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CHRYSLER
INTERNATIONAL
SERVICE MANUAL
1998
CHRYSLER VOYAGER
NO PART OF THIS PUBLICATION MAY BE
REPRODUCED, STORED IN A RETRIEVAL
SYSTEM, OR TRANSMITTED, IN ANY FORM OR
BY ANY MEANS, ELECTRONIC, MECHANICAL,
PHOTOCOPYING, RECORDING, OR OTHERWISE,
WITHOUT THE PRIOR WRITTEN PERMISSION
OF CHRYSLER INTERNATIONAL.
Chrysler International reserves the right to make changes in design or to make additions to or improvements in its products without imposing any obligations upon itself to install them on its products previously manufactured.
Litho in U.S.A. Copyright © 1976 Chrysler Corporation
FOREWORD
The information contained in this service manual has been prepared for the professional automotive technician involved in daily repair operations. This manual does not cover theory of operation, which is addressed in service training material. Information describing the operation and use of standard and optional equipment is included in the Owner’s Manual provided with the vehicle.
Information in this manual is divided into groups. These groups contain general information, diagnosis, testing, adjustments, removal, installation, disassembly, and assembly procedures for the systems and components. To assist in locating a group title page, use the Group Tab Locator on the following page. The solid bar after the group title is aligned to a solid tab on the first page of each group. The first page of the group has a contents section that lists major topics within the group. If you are not sure which Group contains the information you need, look up the Component/System in the alphabetical index located in the rear of this manual.
Tightening torques are provided as a specific value throughout this manual. This value represents the midpoint of the acceptable engineering torque range for a given fastener application. These torque values are intended for use in service assembly and installation procedures using the correct OEM fasteners. When replacing fasteners, always use the same type (part number) fastener as removed.
Chrysler International reserves the right to change testing procedures, specifications, diagnosis, repair methods, or vehicle wiring at any time without prior notice or incurring obligation.
GROUP TAB LOCATOR
Introduction
0 Lubrication and Maintenance
2 Suspension
5 Brakes
6 Clutch
7 Cooling System
8A Battery
8B Starting System
8E Instrument Panel and Systems
8H Vehicle Speed Control System
8K Wiper and Washer Systems
8L Lamps
8Q Vehicle Theft/Security Systems
8U Chime Warning/Reminder System
8W Wiring Diagrams
9 Engine
13 Frame and Bumpers
14 Fuel System—2.5L Diesel Engine/2.0L Gas Engine
19 Steering
21 A—598 Manual Transaxle
23 Body
24 Heating and Air Conditioning
25 Emission Control System
NS INTRODUCTION 1
INTRODUCTION
CONTENTS page
GENERAL INFORMATION
BODY CODE PLATE . . . . . . . . . . . . . . . . . . . . . . 1
FASTENER IDENTIFICATION . . . . . . . . . . . . . . . . 4
INTERNATIONAL VEHICLE CONTROL AND
DISPLAY SYMBOLS . . . . . . . . . . . . . . . . . . . . . 4
page
METRIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 7
TORQUE REFERENCES . . . . . . . . . . . . . . . . . . . 7
VEHICLE IDENTIFICATION NUMBER . . . . . . . . . . 1
VEHICLE SAFETY CERTIFICATION LABEL . . . . . 1
VIN CHECK DIGIT . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
VEHICLE SAFETY CERTIFICATION LABEL
A vehicle safety certification label (Fig. 1) is located on the rear shut face of the driver’s door. This label indicates date of manufacture (month and year),
Gross Vehicle Weight Rating (GVWR), Gross Axle
Weight Rating (GAWR) front, Gross Axle Weight Rating (GAWR) rear and the Vehicle Identification Number (VIN). The Month, Day and Hour of manufacture is also included.
When it is necessary to contact the manufacturer regarding service or warranty, the information on the
Vehicle Safety Certification Label would be required.
Fig. 1 Vehicle Safety Certification Label
VEHICLE IDENTIFICATION NUMBER
The Vehicle Identification Number (VIN) can be viewed through the windshield at the upper left corner of the instrument panel, near the left windshield pillar (Fig. 2). The VIN consists of 17 characters in a combination of letters and numbers that provide specific information about the vehicle. Refer to VIN
Code Breakdown Chart for decoding information.
Fig. 2 Vehicle Identification Number (VIN Plate)
VIN CHECK DIGIT
To protect the consumer from theft and possible fraud, the manufacturer is required to include a
Check Digit at the ninth position of the Vehicle Identification Number. The check digit is used by the manufacturer and government agencies to verify the authenticity of the vehicle and official documentation. The formula to use the check digit is not released to the general public.
BODY CODE PLATE
LOCATION AND DECODING
The Body Code Plate (Fig. 3) is located in the engine compartment on the radiator closure panel crossmember. There are seven lines of information on the body code plate. Lines 4, 5, 6, and 7 are not used to define service information. Information reads from left to right, starting with line 3 in the center of the plate to line 1 at the bottom of the plate.
2 INTRODUCTION
GENERAL INFORMATION (Continued)
VIN CODE BREAKDOWN CHART
1
POSITION INTERPRETATION
Country of Origin
2
3
4
5
6
7
8
9
10
11
Make
Vehicle Type
Gross Vehicle Weight Rating
Car Line
Series
Body Style
Engine
Check Digit
Model Year
Assembly Plant
12 thru 17 Sequence Number
BODY CODE PLATE – LINE 3
DIGITS 1 THROUGH 12
Vehicle Order Number
DIGITS 13 THROUGH 17
Open space
DIGITS 18 AND 19
Vehicle Shell Line
• NS
NS
CODE = DESCRIPTION
1 = United States
2 = Canada
B = Dodge
C = Chrysler
P = Plymouth
4 = Multipurpose Pass. Vehicle
G = 2268 - 2721 kg (5001 - 6000 lbs)
P = Chrysler, Town & Country
P = Dodge, Caravan/Grand Caravan
P = Plymouth, Voyager/Grand Voyager
T = AWD Chrysler, Town & Country
T = AWD Dodge, Grand Caravan
T = AWD Plymouth, Grand Voyager
2 = FWD Caravan/Grand Caravan, Voyager/
Grand Voyager
4 = Caravan SE/Grand Caravan SE, Voyager
SE/Grand Voyager SE
5 = Caravan LE or ES/Grand Caravan LE or ES,
Voyager LE/Grand Voyager LE, Town & Country
LX
6 = Town & Country LXI
4 = Long Wheel Base
5 = Short Wheel Base
B = 2.4 L 4 cyl. MPI 16-VALVE DOHC
3 = 3.0 L 6 cyl. gas MPI
R = 3.3L 6 cyl. gas MPI
L = 3.8 L 6 cyl. gas MPI
See explanation in this section.
V = 1997
B = St. Louis South
R = Windsor
6 digit number assigned by assembly plant.
DIGIT 20
Carline
FWD
• H = Plymouth
• K = Dodge
• S = Chrysler
AWD
• C = Chrysler
• D = Dodge
• P = Plymouth
NS
GENERAL INFORMATION (Continued)
Fig. 3 Body Code Plate
DIGIT 21
Price Class
• H = Highline
•
L = Lowline
•
P = Premium
•
S = Luxury
DIGITS 22 AND 23
Body Type
•
52 = Short Wheel Base
•
53 = Long Wheel Base
BODY CODE PLATE LINE 2
DIGITS 1, 2 AND 3
Paint procedure
DIGIT 4
Open Space
DIGITS 5 THROUGH 8
Primary paint
See Group 23, Body for color codes.
DIGIT 9
Open Space
DIGITS 10 THROUGH 13
Secondary Paint
DIGIT 14
Open Space
INTRODUCTION 3
DIGITS 15 THROUGH 18
Interior Trim Code
DIGIT 19
Open Space
DIGITS 20, 21, AND 22
Engine Code
•
EDZ = 2.4L 4 cyl. DOHC Gasoline
•
EFA = 3.0L 6 cyl. Gasoline
•
EGA = 3.3L 6 cyl. Gasoline
•
EGH = 3.8L 6 cyl. Gasoline
BODY CODE PLATE LINE 1
DIGITS 1, 2, AND 3
Transaxle Codes
•
DGB = 31TH 3-Speed Automatic Transaxle
• DGL = 41TE 4-speed Electronic Automatic Transaxle
• DGM = 31TH 3-Speed Automatic Transaxle
DIGIT 4
Open Space
DIGIT 5
Market Code
•
C = Canada
•
B = International
•
M = Mexico
•
U = United States
DIGIT 6
Open Space
DIGITS 7 THROUGH 23
Vehicle Identification Number
• Refer to Vehicle Identification Number (VIN) paragraph for proper breakdown of VIN code.
IF TWO BODY CODE PLATES ARE REQUIRED
The last code shown on either plate will be followed by END. When two plates are required, the last code space on the first plate will indicate (CTD)
When a second plate is required, the first four spaces of each line will not be used due to overlap of the plates.
4 INTRODUCTION
GENERAL INFORMATION (Continued)
INTERNATIONAL CONTROL AND DISPLAY SYMBOLS
NS
INTERNATIONAL VEHICLE CONTROL AND DISPLAY
SYMBOLS INTERNATIONAL VEHICLE CONTROL
AND DISPLAY SYMBOLS
The graphic symbols illustrated in the following chart (Fig. 4) are used to identify various instrument controls. The symbols correspond to the controls and displays that are located on the instrument panel.
Fig. 4
FASTENER IDENTIFICATION
FASTENER IDENTIFICATION
Fig. 5 Thread Notation—SAE and Metric
THREAD IDENTIFICATION
SAE and metric bolt/nut threads are not the same.
The difference is described in the Thread Notation chart (Fig. 5).
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. The actual bolt strength grade corresponds to the number of line marks plus 2. The most commonly used metric bolt strength classes are 9.8 and 12.9. The metric strength class identification number is imprinted on the head of the bolt. The higher the class number, the greater the bolt strength. Some metric nuts are imprinted with a single-digit strength class on the nut face. Refer to the
Fastener Identification and Fastener Strength Charts.
NS
GENERAL INFORMATION (Continued)
FASTENER IDENTIFICATION
INTRODUCTION 5
6 INTRODUCTION
GENERAL INFORMATION (Continued)
FASTENER STRENGTH
NS
NS
GENERAL INFORMATION (Continued)
METRIC SYSTEM
INTRODUCTION
WARNING: USE OF AN INCORRECT FASTENER
MAY RESULT IN COMPONENT DAMAGE OR PER-
SONAL INJURY.
Figure art, specifications and torque references in this Service Manual are identified in metric and SAE format.
During any maintenance or repair procedures, it is important to salvage metric fasteners (nuts, bolts, etc.) for reassembly. If the fastener is not salvageable, a fastener of equivalent specification should be used.
The metric system is based on quantities of one, ten, one hundred, one thousand and one million (Fig.
6).
The following chart will assist in converting metric units to equivalent English and SAE units, or vise versa.
Refer to the Conversion Chart to convert torque values listed in metric Newton- meters (N·m). Also, use the chart to convert between millimeters (mm) and inches (in.)
Fig. 6 Metric Prefixes
CONVERSION FORMULAS AND EQUIVALENT VALUES
7
TORQUE REFERENCES
Individual Torque Charts appear at the end of many Groups. Refer to the Standard Torque Specifications Chart for torque references not listed in the individual torque charts.
8 INTRODUCTION
GENERAL INFORMATION (Continued)
METRIC CONVERSION
NS
NS
GENERAL INFORMATION (Continued)
TORQUE SPECIFICATIONS
INTRODUCTION 9
NS/GS INTRODUCTION 1
INTRODUCTION
GENERAL INFORMATION
CONTENTS page
BODY CODE PLATE . . . . . . . . . . . . . . . . . . . . . . 1
E-MARK LABEL . . . . . . . . . . . . . . . . . . . . . . . . . 1
page
MANUFACTURER PLATE . . . . . . . . . . . . . . . . . . 3
VEHICLE IDENTIFICATION NUMBER . . . . . . . . . 1
GENERAL INFORMATION
E-MARK LABEL
An E-mark Label (Fig. 1) is located on the rear shut face of the driver’s door. The label contains the following information:
• Date of Manufacture
• Month-Day-Hour (MDH)
• Vehicle Identification Number (VIN)
• Country Codes
• Regulation Number
• Regulation Amendment Number
• Approval Number
Fig. 1 E-Mark Label
VEHICLE IDENTIFICATION NUMBER
The Vehicle Identification Number (VIN) can be viewed through the windshield at the upper left corner of the instrument panel next to the left A-pillar
(Fig. 2). The VIN consists of 17 characters in a combination of letters and numbers that provide specific information about the vehicle. Refer to the VIN
Decoding Information Table to interpret VIN code.
