL/IGNITION3.9L AND
5.2L ENGINES . . . . . . . . . . . . . . . . . . . . . 8W-30-9
PRESSURE TEST, CYLINDER
COMPRESSION . . . . . . . . . . . . . . . . . . . . . . . . 9-5
PRESSURE TEST, FUEL PUMP . . . . . . . . . . 14-76
PRESSURE TEST, HYDRAULIC . . . . . . . . . . 21-94
PRESSURE TEST, POWER STEERING
PUMP FLOW RATE . . . . . . . . . . . . . . . . . . . . 19-3
PRESSURE TEST SPECIFICATIONS,
42RH/46RH . . . . . . . . . . . . . . . . . . . . . . . . 21-289

Description

Group-Page

PRESSURE TESTING RADIATOR CAPS . . . . . 7-28


PRESSURE TEST2.5L ENGINE, FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
PRESSURE TEST3.9L/5.2L ENGINE,
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 14-8
PRESSURES, TIRE INFLATION . . . . . . . . . . . 22-2
PRINTED CIRCUIT REMOVE/INSTALL . . . . . 8E-19
PROBLEM CAUSES, CLUTCH . . . . . . . . . . . . . 6-3
PROBLEMS, DIAGNOSING PARKING
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
PROBLEMS, DIAGNOSING SERVICE
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
PROBLEMS, TROUBLESHOOTING
WIRING . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-01-5
PROPELLER SHAFT AND UNIVERSAL
JOINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-15
PROPELLER SHAFT REPLACEMENT . . . . . . . 16-8
PROPELLER SHAFTS . . . . . . . . . . . . . . . . . . . 16-1
PULLEY REPLACEMENT, DRIVE . . . . . . . . . 19-15
PUMP AND REACTION SHAFT SUPPORT
OVERHAUL, OIL . . . . . . . . . . . . . . . 21-154,21-204
PUMP BYPASS HOSE3.9L/5.2L
ENGINE, WATER . . . . . . . . . . . . . . . . . . . . . . 7-17
PUMP CAPACITY TEST3.9L/5.2L
ENGINE, FUEL . . . . . . . . . . . . . . . . . . . . . . . . 14-9
PUMP CONTROL, FUEL . . . . . . . . . . . . . . . . . 14-4
PUMP FLOW RATE AND PRESSURE
TEST, POWER STEERING . . . . . . . . . . . . . . . 19-3
PUMP INITIAL OPERATION, POWER
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . 19-16
PUMP LEAKAGE DIAGNOSIS . . . . . . . . . . . . . 19-10
PUMP MODULE, FUEL; FUEL SYSTEM . . . . 14-46,
14-86
PUMP MODULE, FUEL; FUEL/IGNITION . 8W-30-2
PUMP MODULE, FUEL; FUEL/IGNITION
3.9L AND 5.2L ENGINES . . . . . . . . . . . . . 8W-30-7
PUMP MODULE2.5L ENGINE, FUEL . . . . . 14-3
PUMP MODULE3.9L/5.2L ENGINE,
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
PUMP, OIL . . . . . . . . . . . . . . . . . . . . . . 9-101,9-69
PUMP OPERATING SPECIFICATIONS . . . . . . 19-3
PUMP, POWER STEERING . . . . . . . . . . . . . . 19-12
PUMP PRESSURE TEST, FUEL . . . . . . . . . . 14-76
PUMP RELAY, FUEL; FUEL SYSTEM . 14-46,14-86
PUMP RELAY, FUEL; FUEL/IGNITION
3.9L AND 5.2L ENGINES . . . . . . . . . . . . . 8W-30-7
PUMP REMOVE/INSTALL, WASHER . . . . . . 8K-10
PUMP REPLACEMENT 4 CYLINDER
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-13
PUMP REPLACEMENT V-6 AND V-8 . . . . 19-13
PUMP SEAL, OIL . . . . . . . . . . . . . . . . . . . . 21-125
PUMP SEAL REPLACEMENT, OIL . . . . . . . 21-139
PUMP SERVICE, OIL . . . . . . . . . . . . . . . . . . . 9-42
PUMP, STEERING . . . . . . . . . . . . . . . . . . . . 19-42
PUMP, WASHER . . . . . . . . . . . . . . . . . . . . . . 8K-6
PUMPPCM OUTPUT, FUEL . . . . . . . . . . . 14-27
PUMPREMOVAL/INSTALLATION, FUEL . . 14-16
PUMPSGENERAL INFORMATION,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
PUMPSREMOVAL/INSTALLATION,
WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
PURGE SOLENOID, EVAP CANISTER;
EMISSION CONTROL SYSTEMS . . . . . . . . . . 25-5
PURGE SOLENOID, EVAP CANISTER;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . 14-44,14-85
PURGE SOLENOID2.5L ENGINE, EVAP
CANISTER . . . . . . . . . . . . . . . . . . . . . . . . . . 25-21
PURGE SOLENOIDPCM OUTPUT, EVAP
CANISTER . . . . . . . . . . . . . . . . . . . . . 14-27,14-62
PUSH RODS, ROCKER ARMS . . . . . . . . 9-54,9-87
QUARTER VENT WINDOWCLUB CAB . . . 23-33
QUICK FILL VALVE OPERATION . . . . . . . . . . 21-89
QUICK-CONNECT FITTINGS . . . 14-10,14-48,14-89
RACK AND PINION STEERING GEAR . . . . . 19-33
RACK PISTON AND WORM SHAFT
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . 19-28
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
RADIATOR CAPS, PRESSURE TESTING . . . . 7-28
RADIATOR COOLING FAN RELAYPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-28
RADIATOR FAN RELAY AND MOTOR . . . 8W-42-2
RADIATOR PRESSURE CAP . . . . . . . . . . . . . . 7-27
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-2
RADIO AND SPEAKER CONNECTORS . . . . . . 8F-4
RADIO CHOKE RELAYPREMIUM
RADIO ONLY . . . . . . . . . . . . . . . . . . . . . . 8W-47-1
RADIO DIAGNOSIS CHART . . . . . . . . . . . . . . 8F-3
RADIO FREQUENCY INTERFERENCE . . . . . . . 8F-6

Description

Group-Page

RADIO ILLUMINATION . . . . . . . . . . . . . . 8W-47-1


RADIO MEMORY . . . . . . . . . . . . . . . . . . . 8W-47-1
RADIO NOISE SUPPRESSION . . . . . . . . . . . . 8F-1
RADIO ONLY, RADIO CHOKE RELAY
PREMIUM . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-1
RADIO OPERATION . . . . . . . . . . . . . . . . . 8W-47-1
RADIO REMOVE/INSTALL . . . . . . . . . . . . . . . 8F-7
RADIO, SPEAKERSPREMIUM . . . . . . . 8W-47-1
RADIO, SPEAKERSSTANDARD . . . . . . 8W-47-1
RADIOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-1
RAIL, FUEL . . . . . . . . . . . . . . . . . . . . 14-63,14-86
RAMP ANGLE, GROUND CLEARANCE . . . . . . 0-11
RANGES, OPERATING . . . . . . . . . . . . . . . . 21-261
RATE AND PRESSURE TEST, POWER
STEERING PUMP FLOW . . . . . . . . . . . . . . . . 19-3
RATE, CHARGE . . . . . . . . . . . . . . . . . . . . . . . 8A-9
RATINGS, BATTERY CLASSIFICATIONS;
BATTERY/STARTER/GENERATOR
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-9
RATINGS, BATTERY CLASSIFICATIONS;
BATTERY/STARTING/CHARGING
SYSTEMS DIAGNOSTICS . . . . . . . . . . . . . . . 8A-22
RATINGS, GENERATOR; BATTERY/
STARTER/GENERATOR SERVICE . . . . . . . . . 8B-10
RATINGS, GENERATOR; BATTERY/
STARTING/CHARGING SYSTEMS
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 8A-23
RATIOS, GEAR; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-83
RATIOS, GEAR; TRANSMISSION AND
TRANSFER CASE. . . . . . . . . . . . . . . . . . . . . . . 21-2
RATIOS, TRANSMISSION GEAR . . . . . . . . . 21-40
REACTION SHAFT SUPPORT OVERHAUL,
OIL PUMP . . . . . . . . . . . . . . . . . . . 21-154,21-204
READING AND COURTESY LAMPS . . . . . . . . 8C-1
READING/COURTESY LAMPS . . . . . . . . . . . . 8C-8
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-8
REAR ANTI-LOCK VALVE . . . . . 8W-32-2,8W-32-4
REAR ANTILOCK VALVE INSTALLATION . . . . 5-47,
5-57
REAR ANTILOCK VALVE REMOVAL . . . . 5-46,5-56
REAR AXLE ALIGNMENT . . . . . . . . . . . . . . . . . 3-9
REAR AXLES, FRONT . . . . . . . . . . . . . . . . . . 0-23
REAR BAND ADJUSTMENT . . . . . . . . . . . . 21-129
REAR BAND SERVICE, LOW-REVERSE
DRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-201
REAR BRAKE SPEED SENSOR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 5-59
REAR BRAKE SPEED SENSOR REMOVAL
(ALL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
REAR BUMPER . . . . . . . . . . . . . . . . . . . . . . . 13-1
REAR CABLE INSTALLATION . . . . . . . . . . . . . 5-66
REAR CABLE REMOVAL . . . . . . . . . . . . . . . . 5-66
REAR CLUTCH OVERHAUL . . . . . . 21-161,21-210
REAR DRUM BRAKE ADJUSTMENT . . . . . . . 5-24
REAR LICENSE PLATE LAMPS, TAIL
LAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-1
REAR OIL SEALS, CRANKSHAFT . . . . . 9-106,9-74
REAR SEAT STORAGE BOXES, FLOOR
CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-43
REAR SERVO AND BAND OVERHAUL . . . . 21-169
REAR SERVO OVERHAUL . . . . . . . . . . . . . 21-204
REAR SIDE MARKER LAMP . . . . . . . . . . . . 8L-11
REAR SUPPORT, ENGINE . . . . . . . 9-13,9-51,9-84
REAR SUSPENSION2WD AND 4WD
VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
REAR WHEEL ANTI-LOCK (RWAL)
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-32-3
REAR WHEEL SPEED SENSOR . . . . . . . . 8W-32-3
REAR WINDOWCLUB CAB . . . . . . . . . . . . 23-34
REAR WINDOWCONVENTIONAL CAB . . . 23-35
REARTWO PIECE . . . . . . . . . . . . . . . . . . . . 16-9
REARVIEW MIRROR . . . . . . . . . . . . . . . . . . 23-31
RECEIVEPCM INPUT, SCI . . . . . . . . . . . . 14-60
RECEIVER ASSEMBLY REMOVE/INSTALL,
ASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-20
RECEIVER LAMP AND CIGAR LAMP,
ASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
RECIRCULATING AIR VACUUM
ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
RECIRCULATING BALL POWER
STEERING GEAR . . . . . . . . . . . . . . . . . . . . . 19-19
RECIRCULATION (EGR), EXHAUST GAS . . . . 11-2
RECOMMENDATION, LUBRICATION AND
REPLACEMENT PARTS . . . . . . . . . . . . . . . . . . 0-2
RECOMMENDATIONS, ABS BRAKE
BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
RECOMMENDATIONS, HOISTING . . . . . . . . . 0-10

INDEX
Description

Group-Page

RECOMMENDATIONS, TOWING . . . . . . . . . . . 0-10


RECOMMENDED BRAKE FLUID . . . . . . . . . . . 5-12
RECOMMENDED FLUID . . . . . . . . . . 21-125,21-86
RECOMMENDED LUBRICANT; NV3500
MANUAL TRANSMISSION . . . . . . . . . . . . . 21-262
RECOMMENDED LUBRICANT;
TRANSMISSION AND TRANSFER CASE . . . . 21-2
RECOVERING REFRIGERANT SYSTEM . . . . . 24-5
REFERENCE, TEMPERATURE . . . . . . . . . . . . . 24-9
REFILLING AFTER OVERHAUL OR
FLUID/FILTER CHANGE . . . . . . . . . . . . . . . 21-126
REFILLING COOLING SYSTEM . . . . . . . . . . . 7-24
REFINISH LIMITS, BRAKE DRUM . . . . . . . . . 5-22
REFINISHING, BRAKE DRUM . . . . . . . . . . . . 5-22
REFINISHING, ROTOR . . . . . . . . . . . . . . . . . . 5-42
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . 24-2
REFRIGERANT EQUIPMENT . . . . . . . . . . . . . . 24-3
REFRIGERANT, LEAK TESTING . . . . . . . . . . . 24-5
REFRIGERANT LINES . . . . . . . . . . . . . . . . . 24-19
REFRIGERANT OIL . . . . . . . . . . . . . . . . . . . . 24-5
REFRIGERANT OIL CAPACITIES, A/C . . . . . . . 24-6
REFRIGERANT SERVICE . . . . . . . . . . . . . . . . 24-5
REFRIGERANT SYSTEM, CHARGING . . . . . . . 24-5
REFRIGERANT SYSTEM, EVACUATING . . . . . 24-5
REFRIGERANT SYSTEM, RECOVERING . . . . . 24-5
REGULATION, PRESSURE . . . . . . . . . . . . . . 21-89
REGULATOR, FUEL FILTER/FUEL
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
REGULATOR, FUEL PRESSURE . . . . 14-30,14-45,
14-64,14-85
RELAY, ABS POWER . . . . . . . . . . . . . . . . 8W-32-2
RELAY, A/C CLUTCH . . . . . . . . . . . . . . . . . . 14-43
RELAY, AIR CONDITIONING (A/C)
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-83
RELAY AND MOTOR, RADIATOR FAN . . . 8W-42-2
RELAY, AUTOMATIC SHUT DOWN (ASD);
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-2
RELAY, AUTOMATIC SHUT DOWN (ASD);
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-6
RELAY, AUTOMATIC SHUTDOWN (ASD);
FUEL SYSTEM . . . . . . . . . . . . . . . . . . 14-43,14-84
RELAY, AUTOMATIC SHUTDOWN (ASD);
IGNITION SYSTEMS . . . . . . . . . . . . . . 8D-18,8D-1
RELAY CONNECTIONS, STARTER . . . . . . . . 8A-15
RELAY, FILTER CHOKE/SPEAKER . . . . . . 8F-1,8F-5
RELAY, FUEL PUMP; FUEL SYSTEM . 14-46,14-86
RELAY, FUEL PUMP; FUEL/IGNITION
3.9L AND 5.2L ENGINES . . . . . . . . . . . . . 8W-30-7
RELAY, HORN . . . . . . . . . . . . . . . . . . . . 8G-1,8G-2
RELAY REMOVE/INSTALL, FILTER
CHOKE/SPEAKER . . . . . . . . . . . . . . . . . . . . . . 8F-8
RELAY REMOVE/INSTALL, STARTER . . . . . . . 8B-6
RELAY, STARTER AND STARTER . . . . . . . . . . 8B-4
RELAY TEST, AUTOMATIC SHUTDOWN
(ASD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-6
RELAY TEST, STARTER MOTOR . . . . . . . . . 14-76
RELAY, TIME DELAY . . . . . . . . . . . . . . . . 8W-44-1
RELAYPCM OUTPUT, AIR
CONDITIONING (A/C) CLUTCH . . . . . 14-25,14-61
RELAYPCM OUTPUT, AUTO
SHUTDOWN (ASD) . . . . . . . . . . . . . . 14-26,14-61
RELAYPCM OUTPUT, RADIATOR
COOLING FAN . . . . . . . . . . . . . . . . . . . . . . . 14-28
RELAYPREMIUM RADIO ONLY, RADIO
CHOKE . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-1
RELAYSOPERATION/TESTING . . . . . . . . . 14-74
RELEASE BEARING REPLACEMENT . . . . . . . 6-12
RELEASE CABLE, HOOD INSIDE . . . . . . . . . . 23-5
RELEASE, FUEL SYSTEM PRESSURE . . . . . . 14-7
RELEASE, IMPROPER CLUTCH . . . . . . . . . . . . 6-7
RELEASE OR ENGAGEMENT, IMPROPER
CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
RELEASE PROCEDURE, FUEL SYSTEM
PRESSURE . . . . . . . . . . . . . . . . . . . . 14-46,14-87
RELIEF VALVE, HIGH PRESSURE . . . . . . . . 24-13
RELIEF/ROLLOVER VALVE, FUEL TANK
PRESSURE . . . . . . . . . . . . . . . 14-16,14-46,14-87
RELIEF/ROLLOVER VALVE, PRESSURE . . . 25-22,
25-5
REMOTE GARAGE DOOR OPENER
STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-1
REMOVAL (2-WHEEL DRIVE MODELS),
FRONT BRAKE SPEED SENSOR . . . . . . . . . . 5-58
REMOVAL (2-WHEEL DRIVE),
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-42
REMOVAL (4-WHEEL DRIVE MODELS),
FRONT BRAKE SPEED SENSOR . . . . . . . . . . 5-59

Description

Group-Page

REMOVAL (4-WHEEL DRIVE),


TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-43
REMOVAL, ABS ELECTRONIC CONTROL
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
REMOVAL (ALL), REAR BRAKE SPEED
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
REMOVAL, BLIND RIVET . . . . . . . . . . . . . . . 23-23
REMOVAL, BRAKE DRUM . . . . . . . . . . . . . . . 5-20
REMOVAL, BRAKE PEDAL . . . . . . . . . . . . . . . 5-18
REMOVAL, BRAKE SUPPORT PLATE . . . . . . . 5-23
REMOVAL, BRAKESHOE . . . . . . . . 5-20,5-28,5-35
REMOVAL, CALIPER . . . . . . . . . . . . . . . 5-30,5-37
REMOVAL, CLUTCH COVER AND DISC . . . . . 6-10
REMOVAL, CLUTCH HYDRAULIC
LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
REMOVAL, CLUTCH PEDAL . . . . . . . . . . . . . . 6-13
REMOVAL, COMBINATION VALVE . . . . . 5-47,5-57
REMOVAL, DIFFERENTIAL CASE . . . . . . . . . . 2-37
REMOVAL, ELECTRONIC CONTROL
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
REMOVAL, FRONT ANTILOCK VALVE . . . . . . 5-55
REMOVAL, FRONT CABLE . . . . . . . . . . . . . . . 5-63
REMOVAL, INTERMEDIATE CABLE . . . . . . . . 5-66
REMOVAL, MASTER CYLINDER . . . . . . . . . . 5-13
REMOVAL, PARKING BRAKE PEDAL . . . . . . . 5-66
REMOVAL, PINION GEAR SHAFT . . . . . . . . . 2-38
REMOVAL, POWER BRAKE BOOSTER . . . . . . 5-17
REMOVAL, REAR ANTILOCK VALVE . . . . . 5-46,5-56
REMOVAL, REAR CABLE . . . . . . . . . . . . . . . . 5-66
REMOVAL, ROTOR . . . . . . . . . . . . . . . . . . . . 5-41
REMOVAL, SPEED SENSOR . . . . . . . . . . . . . 5-48
REMOVAL, TRANSFER CASE . . . . . . . . . . . 21-266
REMOVAL, WHEEL CYLINDER . . . . . . . . . . . 5-24
REMOVAL/DISASSEMBLY . . . . . . . . . . . . . . 16-10
REMOVAL/INSTALLATION, BELT . . . . . . . . . . 7-43
REMOVAL/INSTALLATION, COMPONENT;
EMISSION CONTROL SYSTEMS . . . . . . . . . 25-18
REMOVAL/INSTALLATION, COMPONENT;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . 8D-18
REMOVAL/INSTALLATION, SHAFT . . . . . . . . . 2-24
REMOVAL/INSTALLATION,
TRANSMISSION - CONVERTER OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . 21-137
REMOVAL/INSTALLATION2.5L ENGINE,
SINGLE-PORT FUEL INJECTION
COMPONENT . . . . . . . . . . . . . . . . . . . . . . . . 14-43
REMOVAL/INSTALLATION3.9L/5.2L
ENGINE, MULTI-PORT FUEL INJECTION
(MFI)COMPONENT . . . . . . . . . . . . . . . . . . 14-83
REMOVAL2-WHEEL DRIVE,
OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . 21-143
REMOVAL2-WHEEL DRIVE,
TRANSMISSION; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-137
REMOVAL2-WHEEL DRIVE,
TRANSMISSION; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-4
REMOVAL4-WHEEL DRIVE,
OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . 21-145
REMOVAL4-WHEEL DRIVE,
TRANSMISSION; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-139
REMOVAL4-WHEEL DRIVE,
TRANSMISSION; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-5
REMOVE/INSTALL, A/C-HEATER
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-20
REMOVE/INSTALL, AIRBAG CONTROL
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-6
REMOVE/INSTALL, AIRBAG MODULE . . . . . 8M-4
REMOVE/INSTALL, ANTENNA . . . . . . . . . . . . 8F-9
REMOVE/INSTALL, ASH RECEIVER
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-20
REMOVE/INSTALL, AUTOMATIC
DAY/NIGHT MIRROR . . . . . . . . . . . . . . . . . . . 8T-3
REMOVE/INSTALL, BATTERY . . . . . . . . . . . . . 8B-1
REMOVE/INSTALL, CIGAR LIGHTER . . . . . . 8E-21
REMOVE/INSTALL, CLOCKSPRING . . . . . . . . 8M-6
REMOVE/INSTALL, CLUSTER BEZEL . . . . . . 8E-15
REMOVE/INSTALL, CLUSTER BULBS . . . . . 8E-17
REMOVE/INSTALL, CLUSTER LENS AND
MASK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-15
REMOVE/INSTALL, COMPASS/
THERMOMETER MODULE . . . . . . . . . . . . . . . 8C-6
REMOVE/INSTALL, CUP HOLDER
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-21
REMOVE/INSTALL, FILTER CHOKE/
SPEAKER RELAY . . . . . . . . . . . . . . . . . . . . . . 8F-8

Description

17

Group-Page

REMOVE/INSTALL, GARAGE DOOR


OPENER STORAGE COMPARTMENT
DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-8
REMOVE/INSTALL, GAUGES . . . . . . . . . . . . 8E-16
REMOVE/INSTALL, GEAR SELECTOR
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . 8E-20
REMOVE/INSTALL, GLOVE BOX . . . . . . . . . 8E-21
REMOVE/INSTALL, GLOVE BOX LAMP
AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . 8E-21
REMOVE/INSTALL, GLOVE BOX LOCK . . . . 8E-21
REMOVE/INSTALL, HEADLAMP, POWER
MIRROR, OVERDRIVE LOCKOUT
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-19
REMOVE/INSTALL, HORN . . . . . . . . . . . . . . . 8G-4
REMOVE/INSTALL, HORN SWITCH . . . . . . . . 8G-3
REMOVE/INSTALL, IMPACT SENSOR . . . . . . 8M-4
REMOVE/INSTALL, INSTRUMENT
CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-15
REMOVE/INSTALL, INSTRUMENT PANEL
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-23
REMOVE/INSTALL, KNEE BLOCKER . . . . . . 8E-19
REMOVE/INSTALL, LINKAGE . . . . . . . . . . . . . 8K-8
REMOVE/INSTALL, LOW FUEL AND
TACHOMETER DRIVE MODULES . . . . . . . . . 8E-16
REMOVE/INSTALL, LOWER INSTRUMENT
PANEL MODULE . . . . . . . . . . . . . . . . . . . . . 8E-21
REMOVE/INSTALL, LOWER LEFT
INSTRUMENT PANEL END CAP . . . . . . . . . . 8E-21
REMOVE/INSTALL, MULTI-FUNCTION
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-4
REMOVE/INSTALL, OIL PRESSURE
SENDING UNIT. . . . . . . . . . . . . . . . . . . . . . . . 8E-16
REMOVE/INSTALL, OVERHEAD CONSOLE . . . 8C-6
REMOVE/INSTALL, OVERHEAD CONSOLE
BEZEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-7
REMOVE/INSTALL, POWER LOCK
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-2
REMOVE/INSTALL, POWER LOCK
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-2
REMOVE/INSTALL, POWER MIRROR . . . . . . 8T-3
REMOVE/INSTALL, POWER MIRROR
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8T-3
REMOVE/INSTALL, POWER WINDOW
MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8S-3
REMOVE/INSTALL, POWER WINDOW
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8S-3
REMOVE/INSTALL, PRINTED CIRCUIT . . . . 8E-19
REMOVE/INSTALL, RADIO . . . . . . . . . . . . . . . 8F-7
REMOVE/INSTALL, RIGHT INSTRUMENT
PANEL BEZEL . . . . . . . . . . . . . . . . . . . . . . . 8E-21
REMOVE/INSTALL, SERVO CABLE . . . . . . . . 8H-9
REMOVE/INSTALL, SPEAKERS . . . . . . . . . . . 8F-7
REMOVE/INSTALL, SPEED CONTROL
SERVO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-8
REMOVE/INSTALL, SPEED CONTROL
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-8
REMOVE/INSTALL, STARTER RELAY . . . . . . . 8B-6
REMOVE/INSTALL, VACUUM RESERVOIR . . 8H-9
REMOVE/INSTALL, VEHICLE SPEED
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-16
REMOVE/INSTALL, WASHER PUMP . . . . . . 8K-10
REMOVE/INSTALL, WIPER ARM . . . . . . . . . . 8K-7
REMOVE/INSTALL, WIPER BLADES OR
ELEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 8K-7
REMOVE/INSTALL, WIPER PIVOTS . . . . . . . . 8K-8
REMOVE/INSTALL, WIPER/WASHER
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8K-8
REMOVE/INSTALL2.5L, GENERATOR . . . . . 8B-7
REMOVE/INSTALL2.5L, STARTER . . . . . . . 8B-4
REMOVE/INSTALL3.9L/5.2L,
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . 8B-7
REMOVE/INSTALL3.9L/5.2L, STARTER . . . 8B-4
REPAIR, ALUMINUM THREAD . . . . . . . . . . 21-136
REPAIR DAMAGED OR WORN THREADS . . . . 9-4
REPAIR PRODUCTSAN-TRUCK,
AFTERMARKET PAINT AND TRIM . . . . . . . . 23-46
REPAIR, WIRING . . . . . . . . . . . . . . . . . . . 8W-01-6
REPAIRING LEAKS . . . . . . . . . . . . . . . . . . . . 22-3
REPAIRMOLEX CONNECTORS,
TERMINAL/CONNECTOR . . . . . . . . . . . . . 8W-01-6
REPAIRS, FRAME . . . . . . . . . . . . . . . . . . . . 13-20
REPLACECLYINDER HEAD NOT
REMOVED, VALVE COMPONENTS . . . . . 9-54,9-87
REPLACEMENT 4 CYLINDER ENGINE,
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-13
REPLACEMENT V-6 AND V-8, PUMP . . . 19-13
REQUIREMENTS, FUEL . . . . . . . . . . . . . . . . . . 0-1

18

INDEX

Description

Group-Page

REQUIRING NO LUBRICATION,
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
RESERVE/OVERFLOW SYSTEM,
COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
RESERVOIR, FUEL . . . . . . . . . . . . . . . . . . . . 14-16
RESERVOIR REMOVE/INSTALL, VACUUM . . 8H-9
RESERVOIR REPLACEMENT . . . . . . . . . . . . 19-15
RESERVOIR REPLACEMENT, MASTER
CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
RESERVOIR, VACUUM . . . . . . . . . . . . . . . . . 8H-1
RESISTANCE, IGNITION COIL . . . . . . . 8D-29,8D-9
RESISTANCE (OHMS)COOLANT
TEMPERATURE SENSOR/INTAKE
MANIFOLD AIR TEMPERATURE
SENSOR, SENSOR . . . . . . . . . . . . . . . . . . . . 14-70
RESISTANCE, SPARK PLUG CABLE . 8D-16,8D-29
RETAINER INSPECTION AND OVERHAUL,
OVERRUNNING CLUTCHLOWREVERSE DRUMOVERDRIVE PISTON . . 21-154
RETAINER SERVICE, OVERDRIVE PISTON . 21-201
RETURN HOSE REPLACEMENT,
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 19-12
RETURNPCM INPUT, SENSOR . . . . . . . . . 14-60
REVERSE FLUSHING, TRANSMISSION
COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-135
REVERSE, HYDRAULIC FLOW IN . . . . . . . 21-117
RIGHT INSTRUMENT PANEL BEZEL
REMOVE/INSTALL . . . . . . . . . . . . . . . . . . . . 8E-21
RING CHART, AX 15 SELECTIVE SNAP . . . 21-286
RING SPECIFICATIONS, 42RH/46RH
SPACER/THRUST PLATE/SNAP . . . . . . . . . 21-288
RIVET REMOVAL, BLIND . . . . . . . . . . . . . . . 23-23
ROAD LAMP DIAGNOSIS, FOG/OFF . . . . . . . . 8L-3
ROAD LAMP SWITCH REPLACEMENT,
OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-10
ROAD LAMPS, OFF . . . . . . . . . . . . . . . . . . . . 8L-9
ROAD TEST, ANALYZING THE . . . . . . . . . . . 21-93
ROAD TESTING; BRAKES . . . . . . . . . . . . . . . . 5-3
ROAD TESTING; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-93
ROCKER ARMS AND PUSH RODS . . . . 9-54,9-87
ROD ASSEMBLY, PISTON / CONNECTING . 9-103,
9-71
ROD ASSEMBLY SERVICE, CYLINDER
BLOCK, PISTON AND CONNECTING . . . . . . . 9-34
ROD, TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-17
RODS, ROCKER ARMS AND PUSH . . . . 9-54,9-87
ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-3
ROTOR, DISTRIBUTOR . . . . . . . . . . . . . . . . . 8D-7
ROTOR, IGNITION CABLES,
DISTRIBUTOR CAP . . . . . . . . . . . . . . . . . . . . 0-18
ROTOR INSTALLATION . . . . . . . . . . . . . . . . . 5-41
ROTOR MINIMUM THICKNESS . . . . . . . . . . . 5-42
ROTOR REFINISHING . . . . . . . . . . . . . . . . . . 5-42
ROTOR REMOVAL . . . . . . . . . . . . . . . . . . . . . 5-41
ROTOR RUNOUT . . . . . . . . . . . . . . . . . . . . . . 5-42
ROTOR SERVICE, DISC BRAKE . . . . . . . . . . . 5-41
ROTOR THICKNESS VARIATION AND
TAPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
ROTOR TYPES . . . . . . . . . . . . . . . . . . . . . . . . 5-41
ROUGH AND/OR HAS A MISS, INJECTOR
DIAGNOSISVEHICLE RUNS . . . . . . . . . . . 14-77
ROUTING SCHEMATICS, VACUUM HOSE . . . 25-1
ROUTING, SYSTEM COOLANT . . . . . . . . . . . . . 7-2
RUBBER AND PLASTIC HOSES/TUBING . . . . 0-24
RUBBER BOOTS . . . . . . . . . . . . . . . . . . . . . . 2-29
RUBBER/PLASTIC COMPONENTS . . . . . . . . . 0-19
RUNNING LAMP (DRL) MODULE,
DAYTIME . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-2
RUNNING LIGHT MODULE (DRLM),
DAYTIME . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-12
RUNOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
RUNOUT, BRAKE DRUM . . . . . . . . . . . . . . . . 5-23
RUNOUT, CLUTCH COVER AND DISC . . . . . . . 6-4
RUNOUT, ROTOR . . . . . . . . . . . . . . . . . . . . . . 5-42
RUNOUT SPECIFICATIONS . . . . . . . . . . . . . . 16-4
RUNOUT, TIRE AND WHEEL . . . . . . . . . . . . . 22-8
RUNS ROUGH AND/OR HAS A MISS,
INJECTOR DIAGNOSISVEHICLE . . . . . . . . 14-77
RWAL BRAKE OPERATION AND SERVICE . . . 5-44
RWAL DIAGNOSTIC CONNECTOR
LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
RWAL DIAGNOSTIC FAULT FLASH
CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
RWAL FAULT CODE CAPACITY . . . . . . . . . . . 5-10
RWAL FAULT CODE IDENTIFICATION . . . . . . 5-10
RWAL FAULT CODES, CLEARING . . . . . . . . . 5-10
RWAL FLASH CODES, GENERATING . . . . . . . 5-10