Fig. 2 VIN PLATE LOCATION
VIN CHECK DIGIT
To protect the consumer from theft and possible fraud the manufacturer is required to include a check
Digit at the ninth position of the VIN. The check digit is used by the manufacturer and government agencies to verify the authenticity of the vehicle and official documentation. The formula to use the check digit is not released to the general public.
BODY CODE PLATE
LOCATION AND DECODING
The Body Code Plate is located (Fig. 3) in the engine compartment on the radiator closure panel crossmember. There are seven lines of information on the body code plate. Lines 4, 5, 6, and 7 are not used to define service information. Information reads from left to right, starting with line 3 in the center of the plate to line 1 at the bottom of the plate.
BODY CODE PLATE—LINE 3
DIGITS 1 THROUGH 12
Vehicle Order Number
DIGITS 13, 14, AND 15
Open Space
3
4
5
2 INTRODUCTION
GENERAL INFORMATION (Continued)
VIN DECODING INFORMATION
POSITION
1
INTERPRETATION
Country of origin
2
6
7
8
9
10
11
Make
Vehicle Type
Gross Vehicle Weight Rating
Car Line
Series
Body Style
Engine
Check Digit
Model Year
Assembly Plant
12 Build Sequence
DIGITS 16, 17, AND 18
Vehicle Shell Car Line
• GSYH = Voyager/Grand Voyager SE FWD
• GSYP = Voyager/Grand Voyager LE FWD
• GSYS = Voyager LX FWD
• GSCP = Voyager/Grand Voyager LE AWD
• GSCS = Voyager LX AWD
DIGIT 19
Price Class
• H = High Line
• P = Premium
• S = Special/Sport
CODE = DESCRIPTION
1 = United States or Austria
2 = Canada
C = Chrysler
D = Dodge
4 = Multipurpose Pass. Veh.
G = 2268-2721 kg (5001-6000 lbs)
C = Voyager/Grand Voyager AWD
Y = Voyager/Grand Voyager FWD
4 = Voyager/Grand Voyager SE FWD
5 = Voyager/Grand Voyager LE FWD/AWD
6 = Voyager LX FWD/AWD
N = 5-Speed Manual Transmission
B = 4-Speed Automatic Transmission
2 = Short Wheelbase 4-Door
3 = Short Wheelbase 3-Door
4 = Long Wheelbase Premium 4-Door
5 = Long Wheelbase Highline 4-door
7 = Short Wheelbase Commercial Van
B = 2.4 L 4cyl. MPI 16-Valve DOHC
C = 2.0L 4cyl. MPI 16-Valve SOHC
M = 2.5L 4cyl Turbo Diesel (Intercooler)
R = 3.3 L 6 cyl. gas MPI
L = 3.8 L 6 cyl. gas MPI
See explanation in this section.
W = 1998
B = St. Louis South, U.S.A.
R = Windsor, Canada
U = Graz, Austria
6 Digit number assigned by assembly plant
DIGITS 20 AND 21
Body Type
• 52 = Short Wheel Base
• 53 = Long Wheel Base
BODY CODE PLATE—LINE 2
DIGITS 1,2, AND 3
Paint Procedure
DIGIT 4
Open Space
NS/GS
NS/GS
GENERAL INFORMATION (Continued)
INTRODUCTION 3
Fig. 3 Body Code Plate
DIGITS 5 THROUGH 8
Primary Paint
See Group 23, Body for color codes.
DIGIT 9
Open Space
DIGITS 10 THROUGH 13
Secondary Paint
DIGIT 14
Open Space
DIGITS 15 THROUGH 18
Interior Trim Code
DIGIT 19
Open Space
DIGITS 20, 21, AND 22
Engine Code
• ECB = 2.0L 4cyl 16 valve SOHC gasoline
• EDZ = 2.4 L 4 cyl. 16 valve DOHC gasoline
• ENC = 2.5 L 4 cyl. Turbo Diesel (Intercooler)
• EGA = 3.3 L 6 cyl. gasoline
• EGH = 3.8 L 6 cyl. gasoline
BODY CODE PLATE LINE 1
DIGITS 1, 2, AND 3
Transaxle Codes
• DGL = 41TE 4-speed Electronic Automatic Transaxle
• DD3 = A-598 5–speed Manual Transaxle
DIGIT 4
Open Space
DIGIT 5
Market Code
• B = International
• M = Mexico
DIGIT 6
Open Space
DIGITS 7 THROUGH 23
Vehicle Identification Number (VIN)
Refer to Vehicle Identification Number (VIN) paragraph for proper breakdown of VIN code.
IF TWO BODY CODE PLATES ARE REQUIRED
The last code shown on either plate will be followed by END. When two plates are required, the last code space on the first plate will indicate continued (CTD).
When a second plate is required, the first four spaces of each line will not be used due to overlap of the plates.
MANUFACTURER PLATE
The Manufacturer Plate (Fig. 4) is located in the engine compartment on the radiator closure panel crossmember adjacent to the Body Code Plate. The plate contains five lines of information:
1. Vehicle Identification Number (VIN)
2. Gross Vehicle Mass (GVM)
3. Gross Train Mass (GTM)
4. Gross Front Axle Rating (GFAR)
5. Gross Rear Axle Rating (GRAR)
Fig. 4 Manufacturer Plate
NS LUBRICATION AND MAINTENANCE 0 - 1
LUBRICATION AND MAINTENANCE
CONTENTS page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . 1
JUMP STARTING, HOISTING AND TOWING . . . . 7
page
MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION
INDEX page
GENERAL INFORMATION
CLASSIFICATION OF LUBRICANTS . . . . . . . . . . . 1
FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . 2
INTERNATIONAL SYMBOLS . . . . . . . . . . . . . . . . 1
page
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1
RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . 1
INTERNATIONAL SYMBOLS
Chrysler Corporation uses international symbols to identify engine compartment lubricant and fluid inspection and fill locations (Fig. 1).
GENERAL INFORMATION
INTRODUCTION
Service and maintenance procedures for components and systems listed in Schedule – A or B can be found by using the Group Tab Locator index at the front of this manual. If it is not clear which group contains the information needed, refer to the index at the back of this manual.
There are two maintenance schedules that show proper service based on the conditions that the vehicle is subjected to.
Schedule – A, lists scheduled maintenance to be performed when the vehicle is used for general transportation.
Schedule – B, lists maintenance intervals for vehicles that are operated under the conditions listed at the beginning of the Maintenance Schedule section.
Use the schedule that best describes your driving conditions.
Where time and mileage are listed, follow the interval that occurs first.
PARTS AND LUBRICANT RECOMMENDATIONS
When service is required, Chrysler Corporation recommends that only Mopar t brand parts, lubricants and chemicals be used. Mopar provides the best engineered products for servicing Chrysler Corporation vehicles.
Fig. 1 International Symbols
CLASSIFICATION OF LUBRICANTS
Only lubricants that are endorsed by the following organization should be used to service a Chrysler
Corporation vehicle.
• Society of Automotive Engineers (SAE)
• American Petroleum Institute (API) (Fig. 2)
• National Lubricating Grease Institute (NLGI)
(Fig. 3)
0 - 2 LUBRICATION AND MAINTENANCE
GENERAL INFORMATION (Continued)
NS
LUBRICANTS AND GREASES
Lubricating grease is rated for quality and usage by the NLGI. All approved products have the NLGI symbol (Fig. 3) on the label. At the bottom NLGI symbol is the usage and quality identification letters.
Wheel bearing lubricant is identified by the letter
“G”. Chassis lubricant is identified by the latter “L”.
The letter following the usage letter indicates the quality of the lubricant. The following symbols indicate the highest quality.
Fig. 2 API Symbol
ENGINE OIL
SAE VISCOSITY RATING INDICATES ENGINE OIL VISCOSITY
An SAE viscosity grade is used to specify the viscosity of engine oil. SAE 30 specifies a single viscosity engine oil.
Engine oils also have multiple viscosities. These are specified with a dual SAE viscosity grade which indicates the cold-to-hot temperature viscosity range.
• SAE 30 = single grade engine oil.
• SAE 10W-30 = multiple grade engine oil.
API QUALITY CLASSIFICATION
The API Service Grade specifies the type of performance the engine oil is intended to provide. The API
Service Grade specifications also apply to energy conserving engine oils.
Use engine oils that are API Service Certified.
5W-30 and 10W-30 MOPAR engine oils conform to specifications.
Refer to Group 9, Engine for engine oil specification.
GEAR LUBRICANTS
SAE ratings also apply to multiple grade gear lubricants. In addition, API classification defines the lubricants usage.
Fig. 3 NLGI Symbol
FLUID CAPACITIES
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . .76 L (20 gal.)
Engine Oil, With Filter . . . . . . . . . . . .4.3 L (4.5 qts.)
Engine Oil, W/O Filter. . . . . . . . . . . . .3.8 L (4.0 qts.)
Cooling System 2.4L Engine . . . . . . . .9.0 L (9.5 qts.)
Cooling System 3.OL Engine . . . . . . .9.5 L (10.5 qts.)
Cooling System 3.3 or 3.8L Engine . .9.5 L (10.5 qts.)
Automatic Transaxle Service Fill. . . . .3.8 L (4.0 qts.)
Automatic Transaxle
31TH/O-haul Fill . . . . . . . . . . . . . . .8.0 L (8.5 qts.)
Automatic Transaxle
41TE/O-haul Fill . . . . . . . . . . . . . . .8.6 L (9.1 qts.)
Power Steering . . . . . . . . . . . . . . . . .0.81 L (1.7 pts.)
NS LUBRICATION AND MAINTENANCE 0 - 3
MAINTENANCE SCHEDULES
INDEX page
GENERAL INFORMATION
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 3
SCHEDULE – A . . . . . . . . . . . . . . . . . . . . . . . . . . 3
page
SCHEDULE – B . . . . . . . . . . . . . . . . . . . . . . . . . . 4
UNSCHEDULED INSPECTION . . . . . . . . . . . . . . . 3
GENERAL INFORMATION
INTRODUCTION
Service and maintenance procedures for components and systems listed in Schedule – A or B can be found by using the Group Tab Locator index at the front of this manual. If it is not clear which group contains the information needed, refer to the index at the back of this manual.
There are two maintenance schedules that show proper service based on the conditions that the vehicle is subjected to.
Schedule – A, lists scheduled maintenance to be performed when the vehicle is used for general transportation.
Schedule – B, lists maintenance intervals for vehicles that are operated under the conditions listed at the beginning of the Maintenance Schedule section.
Use the schedule that best describes your driving conditions.
Where time and mileage are listed, follow the interval that occurs first.
UNSCHEDULED INSPECTION
At Each Stop for Fuel
• Check engine oil level, add as required.
• Check windshield washer solvent and add if required.
Once a Month
• Check tire pressure and look for unusual wear or damage.
• Inspect battery and clean and tighten terminals as required.
• Check fluid levels of coolant reservoir, brake master cylinder, power steering and transaxle and add as needed.
• Check all lights and all other electrical items for correct operation.
• Check rubber seals on each side of the radiator for proper fit.
At Each Oil Change
• Inspect exhaust system.
• Inspect brake hoses
• Inspect the CV joints and front suspension components
• 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 the 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.
• Replace engine oil filter on 2.4L engines.
SCHEDULE – A
7,500 Miles (12 000 km) or at 6 months
• Change engine oil.
15,000 Miles (24 000 km) or at 12 months
• Change engine oil.
• Replace engine oil filter.
22,500 Miles (36 000 km) or at 18 months
• Change engine oil.
• Inspect brake linings.
30,000 Miles (48 000 km) or at 24 months
• Change engine oil.
• Change automatic transmission fluid.
• Replace engine oil filter.
• Replace air cleaner element.
• Inspect tie rod ends and boot seals.
37,500 Miles (60 000 km) or at 30 months
• Change engine oil.
45,000 Miles (72 000 km) or at 36 months
• Change engine oil.
• Replace engine oil filter.
• Inspect brake linings.
• Flush and replace engine coolant at 36 months, regardless of mileage.
0 - 4 LUBRICATION AND MAINTENANCE
GENERAL INFORMATION (Continued)
52,500 Miles (84 000 km) or at 42 months
• Change engine oil.
• Flush and replace engine coolant if not done at
36 months.
60,000 Miles (96 000 km) or at 48 months
• Change engine oil.
• Replace engine oil filter.