Description

Group-Page

RWAL SYSTEM BRAKE BLEEDING . . . . . . . . 5-48


RWAL SYSTEM COMPONENTS . . . . . . . . . . . 5-44
RWAL SYSTEM MANUAL BRAKE
BLEEDING PROCEDURE . . . . . . . . . . . . . . . . 5-49
RWAL SYSTEM OPERATION . . . . . . . . . . . . . 5-45
SAFETY CERTIFICATION LABEL, VEHICLE . Intro.-1
SAFETY PRECAUTIONS AND WARNINGS;
BODY COMPONENTS . . . . . . . . . . . . . . . . . . 23-32
SAFETY PRECAUTIONS AND WARNINGS;
FRAME AND BUMPERS . . . . . . . . . . . . . . . . 13-20
SAFETY PRECAUTIONS, BRAKE . . . . . . . . . . . 5-2
SANDING,BUFFING AND POLISHING,
WET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-45
SCAN TOOL, DRB; COOLING SYSTEM . . . . . . 7-4
SCAN TOOL, DRB; EMISSION CONTROL
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-3
SCAN TOOL, DRB; FUEL SYSTEM . . . 14-39,14-79
SCAN TOOL, DRB; IGNITION SYSTEMS . . . . 8D-8
SCHEDULES, MAINTENANCE . . . . . . . . . . . . . 0-4
SCHEMATIC, BUZZER MODULE . . . . . . . . . . 8U-3
SCHEMATIC2.5L 4-CYLINDER ENGINE,
ENGINE VACUUM . . . . . . . . . . . . . . . . . . . . . 25-3
SCHEMATIC3.9L V-6 AND 5.2L V-8
ENGINES, ENGINE VACUUM . . . . . . . . . . . . . 25-4
SCHEMATICS, BELT . . . . . . . . . . . . . . . . . . . . 7-43
SCHEMATICS, PCM SYSTEM . . . . . . 14-36,14-53
SCHEMATICS, SYSTEM . . . . . . . . . . . . . . . . 14-70
SCHEMATICS, VACUUM HOSE ROUTING . . . 25-1
SCI RECEIVEPCM INPUT . . . . . . . . . . . . . . 14-60
SCI TRANSMITPCM OUTPUT . . . . . . . . . 14-63
SCREEN, COWL GRILLE . . . . . . . . . . . . . . . . 23-7
SCREEN, HEADLAMP/FOG LAMP
ADJUSTMENT USING ALIGNMENT . . . . . . . . 8L-6
SEAL AND BEARING, AXLE SHAFT . . . . . . . . 2-35
SEAL AND BEARING SERVICE, AXLE
SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
SEAL AND SPRING REPLACEMENT,
VALVE STEM . . . . . . . . . . . . . . . . . . . . . 9-55,9-87
SEAL, BOOT . . . . . . . . . . . . . . . . . . . . . . . . . 19-34
SEAL, OIL PUMP . . . . . . . . . . . . . . . . . . . . 21-125
SEAL REPLACEMENT (2-WHEEL DRIVE
MODELS), SLIP YOKE . . . . . . . . . . . . . . . . 21-131
SEAL REPLACEMENT, FRONT
CRANKSHAFT OIL . . . . . . . . . . . . . . . . . 9-63,9-95
SEAL REPLACEMENT, OIL PUMP . . . . . . . 21-139
SEAL REPLACEMENT, PINION . . . . . . . . . . . . 3-17
SEAL REPLACEMENT, PINION SHAFT . . . . . . 2-34
SEALED BEAM REPLACEMENT . . . . . . . . . . . 8L-6
SEALS AND BEARING REPLACEMENT,
PITMAN SHAFT . . . . . . . . . . . . . . . . . . . . . . 19-30
SEALS, CRANKSHAFT REAR OIL . . . . . 9-106,9-74
SEALS IN CAR REPLACEMENT,
PITMAN SHAFT . . . . . . . . . . . . . . . . . . . . . . 19-19
SEALS SERVICE, CRANKSHAFT OIL . . . . . . . 9-29
SEALS SERVICE, TIMING SYSTEM . . . . . . . . 9-16
SEALS, WINDOW GLASS AND DOOR
WEATHERSTRIP . . . . . . . . . . . . . . . . . . . . . 23-29
SEAT BELT SWITCH, DRIVERS . . . . . . . . . . 8U-1
SEAT BELT SWITCH, DRIVER9S . . . . . . . . . . 8U-3
SEAT STORAGE BOXES, FLOOR
CONSOLE AND REAR . . . . . . . . . . . . . . . . . 23-43
SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-37
SECOND GEAR (2), HYDRAULIC FLOW
IN MANUAL . . . . . . . . . . . . . . . . . . . . . . . . 21-124
SECOND GEAR, HYDRAULIC FLOW IN D . 21-119
SECONDARY CABLES, SPARK PLUG . . . . . 8D-15,
8D-25
SECONDARY CIRCUIT DIAGNOSIS,
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-9
SECTION IDENTIFICATION . . . . . . . . . . . . . . 8W-1
SELECTIVE SNAP RING CHART, AX 15 . . . 21-286
SELECTOR INDICATOR ADJUSTMENT,
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-127
SELECTOR INDICATOR REMOVE/
INSTALL, GEAR . . . . . . . . . . . . . . . . . . . . . . 8E-20
SELECTOR SWITCH, OVERDRIVE . . . . . . . . 21-88
SELF-DIAGNOSTIC TEST, COMPASS/
DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-2
SENDING UNIT, FUEL GAUGE . . . . . . . . . . . 14-16
SENDING UNIT REMOVE/INSTALL, OIL
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 8E-16
SENSE, FOUR-WHEEL DRIVE SWITCH . 8W-32-2,
8W-32-4
SENSE, STOP LAMP SWITCH . . . . . . . . . 8W-32-2
SENSEPCM INPUT, AUTOMATIC
SHUTDOWN (ASD) . . . . . . . . . . . . . . . . . . . 14-57
SENSEPCM INPUT, IGNITION CIRCUIT . . 14-58

Description

Group-Page

SENSITIVE DEVICES, ELECTROSTATIC


DISCHARGE (ESD) . . . . . . . . . . . . . . . . . 8W-01-2
SENSOR; FUEL SYSTEM . . . . . . . . . . . . . . . 14-92
SENSOR; IGNITION SYSTEMS . . . . . . . . . . 8D-30
SENSOR, CAMSHAFT POSITION; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-84
SENSOR, CAMSHAFT POSITION;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-8
SENSOR, CAMSHAFT POSITION;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . 8D-18
SENSOR, CRANKSHAFT POSITION; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-84
SENSOR, CRANKSHAFT POSITION;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-9
SENSOR, CRANKSHAFT POSITION;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . 8D-19
SENSOR, ENGINE COOLANT
TEMPERATURE; EMISSION CONTROL
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 25-18
SENSOR, ENGINE COOLANT
TEMPERATURE; FUEL SYSTEM . . . . . 14-44,14-84
SENSOR, ENGINE COOLANT
TEMPERATURE; FUEL/IGNITION . . . . . . . 8W-30-4
SENSOR, ENGINE COOLANT
TEMPERATURE; FUEL/IGNITION3.9L
AND 5.2L ENGINES . . . . . . . . . . . . . . . . . 8W-30-9
SENSOR, ENGINE COOLANT
TEMPERATURE; IGNITION SYSTEMS . 8D-20,8D-4
SENSOR, HEATED OXYGEN; FUEL/
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3
SENSOR, HEATED OXYGEN; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . . 8W-30-8
SENSOR HEATING ELEMENT TEST,
OXYGEN (O2S) . . . . . . . . . . . . . . . . . 14-35,14-72
SENSOR, IMPACT . . . . . . . . . . . . . . . . . . . . . 8M-2
SENSOR INSTALLATION (2-WHEEL
DRIVE MODELS), FRONT BRAKE
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
SENSOR INSTALLATION (4-WHEEL
DRIVE MODELS), FRONT BRAKE
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
SENSOR INSTALLATION, REAR BRAKE
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
SENSOR INSTALLATION, SPEED . . . . . . . . . . 5-48
SENSOR, INTAKE AIR TEMPERATURE . 8W-30-10
SENSOR, INTAKE MANIFOLD AIR
TEMPERATURE; FUEL SYSTEM . . . . . . . . . . 14-84
SENSOR, INTAKE MANIFOLD AIR
TEMPERATURE; IGNITION SYSTEMS . . . . . 8D-23
SENSOR, MANIFOLD ABSOLUTE
PRESSURE; FUEL/IGNITION . . . . . . . . . . 8W-30-4
SENSOR, MANIFOLD ABSOLUTE
PRESSURE; FUEL/IGNITION3.9L AND
5.2L ENGINES . . . . . . . . . . . . . . . . . . . . . 8W-30-9
SENSOR, MANIFOLD ABSOLUTE
PRESSURE (MAP); FUEL SYSTEM . . 14-47,14-88
SENSOR, MANIFOLD ABSOLUTE
PRESSURE (MAP); IGNITION SYSTEMS . . 8D-24,
8D-5
SENSOR (O2S) TESTS, OXYGEN . . . . . . . . 8D-16
SENSOR, OXYGEN (O2S); EMISSION
CONTROL SYSTEMS . . . . . . . . . . . . . 25-17,25-22
SENSOR, OXYGEN (O2S); FUEL SYSTEM . 14-47,
14-89
SENSOR, OXYGEN (O2S); IGNITION
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . 8D-24,8D-5
SENSOR, REAR WHEEL SPEED . . . . . . . 8W-32-3
SENSOR REMOVAL (2-WHEEL DRIVE
MODELS), FRONT BRAKE SPEED . . . . . . . . . 5-58
SENSOR REMOVAL (4-WHEEL DRIVE
MODELS), FRONT BRAKE SPEED . . . . . . . . . 5-59
SENSOR REMOVAL (ALL), REAR BRAKE
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
SENSOR REMOVAL, SPEED . . . . . . . . . . . . . 5-48
SENSOR REMOVE/INSTALL, IMPACT . . . . . . 8M-4
SENSOR REMOVE/INSTALL, VEHICLE
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-16
SENSOR RESISTANCE (OHMS)
COOLANT TEMPERATURE SENSOR/
INTAKE MANIFOLD AIR TEMPERATURE
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-70
SENSOR RETURNPCM INPUT . . . . . . . . . 14-60
SENSOR, SENSOR RESISTANCE
(OHMS)COOLANT TEMPERATURE
SENSOR/INTAKE MANIFOLD AIR
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . 14-70

INDEX
Description

Group-Page

SENSOR TEST, CAMSHAFT POSITION . . . . . 8D-6


SENSOR TEST, CRANKSHAFT POSITION;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 14-72
SENSOR TEST, CRANKSHAFT POSITION;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . . 8D-7
SENSOR TEST, ENGINE COOLANT
TEMPERATURE; FUEL SYSTEM . . . . . . . . . . 14-70
SENSOR TEST, ENGINE COOLANT
TEMPERATURE; IGNITION SYSTEMS . . . . . . 8D-8
SENSOR TEST, INTAKE MANIFOLD AIR
TEMPERATURE; FUEL SYSTEM . . . . . . . . . . 14-70
SENSOR TEST, INTAKE MANIFOLD AIR
TEMPERATURE; IGNITION SYSTEMS . . . . . 8D-12
SENSOR TEST, MANIFOLD ABSOLUTE
PRESSURE (MAP); FUEL SYSTEM . . . . . . . 14-71
SENSOR TEST, MANIFOLD ABSOLUTE
PRESSURE (MAP); IGNITION SYSTEMS . . . 8D-12
SENSOR TEST, THROTTLE POSITION . . . . . 8D-16
SENSOR TEST, VEHICLE SPEED . . . . 14-35,14-74
SENSOR TESTING, CAMSHAFT POSITION . 14-70
SENSOR, THROTTLE BODY
TEMPERATURE; FUEL SYSTEM . . . . . . . . . . 14-49
SENSOR, THROTTLE BODY
TEMPERATURE; FUEL/IGNITION . . . . . . . 8W-30-4
SENSOR, THROTTLE POSITION; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-50
SENSOR, THROTTLE POSITION;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-4
SENSOR, THROTTLE POSITION;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-9
SENSOR, THROTTLE POSITION;
IGNITION SYSTEMS
. . . . . . . . . . . . . . . . . . . . . 8D-5
SENSOR (TPS) TEST, THROTTLE
POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . 14-72
SENSOR (TPS), THROTTLE POSITION;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 14-90
SENSOR (TPS), THROTTLE POSITION;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . 8D-26
SENSOR (TPS)PCM INPUT, THROTTLE
POSITION . . . . . . . . . . . . . . . . . . . . . 14-25,14-60
SENSOR, VEHICLE SPEED; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14-50,14-91
SENSOR, VEHICLE SPEED; FUEL/
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3
SENSOR, VEHICLE SPEED; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . . 8W-30-8
SENSOR, VEHICLE SPEED; VEHICLE
SPEED CONTROL SYSTEM . . . . . . . . . . 8H-1,8H-3
SENSOR/INTAKE MANIFOLD AIR
TEMPERATURE SENSOR, SENSOR
RESISTANCE (OHMS)COOLANT
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . 14-70
SENSOR2.5L ENGINE, THROTTLE
BODY TEMPERATURE . . . . . . . . . . . . . . . . . . 8D-5
SENSOR3.9L/5.2L ENGINE, CAMSHAFT
POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-2
SENSOR3.9L/5.2L ENGINE,
CRANKSHAFT POSITION . . . . . . . . . . . . . . . . 8D-2
SENSOR3.9L/5.2L ENGINE, INTAKE
MANIFOLD AIR TEMPERATURE . . . . . . . . . . 8D-5
SENSORPCM INPUT, CAMSHAFT
POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . 14-57
SENSORPCM INPUT, CRANKSHAFT
POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . 14-58
SENSORPCM INPUT, ENGINE
COOLANT TEMPERATURE . . . . . . . . . 14-23,14-58
SENSORPCM INPUT, INTAKE
MANIFOLD AIR TEMPERATURE . . . . . . . . . . 14-58
SENSORPCM INPUT, MANIFOLD
ABSOLUTE PRESSURE (MAP) . . . . . . 14-24,14-59
SENSORPCM INPUT, OXYGEN (O2S) . . . 14-24,
14-59
SENSORPCM INPUT, THROTTLE BODY
TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . 14-25
SENSORPCM INPUT, VEHICLE SPEED . . 14-25,
14-60
SENSORS, AIRBAG IMPACT . . . . . . . . . . 8W-43-1
SENSORS, WHEEL SPEED . . . . . . . . . . . 8W-32-1
SEQUENCE, 3-4 SHIFT . . . . . . . . . . . . . . . . . 21-88
SERPENTINE DRIVE BELT DIAGNOSIS
2.5L 4-CYLINDER ENGINE . . . . . . . . . . . . . . . 7-40
SERPENTINE DRIVE BELT DIAGNOSIS
2.5L 4-CYLINDER ENGINE
CONTINUED . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
SERPENTINE DRIVE BELT DIAGNOSIS
3.9L/5.2L ENGINES . . . . . . . . . . . . . . . . . . . . 7-42