• Replace air cleaner element.
• Check PCV valve and replace, if necessary.
*
• Inspect serpentine drive belt, replace if necessary.
• Inspect tie rod ends and boot seals.
67,500 Miles (108 000 km) or at 54 months
• Change engine oil.
• Inspect brake linings.
75,000 Miles (120 000 km) or at 60 months
• Change engine oil.
• Replace engine oil filter.
• Inspect serpentine drive belt, replace if necessary. This maintenance is not required if belt was previously replaced.
• Flush and replace engine coolant if it has been
30,000 miles (48 000 km) or 24 months since last change.
82,500 Miles (132 000 km) or at 66 months
• Change engine oil.
• Flush and replace engine coolant if it has been
30,000 miles (48 000 km) or 24 months since last change.
90,000 Miles (144 000 km) or at 72 months
• Change engine oil.
• Replace engine oil filter.
• Replace air cleaner element.
• Check PCV valve and replace, if necessary.
Not required if previously changed. *
• Inspect serpentine drive belt, replace if necessary. This maintenance is not required if belt was previously replaced.
• Inspect tie rod ends and boot seals.
• Inspect brake linings.
97,500 Miles (156 000 km) or at 78 months
• Change engine oil.
100,000 Miles (160,000 km)
• Replace spark plugs on 3.3L and 3.8L
engines.
• Replace ignition cables on 3.3L and 3.8L
engines.
NS
105,000 Miles (168 000 km) or at 84 months
• Change engine oil.
• Replace engine oil filter.
• Inspect serpentine drive belt, replace if necessary. This maintenance is not required if belt was previously replaced.
• Flush and replace engine coolant if it has been
30,000 miles (48 000 km) or 24 months since last change.
112,500 Miles (180 000 km) or at 90 months
• Change engine oil.
• Inspect brake linings.
• Flush and replace engine coolant if it has been
30,000 miles (48 000 km) or 24 months since last change.
120,000 Miles (192 000 km) or at 96 months
• Change engine oil.
• Replace engine oil filter.
• Replace automatic transmission fluid.
• Replace engine air cleaner element.
• Check and replace PCV valve, if necessary.
*
• Inspect serpentine drive belt. Not required if replaced at 75,000, 90,000 or 105,000 miles.
• Inspect tie rod ends and boot seals.
* This maintenance is recommended by Chrysler to the owner but is not required to maintain the warranty on the PCV valve.
** If California vehicle, this maintenance is recommended by Chrysler to the owner but is not required to maintain the warranty of the timing belt.
SCHEDULE – B
3,000 Miles (5 000 km)
• Change engine oil.
6,000 Miles (10 000 km)
• Change engine oil.
• Replace engine oil filter.
9,000 Miles (14 000 km)
• Change engine oil.
• Inspect brake linings.
12,000 Miles (19 000 km)
• Change engine oil.
• Replace engine oil filter.
15,000 Miles (24 000 km)
• Change engine oil.
• Inspect air cleaner element. Replace as necessary.
NS
GENERAL INFORMATION (Continued)
• Drain and refill automatic transmission fluid and replace filter. Adjust bands, if so equipped. (See note)
• Change AWD powertransfer fluid unit.
18,000 Miles (29 000 km)
• Change engine oil.
• Replace engine oil filter.
• Inspect brake linings.
21,000 Miles (34 000 km)
• Change engine oil.
• Check AWD overrunning clutch and rear carrier fluid.
24,000 Miles (38 000 km)
• Change engine oil.
• Replace engine oil filter.
27,000 Miles (43 000 km)
• Change engine oil.
• Inspect brake linings.
30,000 Miles (48 000 km)
•
Change engine oil.
• Replace engine oil filter.
• Replace air cleaner element.
• Inspect PCV valve. Replace as necessary. *
• Drain and refill automatic transmission fluid and replace filter. Adjust bands, if so equipped. (See note)
• Change AWD power transfer unit fluid.
• Inspect tie rod ends and boot seals.
33,000 Miles (53 000 km)
• Change engine oil.
36,000 Miles (58 000 km)
• Change engine oil.
• Replace engine oil filter.
• Inspect brake linings.
39,000 Miles (62 000 km)
•
Change engine oil.
42,000 Miles (67 000 km)
•
Change engine oil.
•
Replace engine oil filter.
•
Change AWD overrunning clutch and rear carrier fluid.
45,000 Miles (72 000 km)
•
Change engine oil.
•
Inspect air cleaner element. Replace as necessary.
LUBRICATION AND MAINTENANCE 0 - 5
• Drain and refill automatic transmission fluid and replace filter. Adjust bands, if so equipped. (See note)
• Inspect brake linings.
• Change AWD power transfer unit fluid.
48,000 Miles (77 000 km)
• Change engine oil.
• Replace engine oil filter.
51,000 Miles (82 000 km)
• Change engine oil.
• Flush and replace engine coolant.
54,000 Miles (86 000 km)
• Change engine oil.
• Replace engine oil filter.
• Inspect brake linings.
57,000 Miles (91 000 km)
• Change engine oil.
60,000 Miles (96 000 km)
•
Change engine oil.
•
Replace engine oil filter.
• Replace air cleaner element.
• Inspect PCV valve, replace if necessary. *
• Inspect serpentine drive belt, replace if necessary.
• Drain and refill automatic transmission fluid and replace filter. Adjust bands, if so equipped. (See note)
• Change AWD power transfer unit fluid.
• Inspect tie rod ends and boot seals.
63,000 Miles (101 000 km)
• Change engine oil.
• Change AWD overrunning clutch and rear carrier fluid.
• Inspect brake linings.
66,000 Miles (106 000 km)
• Change engine oil.
• Replace engine oil filter.
69,000 Miles (110 000 km)
• Change engine oil.
72,000 Miles (115 000 km)
•
Change engine oil.
• Replace engine oil filter.
• Inspect brake linings.
75,000 Miles (120 000 km)
•
Change engine oil.
•
Inspect air cleaner element. Replace as necessary.
0 - 6 LUBRICATION AND MAINTENANCE
GENERAL INFORMATION (Continued)
• Replace spark plugs.
• Replace ignition cables.
• Inspect serpentine drive belt, replace if necessary. This maintenance is not required if belt was previously replaced.
• Drain and refill automatic transaxle fluid and replace filter. Adjust band, if so equipped. (See note)
• Change AWD power transfer unit fluid.
78,000 Miles (125 000 km)
• Change engine oil.
• Replace engine oil filter.
81,000 Miles (130 000 km)
• Change engine oil.
• Inspect brake linings.
• Flush and replace engine coolant.
84,000 Miles (134 000 km)
• Change engine oil.
• Replace engine oil filter.
• Change AWD overrunning clutch and rear carrier fluid.
87,000 Miles (139 000 km)
• Change engine oil.
90,000 Miles (144 000 km)
• Change engine oil.
• Replace engine oil filter.
• Replace air cleaner element.
• Check PCV valve and replace if necessary.
Not required if previously changed. *
• Inspect serpentine drive belt, replace if necessary. This maintenance is not required if belt was previously replaced.
• Drain and refill automatic transmission fluid and replace filter. Adjust bands, if so equipped. (See note)
• Change AWD power transfer unit fluid.
• Inspect tie rod ends and boot seals.
• Inspect brake linings.
93,000 Miles (149 000 km)
• Change engine oil.
96,000 Miles (154 000 km)
• Change engine oil.
• Replace engine oil filter.
99,000 Miles (158 000 km)
• Change engine oil.
• Inspect brake linings.
102,000 Miles (163 000 km)
• Change engine oil.
• Replace engine oil filter.
NS
105,000 Miles (168 000 km)
• Change engine oil.
• Inspect air cleaner element. Replace as necessary.
• Inspect serpentine drive belt, replace if necessary. This maintenance is not required if belt was previously replaced.
• Drain and refill automatic transmission fluid and filter. Adjust bands, if so equipped. (See note)
• Change AWD power transfer unit fluid.
• Change AWD overrunning clutch and rear carrier fluid.
108,000 Miles (173 000 km)
• Change engine oil.
• Replace engine oil filter.
• Inspect brake linings.
111,000 Miles (178 000 km)
• Change engine oil.
• Flush and replace engine coolant.
114,000 Miles (182 000 km)
• Change engine oil.
• Replace engine oil filter.
117,000 Miles (187 000 km)
• Change engine oil.
• Inspect brake linings.
120,000 Miles (192 000 km)
• Change engine oil.
• Replace engine oil filter.
• Replace air cleaner element.
• Inspect PCV valve. Replace as necessary. *
• Inspect serpentine drive belt. Not required if replaced at 75,000, 90,000 or 105,000 miles.
• Drain and refill automatic transmission fluid and replace filter. Adjust bands, if so equipped.
• Change AWD power transfer unit fluid.
• Inspect tie rod ends and boot seals.
* This maintenance is recommended by Chrysler to the owner but is not required to maintain the warranty on the PCV valve.
** If California vehicle, this maintenance is recommended by Chrysler to the owner but is not required to maintain the warranty of the timing belt.
NOTE: Operating vehicle more than 50% in heavy traffic during hot weather, above 90°F (32°C), using vehicle for police, taxi, limousine type operation or trailer towing require the more frequent transaxle service noted in Schedule – B. Perform these services if vehicle is usually operated under these conditions.
Inspection and service should also be performed anytime a malfunction is observed or suspected.
NS LUBRICATION AND MAINTENANCE 0 - 7
JUMP STARTING, HOISTING AND TOWING
INDEX page
SERVICE PROCEDURES
HOISTING RECOMMENDATIONS . . . . . . . . . . . . 9
page
JUMP STARTING PROCEDURE . . . . . . . . . . . . . . 7
TOWING RECOMMENDATIONS . . . . . . . . . . . . . . 8
SERVICE PROCEDURES
JUMP STARTING PROCEDURE
WARNING: REVIEW ALL SAFETY PRECAUTIONS
AND WARNINGS IN GROUP 8A, BATTERY/START-
ING/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 BAT-
TERY. REMOVE METALLIC JEWELRY WORN ON
HANDS OR WRISTS TO AVOID INJURY BY ACCI-
DENTAL 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.
the automatic transmission in PARK or the manual transmission in NEUTRAL and turn the ignition
OFF.
(3) On disabled vehicle, place gear selector in park or neutral and set park brake. Turn off all accessories.
(4) Connect jumper cables to booster battery. RED clamp to positive terminal (+). BLACK clamp to negative terminal (-). DO NOT allow clamps at opposite end of cables to touch, electrical arc will result.
Review all warnings in this procedure.
(5) On disabled vehicle, connect RED jumper cable clamp to positive (+) terminal. Connect BLACK jumper cable clamp to engine ground as close to the ground cable attaching point as possible (Fig. 1).
(6) Start the engine in the vehicle which has the booster battery, let the engine idle a few minutes, then start the engine in the vehicle with the discharged battery.
CAUTION: When using another vehicle as a booster, do not allow vehicles to touch. Electrical systems can be damaged on either vehicle.
TO JUMP START A DISABLED VEHICLE:
(1) Raise hood on disabled vehicle and visually inspect engine compartment for:
• Battery cable clamp condition, clean if necessary.
• Frozen battery.
• Yellow or bright color test indicator, if equipped.
• Low battery fluid level.
• Generator drive belt condition and tension.
•
Fuel fumes or leakage, correct if necessary.
CAUTION: If the cause of starting problem on disabled vehicle is severe, damage to booster vehicle charging system can result.
(2) When using another vehicle as a booster source, park the booster vehicle within cable reach.
Turn off all accessories, set the parking brake, place
Fig. 1 Jumper Cable Clamp Connections
CAUTION: Do not crank starter motor on disabled vehicle for more than 15 seconds, starter will overheat and could fail.
(7) Allow battery in disabled vehicle to charge to at least 12.4 volts (75% charge) before attempting to start engine. If engine does not start within 15 seconds, stop cranking engine and allow starter to cool
(15 min.), before cranking again.
0 - 8 LUBRICATION AND MAINTENANCE
SERVICE PROCEDURES (Continued)
DISCONNECT CABLE CLAMPS AS FOLLOWS:
• Disconnect BLACK cable clamp from engine ground on disabled vehicle.
• When using a Booster vehicle, disconnect
BLACK cable clamp from battery negative terminal.
Disconnect RED cable clamp from battery positive terminal.
• Disconnect RED cable clamp from battery positive terminal on disabled vehicle.
TOWING RECOMMENDATIONS
WARNINGS AND CAUTIONS
WARNING: DO NOT ALLOW TOWING ATTACH-
MENT DEVICES TO CONTACT THE FUEL TANK OR
LINES, FUEL LEAK CAN RESULT.
DO NOT LIFT OR TOW VEHICLE BY FRONT OR
REAR BUMPER, OR BUMPER ENERGY ABSORBER
UNITS.
DO NOT GO UNDER A LIFTED VEHICLE IF NOT
SUPPORTED PROPERLY ON SAFETY STANDS.
DO NOT ALLOW PASSENGERS TO RIDE IN A
TOWED VEHICLE.
USE A SAFETY CHAIN THAT IS INDEPENDENT
FROM THE TOWING ATTACHMENT DEVICE.
CAUTION: Do not damage brake lines, exhaust system, shock absorbers, sway bars, or any other under vehicle components when attaching towing device to vehicle.
Do not attach towing device to front or rear suspension components.
Do not secure vehicle to towing device by the use of front or rear suspension or steering components.
Remove or secure loose or protruding objects from a damaged vehicle before towing.
Refer to state and local rules and regulations before towing a vehicle.
Do not allow weight of towed vehicle to bear on lower fascia, air dams, or spoilers.
RECOMMENDED TOWING EQUIPMENT
To avoid damage to bumper fascia and air dams use of a flat bed towing device or wheel lift (Fig. 2) is recommended. When using a wheel lift towing device, be sure the disabled vehicle has at least 100 mm (4 in.) ground clearance. If minimum ground clearance cannot be reached, use a towing dolly. If a flat bed device is used, the approach angle should not exceed
15 degrees.
NS
Fig. 2 Recommended Towing Devices
GROUND CLEARANCE
CAUTION: If vehicle is towed with wheels removed, install lug nuts to retain brake drums or rotors.
A towed vehicle should be raised until the lifted wheels are a minimum 100 mm (4 in.) from the ground. Be sure there is at least 100 mm (4 in.) clearance between the tail pipe and the ground. If necessary, remove the wheels from the lifted end of the vehicle and lower the vehicle closer to the ground, to increase the ground clearance at the rear of the vehicle. Install lug nuts on wheel attaching studs to retain brake drums or rotors.
LOCKED VEHICLE TOWING
When a locked vehicle must be towed with the front wheels on the ground, use a towing dolly or flat bed hauler.
FLAT TOWING WITH TOW BAR
• 3-speed automatic transaxle vehicles can be flat towed at speeds not to exceed 40 km/h (25 mph) for not more than 25 km (15 miles). The steering column must be unlocked and gear selector in neutral.
• 4-speed electronic automatic transaxle vehicles can be flat towed at speeds not to exceed 72 km/h (44 mph) for not more than 160 km (100 miles). The steering column must be unlocked and gear selector in neutral.
FLAT BED TOWING TIE DOWNS
CAUTION: Do not tie vehicle down by attaching chains or cables to suspension components or engine mounts, damage to vehicle can result.
NS vehicles can be tied to a flat bed device using the reinforced loops located under the front and rear bumpers on the drivers side of the vehicle. There are also four reinforced elongated holes for T or R-hooks located on the bottom of the front frame rail torque
NS
SERVICE PROCEDURES (Continued) boxes behind the front wheels and forward of the rear wheels inboard of the rocker panel weld seam.
TOWING—FRONT WHEEL LIFT
Chrysler Corporation recommends that a vehicle be towed with the front end lifted, whenever possible. A
90 cm (36 in.) length of 4x4 wood beam can be placed between the wheel lift device and the bottom of the fascia to prevent damage to vehicle during the lifting operation. The beam can removed after lifting the front of the vehicle.
TOWING—REAR WHEEL LIFT
If a vehicle cannot be towed with the front wheels lifted, the rear wheels can be lifted provided the following guide lines are observed.
CAUTION: Do not use steering column lock to secure steering wheel during towing operation.
• On AWD vehicles, all four wheels must be free to rotate. Use towing dollies at unlifted end of vehicle.
• Unlock steering column and secure steering wheel in straight ahead position with a clamp device designed for towing.
• 3-speed automatic transaxle vehicles can be flat towed at speeds not to exceed 40 km/h (25 mph) for not more than 25 km (15 miles). The steering column must be unlocked and gear selector in neutral.
• 4-speed electronic automatic transaxle vehicles can be flat towed at speeds not to exceed 72 km/h (44 mph) for not more than 160 km (100 miles). The steering column must be unlocked and gear selector in neutral.
HOISTING RECOMMENDATIONS
Refer to Owner’s Manual provided with vehicle for proper emergency jacking procedures.
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN THE ENGINE OR REAR SUSPENSION
IS REMOVED FROM A VEHICLE, THE CENTER OF
GRAVITY IS ALTERED MAKING SOME HOISTING
CONDITIONS UNSTABLE. PROPERLY SUPPORT OR
LUBRICATION AND MAINTENANCE 0 - 9
SECURE VEHICLE TO HOISTING DEVICE WHEN
THESE CONDITIONS EXIST.
CAUTION: Do not position hoisting device on suspension components or front crossmember, damage to vehicle can result.
TO HOIST OR JACK VEHICLE SEE (Fig. 3).
Vehicles with factory installed ground effects are equipped with front and rear hoisting pads. These pads are stamped, “Hoist Point”.
Fig. 3 HOISTING AND JACKING POINTS
NS/GS LUBRICATION AND MAINTENANCE 0 - 1
LUBRICATION AND MAINTENANCE
CONTENTS page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
JUMP STARTING, HOISTING AND TOWING . . . 5
page
. . . . . . . . . . . . . . . 2
GENERAL INFORMATION
INDEX page
GENERAL INFORMATION
. . . . . . . . 1
ENGINE OIL—DIESEL ENGINES . . . . . . . . . . . . 1
page
FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . . 1
(A-558 and A-598 Models) . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
ENGINE OIL — GASOLINE ENGINES
Use only oils conforming to API (American Petroleum Institute) Quality SJ and Energy Conserving II, or SH and Energy Conserving II, or ACEA A1–96.
SAE VISCOSITY GRADE
To assure of properly formulated engine oils, it is recommended that SAE Grade 5W-30 engine oils that meet Chrysler material standard MS-6395, be used.
SAE Grade 10W-30 oils are also acceptable when the temperatures do not fall below 0°C. In areas where these grades are not generally available, higher SAE grades may be used.
Lubricants which have both an SAE grade number and the proper API service classification shown on the container should be used.
ENGINE OIL—DIESEL ENGINES
Use only Diesel Engine Oil meeting standard MIL-
2104C or API Classification SG/CD or CCMC PD2.
SAE VISCOSITY GRADE
CAUTION: Low viscosity oils must have the proper
API quality or the CCMC G5 designation.
To assure of properly formulated engine oils, it is recommended that SAE Grade 15W-40 engine oils that meet
Chrysler material standard MS-6395, be used. European
Grade 10W-40 oils are also acceptable.
Oils of the SAE 5W-30 or 10W-30 grade number are preferred when minimum temperatures consistently fall below -12°C.
MANUAL TRANSMISSION FLUID (A-558 and A-598
Models)
Use only SAE 10W-40 engine oils carrying the
European CCMC-G5 classification to fill the A-598
5–speed manual transmission.
FLUID CAPACITIES
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 L
2.0L Gasoline Engine Oil with Filter . . . . . . . . 4.3L
2.5L VM Diesel Engine Oil With Filter . . . . . . 6.5 L
2.0L Gasoline Engine Cooling System* . . . . . . . 6.0L
2.5L VM Diesel Engine Cooling System* . . . . 10.0 L
Transmission—5-Speed Manual . . . . . . . . . . . . 2.2 L
* Includes heater and coolant recovery tank filled to Max level. Add 2.76L if equipped with Rear
Heater.
0 - 2 LUBRICATION AND MAINTENANCE NS/GS
MAINTENANCE SCHEDULES
INDEX page
GENERAL INFORMATION
. . . . . . . . . . . . . . . 2
DIESEL ENGINE . . . . . . . . . . . . . . . . . . . . . . . 2
page
SCHEDULE—A (DIESEL) . . . . . . . . . . . . . . . . . . 2
SCHEDULE—B (DIESEL) . . . . . . . . . . . . . . . . . . 3
UNSCHEDULED INSPECTION . . . . . . . . . . . . . . 2
GENERAL INFORMATION
MAINTENANCE SCHEDULE
Refer to the 1998 GS Service Manual for Gasoline
Engine and non-engine related Maintenance Schedules.
MAINTENANCE SCHEDULE—DIESEL ENGINE
The following are engine related Maintenance items which are unique to Diesel engine-equipped vehicles. Refer to the 1998 GS Service Manual for
Gasoline Engine and non-engine related Maintenance
Schedules.
The service intervals are based on odometer readings in kilometers. There are two maintenance schedules that show proper service intervals. Use the schedule that best describes the conditions the vehicle is operated under. Schedule-A lists all the scheduled maintenance to be performed under normal operating conditions. Schedule-B is the schedule for vehicles that are operated under one or more of the following conditions:
• Day and night temperatures are below freezing.
• Stop and go driving.
• Long periods of engine idling.
• Driving in dusty conditions.
• Short trips of less than 5 miles.
• Operation at sustained high speeds during hot weather above 32°C (90°F).
• Taxi, police or delivery service.
• Trailer towing.
UNSCHEDULED INSPECTION
At Each Stop for Fuel
• Check engine oil level, add as required.
• Check windshield washer solvent and add if required.
Once a Month
• Check tire pressure and look for unusual wear or damage.
• Inspect battery and clean and tighten terminals as required.
• Check fluid levels of coolant reservoir, brake master cylinder, power steering and transaxle and add as needed.
• Check all lights and all other electrical items for correct operation.
• Check rubber seals on each side of the radiator for proper fit.
At Each Oil Change
• Inspect exhaust system.
• Inspect brake hoses
• Inspect the CV joints and front suspension components
• 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 the 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.
•
Replace engine oil filter.
SCHEDULE—A (DIESEL)
1 000 KM
•
Change engine oil.
•
Change engine oil filter.
•
Check all fluid levels.
• Check correct torque, intake manifold mounting nuts.
• Check correct torque, exhaust manifold mounting nuts.
• Check correct torque, turbocharger mounting nuts.
• Check correct torque, water manifold bolts.
10 000 KM
• Change engine oil.
• Change engine oil filter.
20 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
NS/GS
GENERAL INFORMATION (Continued)
• Check drive belt tension.
• Check glow plug operation.
30 000 KM
• Change engine oil.
• Change engine oil filter.
40 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
• Replace fuel filter/water separator element.**
50 000 KM
• Change engine oil.
• Change engine oil filter.
60 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check glow plug operation.
• Replace drive belt.
• Check engine smoke.
• Replace engine coolant.
70 000 KM
• Change engine oil.
• Change engine oil filter.
80 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
• Replace fuel filter/water separator element.**
90 000 KM
• Change engine oil.
• Change engine oil filter.
100 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
EVERY 40 000 KM AFTER 80 000 KM
• Replace fuel filter/water separator element.**
**The fuel filter/water separator element should be replaced once a year if the vehicle is driven less than
40 000 km annually or if power loss from fuel starvation is detected.
LUBRICATION AND MAINTENANCE 0 - 3
EVERY 10 000 KM AFTER 100 000 KM
• Change engine oil.
• Change engine oil filter.
EVERY 20 000 KM AFTER 100 000 KM
•
Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
SCHEDULE—B (DIESEL)
500 KM
• Check correct torque, intake manifold mounting nuts.
• Check correct torque, exhaust manifold mounting nuts.
• Check correct torque, turbocharger mounting nuts.
• Check correct torque, water manifold bolts.
1 000 KM
• Change engine oil.
• Change engine oil filter.
• Check all fluid levels.
5 000 KM
• Change engine oil.
• Change engine oil filter.
10 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
15 000 KM
• Change engine oil.
• Change engine oil filter.
20 000 KM
•
Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
25 000 KM
• Change engine oil.
• Change engine oil filter.
30 000 KM
•
Change engine oil.
•
Change engine oil filter.
• Replace air filter element.
0 - 4 LUBRICATION AND MAINTENANCE
GENERAL INFORMATION (Continued)
• Check glow plug operation.
• Replace drive belt.
• Check engine smoke.
• Replace engine coolant.
35 000 KM
• Change engine oil.
• Change engine oil filter.
• Change MTX Fluid
40 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
• Diesel engines only—Replace fuel filter/water separator element.
45 000 KM
• Change engine oil.
• Change engine oil filter.
50 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
55 000 KM
• Change engine oil.
• Change engine oil filter.