Description

Group-Page

SERVICECYLINDER HEAD REMOVED,


VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
SERVO AND BAND OVERHAUL, FRONT . . 21-168,
21-203
SERVO AND BAND OVERHAUL, REAR . . . 21-169
SERVO CABLE . . . . . . . . . . . . . . . . . . . . . . . . 8H-1
SERVO CABLE REMOVE/INSTALL . . . . . . . . . 8H-9
SERVO OVERHAUL, REAR . . . . . . . . . . . . . 21-204
SERVO REMOVE/INSTALL, SPEED
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-8
SERVO, SPEED CONTROL . . . . . . . . . . 8H-1,8H-7
SET C-3715-B, DIFFERENTIAL AND
PINION MEASUREMENT WITH GAUGE . . . . . 2-40
SET GLASS, URETHANE . . . . . . . . . . . . . . . 23-32
SET, MANIFOLD GAUGE . . . . . . . . . . . . . . . . 24-3
SET, PINION DEPTH MEASUREMENT
AND ADJUSTMENT WITH GAUGE . . . . . . . . . 3-22
SHAFT AND SIDE COVER REPLACEMENT,
PITMAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-24
SHAFT AND UNIVERSAL JOINT,
PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . 16-15
SHAFT CENTER BEARING SUPPORT
CROSSMEMBER, DRIVE . . . . . . . . . . . . . . . 13-35
SHAFT, CRANKSHAFT AND
INTERMEDIATE . . . . . . . . . . . . . . . . . . . . . . . 9-28
SHAFT, CV DRIVE . . . . . . . . . . . . . . . . . 2-23,2-47
SHAFT, INTERMEDIATE COUPLER . . . 19-31,19-33
SHAFT OVERHAUL, PLANETARY GEAR
TRAIN AND INTERMEDIATE . . . . . . . . . . . 21-164
SHAFT REMOVAL, PINION GEAR . . . . . . . . . 2-38
SHAFT REMOVAL/INSTALLATION . . . . . . . . . 2-24
SHAFT REPLACEMENT, PROPELLER . . . . . . . 16-8
SHAFT REPLACEMENT, RACK PISTON
AND WORM . . . . . . . . . . . . . . . . . . . . . . . . . 19-28
SHAFT, SEAL AND BEARING, AXLE . . . . . . . . 2-35
SHAFT, SEAL AND BEARING SERVICE,
AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
SHAFT SEAL REPLACEMENT, PINION . . . . . . 2-34
SHAFT SEALS AND BEARING
REPLACEMENT, PITMAN . . . . . . . . . . . . . . . 19-30
SHAFT SEALS IN CAR
REPLACEMENT, PITMAN . . . . . . . . . . . . . . . 19-19
SHAFT SERVICE, INTERMEDIATE . . . . . . . . . 9-32
SHAFT SUPPORT OVERHAUL, OIL PUMP
AND REACTION . . . . . . . . . . . . . . . 21-154,21-204
SHAFTS, DRIVE . . . . . . . . . . . . . . . . . . . . . . . 0-23
SHAFTS, PROPELLER . . . . . . . . . . . . . . . . . . 16-1
SHAFTS TIMING PROCEDURE,
CAMSHAFT, CRANKSHAFT AND
INTERMEDIATE . . . . . . . . . . . . . . . . . . . . . . . 9-18
SHIELD/AIR DEFLECTOR4WD
VEHICLES, ENGINE SPLASH . . . . . . . . . . . . 13-34
SHIELD2.5L ENGINES, HEAT . . . . . . . . . . . 11-6
SHIELD3.9L / 5.2L ENGINES, HEAT . . . . . . 11-6
SHIELDS, HEAT; EXHAUST SYSTEM AND
INTAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . 11-2
SHIELDS, HEAT; FUEL SYSTEM . . . . . . . . . . 14-15
SHIELDS, SPLASH . . . . . . . . . . . . . . . . . . . . . 23-9
SHIFT INDICATORPCM OUTPUT . . . . . . . 14-63
SHIFT LINKAGE ADJUSTMENT . . . 21-127,21-264
SHIFT MECHANISM . . . . . . . . . . . . . . . . . . 21-261
SHIFT PATTERN . . . . . . . . . . . . . . . . . . . . . . . 21-2
SHIFT SEQUENCE, 3-4 . . . . . . . . . . . . . . . . . 21-88
SHIFT VALVE FLOW CONTROL . . . . . . . . . . 21-89
SHOCK ABSORBER; FRONT SUSPENSION
AND AXLE . . . . . . . . . . . . . . . . . . . . . . . . 2-14,2-9
SHOCK ABSORBER; REAR SUSPENSION
AND AXLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
SHOCK ABSORBER DIAGNOSIS, SPRING . . . . 3-4
SHOCK DIAGNOSIS, SPRING . . . . . . . . . . . . . 3-4
SHOULDER BELTS/LAP BELT/BUCKLES . . . 23-39
SHUT DOWN (ASD) RELAY, AUTOMATIC;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-2
SHUT DOWN (ASD) RELAY, AUTOMATIC;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-6
SHUTDOWN (ASD) RELAY, AUTOMATIC;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . 14-43,14-84
SHUTDOWN (ASD) RELAY, AUTOMATIC;
IGNITION SYSTEMS . . . . . . . . . . . . . . 8D-18,8D-1
SHUTDOWN (ASD) RELAY TEST,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . . 8D-6
SHUTDOWN (ASD) RELAYPCM
OUTPUT, AUTO . . . . . . . . . . . . . . . . . 14-26,14-61
SHUTDOWN (ASD) SENSEPCM INPUT,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . . 14-57
SIDE COVER REPLACEMENT, PITMAN
SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-24

Description

19

Group-Page

SIDE MARKER LAMP, FRONT . . . . . . . . . . . . 8L-9


SIDE MARKER LAMP, REAR . . . . . . . . . . . . 8L-11
SIGNAL LAMPS, PARK AND TURN . . . . . . . . 8L-9
SIGNAL LAMPS, TAIL, STOP AND TURN . . 8L-11
SIGNAL SYSTEM, TURN . . . . . . . . . . . . . . . . 8J-1
SIGNAL, TURN . . . . . . . . . . . . . . . . . . . . . . . . 8J-2
SIGNALS, TURN . . . . . . . . . . . . . . . . . . . 8W-52-1
SINGLE-PORT FUEL INJECTION
COMPONENT DESCRIPTION/SYSTEM
OPERATION2.5L ENGINE . . . . . . . . . . . . . 14-21
SINGLE-PORT FUEL INJECTION
COMPONENT REMOVAL/
INSTALLATION2.5L ENGINE . . . . . . . . . . . 14-43
SINGLE-PORT FUEL INJECTION
GENERAL DIAGNOSIS2.5L ENGINE . . . . . 14-32
SKID PLATES . . . . . . . . . . . . . . . . . . . . . . . . 13-34
SLIDING VENT GLASS . . . . . . . . . . . . . . . . . 23-36
SLIP DIFFERENTIAL, LIMITED . . . . . . . . . . . . . 3-9
SLIP YOKE SEAL REPLACEMENT
(2-WHEEL DRIVE MODELS) . . . . . . . . . . . 21-131
SLIPS, CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . 6-6
SNAP, DRIVELINE; FRONT SUSPENSION
AND AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
SNAP, DRIVELINE; REAR SUSPENSION
AND AXLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
SNAP RING CHART, AX 15 SELECTIVE . . . 21-286
SNOW PLOW . . . . . . . . . . . . . . . . . . . . . . . . . 13-3
SNOW PLOW CONTROL MODULE . . . . . . . 13-17
SNOW PLOW DIAGNOSIS . . . . . . . . . . . . . . . 13-9
SNOW PLOW FRAME . . . . . . . . . . . . . . . . . 13-16
SNOW PLOW MALFUNCTION DIAGNOSIS
AND TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
SNOW PLOW PIVOT BRACKET . . . . . . . . . . 13-16
SNOW PLOW SPECIFICATIONS . . . . . . . . . . 13-19
SNOW PLOW WIRING DIAGRAMS . . . . . . . . 13-4
SOLENOID, EGR; FUEL/IGNITION . . . . . . 8W-30-4
SOLENOID, EGR; FUEL/IGNITION3.9L
AND 5.2L ENGINES . . . . . . . . . . . . . . . . 8W-30-10
SOLENOID, EVAP CANISTER PURGE;
EMISSION CONTROL SYSTEMS . . . . . . . . . . 25-5
SOLENOID, EVAP CANISTER PURGE;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . 14-44,14-85
SOLENOID, EVAP/PURGE;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-5
SOLENOID, EVAP/PURGE; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . 8W-30-10
SOLENOID, OVERDRIVE . . . . . . . . . . . . 8W-30-10
SOLENOID, TCC . . . . . . . . . . . . . . . . . . 8W-30-10
SOLENOID TESTING SPECIFICATIONS,
STARTER; BATTERY/STARTER/
GENERATOR SERVICE . . . . . . . . . . . . . . . . . . 8B-9
SOLENOID TESTING SPECIFICATIONS,
STARTER; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . 8A-22
SOLENOID2.5L ENGINE, EGR . . . . . . . . . 25-20
SOLENOID2.5L ENGINE, EVAP
CANISTER PURGE . . . . . . . . . . . . . . . . . . . . 25-21
SOLENOIDPCM OUTPUT, EGR . . . . . . . . . 14-26
SOLENOIDPCM OUTPUT, EGR
(EXHAUST GAS RECIRCULATION)
VALVE CONTROL . . . . . . . . . . . . . . . . . . . . . 14-62
SOLENOIDPCM OUTPUT, EVAP
CANISTER PURGE . . . . . . . . . . . . . . . 14-27,14-62
SOLID MOUNT COMPRESSOR BRACKET
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
SOLVENTS, BRAKE FLUID/LUBRICANTS/
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
SPACER/THRUST PLATE/SNAP RING
SPECIFICATIONS, 42RH/46RH . . . . . . . . . . 21-288
SPARE TIRE WINCH . . . . . . . . . . . . . . . . . . 23-19
SPARK PLUG CABLE RESISTANCE . . 8D-16,8D-29
SPARK PLUG SECONDARY CABLES . 8D-15,8D-25
SPARK PLUGS; IGNITION SYSTEMS . . . . . 8D-12,
8D-24,8D-30
SPARK PLUGS; LUBRICATION AND
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . 0-18
SPEAKER CONNECTORS, RADIO . . . . . . . . . . 8F-4
SPEAKERS . . . . . . . . . . . . . . . . . . . . . . . 8F-1,8F-5
SPEAKERS REMOVE/INSTALL . . . . . . . . . . . . 8F-7
SPEAKERSPREMIUM RADIO . . . . . . . . 8W-47-1
SPEAKERSSTANDARD RADIO . . . . . . . 8W-47-1
SPECIFICATION . . . . . . . . . . . . . . . . . . . . . . . 9-11
SPECIFICATION NOTATIONS . . . . . . . . . . . Intro.-8
SPECIFICATIONS; BATTERY/STARTER/
GENERATOR SERVICE . . . . . . . . . . . . . . . . . . 8B-9
SPECIFICATIONS; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . 8A-22
SPECIFICATIONS; BRAKES . . . . . . . . . . . . . . 5-68

20

INDEX

Description

Group-Page

SPECIFICATIONS; CLUTCH . . . . . . . . . . . . . . 6-15


SPECIFICATIONS; COOLING SYSTEM . . . . . . 7-48
SPECIFICATIONS; FUEL SYSTEM . . . . . . . . 14-92
SPECIFICATIONS; IGNITION SYSTEMS . . . . 8D-29
SPECIFICATIONS; INSTRUMENT PANEL
AND GAUGES . . . . . . . . . . . . . . . . . . . . . . . 8E-24
SPECIFICATIONS; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-285
SPECIFICATIONS; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-3
SPECIFICATIONS, 42RH/46RH GENERAL . 21-288
SPECIFICATIONS, 42RH/46RH PRESSURE
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-289
SPECIFICATIONS, 42RH/46RH
SPACER/THRUST PLATE/SNAP RING . . . . 21-288
SPECIFICATIONS, 42RH/46RH TORQUE . . 21-289
SPECIFICATIONS, AX 15 TORQUE . . . . . . . 21-285
SPECIFICATIONS, AXLE; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-47
SPECIFICATIONS, AXLE; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-36
SPECIFICATIONS, BATTERY; BATTERY/
STARTER/GENERATOR SERVICE . . . . . . . . . . 8B-9
SPECIFICATIONS, BATTERY; BATTERY/
STARTING/CHARGING SYSTEMS
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 8A-22
SPECIFICATIONS, BODY LUBRICANT . . . . . . 0-29
SPECIFICATIONS, CHARGING SYSTEM;
BATTERY/STARTER/GENERATOR
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-10
SPECIFICATIONS, CHARGING SYSTEM;
BATTERY/STARTING/CHARGING
SYSTEMS DIAGNOSTICS . . . . . . . . . . . . . . . 8A-23
SPECIFICATIONS, ENGINE . . . . . . 9-110,9-46,9-78
SPECIFICATIONS, FRONT WHEEL
ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
SPECIFICATIONS, LUBRICANT; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-31
SPECIFICATIONS, LUBRICANT; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-12
SPECIFICATIONS, MEASUREMENT AND
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . Intro.-8
SPECIFICATIONS, NP231 TORQUE . . . . . . 21-287
SPECIFICATIONS, NV3500 TORQUE . . . . . 21-287
SPECIFICATIONS, POWER STEERING
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-32
SPECIFICATIONS, PUMP OPERATING . . . . . . 19-3
SPECIFICATIONS, RUNOUT . . . . . . . . . . . . . . 16-4
SPECIFICATIONS, SNOW PLOW . . . . . . . . . 13-19
SPECIFICATIONS, STANDARD TORQUE . . Intro.-9
SPECIFICATIONS, STARTER AND
SOLENOID TESTING; BATTERY/
STARTER/GENERATOR SERVICE . . . . . . . . . . 8B-9
SPECIFICATIONS, STARTER AND
SOLENOID TESTING; BATTERY/
STARTING/CHARGING SYSTEMS
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 8A-22
SPECIFICATIONS, STARTING SYSTEM;
BATTERY/STARTER/GENERATOR
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-9
SPECIFICATIONS, STARTING SYSTEM;
BATTERY/STARTING/CHARGING
SYSTEMS DIAGNOSTICS . . . . . . . . . . . . . . . 8A-22
SPECIFICATIONS, TORQUE; BODY
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . 23-47
SPECIFICATIONS, TORQUE; BRAKES . . . . . . 5-68
SPECIFICATIONS, TORQUE; CLUTCH . . . . . . 6-15
SPECIFICATIONS, TORQUE; ENGINE . 9-113,9-48,
9-81
SPECIFICATIONS, TORQUE; EXHAUST
SYSTEM AND INTAKE MANIFOLD . . . . . . . . 11-12
SPECIFICATIONS, TORQUE; FRAME AND
BUMPERS . . . . . . . . . . . . . . . . . . . . . . . . . . 13-36
SPECIFICATIONS, TORQUE; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-47
SPECIFICATIONS, TORQUE; HEATING
AND AIR CONDITIONING . . . . . . . . . . . . . . . 24-26
SPECIFICATIONS, TORQUE;
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . Intro.-8
SPECIFICATIONS, TORQUE; PROPELLER
SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-15
SPECIFICATIONS, TORQUE; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-36
SPECIFICATIONS, TORQUE; STEERING . . . . 19-42
SPECIFICATIONS, TORQUE; WHEELS
AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . 22-12
SPECIFICATIONS, TRAILER TOWING . . . . Intro.-3,
Intro.-6

Description

Group-Page

SPECIFICATIONS, TRANSFER CASE . . . . . 21-262


SPECIFICATIONSCONT., ENGINE . . 9-111,9-112,
9-47,9-79,9-80
SPEED CONTROL DIAGNOSTIC TROUBLE
CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-6
SPEED CONTROL SERVO . . . . . . . . . . . 8H-1,8H-7
SPEED CONTROL SERVO REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-8
SPEED CONTROL SWITCH . . . . . . . . . . 8H-1,8H-3
SPEED CONTROL SWITCH REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-8
SPEED CONTROL, VEHICLE . . . . . . . . . . 8W-33-1
SPEED CONTROLPCM INPUT . . . . . . . . . 14-60
SPEED CONTROLPCM OUTPUT . . . . . . . . 14-63
SPEED KNOCK, LOW; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-20
SPEED KNOCK, LOW; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . . 3-9
SPEED SENSOR INSTALLATION . . . . . . . . . . 5-48
SPEED SENSOR INSTALLATION
(2-WHEEL DRIVE MODELS), FRONT
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
SPEED SENSOR INSTALLATION
(4-WHEEL DRIVE MODELS), FRONT
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
SPEED SENSOR INSTALLATION, REAR
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
SPEED SENSOR, REAR WHEEL . . . . . . . 8W-32-3
SPEED SENSOR REMOVAL . . . . . . . . . . . . . . 5-48
SPEED SENSOR REMOVAL (2-WHEEL
DRIVE MODELS), FRONT BRAKE . . . . . . . . . 5-58
SPEED SENSOR REMOVAL (4-WHEEL
DRIVE MODELS), FRONT BRAKE . . . . . . . . . 5-59
SPEED SENSOR REMOVAL (ALL), REAR
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
SPEED SENSOR REMOVE/INSTALL,
VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-16
SPEED SENSOR TEST, VEHICLE . . . . 14-35,14-74
SPEED SENSOR, VEHICLE; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14-50,14-91
SPEED SENSOR, VEHICLE; FUEL/
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3
SPEED SENSOR, VEHICLE; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . . 8W-30-8
SPEED SENSOR, VEHICLE; VEHICLE
SPEED CONTROL SYSTEM . . . . . . . . . . 8H-1,8H-3
SPEED SENSORPCM INPUT, VEHICLE . . 14-25,
14-60
SPEED SENSORS, WHEEL . . . . . . . . . . . 8W-32-1
SPEEDPCM INPUT, ENGINE . . . . . . . . . . . 14-23
SPEEDOMETER CABLE . . . . . . . . . . . . . . . . . 0-29
SPEEDOMETER SERVICE; NV3500
MANUAL TRANSMISSION . . 21-130,21-264,21-41
SPEEDOMETER SERVICE;
TRANSMISSION AND TRANSFER CASE . . . . 21-3
SPLASH SHIELD/AIR DEFLECTOR4WD
VEHICLES, ENGINE . . . . . . . . . . . . . . . . . . . 13-34
SPLASH SHIELDS . . . . . . . . . . . . . . . . . . . . . 23-9
SPLICE INDEX . . . . . . . . . . . . . . . . . . . . . 8W-70-1
SPLICE LOCATIONS; SPLICE LOCATIONS . 8W-95-1
SPLICE LOCATIONS; WIRING DIAGRAMS . . 8W-1
SPRING AND SHOCK ABSORBER
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
SPRING AND SHOCK DIAGNOSIS . . . . . . . . . . 3-4
SPRING, COIL . . . . . . . . . . . . . . . . . . . . . . . . 2-10
SPRING EYE BUSHING REPLACEMENT,
LEAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
SPRING LEAF REPLACEMENT . . . . . . . . . . . . . 3-6
SPRING REPLACEMENT, VALVE STEM
SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-55,9-87
SPRINGS, LEAF . . . . . . . . . . . . . . . . . . . . . . . . 3-5
SPRINGS, VALVES AND VALVE . . . . . . . 9-56,9-89
SQUIB (AIRBAG IGNITER), AIRBAG . . . . 8W-43-1
STABILIZER BAR . . . . . . . . . . . . . . . . . . . 2-15,2-9
STALL TEST ANALYSIS . . . . . . . . . . . . . . . . 21-96
STALL TEST, CONVERTER . . . . . . . . . . . . . . 21-96
STANDARD CLUSTER . . . . . . . . . . . . . . . . . . 8E-8
STANDARD SERVICE PROCEDURES . . . . . . . . 9-1
STANDARD TORQUE SPECIFICATIONS . . . Intro.-9
STARTER AND SOLENOID TESTING
SPECIFICATIONS; BATTERY/STARTER/
GENERATOR SERVICE . . . . . . . . . . . . . . . . . . 8B-9
STARTER AND SOLENOID TESTING
SPECIFICATIONS; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . 8A-22
STARTER AND STARTER RELAY . . . . . . . . . . 8B-4
STARTER MOTOR RELAY TEST . . . . . . . . . . 14-76
STARTER RELAY CONNECTIONS . . . . . . . . . 8A-15