60 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
• Diesel engines only—Replace fuel filter/water separator element.
65 000 KM
• Change engine oil.
• Change engine oil filter.
70 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
• Change MTX fluid
NS/GS
75 000 KM
• Change engine oil.
• Change engine oil filter.
80 000 KM
•
Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check glow plug operation.
• Replace drive belt.
• Check engine smoke.
• Replace engine coolant.
85 000 KM
• Change engine oil.
• Change engine oil filter.
90 000 KM
• Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
95 000 KM
• Change engine oil.
• Change engine oil filter.
100 000 KM
•
Change engine oil.
•
Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
• Diesel engines only—Replace fuel filter/water separator element.
• Change MTX fluid
EVERY 5 000 KM AFTER 100 000 KM
• Change engine oil.
• Change engine oil filter.
EVERY 10 000 KM AFTER 100 000 KM
•
Change engine oil.
• Change engine oil filter.
• Replace air filter element.
• Check drive belt tension.
• Check glow plug operation.
EVERY 20 000 KM AFTER 100 000 KM
• Diesel engines only—Replace fuel filter/water separator element.
EVERY 35 000 KM AFTER 100 000 KM
•
Change MTX fluid
NS/GS LUBRICATION AND MAINTENANCE 0 - 5
JUMP STARTING, HOISTING AND TOWING
INDEX page
SERVICE PROCEDURES
TOWING RECOMMENDATIONS . . . . . . . . . . . . . 5
SERVICE PROCEDURES
TOWING RECOMMENDATIONS
WARNINGS AND CAUTIONS
WARNING: DO NOT ALLOW TOWING ATTACH-
MENT DEVICES TO CONTACT THE FUEL TANK OR
LINES, FUEL LEAK CAN RESULT.
DO NOT LIFT OR TOW VEHICLE BY FRONT OR
REAR BUMPER, OR BUMPER ENERGY ABSORBER
UNITS.
DO NOT GO UNDER A LIFTED VEHICLE IF NOT
SUPPORTED PROPERLY ON SAFETY STANDS.
DO NOT ALLOW PASSENGERS TO RIDE IN A
TOWED VEHICLE.
USE A SAFETY CHAIN THAT IS INDEPENDENT
FROM THE TOWING ATTACHMENT DEVICE.
CAUTION: Do not damage brake lines, exhaust system, shock absorbers, sway bars, or any other under vehicle components when attaching towing device to vehicle.
Do not attach towing device to front or rear suspension components.
Do not secure vehicle to towing device by the use of front or rear suspension or steering components.
Remove or secure loose or protruding objects from a damaged vehicle before towing.
Refer to state and local rules and regulations before towing a vehicle.
Do not allow weight of towed vehicle to bear on lower fascia, air dams, or spoilers.
RECOMMENDED TOWING EQUIPMENT
To avoid damage to bumper fascia and air dams use of a flat bed towing device or wheel lift (Fig. 1) is recommended. When using a wheel lift towing device, be sure the disabled vehicle has at least 100 mm (4 in.) ground clearance. If minimum ground clearance cannot be reached, use a towing dolly. If a flat bed device is used, the approach angle should not exceed
15 degrees.
Fig. 1 Recommended Towing Devices
GROUND CLEARANCE
CAUTION: If vehicle is towed with wheels removed, install lug nuts to retain brake drums or rotors.
A towed vehicle should be raised until the lifted wheels are a minimum 100 mm (4 in.) from the ground. Be sure there is at least 100 mm (4 in.) clearance between the tail pipe and the ground. If necessary, remove the wheels from the lifted end of the vehicle and lower the vehicle closer to the ground, to increase the ground clearance at the rear of the vehicle. Install lug nuts on wheel attaching studs to retain brake drums or rotors.
LOCKED VEHICLE TOWING
When a locked vehicle must be towed with the front wheels on the ground, use a towing dolly or flat bed hauler.
FLAT TOWING WITH TOW BAR
• 4-speed electronic automatic transaxle vehicles can be flat towed at speeds not to exceed 72 km/h (44 mph) for not more than 160 km (100 miles). The steering column must be unlocked and gear selector in neutral.
FLAT BED TOWING TIE DOWNS
CAUTION: Do not tie vehicle down by attaching chains or cables to suspension components or engine mounts, damage to vehicle can result.
0 - 6 LUBRICATION AND MAINTENANCE
SERVICE PROCEDURES (Continued)
NS vehicles can be tied to a flat bed device using the reinforced loops located under the front and rear bumpers on the drivers side of the vehicle. There are also four reinforced elongated holes for T or R-hooks located on the bottom of the front frame rail torque boxes behind the front wheels and forward of the rear wheels inboard of the rocker panel weld seam.
TOWING—FRONT WHEEL LIFT
Chrysler International recommends that a vehicle be towed with the front end lifted, whenever possible.
A 90 cm (36 in.) length of 4x4 wood beam can be placed between the wheel lift device and the bottom of the fascia to prevent damage to vehicle during the lifting operation. The beam can removed after lifting the front of the vehicle.
TOWING—REAR WHEEL LIFT
If a vehicle cannot be towed with the front wheels lifted, the rear wheels can be lifted provided the following guide lines are observed.
CAUTION: Do not use steering column lock to secure steering wheel during towing operation.
• On AWD vehicles, all four wheels must be free to rotate. Use towing dollies at unlifted end of vehicle.
• Unlock steering column and secure steering wheel in straight ahead position with a clamp device designed for towing.
• 4-speed electronic automatic transaxle vehicles can be flat towed at speeds not to exceed 72 km/h (44 mph) for not more than 160 km (100 miles). The steering column must be unlocked and gear selector in neutral.
TOWING—TOW HOOKS
NS/GS
Fig. 2
WARNING: Do not use the tow hook to lift the vehicle off the ground.
A tow-hook bolt, located in the rear interior trim storage compartment (with jack), is provided with your vehicle. The tow hook is used for towing the vehicle with all four wheels on the ground only. It can be attached to the vehicle through an opening in the lower front fascia. The tow hook must be fully seated to the attach bracket through the lower front fascia as shown. If the tow hook is not fully seated to the attach bracket the vehicle should not be towed.
NOTE: The tow hook bolt protective plug must be removed from the tow hook bracket prior to bolt attachment. The tow hook is used ONLY for towing the vehicle with all four wheels on the ground.
NS SUSPENSION 2 - 1
SUSPENSION
CONTENTS page
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . 9
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . 38
page
WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . 1
WHEEL ALIGNMENT
INDEX page
DESCRIPTION AND OPERATION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
DIAGNOSIS AND TESTING
PRE-WHEEL ALIGNMENT INSPECTION . . . . . . . 4
SUSPENSION AND STEERING DIAGNOSIS . . . . 3
page
SERVICE PROCEDURES
ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . 4
SPECIFICATIONS
ALIGNMENT SPECIFICATIONS . . . . . . . . . . . . . . 7
DESCRIPTION AND OPERATION
GENERAL INFORMATION
Wheel alignment is the proper adjustment of all the interrelated suspension angles affecting the running and steering of the front and rear wheels of the vehicle.
The method of checking front and rear wheel alignment will vary depending on the type of equipment being used. The instructions furnished by the manufacturer of the equipment should always be followed.
With the exception that the wheel alignment specifications recommended by Chrysler Corporation should always be used. The Chrysler Corporation recommended alignment specifications, are listed in Specifications at the end of this group in the service manual section.
There are six basic factors which are the foundation to front wheel alignment. These are vehicle height, caster, camber, toe-in, steering axis inclination and toe-out on turns. Of the six basic factors only toe-in is normally mechanically adjustable on this vehicle (Fig. 1).
2 - 2 SUSPENSION
DESCRIPTION AND OPERATION (Continued)
NS
Fig. 1 Front Suspension Alignment Angles
Camber adjustment is allowed in the event that a vehicle is involved in an accident and after repairs are made meeting manufacturers tolerance specifications, the camber setting will not meet manufacturers specifications. If camber adjustment is required, refer to the following Service Camber Adjustment
Procedure for the required steps to be followed.
CAUTION: Do not attempt to modify any suspension or steering components to meet vehicle alignment specifications, by heating and or bending.
Alignment checks and adjustments should be made in the following sequence.
(1) Camber
(2) Toe
Camber is the number of degrees the top of the wheel and tire assembly is tilted inboard or outboard from a true vertical line. Inboard tilt is negative camber. Outboard tilt is positive camber (Fig. 1).
Excessive camber is a tire wear factor: negative camber causes wear on the inside of the tires tread surface, while positive camber causes wear to the outside of the tires tread surface. See Front Wheel
Drive Specifications for Camber. settings.
Toe is measured in degrees or inches and is the distance the front edges of the tires are closer (or farther apart) than the rear edges. See Front Wheel
Drive Specifications for Toe. settings.
NS SUSPENSION 2 - 3
DIAGNOSIS AND TESTING
SUSPENSION AND STEERING DIAGNOSIS
CONDITION
Front End Whine On Turns
POSSIBLE CAUSES
1. Defective wheel bearing
2. Incorrect wheel alignment
3. Worn tires
CORRECTION
1. Replace wheel bearing
2. Check and reset wheel alignment
3. Replace tires
Front End Growl Or Grinding On
Turns
1. Defective wheel bearing 1. Replace wheel bearing
2. Engine mount grounding
3. Worn or broken C/V joint
4. Loose wheel lug nuts
2. Check for motor mount hitting frame rail and reposition engine as required
3. Replace C/V joint
4. Verify wheel lug nut torque
5. Incorrect wheel alignment
6. Worn tires
5. Check and reset wheel alignment
6. Replace tires
7. Front strut pin in upper strut mount 7. Replace the front strut upper mount and bearing
Front End Clunk Or Snap On Turns 1. Loose lug nuts
2. Worn or broken C/V joint
3. Worn or loose tie rod
4. Worn or loose ball joint
5. Worn/loose control arm bushing
6. Loose stabilizer bar.
7. Loose strut mount to body attachment
8. Loose crossmember bolts
1. Verify wheel lug nut torque
2. Replace C/V joint
3. Tighten or replace tie rod end
4. Tighten or replace ball joint
5. Replace control arm bushing
6. Tighten stabilizer bar to specified torque
7. Tighten strut attachment to specified torque
8. Tighten crossmember bolts to specified torque
Front End Whine With Vehicle
Going Straight At A Constant Speed
1. Defective wheel bearing 1. Replace wheel bearing
Front End Growl Or Grinding With
Vehicle Going Straight At A
Constant Speed
2. Incorrect wheel alignment
3. Worn tires
4. Worn or defective transaxle gears or bearings
1. Engine mount grounding
2. Check and reset wheel alignment
3. Replace tires
4. Replace transaxle gears or bearings
1. Reposition engine as required
Front End Whine When
Accelerating Or Decelerating
Front End Clunk When Accelerating
Or Decelerating
2. Worn or broken C/V joint
1. Worn or defective transaxle gears or bearings
1. Worn or broken engine mount
2. Replace C/V joint
1. Replace transaxle gears or bearings
1. Replace engine mount
2. Worn or defective transaxle gears or bearings
3. Loose lug nuts
4. Worn or broken C/V joint
5. Worn or loose ball joint
4. Replace C/V joint
5. Tighten or replace ball joint
6. Worn or loose control arm bushing 6. Replace control arm bushing
7. Loose crossmember bolts
2. Replace transaxle gears or bearings
3. Verify wheel lug nut torque
8. Worn tie rod end
7. Tighten crossmember bolts to specified torque
8. Replace tie rod end
2 - 4 SUSPENSION
DIAGNOSIS AND TESTING (Continued)
CONDITION
Road Wander
Lateral Pull
Excessive Steering Free Play
Excessive Steering Effort
NS
POSSIBLE CAUSES
1. Incorrect tire pressure
2. Incorrect front or rear wheel toe
3. Worn wheel bearings
4. Worn control arm bushings
5. Excessive friction in steering gear
6. Excessive friction in steering shaft coupling
7. Excessive friction in strut upper bearing
2. Lack of lubricant in steering gear
3. Low power steering fluid level
4. Loose power steering pump drive belt
5. Lack of lubricant in ball joints
6. Steering gear malfunction
7. Lack of lubricant in steering coupler
CORRECTION
1. Inflate tires to recommended pressure
2. Check and reset wheel toe
3. Replace wheel bearing
4. Replace control arm bushing
5. Replace steering gear
6. Replace steering coupler
7. Replace strut bearing
1. Unequal tire pressure
2. Radial tire lead
3. Incorrect front wheel camber
4. Power steering gear imbalance
5. Wheel braking
1. Inflate all tires to recommended pressure
2. Perform lead correction procedure
3. Check and reset front wheel camber
4. Replace power steering gear
5. Correct braking condition causing lateral pull
1. Incorrect Steering Gear Adjustment 1. Adjust Or Replace Steering Gear
2. Worn or loose tie rod ends
4. Loose or worn steering shaft coupler
2. Replace or tighten tie rod ends
3. Loose steering gear mounting bolts 3. Tighten steering gear bolts to specified torque
4. Replace steering shaft coupler
1. Low tire pressure 1. Inflate all tires to recommended pressure
2. Replace steering gear
3. Fill power steering fluid reservoir to correct level
4. Correctly adjust power steering pump drive belt
5. Lubricate or replace ball joints
6. Replace steering gear
7. Replace steering coupler
PRE-WHEEL ALIGNMENT INSPECTION
Before any attempt is made to change or correct the wheel alignment factors. The following part inspection and the necessary corrections should be made to those parts which influence the steering of the vehicle.
(1) Check and inflate all tires to recommended pressure. All tires should be the same size and in good condition and have approximately the same wear. Note the type of tread wear which will aid in diagnosing, see Wheels and Tires, Group 22.
(2) Check front wheel and tire assembly for radial runout.
(3) Inspect lower ball joints and all steering linkage for looseness.
(4) Check for broken or sagged front and rear springs.
(5) Check vehicle ride height to verify it is within specifications.
(6) Alignment MUST only be checked after the vehicle has the following areas inspected and or adjusted. Recommended tire pressures, full tank of fuel, no passenger or luggage compartment load and is on a level floor or a properly calibrated alignment rack.
SERVICE PROCEDURES
WHEEL ALIGNMENT CHECK AND ADJUSTMENT
PROCEDURE
CASTER AND CAMBER
Front suspension Caster and Camber settings on this vehicle are determined at the time the vehicle is designed. This is done by determining the precise
NS
SERVICE PROCEDURES (Continued) mounting location of the vehicle’s suspension components throughout the design and assembly processes of the vehicle. This is called a Net Build vehicle and results in no normal requirement to adjustment the
Caster and Camber after a vehicle is built or when servicing the suspension components. Thus Caster and Camber are not normally considered an adjustable specification when performing an alignment on this vehicle. Though Caster and Camber are not adjustable they should be checked during the alignment procedure to ensure they meet the manufacturers specifications.
If front camber does not meet the vehicle alignment specifications, it can be adjusted using a Mopar
Service Kit developed to allow for camber adjustment. If a vehicle’s front camber does not meet required specifications, the vehicles suspension components should be inspected for any signs of damage or bending and the vehicle ride height should be checked to verify it is within required specification.
This inspection must be done before using the
Mopar Service Kit for setting camber to the vehicle specification.
CAUTION: Do not attempt to adjust the vehicles
Caster or Camber by heating, bending or by performing any other modification to the vehicle’s front suspension components.
(1) Correctly position the vehicle on the alignment rack. Then install all required alignment equipment on the vehicle, per the alignment equipment manufacturers specifications.
NOTE: Prior to reading each alignment specification, front and rear of vehicle should be jounced an equal number of times. Induce jounce (rear first then front) by grasping center of bumper and jouncing each end of vehicle an equal number of times.
Bumper should always be released when vehicle is at the bottom of the jounce cycle.
(2) Correctly jounce vehicle and then read the vehicle’s current front and rear alignment settings.
Compare the vehicle’s current alignment settings to the vehicle specifications for camber, caster and Toein. See Alignment Specifications in this group of the service manual for the required specifications. If front and rear camber readings are within required specifications proceed to step Step 3 for the Toe-in adjustment procedure if required. If Camber readings are not within specifications refer to step Step 1 in the front camber adjustment cam bolt adjustment procedure.
SUSPENSION 2 - 5
CAMBER ADJUSTMENT CAM BOLT PACKAGE INSTALLATION
PROCEDURE
(1) If the front camber readings obtained are not within the vehicle’s specifications, use the following procedure and the Mopar Clevis Bolt Service Kit to provide camber adjustment. The kit contains 2 flange bolts, 2 cam bolts, and 2 dog bone washers. These components of the service kit are necessary to assemble the strut to the steering knuckle, after modification of the strut clevis bracket.
(2) Verify that the strut and steering knuckle are not bent or otherwise damaged. If either component is bent or show other signs of damage, replace required component(s) and check the camber setting again. Refer to Strut Damper Assembly Service in this group of the service manual for the required strut replacement procedure.
(3) If no component is bent or damaged, use the following procedure for modifying the strut clevis bracket and adjusting the camber setting.
(4) Raise front of vehicle until tires are not supporting the weight of the vehicle. Then remove wheel and tire assembly from the location on the vehicle requiring the strut to be modified.
CAUTION: When removing the steering knuckle from the strut clevis bracket, do not put a strain on the brake flex hose. Also, do not let the weight of the steering knuckle assembly be supported by the brake flex hose when removed from the strut assembly. If necessary use a wire hanger to support the steering knuckle assembly or if required remove the brake flex hose from the caliper assembly.
CAUTION: The steering knuckle strut assembly attaching bolts are serrated and must not be turned during removal. Remove nuts while holding bolts stationary in the steering knuckles.
(5) Remove the top and bottom, strut clevis bracket to steering knuckle attaching bolts (Fig. 2) and discard. Separate the steering knuckle from the strut clevis bracket and position steering knuckle so it is out of the way of the strut.
CAUTION: When slotting the bottom mounting hole on the strut clevis bracket, do not enlarge the hole beyond the indentations (Fig. 3) on the sides of the strut clevis bracket.
2 - 6 SUSPENSION
SERVICE PROCEDURES (Continued)
NS
Fig. 2 Clevis Bracket To Steering Knuckle Attaching
Bolts
(6) Using an appropriate grinder and grinding wheel slot the bottom hole (Fig. 3) in both sides of the strut clevis bracket. When grinding slot do not go beyond the indentation area on the sides of the clevis bracket (Fig. 3).
Fig. 4 Mopar Service Kit Bolts Correctly Installed bolts. Then install the nuts from the original attaching bolts onto the replacement bolts from the service kit. Tighten the bolts just enough to hold the steering knuckle in position when adjusting camber, while still allowing the steering knuckle to move in clevis bracket.
Fig. 3 Strut Clevis Bracket Bolt Hole Grinding Area
CAUTION: After slotting the strut clevis bracket hole, do not install the original attaching bolts when assembling the steering knuckle to the strut assembly. Only the flange bolts, cam bolts, and dog bone washers from the Mopar Clevis Bolt Service Kit, can be used to attach the steering knuckle to the strut after the mounting hole is slotted.
(7) Install the flanged bolt (Fig. 4) from the Mopar
Clevis Bolt Service Kit, into the top clevis bracket to steering knuckle mounting hole. Install the cam bolt
(Fig. 4) into the bottom clevis bracket to steering knuckle mounting hole.
(8) Install the dog bone washer (Fig. 5) on the steering knuckle to strut clevis bracket attaching
Fig. 5 Dog Bone Washer And Nuts Installed On
Attaching Bolts
(9) Lower vehicle until the full weight of the vehicle is supported by the vehicles’ suspension. Then correctly jounce the front and rear of vehicle an equal amount of times.
(10) Adjust the front camber to the preferred setting by rotating the lower eccentric cam bolt (Fig. 6) against the cam stop areas on the strut clevis bracket. When camber is correctly set, tighten the upper strut clevis bracket bolt and lower cam bolt.
Again jounce front and rear of vehicle an equal amount of times and verify front camber setting. See
Alignment Specifications in this group of the service manual for required specifications.
NS
SERVICE PROCEDURES (Continued)
SUSPENSION 2 - 7
(3) Loosen front inner to outer tie rod end jam nuts (Fig. 7). Grasp inner tie rods at serrations and rotate inner tie rods of steering gear (Fig. 7) to set front Toe to the preferred Toe specification. See
Alignment Specifications in this group of the service manual for preferred specification.
Fig. 6 Camber Adjustment Cam Bolt
(11) When vehicle is at correct camber setting torque both front strut to steering knuckle attaching bolts to 90 N·m (65 ft. lbs.) plus an additional 1/4 turn after required torque is met.
(12) If Toe readings obtained are not within the required specification range, adjust Toe to meet the preferred specification setting. Toe is adjustable using the following Toe setting procedure.
FRONT TOE SETTING PROCEDURE
(1) Prepare vehicle as described in the Pre-Alignment Vehicle Inspection procedure.
(2) Center steering wheel and lock in place using a steering wheel clamp.
CAUTION: Do not twist front inner tie rod to steering gear rubber boots during front wheel Toe adjustment.
Fig. 7 Front Wheel Toe Adjustment
(4) Tighten tie rod jam nuts (Fig. 7) to 75 N·m (55 ft.lbs.) torque.
(5) Adjust steering gear to tie rod boots at tie rod.
(6) Remove steering wheel clamp.
SPECIFICATIONS
ALIGNMENT SPECIFICATIONS
All alignment specifications are to be checked and adjusted with the vehicle at its correct ride height.
Refer to the ride height specifications listed in the following alignment specifications chart.
2 - 8 SUSPENSION
SPECIFICATIONS (Continued)
NS
ALIGNMENT ANGLE TIRE SIZES
P205/75/R14
P215/65/R15
+0.15° +or- 0.40° * FRONT INDIVIDUAL CAMBER IN
DEGREES............................................
Front Side To Side Camber
Difference Not To Exceed...................
** FRONT INDIVIDUAL CASTER IN
DEGREES............................................
Front Side To Side Caster Difference
Not To
Exceed.....................................
*** FRONT INDIVIDUAL TOE
RIGHT/
LEFT.........................................
FRONT TOTAL
TOE....................................................
Specified In Degrees
0.00° - 0.50° MAX
+1.40° + or - 1.00°
0.00° - 1.00° MAX
+0.05°+or- 0.10°
+0.10° +or- 0.20°
FRONT SIDE TO SIDE TOE
DIFFERENTIAL.....................................
0.00° - 0.06° MAX
****REAR INDIVIDUAL CAMBER IN
DEGREES............................................
+0.00° +or- 0.25°
REAR INDIVIDUAL TOE RIGHT/
LEFT........................................
**** REAR TOTAL TOE.....................
Specified In Degrees
TOE OUT: When Backed On
Alignment Rack Is TOE In When
Driving
0.00° +or- 0.40°
0.00° +or- 0.40°
****REAR THRUST ANGLE................
0.00° +or- 0.30°
STEERING WHEEL
ANGLE................
FRONT RIDE HEIGHT (MEASURED
AT TOP OF FENDER WHEEL
OPENING)............................................
0.00° +or- 2.50°
747.5 mm +or-10.0mm
FRONT RIDE HEIGHT SIDE TO
SIDE
DIFFERENTIAL.....................................
0.0 mm 12.5 mm MAX
*****REAR RIDE HEIGHT
(MEASURED AT TOP OF FENDER
WHEEL
OPENING)............................................
*****REAR RIDE HEIGHT SIDE TO
SIDE
DIFFERENTIAL.....................................
766.0 mm +or-10.0mm
0.0 mm 12.5 mm MAX
TIRE SIZES
P205/75/R15
P215/65/R16
+0.05° +or- 0.40°
0.00° - 0.50° MAX
+1.40° + or - 1.00°
0.00° - 1.00° MAX
+0.05° +or- 0.10°
+0.10° +or- 0.20°
0.00° - 0.06° MAX
+0.00° +or- 0.25°
0.00° +or- 0.40°
0.00° +or- 0.40°
0.00° +or- 0.30°
0.00° +or- 2.50°
753.5 mm +or-10.0mm
0.0 mm 12.5 mm MAX
772.0 mm +or-10.0mm
0.0 mm 12.5 mm MAX
ALTERNATIVE FUELS
C.N.G.
ELECTRIC
+0.15° +or- 0.40°
0.00° - 0.50° MAX
+1.40° +or- 1.00°
0.00° - 1.00° MAX
+0.05° +or- 0.10°
+0.10° +or- 0.20°
0.00° - 0.06° MAX
-0.10° +or- 0.25
0.00° +or- 0.40°
0.00° +or- 0.40°
0.00° +or- 0.30°
0.00° +or- 2.50°
783.5 mm +or-10.0mm
0.0 mm 12.5 mm MAX
802.5 mm +or-10.0mm
0.0 mm 12.5 mm MAX
* Camber is adjustable using the Mopar Camber Adjustment Service Kit. Refer to the Mopar
Parts Catalog for the required service kit part number.