Description

Group-Page

STARTER RELAY REMOVE/INSTALL . . . . . . . 8B-6


STARTER RELAY, STARTER . . . . . . . . . . . . . . 8B-4
STARTER REMOVE/INSTALL2.5L . . . . . . . . 8B-4
STARTER REMOVE/INSTALL3.9L/5.2L . . . . 8B-4
STARTING, HOISTING AND TOWING,
JUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-9
STARTING, JUMP . . . . . . . . . . . . . . . . . . . . . . 0-9
STARTING SYSTEM . . . . . . . . . . . . . . . . . . . 8A-11
STARTING SYSTEM DIAGNOSIS . . . . . . . . . 8A-14
STARTING SYSTEM SPECIFICATIONS;
BATTERY/STARTER/GENERATOR
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-9
STARTING SYSTEM SPECIFICATIONS;
BATTERY/STARTING/CHARGING
SYSTEMS DIAGNOSTICS . . . . . . . . . . . . . . . 8A-22
STEERING COLUMN . . . . . . . . . . . . . 19-36,19-42
STEERING GEAR . . . . . . . . . . . . . . . . . . . . . 19-42
STEERING GEAR ADJUSTMENTS . . . . . . . . 19-21
STEERING GEAR, MANUAL . . . . . . . . . . . . . . 0-27
STEERING GEAR, RACK AND PINION . . . . . 19-33
STEERING GEAR, RECIRCULATING BALL
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-19
STEERING GEAR REPLACEMENT . . . 19-32,19-33
STEERING GEAR SPECIFICATIONS,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-32
STEERING KNUCKLE . . . . . . . . . . . . . . . 2-13,2-17
STEERING LINKAGE; LUBRICATION AND
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . 0-25
STEERING LINKAGE; STEERING . . . . . . . . . 19-42
STEERING LINKAGE 4WD VEHICLES . . . 19-17
STEERING PUMP . . . . . . . . . . . . . . . . . . . . . 19-42
STEERING PUMP FLOW RATE AND
PRESSURE TEST, POWER . . . . . . . . . . . . . . . 19-3
STEERING PUMP INITIAL OPERATION,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-16
STEERING PUMP, POWER . . . . . . . . . . . . . . 19-12
STEERING SYSTEM COMPONENTS . . . . . . . . 19-1
STEERING SYSTEM DIAGNOSIS, POWER . . 19-3,
19-4,19-5,19-6,19-7,19-8,19-9
STEERING SYSTEM DIAGNOSIS,
SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
STEERING SYSTEM, POWER . . . . . . . . . . . . . 0-26
STEERING WHEEL . . . . . . . . . . . . . . . . . . . . 19-37
STEM SEAL AND SPRING
REPLACEMENT, VALVE . . . . . . . . . . . . . 9-55,9-87
STOP AND TURN SIGNAL LAMPS, TAIL, . . 8L-11
STOP LAMP (CHMSL), CENTER HIGH
MOUNTED . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-11
STOP LAMP SWITCH . . . . . . . . . . . . . . 8H-1,8H-6
STOP LAMP SWITCH SENSE . . . . . . . . . 8W-32-2
STOP LAMPS AND CHMSL LAMPS . . . . 8W-51-1
STOPLAMP SWITCH ADJUSTMENT . . . . . . . 5-18
STORAGE BIN, SUNGLASSES . . . . . . . . . . . . 8C-8
STORAGE BOXES, FLOOR CONSOLE AND
REAR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . 23-43
STORAGE COMPARTMENT DOOR
REMOVE/INSTALL, GARAGE DOOR
OPENER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-8
STORAGE, REMOTE GARAGE DOOR
OPENER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8C-1
STORAGE, SUNGLASSES . . . . . . . . . . . . . . . 8C-2
STRAIGHTENING, FRAME . . . . . . . . . . . . . . 13-20
STRIKER, DOOR LATCH . . . . . . . . . . . . . . . 23-29
STRIPES, CAB AND CARGO BOX . . . . . . . . 23-13
STUD, LOWER BALL . . . . . . . . . . . . . . . . . . . 2-11
STUD, UPPER BALL . . . . . . . . . . . . . . . 2-12,2-17
SUNGLASSES STORAGE . . . . . . . . . . . . . . . . 8C-2
SUNGLASSES STORAGE BIN . . . . . . . . . . . . 8C-8
SUNVISORS . . . . . . . . . . . . . . . . . . . . . . . . . 23-42
SUPPLY TEST, VACUUM . . . . . . . . . . . . . . . . 8H-6
SUPPORT BRACKET, MIRROR . . . . . . . . . . . 23-31
SUPPORT CROSSMEMBER, DRIVE
SHAFT CENTER BEARING . . . . . . . . . . . . . . 13-35
SUPPORT, ENGINE REAR . . . . . . . 9-13,9-51,9-84
SUPPORT OVERHAUL, OIL PUMP AND
REACTION SHAFT . . . . . . . . . . . . . 21-154,21-204
SUPPORT PLATE INSTALLATION, BRAKE . . . 5-23
SUPPORT PLATE REMOVAL, BRAKE . . . . . . . 5-23
SUPPRESSION, RADIO NOISE . . . . . . . . . . . . 8F-1
SURFACE TOUCH-UP, PAINTED . . . . . . . . . . 23-45
SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
SUSPENSION AND STEERING SYSTEM
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
SUSPENSION ARM, LOWER . . . . . . . . . 2-10,2-16
SUSPENSION ARM, UPPER . . . . . . . . . 2-12,2-16
SUSPENSION COMPONENTS . . . . . . . . . . . . 3-36
SUSPENSION COMPONENTS2WD,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47

INDEX
Description

Group-Page

SUSPENSION COMPONENTS4WD,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
SUSPENSION, FRONT . . . . . . . . . . . . . . . . . . . 2-1
SUSPENSION2WD AND 4WD
VEHICLES, REAR . . . . . . . . . . . . . . . . . . . . . . . 3-4
SUSPENSION2WD VEHICLES, FRONT . . . . . 2-8
SUSPENSION4WD VEHICLES, FRONT . . . . 2-14
SWITCH ADJUSTMENT, STOPLAMP . . . . . . . 5-18
SWITCH, AIR CONDITIONING CYCLING . . . 24-13
SWITCH AND KEY CYLINDER SERVICE,
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-27
SWITCH AND PLUG LOCATIONS . . . . . . . . . . 21-2
SWITCH, BACKUP LAMP . . . . . . . . . . . . . . . 8L-11
SWITCH, BRAKE . . . . . . . . . . . . . . . . 14-43,14-84
SWITCH, BRAKE WARNING LAMP . . . . . 8W-32-4
SWITCH, CLUTCH PEDAL POSITION . . . . . . . . 6-2
SWITCH, DRIVERS DOOR JAMB . . . . . 8U-1,8U-2
SWITCH, DRIVERS SEAT BELT . . . . . . . . . . 8U-1
SWITCH, DRIVER9S SEAT BELT . . . . . . . . . . 8U-3
SWITCH, FOUR-WHEEL DRIVE
INDICATOR LAMP . . . . . . . . . . . . . . . . . . 8W-31-1
SWITCH, HEADLAMP; CHIME/BUZZER
WARNING SYSTEMS . . . . . . . . . . . . . . 8U-1,8U-3
SWITCH, HEADLAMP; LAMPS . . . . . . . . . . . 8L-10
SWITCH, HIGH-PRESSURE CUT-OFF . . . . . . 24-13
SWITCH, HORN . . . . . . . . . . . . . . . . . . 8G-1,8G-2
SWITCH, IGNITION; FUEL/IGNITION . . . . 8W-30-1
SWITCH, IGNITION; FUEL/IGNITION
3.9L AND 5.2L ENGINES . . . . . . . . . . . . . 8W-30-6
SWITCH, IGNITION; IGNITION SYSTEMS . . 8D-27
SWITCH, IGNITION KEY-IN . . . . . . . . . . 8U-1,8U-2
SWITCH INPUT, PARK BRAKE . . . . . . . . 8W-32-4
SWITCH LAMP, COURTESY LAMP AND
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
SWITCH, MULTI-FUNCTION . . . . . . . . . . . . . . 8J-3
SWITCH, OVERDRIVE . . . . . . . . . . . . . . . 8W-31-1
SWITCH, OVERDRIVE SELECTOR . . . . . . . . 21-88
SWITCH, OVERDRIVE/OVERRIDE . . . . . . . . 14-59
SWITCH, PARK/NEUTRAL . . . . . . . . . 14-47,14-89
SWITCH, PARK/NEUTRAL POSITION;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-10
SWITCH, PARK/NEUTRAL POSITION;
NV3500 MANUAL TRANSMISSION . . . . . . 21-130
SWITCH, POWER BRAKE BOOSTER
BRAKE PEDALSTOPLAMP . . . . . . . . . . . . . 5-17
SWITCH, POWER LOCK . . . . . . . . . . . . . . . . 8P-1
SWITCH, POWER MIRROR . . . . . . . . . . . . . . 8T-1
SWITCH, POWER WINDOW . . . . . . . . . . . . . 8S-1
SWITCH REMOVE/INSTALL, GLOVE BOX
LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-21
SWITCH REMOVE/INSTALL, HEADLAMP,
POWER MIRROR, OVERDRIVE
LOCKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-19
SWITCH REMOVE/INSTALL, HORN . . . . . . . . 8G-3
SWITCH REMOVE/INSTALL, MULTIFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J-4
SWITCH REMOVE/INSTALL, POWER
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-2
SWITCH REMOVE/INSTALL, POWER
MIRROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8T-3
SWITCH REMOVE/INSTALL, POWER
WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8S-3
SWITCH REMOVE/INSTALL, SPEED
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-8
SWITCH REMOVE/INSTALL, WIPER/
WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8K-8
SWITCH REPLACEMENT, FOG LAMP . . . . . . 8L-10
SWITCH REPLACEMENT, OFF ROAD
LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-10
SWITCH SENSE, FOUR-WHEEL DRIVE . 8W-32-2,
8W-32-4
SWITCH SENSE, STOP LAMP . . . . . . . . . 8W-32-2
SWITCH SERVICE PROCEDURES,
MULTI-FUNCTION . . . . . . . . . . . . . . . . . . . . 8L-10
SWITCH, SPEED CONTROL . . . . . . . . . 8H-1,8H-3
SWITCH, STOP LAMP . . . . . . . . . . . . . 8H-1,8H-6
SWITCH TEST, VACUUM . . . . . . . . . . . . . . . 24-10
SWITCH TESTING PROCEDURES,
MULTI-FUNCTION . . . . . . . . . . . . . . . . . . . . . 8L-4
SWITCH, WIPER/WASHER . . . . . . . . . . . . . . 8K-6
SWITCHPCM INPUT, BRAKE . . . . . 14-23,14-57
SWITCHPCM INPUT, PARK/NEUTRAL . . . 14-60
SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . 8W-01-2
SYMBOLS, INTERNATIONAL . . . . . . . . . . . . . . 0-1
SYMBOLS, INTERNATIONAL CONTROL
AND DISPLAY . . . . . . . . . . . . . . . . . . . . . . Intro.-7

Description

Group-Page

SYMBOLS, INTERNATIONAL VEHICLE


CONTROL AND DISPLAY . . . . . . . . . . . . . Intro.-3
SYSTEM (ABS), ALL WHEEL ANTI-LOCK
BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-32-1
SYSTEM, AIR CONDITIONING . . . . . . . . . . . . 24-1
SYSTEM, AIRBAG . . . . . . . . . . . . . . . . . . . . . 8M-1
SYSTEM AND SEALS SERVICE, TIMING . . . . 9-16
SYSTEM BRAKE BLEEDING, RWAL . . . . . . . . 5-48
SYSTEM, CHARGING; BATTERY/
STARTING/CHARGING SYSTEMS
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 8A-17
SYSTEM, CHARGING; CHARGING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-1
SYSTEM, CHARGING REFRIGERANT . . . . . . . 24-5
SYSTEM CHECK, AIRBAG . . . . . . . . . . . . . . . 8M-2
SYSTEM CLEANING/REVERSE FLUSHING,
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
SYSTEM COMPONENTS, COOLING . . . . . . . . . 7-2
SYSTEM COMPONENTS, RWAL . . . . . . . . . . 5-44
SYSTEM COMPONENTS, STEERING . . . . . . . 19-1
SYSTEM, COOLANT RESERVE/
OVERFLOW . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
SYSTEM COOLANT ROUTING . . . . . . . . . . . . . 7-2
SYSTEM, COOLING; COOLING SYSTEM . . . . . 7-1
SYSTEM, COOLING; HEATING AND AIR
CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . 24-4
SYSTEM DESCRIPTION AND OPERATION . . . 13-3
SYSTEM DIAGNOSIS, ANTILOCK BRAKE . . . . 5-8
SYSTEM DIAGNOSIS, CHARGING . . . . . . . . 8A-18
SYSTEM DIAGNOSIS (CONT.), COOLING . . . 7-10,
7-11,7-6,7-7,7-8,7-9
SYSTEM DIAGNOSIS, COOLING . . . . . . . . . . . 7-5
SYSTEM DIAGNOSIS, EXHAUST . . . . . . . . . . 11-2
SYSTEM DIAGNOSIS, POWER STEERING . . 19-3,
19-4,19-5,19-6,19-7,19-8,19-9
SYSTEM DIAGNOSIS, STARTING . . . . . . . . 8A-14
SYSTEM DIAGNOSIS, SUSPENSION AND
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
SYSTEM, DRAINING COOLING . . . . . . . . . . . 7-24
SYSTEM, EMISSION CONTROL . . . . . . . . . . . 0-19
SYSTEM, ENGINE COOLING . . . . . . . . . . . . . 0-16
SYSTEM, ENGINE LUBRICATION . . . . . . . . . . 9-39
SYSTEM, EVACUATING REFRIGERANT . . . . . 24-5
SYSTEM, EVAP (EVAPORATION)
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-5
SYSTEM, EXHAUST; EXHAUST SYSTEM
AND INTAKE MANIFOLD . . . . . . . . . . . . . . . . 11-1
SYSTEM, EXHAUST; LUBRICATION AND
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . 0-19
SYSTEM FAN2.5L 4-CYLINDER
ENGINE, COOLING . . . . . . . . . . . . . . . . . . . . . 7-33
SYSTEM FAN3.9L/5.2L ENGINE,
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
SYSTEM, FIG. 2 OIL LUBRICATION . . . 9-100,9-68
SYSTEM FOR LEAKS, TESTING COOLING . . . 7-25
SYSTEM, FUEL . . . . . . . . . . . . . . . . . . . . . . . 0-17
SYSTEM, FUEL DELIVERY . . . . . . . . . . . . . . . 14-3
SYSTEM, HAZARD WARNING . . . . . . . . . . . . 8J-1
SYSTEM, HEATER . . . . . . . . . . . . . . . . . . . . . 24-1
SYSTEM HOSES, COOLING . . . . . . . . . . . . . . 7-32
SYSTEM, LUBRICATION . . . . . . . . . . . . 9-67,9-99
SYSTEM MANUAL BRAKE BLEEDING
PROCEDURE, RWAL . . . . . . . . . . . . . . . . . . . 5-49
SYSTEM NORMAL AND FAULT
CONDITIONS, ABS . . . . . . . . . . . . . . . . . . . . . . 5-9
SYSTEM OPERATION, RWAL . . . . . . . . . . . . . 5-45
SYSTEM, POSITIVE CRANKCASE
VENTILATION (PCV) . . . . . . . . . . . . . . . . . . . 25-6
SYSTEM, POWER BRAKE . . . . . . . . . . . . . . . 0-27
SYSTEM, POWER STEERING . . . . . . . . . . . . . 0-26
SYSTEM PRESSURE RELEASE, FUEL . . . . . . 14-7
SYSTEM PRESSURE RELEASE
PROCEDURE, FUEL . . . . . . . . . . . . . . 14-46,14-87
SYSTEM PRESSURE TEST2.5L
ENGINE, FUEL . . . . . . . . . . . . . . . . . . . . . . . . 14-8
SYSTEM PRESSURE TEST3.9L/5.2L
ENGINE, FUEL . . . . . . . . . . . . . . . . . . . . . . . . 14-8
SYSTEM, RECOVERING REFRIGERANT . . . . . 24-5
SYSTEM, REFILLING COOLING . . . . . . . . . . . 7-24
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . 14-70
SYSTEM SCHEMATICS, PCM . . . . . . 14-36,14-53
SYSTEM SERVICE (DEPLOYED), AIRBAG . . 8M-3
SYSTEM SPECIFICATIONS, CHARGING;
BATTERY/STARTER/GENERATOR
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-10
SYSTEM SPECIFICATIONS, CHARGING;
BATTERY/STARTING/CHARGING
SYSTEMS DIAGNOSTICS . . . . . . . . . . . . . . . 8A-23

Description

21

Group-Page

SYSTEM SPECIFICATIONS, STARTING;


BATTERY/STARTER/GENERATOR
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8B-9
SYSTEM SPECIFICATIONS, STARTING;
BATTERY/STARTING/CHARGING
SYSTEMS DIAGNOSTICS . . . . . . . . . . . . . . . 8A-22
SYSTEM, STARTING . . . . . . . . . . . . . . . . . . 8A-11
SYSTEM, TURN SIGNAL . . . . . . . . . . . . . . . . 8J-1
SYSTEM, USING ON-BOARD
DIAGNOSTIC; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . 8A-21
SYSTEM, USING ON-BOARD
DIAGNOSTIC; VEHICLE SPEED
CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . 8H-3
SYSTEM VACUUM DIAGNOSIS, HEATER
A/C CONTROL . . . . . . . . . . . . . . . . . . . . . . . 24-10
SYSTEM, WINDSHIELD WASHER . . . . . . . . . 8K-1
SYSTEM, WINDSHIELD WIPER . . . . . . . . . . . 8K-1
SYSTEM2.5L ENGINE, HEATED INLET
AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-10
SYSTEMS, ANTILOCK BRAKE . . . . . . . . . . . . . 5-1
SYSTEMS, CRANKCASE VENTILATION . . . . . 0-17
SYSTEMS, EGR (EXHAUST GAS
RECIRCULATION) . . . . . . . . . . . . . . . . . . . . 25-11
TABLE, BATTERY CHARGING TIME . . . . . . . . 8A-8
TACHOMETER DRIVE MODULES
REMOVE/INSTALL, LOW FUEL . . . . . . . . . . 8E-16
TACHOMETERPCM OUTPUT . . . . . . . . . . 14-63
TAIL LAMPS AND REAR LICENSE PLATE
LAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-1
TAIL, STOP AND TURN SIGNAL LAMPS . . . 8L-11
TAILGATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-19
TAILPIPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
TAKE OUTS . . . . . . . . . . . . . . . . . . . . . . . 8W-01-2
TANK CAPACITIES, FUEL . . . . . . . . . . 14-15,14-92
TANK FILLER TUBE CAP, FUEL;
EMISSION CONTROL SYSTEMS . . . . . 25-21,25-6
TANK FILLER TUBE CAP, FUEL; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15
TANK FILLER TUBE, NO-LEAD FUEL . . . . . . 14-14
TANK PRESSURE RELIEF/ROLLOVER
VALVE, FUEL . . . . . . . . . . . . . . 14-16,14-46,14-87
TANKS, FUEL . . . . . . . . . 14-14,14-15,14-46,14-87
TAPER, ROTOR THICKNESS VARIATION . . . . 5-43
TAPPETS, HYDRAULIC . . . . . . . . . . . . . 9-59,9-91
TCC SOLENOID . . . . . . . . . . . . . . . . . . . 8W-30-10
TEMPERATURE CONTROL CABLE . . . . . . . . 24-19
TEMPERATURE REFERENCE . . . . . . . . . . . . . 24-9
TEMPERATURE SENSOR, ENGINE
COOLANT; EMISSION CONTROL
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 25-18
TEMPERATURE SENSOR, ENGINE
COOLANT; FUEL SYSTEM . . . . . . . . . 14-44,14-84
TEMPERATURE SENSOR, ENGINE
COOLANT; FUEL/IGNITION . . . . . . . . . . . 8W-30-4
TEMPERATURE SENSOR, ENGINE
COOLANT; FUEL/IGNITION3.9L AND
5.2L ENGINES . . . . . . . . . . . . . . . . . . . . . 8W-30-9
TEMPERATURE SENSOR, ENGINE
COOLANT; IGNITION SYSTEMS . . . . . 8D-20,8D-4
TEMPERATURE SENSOR, INTAKE AIR . 8W-30-10
TEMPERATURE SENSOR, INTAKE
MANIFOLD AIR; FUEL SYSTEM . . . . . . . . . . 14-84
TEMPERATURE SENSOR, INTAKE
MANIFOLD AIR; IGNITION SYSTEMS . . . . . 8D-23
TEMPERATURE SENSOR, SENSOR
RESISTANCE (OHMS)COOLANT
TEMPERATURE SENSOR/INTAKE
MANIFOLD AIR . . . . . . . . . . . . . . . . . . . . . . 14-70
TEMPERATURE SENSOR TEST, ENGINE
COOLANT; FUEL SYSTEM . . . . . . . . . . . . . . 14-70
TEMPERATURE SENSOR TEST, ENGINE
COOLANT; IGNITION SYSTEMS . . . . . . . . . . 8D-8
TEMPERATURE SENSOR TEST, INTAKE
MANIFOLD AIR; FUEL SYSTEM . . . . . . . . . . 14-70
TEMPERATURE SENSOR TEST, INTAKE
MANIFOLD AIR; IGNITION SYSTEMS . . . . . 8D-12
TEMPERATURE SENSOR, THROTTLE
BODY; FUEL SYSTEM . . . . . . . . . . . . . . . . . 14-49
TEMPERATURE SENSOR, THROTTLE
BODY; FUEL/IGNITION . . . . . . . . . . . . . . 8W-30-4
TEMPERATURE SENSOR/INTAKE
MANIFOLD AIR TEMPERATURE
SENSOR, SENSOR RESISTANCE
(OHMS)COOLANT . . . . . . . . . . . . . . . . . . 14-70
TEMPERATURE SENSOR2.5L ENGINE,
THROTTLE BODY . . . . . . . . . . . . . . . . . . . . . 8D-5

22

INDEX

Description

Group-Page

TEMPERATURE SENSOR3.9L/5.2L
ENGINE, INTAKE MANIFOLD AIR . . . . . . . . . 8D-5
TEMPERATURE SENSORPCM INPUT,
ENGINE COOLANT . . . . . . . . . . . . . . . 14-23,14-58
TEMPERATURE SENSORPCM INPUT,
INTAKE MANIFOLD AIR . . . . . . . . . . . . . . . . 14-58
TEMPERATURE SENSORPCM INPUT,
THROTTLE BODY . . . . . . . . . . . . . . . . . . . . . 14-25
TENSION, ACCESSORY DRIVE BELT . . . . . . . 7-48
TENSION, BELT . . . . . . . . . . . . . . . . . . . . . . . 7-43
TENSIONER ADJUSTMENT, PARKING
BRAKE CABLE . . . . . . . . . . . . . . . . . . . . . . . . 5-67
TENSIONER3.9L/5.2L ENGINE,
AUTOMATIC BELT . . . . . . . . . . . . . . . . . . . . . 7-45
TERMINAL REPLACEMENT . . . . . . . . . . . 8W-01-8
TERMINAL REPLACEMENT, CONNECTOR . 8W-01-7
TERMINAL/CONNECTOR REPAIR
MOLEX CONNECTORS . . . . . . . . . . . . . . 8W-01-6
TEST, AIR CONDITIONING AND HEATER
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . 24-7
TEST, AIR CONDITIONING
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . 24-7
TEST ANALYSIS, STALL . . . . . . . . . . . . . . . 21-96
TEST, ANALYZING THE ROAD . . . . . . . . . . . 21-93
TEST, AUTOMATIC SHUTDOWN (ASD)
RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-6
TEST, CAMSHAFT POSITION SENSOR . . . . . 8D-6
TEST CHART, MIRROR . . . . . . . . . . . . . . . . . 8T-2
TEST, COMPASS/DISPLAY SELFDIAGNOSTIC . . . . . . . . . . . . . . . . . . . . . . . . . 8C-2
TEST, COMPRESSOR CLUTCH . . . . . . . . . . . . 24-13
TEST, CONVERTER STALL . . . . . . . . . . . . . . 21-96
TEST, CRANKSHAFT POSITION SENSOR;
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 14-72
TEST, CRANKSHAFT POSITION SENSOR;
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . . 8D-7
TEST, CYLINDER COMBUSTION
PRESSURE LEAKAGE . . . . . . . . . . . . . . . . . . . 9-6
TEST, CYLINDER COMPRESSION
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
TEST, ENGINE COOLANT TEMPERATURE
SENSOR; FUEL SYSTEM . . . . . . . . . . . . . . . 14-70
TEST, ENGINE COOLANT TEMPERATURE
SENSOR; IGNITION SYSTEMS . . . . . . . . . . . 8D-8
TEST, FUEL INJECTOR . . . . . . . . . . . . . . . . . 14-76
TEST, FUEL PUMP PRESSURE . . . . . . . . . . 14-76
TEST, HEATER OUTPUT . . . . . . . . . . . . . . . . . 24-8
TEST, HYDRAULIC PRESSURE . . . . . . . . . . 21-94
TEST, IDLE AIR CONTROL (IAC) MOTOR . . 14-72
TEST, INTAKE MANIFOLD AIR
TEMPERATURE SENSOR; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-70
TEST, INTAKE MANIFOLD AIR
TEMPERATURE SENSOR; IGNITION
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-12
TEST, MANIFOLD ABSOLUTE PRESSURE
(MAP) SENSOR; FUEL SYSTEM . . . . . . . . . 14-71
TEST, MANIFOLD ABSOLUTE PRESSURE
(MAP) SENSOR; IGNITION SYSTEMS . . . . . 8D-12
TEST, MASTER CYLINDER/POWER
BOOSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
TEST, OXYGEN (O2S) SENSOR HEATING
ELEMENT . . . . . . . . . . . . . . . . . . . . . . 14-35,14-72
TEST, POWER BOOSTER CHECK VALVE . . . . . 5-7
TEST, POWER BOOSTER VACUUM . . . . . . . . . 5-7
TEST, POWER STEERING PUMP FLOW
RATE AND PRESSURE . . . . . . . . . . . . . . . . . . 19-3
TEST PROCEDURES, HEATING AND AIR
CONDITIONING . . . . . . . . . . . . . . . . . . . . . . 24-10
TEST SPECIFICATIONS, 42RH/46RH
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . 21-289
TEST, STARTER MOTOR RELAY . . . . . . . . . 14-76
TEST, THROTTLE POSITION SENSOR . . . . . 8D-16
TEST, THROTTLE POSITION SENSOR
(TPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-72
TEST, VACUUM SUPPLY . . . . . . . . . . . . . . . . 8H-6
TEST, VACUUM SWITCH . . . . . . . . . . . . . . . 24-10
TEST, VEHICLE SPEED SENSOR . . . . 14-35,14-74
TESTING, AUTOMATIC TRANSMISSION
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . 21-91
TESTING, CAMSHAFT POSITION SENSOR . 14-70
TESTING, COMBINATION VALVE . . . . . . . 5-10,5-6
TESTING COOLING SYSTEM FOR LEAKS . . . 7-25
TESTING, POWERTRAIN CONTROL
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-76
TESTING PROCEDURES, MULTIFUNCTION SWITCH . . . . . . . . . . . . . . . . . . . . 8L-4
TESTING RADIATOR CAPS, PRESSURE . . . . 7-28

Description

Group-Page

TESTING REFRIGERANT, LEAK . . . . . . . . . . . 24-5


TESTING, ROAD; BRAKES . . . . . . . . . . . . . . . . 5-3
TESTING, ROAD; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-93
TESTING SPECIFICATIONS, STARTER
AND SOLENOID; BATTERY/STARTER/
GENERATOR SERVICE . . . . . . . . . . . . . . . . . . 8B-9
TESTING SPECIFICATIONS, STARTER
AND SOLENOID; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . 8A-22
TESTING TRANSMISSION CLUTCH AND
BAND OPERATION, AIR . . . . . . . . . . . . . . . . 21-97
TESTING, TRANSMISSION COOLER
FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-134
TEST2.5L ENGINE, FUEL SYSTEM
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
TEST3.9L/5.2L ENGINE, FUEL
PRESSURE LEAK DOWN . . . . . . . . . . . . . . . . 14-9
TEST3.9L/5.2L ENGINE, FUEL PUMP
CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-9
TEST3.9L/5.2L ENGINE, FUEL SYSTEM
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
TESTS, OXYGEN SENSOR (O2S) . . . . . . . . 8D-16
TESTS, SNOW PLOW MALFUNCTION
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
TESTS, TROUBLESHOOTING . . . . . . . . . . 8W-01-4
THERMAL VACUUM VALVE (TVV) . . . . . . . . 14-30
THERMAL VACUUM VALVE (TVV)2.5L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-22
THERMOMETER . . . . . . . . . . . . . . . . . . . . . . 8C-1
THERMOMETER DIAGNOSIS . . . . . . . . . . . . . 8C-4
THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
THICKNESS, ROTOR MINIMUM . . . . . . . . . . 5-42
THICKNESS VARIATION AND TAPER,
ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
THIRD GEAR, HYDRAULIC FLOW IN D . . . 21-120
THIS GROUP, HOW TO USE . . . . . . . . . . . . . 8W-1
THREAD NOTATIONSAE AND METRIC . Intro.-9
THREAD REPAIR, ALUMINUM . . . . . . . . . . 21-136
THREADS, REPAIR DAMAGED OR WORN . . . . 9-4
THROTTLE BODY . . . . . 14-30,14-48,14-63,14-89
THROTTLE BODY FITTINGS . . . . . . . . . . . . . 14-49
THROTTLE BODY MINIMUM AIR FLOW
CHECK . . . . . . . . . . . . . . . . . . . . . . . . 14-36,14-73
THROTTLE BODY TEMPERATURE
SENSOR; FUEL SYSTEM . . . . . . . . . . . . . . . 14-49
THROTTLE BODY TEMPERATURE
SENSOR; FUEL/IGNITION . . . . . . . . . . . . 8W-30-4
THROTTLE BODY TEMPERATURE
SENSOR2.5L ENGINE . . . . . . . . . . . . . . . . 8D-5
THROTTLE BODY TEMPERATURE
SENSORPCM INPUT . . . . . . . . . . . . . . . . 14-25
THROTTLE CABLE . . . . . . . . . . . . . . . . . . . . 14-19
THROTTLE CABLE, ACCELERATOR
PEDAL . . . . . . . . . . . . . . . . . . . 14-18,14-43,14-83
THROTTLE POSITION SENSOR; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-50
THROTTLE POSITION SENSOR;
FUEL/IGNITION . . . . . . . . . . . . . . . . . . . . 8W-30-4
THROTTLE POSITION SENSOR;
FUEL/IGNITION3.9L AND 5.2L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-9
THROTTLE POSITION SENSOR; IGNITION
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-5
THROTTLE POSITION SENSOR TEST . . . . . 8D-16
THROTTLE POSITION SENSOR (TPS);
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 14-90
THROTTLE POSITION SENSOR (TPS);
IGNITION SYSTEMS . . . . . . . . . . . . . . . . . . 8D-26
THROTTLE POSITION SENSOR (TPS)
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-72
THROTTLE POSITION SENSOR
(TPS)PCM INPUT . . . . . . . . . . . . . 14-25,14-60
THROTTLE VALVE CABLE ADJUSTMENT,
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-128
TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-17
TIE-ROD END . . . . . . . . . . . . . . . . . . . . . . . . 19-34
TIGHTENING, WHEEL NUT . . . . . . . . . . 5-25,5-43
TIME DELAY RELAY . . . . . . . . . . . . . . . . 8W-44-1
TIME TABLE, BATTERY CHARGING . . . . . . . . 8A-8
TIMING CHAIN COVER . . . . . . . . . . . . . 9-61,9-93
TIMING, IGNITION . . . . . . . . . . . . . . . . . . . . 8D-11
TIMING PROCEDURE, CAMSHAFT,
CRANKSHAFT AND INTERMEDIATE
SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
TIMING PROCEDURE, IGNITION . . . . . . . . . 14-36
TIMING SYSTEM AND SEALS SERVICE . . . . 9-16
TIMING, VALVE . . . . . . . . . . . . . . . . . . . 9-60,9-92