** Caster is not adjustable. If found to be out of specification check for proper ride heights and damaged/worn out suspension components and replace as necessary.
*** Toe-In is positive.
**** Toe, Camber and thrust angle are not adjustable. If found to be out of specification check for proper ride heights and damaged/worn out suspension components and replace as necessary.
***** When Measuring ride heights: 1) Ensure that the tire pressures are correct. 2) Jounce the vehicle at the bumper several times and release at the bottom of the stroke. 3) Measure from the ground to the outboard, lower, center section of the fender wheel well opening. Ride heights are not adjustable. If found to be out of specification check for damaged and/or worn out suspension components and replace as necessary.
NS SUSPENSION 2 - 9
FRONT SUSPENSION
DESCRIPTION AND OPERATION
BALL JOINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
COIL SPRING . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
FRONT SUSPENSION DESCRIPTION . . . . . . . . . 9
HUB AND BEARING ASSEMBLY . . . . . . . . . . . . 10
LOWER CONTROL ARM . . . . . . . . . . . . . . . . . . 10
Mc PHERSON STRUT ASSEMBLY . . . . . . . . . . . 10
STABILIZER BAR ATTACHING LINK . . . . . . . . . . 10
STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . 10
STEERING KNUCKLE . . . . . . . . . . . . . . . . . . . . 10
SUSPENSION CRADLE (CROSSMEMBER) . . . . . 9
WHEEL MOUNTING STUDS . . . . . . . . . . . . . . . . 11
DIAGNOSIS AND TESTING
BALL JOINT (LOWER) . . . . . . . . . . . . . . . . . . . . 12
HUB AND BEARING ASSEMBLY . . . . . . . . . . . . 12
LOWER CONTROL ARM . . . . . . . . . . . . . . . . . . 12
Mc PHERSON STRUT . . . . . . . . . . . . . . . . . . . . 11
STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . 12
STEERING KNUCKLE . . . . . . . . . . . . . . . . . . . . 12
DESCRIPTION AND OPERATION
FRONT SUSPENSION DESCRIPTION
An independent Mc Pherson Strut type front suspension is used on these vehicles. Vertical shock absorbing Mc Pherson Struts attach to the top of the steering knuckle and to the front strut tower. This interconnection between the steering knuckle and the body of the vehicle, provides for the correct steering knuckle position. This steering knuckle position provides for the correct front Caster and Camber settings for the vehicle, at the time the vehicle is designed.
Lower control arms are attached inboard to the cast aluminum front suspension cradle and outboard to the bottom of the steering knuckle. Attachment of the lower control arm to the steering knuckle is done through a ball joint in the lower control arm.
During steering maneuvers, the strut and the steering knuckle (through the ball joint and a pivot bearing in the strut’s upper retainer) turn as an assembly.
SUSPENSION CRADLE (CROSSMEMBER)
This vehicle uses a one piece cast aluminum cradle for the front suspension. The cradle is used as the
INDEX page page
SERVICE PROCEDURES
SUSPENSION CRADLE THREAD REPAIR
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 12
REMOVAL AND INSTALLATION
BALL JOINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
FRONT WHEEL MOUNTING STUDS . . . . . . . . . 28
HUB AND BEARING ASSEMBLY . . . . . . . . . . . . 25
LOWER CONTROL ARM . . . . . . . . . . . . . . . . . . 19
Mc PHERSON STRUT . . . . . . . . . . . . . . . . . . . . 13
REAR WHEEL MOUNTING STUDS . . . . . . . . . . 29
STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . 23
STEERING KNUCKLE . . . . . . . . . . . . . . . . . . . . 14
DISASSEMBLY AND ASSEMBLY
BALL JOINT SEAL BOOT . . . . . . . . . . . . . . . . . . 33
LOWER CONTROL ARM FRONT BUSHING . . . . 34
LOWER CONTROL ARM REAR BUSHING . . . . . 35
Mc PHERSON STRUT . . . . . . . . . . . . . . . . . . . . 30
STABILIZER BAR BUSHING . . . . . . . . . . . . . . . . 35
SPECIFICATIONS
FRONT SUSPENSION FASTENER TORQUES . . 36
SPECIAL TOOLS
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . 37
attaching points for the lower control arms, stabilizer bar and steering gear. The cradle also has the power steering hoses and the chassis brake tubes attached to it.
The cradle is mounted to the front frame rails at four points, two on each side of the vehicle. The cradle is isolated from the body of the vehicle using four isolators, one located at each mounting bolt location.
WARNING: If a threaded hole in the suspension cradle needs to be repaired, only use the type of thread insert and installation procedure specified for this application.
The threaded holes in the cradle that are used for attachment of the lower control arm rear bushing retainer, power steering hose and chassis brake tubes can be repaired. The repair is done by the installation of a Heli-Coil t thread insert which has been specifically developed for this application. Refer to the Mopar
Parts Catalog for the specified Heli-Coil thread insert to be used for this application. The procedure for installing the Heli-Coil t thread insert is detailed in the Service Procedures section in this group of the service manual.
2 - 10 SUSPENSION
DESCRIPTION AND OPERATION (Continued)
Mc PHERSON STRUT ASSEMBLY
The front suspension of the vehicle is supported by coil springs positioned around the strut assembly.
The springs are contained between an upper seat, located just below the top strut mount assembly and a lower spring seat on the strut fluid reservoir.
The top of each strut assembly is bolted to the upper fender reinforcement (strut tower) through a rubber isolated mount.
The bottom of the strut assembly attaches to the steering knuckle with two through bolts. Caster is a fixed setting on all vehicles and is not adjustable when an alignment is performed. In the event the camber setting on a vehicle requires adjustment, a service strut is available which will provide a method by which the camber can be adjusted.
The strut assemblies on this vehicle are inter-connected by the front stabilizer bar through 2 link assemblies attaching the struts to the stabilizer bar.
STEERING KNUCKLE
The steering knuckle (Fig. 1) is a single casting with legs machined for attachment of the strut damper, steering linkage, disc brake caliper, and lower control arm ball joint. The steering knuckle also has the front hub/bearing assembly mounted to it. The hub is positioned through the bearing and knuckle, with the constant velocity stub shaft splined through the hub.
NS using a pivot bolt through the center of the front pivot bushing, and a retainer which traps the rear bushing in the crossmember.
The ball joint is pressed into the control arm and has a non-tapered stud with a notch for clamp bolt clearance. The stud is clamped and locked into the steering knuckle leg with a clamp bolt.
The ball joint is lubricated for the life of the vehicle and does not require any periodic lubrication.
STABILIZER BAR
The stabilizer bar interconnects both Mc Pherson strut assemblies of the vehicle and is attached through rubber isolator bushings to the front suspension cradle
Jounce and rebound movements affecting one wheel are partially transmitted to the opposite wheel to stabilize body roll.
Attachment of the stabilizer bar to the front suspension cradle is through 2 rubber-isolator bushings and bushing retainers. The stabilizer bar to Mc Pherson strut assembly attachment is done utilizing a sway bar attaching link. All parts of the stabilizer bar are serviceable, and the stabilizer bar to crossmember bushings are split for easy removal and installation. The split in the stabilizer bar to crossmember bushing should be positioned toward the rear of the vehicle, with the square corner down toward the ground, when the stabilizer bar is installed in the vehicle.
Fig. 1 Front Steering Knuckle
LOWER CONTROL ARM
The lower control arm is an iron casting. The lower control arm is mounted to and isolated from the body of the vehicle using 2 types of rubber bushings. The front lower control arm bushing is the spool type and is pressed into the lower control arm, while the rear uses a bushing that is pushed over a stem on the lower control arm. The front and rear of the lower control arm is mounted to the cast crossmember
STABILIZER BAR ATTACHING LINK
The stabilizer bar attaching links are used to attach each end of the stabilizer bar to the front strut assemblies. This reduces the fore-and-aft rate of the stabilizer bar from the rest of the vehicle’s front suspension.
HUB AND BEARING ASSEMBLY
The Unit III Front Hub and Bearing Assembly is used on all front wheel drive vans.
All hub and bearing assemblies mount to the steering knuckle the same way, but very by the wheel size on the vehicle. Vehicles equipped with 14 inch wheels have a 4 inch wheel mounting stud pattern. Vehicles equipped with 15 inch wheels have a 4 1/2 inch wheel mounting stud pattern. If a hub and bearing assembly needs to be replaced, be sure that the replacement assembly has the same size wheel mounting stud pattern as the original part.
This unit is serviced only as a complete assembly.
It is mounted to the steering knuckle by four mounting bolts that are removed from the rear of the steering knuckle.
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DESCRIPTION AND OPERATION (Continued)
COIL SPRING
Coil springs are rated separately for each corner or side of the vehicle depending on optional equipment and type of vehicle service. During service procedures when both springs are removed, mark springs to ensure installation in original position. Each coil spring comes with a plastic sleeve on the second coil of the spring. This plastic sleeve is a noise insulator for the coil spring.
NOTE: If coil springs require replacement, be sure that the springs needing replacement, are replaced with springs meeting the correct load rating for the vehicle and its specific options.
SUSPENSION 2 - 11 knuckle to replace the wheel attaching studs in the hub and bearing assembly.
DIAGNOSIS AND TESTING
Mc PHERSON STRUT
(1) Inspect for damaged or broken coil springs (Fig. 3).
(2) Inspect for torn or damaged strut assembly dust boots (Fig. 3).
(3) Inspect the coil spring isolator on the lower spring seat, (Fig. 3) for any signs of damage or deterioration.
BALL JOINT
The ball joint (Fig. 2) is pressed into the lower control arm. The ball joint has a non-tapered stud with a notch (Fig. 2) to provide clearance for the steering knuckle clamp bolt and to provide retention of the ball stud in the steering knuckle. The ball joint stud is clamped and locked into the steering knuckle leg using a pinch bolt. The ball joint used on this vehicle is replaceable and if found defective can be serviced as a separate component of the lower control arm assembly.
Fig. 3 Mc Pherson Strut Assembly Inspection
(4) Lift dust boot (Fig. 4) and inspect strut assembly for evidence of fluid running from the upper end of fluid reservoir. (Actual leakage will be a stream of fluid running down the side and dripping off lower end of unit). A slight amount of seepage between the strut rod and strut shaft seal is not unusual and does not affect performance of the strut assembly (Fig. 4). Also inspect jounce bumpers for signs of damage or deterioration.
Fig. 2 Ball Joint Assembly
WHEEL MOUNTING STUDS
If wheel attaching studs need to be replaced in the hub and bearing assembly the studs CAN NOT be hammered out of the hub flange. If a stud is removed by hammering it out of the bearing flange, damage to the hub and bearing assembly will occur leading to premature bearing failure.
Use the procedure and special tools shown in the service procedures section for the wheel mounting studs when replacing the wheel attaching studs.
The hub and bearing assembly does not require removal from the steering knuckle or the rear
Fig. 4 Strut Assembly Leakage Inspection
2 - 12 SUSPENSION
DIAGNOSIS AND TESTING (Continued)
STEERING KNUCKLE
The front suspension knuckle is not a repairable component of the vehicles front suspension IT MUST
BE REPLACED. If bent, broken or damaged in any way, do not attempt to straighten or repair the steering knuckle.
Service replacement of the front hub/bearing assembly can be done with the front steering knuckle remaining on the vehicle.
LOWER CONTROL ARM
If damaged, the lower control arm casting is serviced only as a complete component. Inspect lower control arm for signs of damage from contact with the ground or road debris. If lower control arm shows any sign of damage, inspect lower control arm for distortion. Do not attempt to repair or straighten a broken or bent lower control arm.
The serviceable components of the lower control arm are: the ball joint assembly, ball joint assembly grease seal and control arm bushings. Inspect both control arm bushings for severe deterioration, and replace if required. Inspect ball joint per inspection procedure in this section of the service manual and replace if required. Service procedures to replace these components are detailed in the specific component removal and installation sections in this group of the service manual.
BALL JOINT (LOWER)
With the weight of the vehicle resting on the road wheels, grasp the grease fitting as shown in (Fig. 5) and with no mechanical assistance or added force attempt to rotate the grease fitting.
NS
STABILIZER BAR
Inspect for broken or distorted sway bar bushings, bushing retainers, and worn or damaged sway bar to strut attaching links. If sway bar to front suspension cradle bushing replacement is required, bushing can be removed from sway bar by opening slit and peeling bushing off sway bar.
HUB AND BEARING ASSEMBLY
The condition of the front hub and bearing assembly is diagnosed using the inspection and testing procedure detailed below.