Description

Group-Page

TIRE AND WHEEL BALANCE . . . . . . . . . . . . . 22-7


TIRE AND WHEEL RUNOUT . . . . . . . . . . . . . 22-8
TIRE INFLATION PRESSURES . . . . . . . . . . . . 22-2
TIRE NOISE OR VIBRATION . . . . . . . . . . . . . 22-4
TIRE WEAR PATTERNS . . . . . . . . . . . . . . . . . 22-4
TIRE WINCH, SPARE . . . . . . . . . . . . . . . . . . 23-19
TIRES; LUBRICATION AND
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . 0-28
TIRES; WHEELS AND TIRES . . . . . . . . . . . . . 22-1
TIRES, CLEANING OF . . . . . . . . . . . . . . . . . . 22-2
TIRES, REPLACEMENT . . . . . . . . . . . . . . . . . 22-2
TO USE THIS GROUP, HOW . . . . . . . . . . . . . 8W-1
TONE WHEEL SERVICE . . . . . . . . . . . . . . . . . 5-58
TOOL, DRB SCAN; COOLING SYSTEM . . . . . . 7-4
TOOL, DRB SCAN; EMISSION CONTROL
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-3
TOOL, DRB SCAN; FUEL SYSTEM . . . 14-39,14-79
TOOL, DRB SCAN; IGNITION SYSTEMS . . . . 8D-8
TOOLS, TROUBLESHOOTING . . . . . . . . . 8W-01-4
TORQUE; COOLING SYSTEM . . . . . . . . . . . . . 7-48
TORQUE; FUEL SYSTEM . . . . . . . . . . . . . . . 14-93
TORQUE; IGNITION SYSTEMS . . . . . . . . . . 8D-30
TORQUE CONVERTER . . . . . . . . . . . . . . . . . 21-82
TORQUE SPECIFICATIONS; BODY
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . 23-47
TORQUE SPECIFICATIONS; BRAKES . . . . . . . 5-68
TORQUE SPECIFICATIONS; CLUTCH . . . . . . . . 6-15
TORQUE SPECIFICATIONS; ENGINE . . 9-113,9-48,
9-81
TORQUE SPECIFICATIONS; EXHAUST
SYSTEM AND INTAKE MANIFOLD . . . . . . . . 11-12
TORQUE SPECIFICATIONS; FRAME AND
BUMPERS . . . . . . . . . . . . . . . . . . . . . . . . . . 13-36
TORQUE SPECIFICATIONS; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-47
TORQUE SPECIFICATIONS; HEATING AND
AIR CONDITIONING . . . . . . . . . . . . . . . . . . . 24-26
TORQUE SPECIFICATIONS;
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . Intro.-8
TORQUE SPECIFICATIONS; PROPELLER
SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-15
TORQUE SPECIFICATIONS; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-36
TORQUE SPECIFICATIONS; STEERING . . . . 19-42
TORQUE SPECIFICATIONS; WHEELS AND
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-12
TORQUE SPECIFICATIONS, 42RH/46RH . . 21-289
TORQUE SPECIFICATIONS, AX 15 . . . . . . . 21-285
TORQUE SPECIFICATIONS,
MEASUREMENT . . . . . . . . . . . . . . . . . . . . Intro.-8
TORQUE SPECIFICATIONS, NP231 . . . . . . 21-287
TORQUE SPECIFICATIONS, NV3500 . . . . . 21-287
TORQUE SPECIFICATIONS, STANDARD . . Intro.-9
TORSION BAR . . . . . . . . . . . . . . . . . . . . . . . . 2-15
TOUCH-UP, PAINTED SURFACE . . . . . . . . . . 23-45
TOW, TRAILER . . . . . . . . . . . . . . . . . . . . 8W-54-1
TOWING, FOUR-WHEEL-DRIVE VEHICLE . . . 0-12
TOWING, JUMP STARTING, HOISTING . . . . . . 0-9
TOWING RECOMMENDATIONS . . . . . . . . . . . 0-10
TOWING SPECIFICATIONS, TRAILER . . . . Intro.-3,
Intro.-6
TOWING, TWO-WHEEL-DRIVE VEHICLE . . . . 0-11
TOWING WHEN KEYS ARE NOT
AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
(TPS)PCM INPUT, THROTTLE
POSITION SENSOR . . . . . . . . . . . . . . 14-25,14-60
TRAC-LOC DIFFERENTIAL . . . . . . . . . . . . . . . 3-30
TRAILER TOW . . . . . . . . . . . . . . . . . . . . . 8W-54-1
TRAILER TOWING SPECIFICATIONS . . . . Intro.-3,
Intro.-6
TRAIN AND INTERMEDIATE SHAFT
OVERHAUL, PLANETARY GEAR . . . . . . . . . 21-164
TRANSFER CASE (4WD VEHICLES) . . . . . . . 0-22
TRANSFER CASE ASSEMBLY . . . . . . . . . . 21-273
TRANSFER CASE DISASSEMBLY AND
OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . 21-267
TRANSFER CASE IDENTIFICATION . . . . . . 21-261
TRANSFER CASE INSTALLATION . . . . . . . . 21-266
TRANSFER CASE IN-VEHICLE SERVICE . . 21-265
TRANSFER CASE, LEGEND FOR NP231 . . 21-285
TRANSFER CASE, NP231 . . . . . . . 21-260,21-284
TRANSFER CASE REMOVAL . . . . . . . . . . . 21-266
TRANSFER CASE SPECIFICATIONS . . . . . . 21-262
TRANSMISSION - CONVERTER OVERDRIVE REMOVAL/INSTALLATION . . . 21-137
TRANSMISSION, 42RH/46RH
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . . 21-82
TRANSMISSION ASSEMBLY . . . . . . 21-229,21-60

INDEX
Description

Group-Page

TRANSMISSION ASSEMBLY AND


ADJUSTMENT; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-183
TRANSMISSION ASSEMBLY AND
ADJUSTMENT; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . 21-24
TRANSMISSION, AUTOMATIC . . . . . . . . . . . . 0-22
TRANSMISSION, AX 15 MANUAL . . . . . . . . . 21-1
TRANSMISSION CABLE AND LINKAGE
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . 21-93
TRANSMISSION CASE CLEANING AND
INSPECTION . . . . . . . . . . . . . . . . . 21-154,21-200
TRANSMISSION CHANGES . . . . . . . . . . . . . 21-41
TRANSMISSION CHANGES AND PARTS
INTERCHANGEABILITY . . . . . . . . . . . . . . . . 21-87
TRANSMISSION CLUTCH AND BAND
OPERATION, AIR TESTING . . . . . . . . . . . . . 21-97
TRANSMISSION COMPONENT CLEANING
AND INSPECTION . . . . . . . . . . . . . . . . . . . . 21-56
TRANSMISSION CONTROLS AND
OPERATION, AUTOMATIC . . . . . . . . . . . . . . 21-88
TRANSMISSION COOLER FLOW TESTING . 21-134
TRANSMISSION COOLER LINE AND
FITTING SERVICE . . . . . . . . . . . . . . . . . . . 21-133
TRANSMISSION COOLER REPLACEMENT . 21-136
TRANSMISSION COOLER REVERSE
FLUSHING . . . . . . . . . . . . . . . . . . . . . . . . . 21-135
TRANSMISSION DESCRIPTION . . . . . . . . . . 21-82
TRANSMISSION DIAGNOSIS; NV3500
MANUAL TRANSMISSION . . . . . . 21-101,21-102,
21-103,21-104,21-105,21-106,21-107,21-108,21-41
TRANSMISSION DIAGNOSIS;
TRANSMISSION AND TRANSFER CASE. . . . . . 21-3
TRANSMISSION DIAGNOSIS AND
TESTING, AUTOMATIC . . . . . . . . . . . . . . . . . 21-91
TRANSMISSION DISASSEMBLY . . 21-147,21-193
TRANSMISSION DISASSEMBLY AND
OVERHAUL; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 21-45
TRANSMISSION DISASSEMBLY AND
OVERHAUL; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-8
TRANSMISSION GEAR RATIOS . . . . . . . . . . 21-40
TRANSMISSION HYDRAULIC CONTROLS . . 21-88
TRANSMISSION IDENTIFICATION . . . . . . . . 21-86
TRANSMISSION INSTALLATION
(2-WHEEL DRIVE) . . . . . . . . . . . . . . . . . . . . 21-44
TRANSMISSION INSTALLATION
(4-WHEEL DRIVE) . . . . . . . . . . . . . . . . . . . . 21-45
TRANSMISSION INSTALLATION2WHEEL DRIVE; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-140
TRANSMISSION INSTALLATION2WHEEL DRIVE; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-6
TRANSMISSION INSTALLATION4WHEEL DRIVE; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-142
TRANSMISSION INSTALLATION4WHEEL DRIVE; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-7
TRANSMISSION LUBRICANT . . . . . . . . . . . . 21-40
TRANSMISSION LUBRICANT LEVEL AND
CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . 21-40
TRANSMISSION, MANUAL . . . . . . . . . . . . . . 0-21
TRANSMISSION OIL COOLERS,
AUTOMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
TRANSMISSION OVERHAUL, 42RH . . . . . . 21-147
TRANSMISSION OVERHAUL, 46RH . . . . . . 21-193
TRANSMISSION REMOVAL (2-WHEEL
DRIVE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-42
TRANSMISSION REMOVAL (4-WHEEL
DRIVE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-43
TRANSMISSION REMOVAL2-WHEEL
DRIVE; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-137
TRANSMISSION REMOVAL2-WHEEL
DRIVE; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-4
TRANSMISSION REMOVAL4-WHEEL
DRIVE; NV3500 MANUAL
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 21-139
TRANSMISSION REMOVAL4-WHEEL
DRIVE; TRANSMISSION AND
TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 21-5
TRANSMISSION THROTTLE VALVE
CABLE ADJUSTMENT . . . . . . . . . . . . . . . . 21-128

Description

Group-Page

TRANSMISSION/TRANSFER CASE
IDENTIFICATION, ENGINE . . . . . . . . . . . . . Intro.-3
TRANSMITPCM OUTPUT, SCI . . . . . . . . . 14-63
TRAY, BATTERY . . . . . . . . . . . . . . . . . . . . . . . 23-8
TREAD WEAR INDICATORS . . . . . . . . . . . . . . 22-3
TRIM PANELS, INTERIOR . . . . . . . . . . . . . . 23-38
TRIM PANEL/WATERDAM/NOISE
INSULATOR, DOOR . . . . . . . . . . . . . . . . . . . 23-24
TRIM REPAIR PRODUCTS
AFTERMARKET PAINT . . . . . . . . . . . . . . . . . 23-46
TROUBLE CODE (DTC), DIAGNOSTIC . . . . . 14-39,
14-79
TROUBLE CODE, GENERATOR
DIAGNOSTIC . . . . . . . . . . . . . . . . . . . . . . . . 8A-21
TROUBLE CODE, SPEED CONTROL
DIAGNOSTIC . . . . . . . . . . . . . . . . . . . . . . . . . 8H-6
TROUBLESHOOTING TESTS . . . . . . . . . . 8W-01-4
TROUBLESHOOTING TOOLS . . . . . . . . . . 8W-01-4
TROUBLESHOOTING WIRING PROBLEMS . 8W-01-5
TUBE CAP, FUEL TANK FILLER;
EMISSION CONTROL SYSTEMS . . . . . 25-21,25-6
TUBE CAP, FUEL TANK FILLER; FUEL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15
TUBE, NO-LEAD FUEL TANK FILLER . . . . . . 14-14
TUBE2.5L ENGINE, EGR . . . . . . . . . . . . . 25-19
TUBE3.9L/5.2L ENGINE, EGR . . . . . . . . . 25-19
TUBES/LINES/HOSES AND CLAMPS,
FUEL . . . . . . . . . . . . . . . . . . . . 14-10,14-46,14-87
TURN SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . 8J-2
TURN SIGNAL LAMPS, PARK . . . . . . . . . . . . . . 8L-9
TURN SIGNAL LAMPS, TAIL, STOP AND . . 8L-11
TURN SIGNAL SYSTEM . . . . . . . . . . . . . . . . . 8J-1
TURN SIGNALS . . . . . . . . . . . . . . . . . . . . 8W-52-1
(TVV)2.5L ENGINE, THERMAL
VACUUM VALVE . . . . . . . . . . . . . . . . . . . . . . 25-22
TWO-WHEEL-DRIVE VEHICLE TOWING . . . . . 0-11
TYPICAL VEHICLE EMISSION CONTROL
INFORMATION LABEL . . . . . . . . . . . . . . . . . . 25-2
UNBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
UNDERHOOD LAMP; INTERIOR
LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-1
UNDERHOOD LAMP; LAMPS . . . . . . . . . . . . 8L-11
UNDERHOOD LAMP BULB
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . 8L-12
UNDERHOOD LAMP REPLACEMENT . . . . . . 8L-12
UNDERSIZE ENGINE COMPONENT
MARKINGS, OVERSIZE . . . . . . . . . . . . 9-112,9-80
UNIT DISASSEMBLY, OVERDRIVE . . . . . . . 21-238
UNIT, FUEL GAUGE SENDING . . . . . . . . . . . 14-16
UNIT INSTALLATION2-WHEEL DRIVE,
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . 21-144
UNIT INSTALLATION4-WHEEL DRIVE,
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . 21-145
UNIT OVERHAUL, 42RH/46RH
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . 21-238
UNIT, POWER . . . . . . . . . . . . . . . . . . . . . . . 13-13
UNIT REMOVAL2-WHEEL DRIVE,
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . 21-143
UNIT REMOVAL4-WHEEL DRIVE,
OVERDRIVE . . . . . . . . . . . . . . . . . . . . . . . . 21-145
UNIT REMOVE/INSTALL, OIL PRESSURE
SENDING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-16
UNITS, WHEEL BRAKE . . . . . . . . . . . . . . . . . . 5-1
UNIVERSAL JOINT ANGLE
MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . 16-4
UNIVERSAL JOINT, PROPELLER SHAFT . . . 16-15
UNIVERSAL JOINT REPLACEMENT . . . . . . . 16-10
UNIVERSAL JOINTS . . . . . . . . . . . . . . . . . . . 16-2
UPPER BALL STUD . . . . . . . . . . . . . . . . 2-12,2-17
UPPER SUSPENSION ARM . . . . . . . . . . 2-12,2-16
UPSHIFT LAMP . . . . . . . . . . . . . . . . . . . 8W-30-10
URETHANE SET GLASS . . . . . . . . . . . . . . . . 23-32
USAGE STATEMENT, FUEL . . . . . . . . . . . . . . . 14-1
USE THIS GROUP, HOW TO . . . . . . . . . . . . . 8W-1
USING ALIGNMENT SCREEN,
HEADLAMP/FOG LAMP ADJUSTMENT . . . . . 8L-6
USING ON-BOARD DIAGNOSTIC
SYSTEM; BATTERY/STARTING/
CHARGING SYSTEMS DIAGNOSTICS . . . . . 8A-21
USING ON-BOARD DIAGNOSTIC
SYSTEM; VEHICLE SPEED CONTROL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-3
V-6 AND 5.2L V-8 ENGINES, ENGINE
VACUUM SCHEMATIC3.9L . . . . . . . . . . . . . 25-4
V-6 AND V-8, PUMP REPLACEMENT . . . 19-13
V-6 ENGINE, ENGINE FIRING ORDER
3.9L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-29

Description

23

Group-Page

V-8 ENGINE, ENGINE FIRING ORDER


5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8D-29
V-8 ENGINES, ENGINE VACUUM
SCHEMATIC3.9L V-6 AND 5.2L . . . . . . . . . 25-4
V-8, PUMP REPLACEMENT V-6 . . . . . . . . 19-13
VACUUM ACTUATOR, MODE DOOR . . . . . . 24-20
VACUUM ACTUATOR, RECIRCULATING
AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24-20
VACUUM CIRCUITS HEATER A/C
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 24-11
VACUUM COMPONENTS, HYDRAULIC . . . . . . 5-1
VACUUM DIAGNOSIS, HEATER A/C
CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . 24-10
VACUUM DIAPHRAGM2.5L ENGINE . . . . 25-21
VACUUM HOSE ROUTING SCHEMATICS . . . . 25-1
VACUUM RESERVOIR . . . . . . . . . . . . . . . . . . 8H-1
VACUUM RESERVOIR REMOVE/INSTALL . . . 8H-9
VACUUM SCHEMATIC2.5L 4CYLINDER ENGINE, ENGINE . . . . . . . . . . . . . 25-3
VACUUM SCHEMATIC3.9L V-6 AND
5.2L V-8 ENGINES, ENGINE . . . . . . . . . . . . . 25-4
VACUUM SUPPLY TEST . . . . . . . . . . . . . . . . 8H-6
VACUUM SWITCH TEST . . . . . . . . . . . . . . . 24-10
VACUUM TEST, POWER BOOSTER . . . . . . . . . 5-7
VACUUM VALVE (TVV), THERMAL . . . . . . . 14-30
VACUUM VALVE (TVV)2.5L ENGINE,
THERMAL . . . . . . . . . . . . . . . . . . . . . . . . . . 25-22
VALUES, CONVERSION FORMULAS AND
EQUIVALENT . . . . . . . . . . . . . . . . . . . . . . . Intro.-8
VALVE ASSEMBLY SERVICE, CYLINDER
HEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
VALVE BODY CLEANING AND
INSPECTION . . . . . . . . . . . . . . . . . 21-176,21-223
VALVE BODY SERVICE . . . . . . . . . . . . . . . 21-132
VALVE BODY SERVICE AND
ADJUSTMENT . . . . . . . . . . . . . . . . 21-170,21-217
VALVE CABLE ADJUSTMENT,
TRANSMISSION THROTTLE . . . . . . . . . . . 21-128
VALVE COMPONENTS REPLACE
CLYINDER HEAD NOT REMOVED . . . . . 9-54,9-87
VALVE CONTROL, EGR . . . . . . . . . . . . . . . . 25-20
VALVE CONTROL SOLENOIDPCM
OUTPUT, EGR (EXHAUST GAS
RECIRCULATION) . . . . . . . . . . . . . . . . . . . . 14-62
VALVE, CONVERTER DRAINBACK . . . . . . . . 21-89
VALVE, EGR . . . . . . . . . . . . . . . . . . . . . . . . . 25-18
VALVE FLOW CONTROL, SHIFT . . . . . . . . . . 21-89
VALVE, FRONT ANTI-LOCK . . . . . . . . . . . 8W-32-2
VALVE, FUEL TANK PRESSURE
RELIEF/ROLLOVER . . . . . . . . . 14-16,14-46,14-87
VALVE GUIDES . . . . . . . . . . . . . . . . . . . . . . . 9-89
VALVE, HIGH PRESSURE RELIEF . . . . . . . . 24-13
VALVE INSTALLATION, COMBINATION . 5-47,5-57
VALVE INSTALLATION, FRONT ANTILOCK . . . 5-55
VALVE INSTALLATION, REAR ANTILOCK . . . 5-47,
5-57
VALVE OPERATION, BOOST . . . . . . . . . . . . . 21-89
VALVE OPERATION, COMBINATION . . . . 5-46,5-55
VALVE OPERATION, QUICK FILL . . . . . . . . . 21-89
VALVE, PRESSURE RELIEF/ROLLOVER . . . 25-22,
25-5
VALVE, REAR ANTI-LOCK . . . . . 8W-32-2,8W-32-4
VALVE REMOVAL, COMBINATION . . . . . 5-47,5-57
VALVE REMOVAL, FRONT ANTILOCK . . . . . . 5-55
VALVE REMOVAL, REAR ANTILOCK . . . 5-46,5-56
VALVE REPLACEMENT . . . . . . . . . . . . . . . . . 19-26
VALVE REPLACEMENT, CHECK . . . . . . . . . . 19-31
VALVE SERVICE AND DIAGNOSIS,
ANTILOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
VALVE SERVICE, CONVERTER
DRAINBACK CHECK . . . . . . . . . . . . . . . . . . 21-134
VALVE SERVICECYLINDER HEAD
REMOVED . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
VALVE SPRINGS, VALVES . . . . . . . . . . . 9-56,9-89
VALVE STEM SEAL AND SPRING
REPLACEMENT . . . . . . . . . . . . . . . . . . . 9-55,9-87
VALVE TEST, POWER BOOSTER CHECK . . . . . 5-7
VALVE TESTING, COMBINATION . . . . . . . 5-10,5-6
VALVE TIMING . . . . . . . . . . . . . . . . . . . . 9-60,9-92
VALVE (TVV), THERMAL VACUUM . . . . . . . 14-30
VALVE (TVV)2.5L ENGINE, THERMAL
VACUUM . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-22
VALVES AND VALVE SPRINGS . . . . . . . 9-56,9-89
VARIANCE, PINION GEAR DEPTH; FRONT
SUSPENSION AND AXLE . . . . . . . . . . . . . . . . 2-42
VARIANCE, PINION GEAR DEPTH; REAR
SUSPENSION AND AXLES . . . . . . . . . . . . . . . 3-24
VARIATION ADJUSTMENT, COMPASS . . . . . . 8C-5

24

INDEX

Description

Group-Page

VARIATION AND TAPER, ROTOR


THICKNESS . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
V-BELT DIAGNOSIS2.5L 4-CYLINDER
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
VEHICLE CODE DESIGNATIONS . . . . . . . . Intro.-1
VEHICLE CONTROL AND DISPLAY
SYMBOLS, INTERNATIONAL . . . . . . . . . . . Intro.-3
VEHICLE DESIGNATIONS . . . . . . . . . . . . . Intro.-1
VEHICLE DIMENSIONS . . . . . . . . . . . . . . . Intro.-3
VEHICLE EMISSION CONTROL
INFORMATION LABEL, TYPICAL . . . . . . . . . . 25-2
VEHICLE EMISSION CONTROL
INFORMATION (VECI) LABEL . . . . . . . . . . . . 25-1
VEHICLE EXTERIOR DIMENSIONS . . . . . . Intro.-4
VEHICLE IDENTIFICATION NUMBER (VIN)
DECODING . . . . . . . . . . . . . . . . . . . . . . . . Intro.-2
VEHICLE IDENTIFICATION NUMBER (VIN)
PLATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro.-1
VEHICLE LOADING AND WEIGHT
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . 3-4
VEHICLE SAFETY CERTIFICATION LABEL . Intro.-1
VEHICLE SPEED CONTROL . . . . . . . . . . . 8W-33-1
VEHICLE SPEED SENSOR; FUEL SYSTEM . 14-50,
14-91
VEHICLE SPEED SENSOR; FUEL/
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3
VEHICLE SPEED SENSOR; FUEL/
IGNITION3.9L AND 5.2L ENGINES . . . 8W-30-8
VEHICLE SPEED SENSOR; VEHICLE
SPEED CONTROL SYSTEM . . . . . . . . . . 8H-1,8H-3
VEHICLE SPEED SENSOR REMOVE/
INSTALL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8E-16
VEHICLE SPEED SENSOR TEST . . . . 14-35,14-74
VEHICLE SPEED SENSORPCM INPUT . . 14-25,
14-60
VEHICLE TOWING, FOUR-WHEEL-DRIVE . . . 0-12
VEHICLE TOWING, TWO-WHEEL-DRIVE . . . . 0-11
VEHICLE VIBRATION . . . . . . . . . . . . . . . . . . 22-10
VEHICLE WEIGHTS . . . . . . . . . . . . Intro.-3,Intro.-5
VENT GLASS, SLIDING . . . . . . . . . . . . . . . . 23-36
VENT WINDOWCLUB CAB, QUARTER . . . 23-33
VENTILATION (PCV) SYSTEM, POSITIVE
CRANKCASE . . . . . . . . . . . . . . . . . . . . . . . . . 25-6
VENTILATION SYSTEMS, CRANKCASE . . . . . 0-17
VIBRATION; FRONT SUSPENSION AND
AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
VIBRATION; PROPELLER SHAFTS . . . . . . . . . 16-3
VIBRATION; REAR SUSPENSION AND
AXLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
VIBRATION DAMPER . . . . . . . . . . . . . . . 9-60,9-92
VIBRATION DIAGNOSIS . . . . . . . . . . . 22-10,22-11
VIBRATION, DRIVELINE . . . . . . . . . . . . . . . . . 16-3
VIBRATION, TIRE NOISE OR . . . . . . . . . . . . . 22-4
VIBRATION TYPES . . . . . . . . . . . . . . . . . . . . 22-10
VIBRATION, VEHICLE . . . . . . . . . . . . . . . . . 22-10
VISCOUS FAN DRIVE3.9L/5.2L ENGINE . . . 7-37
VISUAL INSPECTION . . . . . . . . . . . . . 14-32,14-67
VOLTAGE, OPEN CIRCUIT . . . . . . . . . . . . . . . 8A-7
VOLTAGEPCM INPUT, BATTERY . . . 14-23,14-57
WARNING, HAZARD . . . . . . . . . . . . . . . . . . . 8J-3
WARNING LAMP . . . . . . . . . . . . . . . . . . . 8W-32-4
WARNING LAMP, ABS . . . . . . . . . . . . . . . 8W-32-2
WARNING LAMP, AIRBAG . . . . . . . . . . . . 8W-43-1
WARNING LAMP, BRAKE . . . . . . . . . . . . 8W-32-2
WARNING LAMP, LOW WASHER FLUID . 8W-53-2
WARNING LAMP SWITCH, BRAKE . . . . . 8W-32-4
WARNING LIGHT DISPLAY, ABS/RWAL . . . . . . 5-9
WARNING LIGHT ILLUMINATION,
SERVICE BRAKE . . . . . . . . . . . . . . . . . . . . . . . 5-3
WARNING LIGHTS, BRAKE . . . . . . . . . . . . . . . 5-1
WARNING SYSTEM, HAZARD . . . . . . . . . . . . 8J-1
WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 24-3
WARNINGS, CAUTIONS AND SERVICE
PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . 24-3
WARNINGS, NOTES, CAUTIONS . . . . . . . 8W-01-1
WARNINGS, SAFETY PRECAUTIONS;
BODY COMPONENTS . . . . . . . . . . . . . . . . . . 23-32
WARNINGS, SAFETY PRECAUTIONS;
FRAME AND BUMPERS . . . . . . . . . . . . . . . . 13-20

Description

Group-Page

WASHER FLUID WARNING LAMP, LOW . 8W-53-2


WASHER PUMP . . . . . . . . . . . . . . . . . . . . . . 8K-6
WASHER PUMP REMOVE/INSTALL . . . . . . . 8K-10
WASHER SYSTEM, WINDSHIELD . . . . . . . . . 8K-1
WATER PUMP BYPASS HOSE3.9L/5.2L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
WATER PUMPSGENERAL
INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 7-12
WATER PUMPSREMOVAL/
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 7-12
WEAR INDICATORS, TREAD . . . . . . . . . . . . . 22-3
WEAR PATTERNS, TIRE . . . . . . . . . . . . . . . . 22-4
WEATHERSTRIP SEALS, WINDOW
GLASS AND DOOR . . . . . . . . . . . . . . . . . . . 23-29
WEIGHT DISTRIBUTION, VEHICLE
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
WEIGHTS, VEHICLE . . . . . . . . . . . Intro.-3,Intro.-5
WET SANDING,BUFFING AND POLISHING . 23-45
WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . 2-4
WHEEL ALIGNMENT SPECIFICATIONS,
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
WHEEL ANTI-LOCK BRAKE SYSTEM
(ABS), ALL . . . . . . . . . . . . . . . . . . . . . . . 8W-32-1
WHEEL ANTI-LOCK (RWAL) BRAKES,
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-32-3
WHEEL ASSEMBLY, BLOWER MOTOR . . . . 24-23
WHEEL BALANCE, TIRE . . . . . . . . . . . . . . . . . 22-7
WHEEL BEARING LUBRICANTS, CHASSIS
COMPONENT . . . . . . . . . . . . . . . . . . . . . . . . . 0-25
WHEEL BEARINGS, FRONT . . . . . . . . . . . . . . . 0-26
WHEEL BRAKE UNITS . . . . . . . . . . . . . . . . . . . 5-1
WHEEL CYLINDER INSTALLATION . . . . . . . . 5-24
WHEEL CYLINDER OVERHAUL . . . . . . . . . . . 5-24
WHEEL CYLINDER REMOVAL . . . . . . . . . . . . 5-24
WHEEL HUB AND BEARINGS . . . . . . . . . 2-14,2-8
WHEEL INSTALLATION . . . . . . . . . . . . . . . . . 22-6
WHEEL LUG NUT . . . . . . . . . . . . . . . . . . . . 22-12
WHEEL NUT TIGHTENING . . . . . . . . . . . 5-25,5-43
WHEEL ORNAMENTATION . . . . . . . . . . . . . . . 22-7
WHEEL REPLACEMENT . . . . . . . . . . . . . . . . . 22-6
WHEEL RUNOUT, TIRE . . . . . . . . . . . . . . . . . 22-8
WHEEL SERVICE, TONE . . . . . . . . . . . . . . . . 5-58
WHEEL SPEED SENSOR, REAR . . . . . . . 8W-32-3
WHEEL SPEED SENSORS . . . . . . . . . . . . 8W-32-1
WHEEL, STEERING . . . . . . . . . . . . . . . . . . . 19-37
WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-6
WHEN KEYS ARE NOT AVAILABLE,
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-13
WINCH, SPARE TIRE . . . . . . . . . . . . . . . . . . 23-19
WINDOW GLASS AND DOOR
WEATHERSTRIP SEALS . . . . . . . . . . . . . . . . 23-29
WINDOW MOTOR, POWER . . . . . . . . . . 8S-1,8S-2
WINDOW MOTOR REMOVE/INSTALL,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8S-3
WINDOW SWITCH, POWER . . . . . . . . . . . . . 8S-1
WINDOW SWITCH REMOVE/INSTALL,
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8S-3
WINDOWCLUB CAB, QUARTER VENT . . . 23-33
WINDOWCLUB CAB, REAR . . . . . . . . . . . 23-34
WINDOWCONVENTIONAL CAB, REAR . . . 23-35
WINDOWS, POWER . . . . . . . . . . . . . . . . 8W-60-1
WINDSHIELD . . . . . . . . . . . . . . . . . . . . . . . . 23-32
WINDSHIELD WASHER SYSTEM . . . . . . . . . 8K-1
WINDSHIELD WIPER SYSTEM . . . . . . . . . . . 8K-1
WIPE MODULE, INTERMITTENT . . . . . . . . . . 8K-6
WIPER ARM REMOVE/INSTALL . . . . . . . . . . 8K-7
WIPER BLADES OR ELEMENTS
REMOVE/INSTALL . . . . . . . . . . . . . . . . . . . . . 8K-7
WIPER MOTOR . . . . . . . . . . . . . . . . . . . 8K-3,8K-7
WIPER PIVOTS REMOVE/INSTALL . . . . . . . . 8K-8
WIPER SYSTEM, WINDSHIELD . . . . . . . . . . . 8K-1
WIPERSINTERMITTENT . . . . . . . . . . . . 8W-53-1
WIPERSSTANDARD . . . . . . . . . . . . . . . 8W-53-1
WIPER/WASHER DIAGNOSIS . . . . . . . . . . . . 8K-4
WIPER/WASHER SWITCH . . . . . . . . . . . . . . . 8K-6
WIPER/WASHER SWITCH REMOVE/
INSTALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8K-8
WIRE CODE IDENTIFICATION . . . . . . . . . 8W-01-1

Description

Group-Page

WIRING DIAGRAMS, SNOW PLOW . . . . . . . . 13-4


WIRING PROBLEMS,
TROUBLESHOOTING . . . . . . . . . . . . . . . . 8W-01-5
WIRING REPAIR . . . . . . . . . . . . . . . . . . . 8W-01-6
WORM SHAFT REPLACEMENT, RACK
PISTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-28
WORN THREADS, REPAIR DAMAGED OR . . . . 9-4
YOKE SEAL REPLACEMENT (2-WHEEL
DRIVE MODELS), SLIP . . . . . . . . . . . . . . . 21-131

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