The bearing contained in the Unit III front hub/ bearing assembly will produce noise and vibration when worn or damaged. The noise will generally change when the bearings are loaded. A road test of the vehicle is normally required to determine the location of a worn or damaged bearing.
Find a smooth level road surface and bring the vehicle up to a constant speed. When vehicle is at a constant speed, swerve the vehicle back and forth from the left and to the right. This will load and unload the bearings and change the noise level.
Where axle bearing damage is slight, the noise is usually not noticeable at speeds above 30 m.p.h..
Fig. 5 Checking Ball Joint Wear
If the ball joint is worn the grease fitting will rotate easily. If movement is noted, replacement of the ball joint is recommended.
SERVICE PROCEDURES
SUSPENSION CRADLE THREAD REPAIR
PROCEDURE
WARNING: When performing this procedure use only the thread inserts which are specified in the
Mopar Parts Catalog for this repair procedure.
These thread inserts have been specifically developed for this application and use of other types of thread inserts can result in an inferior long term repair.
The threaded holes in the front suspension cradle, if damaged, can repaired by installing a Heli-Coil t thread insert.
The threaded holes that are repairable using the thread insert, are the lower control arm rear bushing retainer mounting bolt holes, routing bracket attaching locations for the power steering hoses, and brake hose attachment holes.
This repair procedure now allows the threaded holes in the suspension crossmember to be repaired, eliminating the need to replace the crossmember if damage occurs to one of the threaded holes.
The thread inserts for this application are specified by part number in the Mopar Parts Catalog. Do not use a substitute thread insert.
The specific tools and equipment required to install the thread insert are listed below. Refer to the
NS
SERVICE PROCEDURES (Continued) instructions included with the thread insert for the detailed procedure used for the installation of the thread insert.
NOTE: The thread inserts for this application are for the repair of M8x1.25 and M10x1.5 threads. Be sure the correct tools are used for the required thread insert size.
SUSPENSION 2 - 13
TOOL REQUIREMENT FOR M8x1.25 Thread
• 8.3mm (5/16 in.) Drill Bit
• 120° Countersink
• Heli-Coil t Tap #4863-8
•
Heli-Coil t
Gage #4624-8
•
Heli-Coil t
Hand Inserting Tool 7751-8
•
Needle Nose Pliers – For Removal Of Thread
Insert Driving Tang
TOOL REQUIREMENT FOR M10x1.5 Thread
• 10.5mm (25/64 in.) Drill Bit
• 120° Countersink
• Heli-Coil t Tap #4863-10
• Heli-Coil t Gage #4624-10
• Heli-Coil t Hand Inserting Tool 7751-10
• Needle Nose Pliers – For Removal Of Thread
Insert Driving Tang
Fig. 6 Brake Hose And Speed Sensor Cable Routing
(5) Remove the stabilizer bar attaching link (Fig.
7) from the bracket on the strut assembly.
REMOVAL AND INSTALLATION
Mc PHERSON STRUT
REMOVAL
WARNING: DO NOT REMOVE THE NUT FROM THE
STRUT ROD WHILE STRUT ASSEMBLY IS
INSTALLED IN VEHICLE, OR BEFORE STRUT
ASSEMBLY SPRING IS COMPRESSED.
(1) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this service manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the wheel and tire assembly from location on front of vehicle requiring strut removal.
(3) If both strut assemblies are to be removed, mark the strut assemblies right or left according to which side of the vehicle they were removed from.
(4) Remove the hydraulic brake hose routing bracket and the speed sensor cable routing bracket from the strut damper brackets (Fig. 6).
NOTE: When removing nut from stud of stabilizer bar attaching link, do not allow stud to rotate. Hold stud from rotating by inserting a Torx Plus 40IP bit in the end of the stud as shown in (Fig. 7).
Fig. 7 Stabilizer Bar Link To Strut Attachment
CAUTION: The steering knuckle to strut assembly attaching bolts are serrated and must not be turned during removal. Remove nuts while holding bolts stationary in the steering knuckles.
(6) Remove the 2 strut assembly clevis bracket to steering knuckle attaching bolts (Fig. 8).
(7) Remove the 3 nuts attaching the strut assembly upper mount to the strut tower (Fig. 9).
INSTALLATION
(1) Install strut assembly into strut tower, aligning and installing the 3 studs on the upper strut mount into the holes in shock tower. Install the 3 upper strut mount attaching nut/washer assemblies (Fig.
9). Then using a crow foot. tighten the 3 attaching nuts to a torque of 28 N·m (250 in. lbs.).
2 - 14 SUSPENSION
REMOVAL AND INSTALLATION (Continued)
NS
(3) Install stabilizer bar attaching link (Fig. 7) on bracket of strut assembly. Install stabilizer bar attaching link to strut bracket attaching nut.
NOTE: When torquing nut on stud of stabilizer bar attaching link, do not allow stud to rotate. Hold stud from rotating by inserting a Torx Plus 40IP bit in the end of the stud as shown in (Fig. 10).
(4) Tighten the stabilizer bar link to strut attaching nut using a Torx Plus 40IP bit and crowfoot as shown in (Fig. 10) to a torque of 88 N·m (65 ft. lbs.).
Fig. 8 Strut Damper Attachment To Steering
Knuckle
Fig. 9 Strut Assembly To Strut Tower Attaching
Nuts
CAUTION: The steering knuckle to strut assembly attaching bolts are serrated and must not be turned during installation. Install nuts while holding bolts stationary in the steering knuckles.
(2) Align strut assembly with steering knuckle.
Position arm of steering knuckle into strut assembly clevis bracket. Align the strut assembly clevis bracket mounting holes with the steering knuckle mounting holes. Install the 2 strut assembly to steering knuckle attaching bolts (Fig. 8). If strut assem- bly is attached to steering knuckle using a cam bolt, the cam bolt must be installed in the lower slotted hole on strut clevis bracket. Also, attaching bolts should be installed with the nuts facing the front of the vehicle (Fig. 8).
Tighten the strut assembly to steering knuckle attaching bolts to a torque of 88 N·m (65 ft. lbs.) plus an additional 1/4 turn after specified torque is met.
Fig. 10 Torquing Stabilizer Bar Link To Strut
Attaching Nut
(5) Install hydraulic brake hose and speed sensor cable routing brackets on the strut assembly brackets
(Fig. 6). Tighten the routing bracket attaching bolts to a torque of 13 N·m (10 ft. lbs.).
(6) Install the wheel/tire assembly on the vehicle.
(7) Install and tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification.
Then repeat the tightening sequence to the full specified torque of 135 N·m (100 ft. lbs.).
STEERING KNUCKLE
REMOVE
(1) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication And Maintenance Section of this manual for the required lifting procedure to be used for this vehicle.
(2) Remove the cotter pin and nut lock (Fig. 11) from the end of the stub axle.
(3) Remove the wheel and tire assembly from the vehicle.
(4) Remove the wave washer (Fig. 12) from the end of the stub axle
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REMOVAL AND INSTALLATION (Continued)
SUSPENSION 2 - 15
Fig. 11 Hub/Bearing To Stub Axle Retaining Nut
Fig. 13 Front Disc Brake Caliper Attaching Bolts
Fig. 12 Wave Washer
CAUTION: Wheel bearing damage will result if after loosening hub nut, vehicle is rolled on the ground or the weight of the vehicle is allowed to be supported by the tires.
(5) With the vehicle’s brakes applied to keep hub from turning, loosen and remove the stub axle to hub nut.
(6) Remove the 2 front disc brake caliper to steering knuckle attaching bolts (Fig. 13).
(7) Remove the disc brake caliper from the steering knuckle. Caliper is removed by first rotating top of caliper away from steering knuckle and then removing bottom of caliper out from under machined abutment on steering knuckle (Fig. 14).
(8) Support disc brake caliper assembly by using a wire hook and suspending it from the strut assembly
(Fig. 15). Do not allow the brake caliper assem- bly to hang by the brake flex hose.
Fig. 14 Brake Caliper Mounting To Steering Knuckle
Fig. 15 Correctly Supported Disc Brake Caliper
2 - 16 SUSPENSION
REMOVAL AND INSTALLATION (Continued)
(9) Remove the brake rotor from the hub and bearing assembly (Fig. 16).
NS
Fig. 18 Tie Rod End Removal From Steering
Knuckle Arm
Fig. 16 Remove/Install Brake Rotor
(10) Remove nut attaching outer tie rod end to steering knuckle (Fig. 17). Nut is to be removed from tie rod end using the following procedure, hold tie rod end stud with a 11/32 socket while loosening and removing nut with a wrench.
Fig. 19 Front Wheel Speed Sensor installed from the rear facing the front on the vehicle.
Fig. 17 Removing Tie Rod End Attaching Nut
(11) Remove tie rod end from steering knuckle using Remover, Special Tool MB-991113 (Fig. 18).
(12) Remove the front wheel speed sensor (Fig. 19) from the steering knuckle.
(13) If equipped, remove the wheel stop (Fig. 20) from the steering knuckle. When installing the pinch bolt when assembling the steering knuckle to the ball joint, the pinch bolt must be
Fig. 20 Wheel Stop Location On Steering Knuckle
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REMOVAL AND INSTALLATION (Continued)
(14) Remove the steering knuckle to ball joint stud, clamping nut and bolt (Fig. 21) from the steering knuckle.
SUSPENSION 2 - 17
Fig. 21 Control Arm To Steering Knuckle
Attachment
(15) Using a pry bar, separate steering knuckle from ball joint stud (Fig. 22). Note: Use caution when separating ball joint stud from steering knuckle, so ball joint seal does not get cut.
Fig. 23 Steering Knuckle Separation From
Driveshaft
CAUTION: The steering knuckle to strut assembly attaching bolts are serrated and must not be turned during removal. Remove nuts while holding bolts stationary in the steering knuckles.
(17) Remove the 2 steering knuckle to strut damper clevis bracket attaching bolts (Fig. 24).
Fig. 22 Separating Ball Joint Stud From Steering
Knuckle
NOTE: Care must be taken not to separate the inner C/V joint during this operation. Do not allow driveshaft to hang by inner C/V joint after removing outer C/V Joint from the hub/bearing assembly in steering knuckle, end of driveshaft must be supported.
(16) Pull steering knuckle assembly out and away from the outer C/V joint of the driveshaft assembly
(Fig. 23).
Fig. 24 Strut To Steering Knuckle Attaching Bolts
(18) Remove the steering knuckle from the strut.
INSTALL
(1) Transfer, or install if necessary, a new hub/ bearing assembly into the steering knuckle. Refer to
Hub And Bearing Assembly Service in this section of the service manual for the required removal and installation procedure for the front hub/bearing assembly.
CAUTION: The steering knuckle to strut assembly attaching bolts are serrated and must not be turned during installation. Install nuts while holding bolts stationary in the steering knuckles.
2 - 18 SUSPENSION
REMOVAL AND INSTALLATION (Continued)
CAUTION: If the vehicle being serviced is equipped with eccentric strut assembly attaching bolts, the eccentric bolt must be installed in the bottom (slotted) hole on the strut clevis bracket
(Fig. 25).
NS
Fig. 25 Correctly Installed Eccentric Attaching Bolt
(2) Install steering knuckle back in clevis bracket of strut damper assembly (Fig. 24). Install the strut damper to steering knuckle attaching bolts. Tighten both attaching bolts to a torque of 90 N·m (65 ft. lbs.) plus an additional 1/4 turn.
(3) Slide drive shaft back into front hub and bearing assembly. Then install steering knuckle onto the stud of the ball joint assembly (Fig. 23).
(4) Install a NEW steering knuckle to ball joint stud, clamping bolt and nut (Fig. 21). Tighten the clamping bolt and nut to a torque of 145 N·m (105 ft.
lbs.).
(5) Install tie rod end into steering knuckle. Start attaching nut onto stud of tie rod end. While holding stud of tie rod end stationary using a 11/32 socket,
(Fig. 17) tighten tie rod end to steering knuckle attaching nut. Then using a crowfoot and 11/32 socket (Fig. 26), tighten the tie rod end attaching nut to a torque of 54 N·m (40 ft. lbs.).
(6) Install braking disc on hub and bearing assembly (Fig. 16).
(7) Install disc brake caliper assembly on steering knuckle. Caliper is installed by first sliding bottom of caliper under abutment on steering knuckle, and then rotating top of caliper against top abutment
(Fig. 14).
(8) Install disc brake caliper assembly to steering knuckle attaching bolts (Fig. 13). Tighten the disc brake caliper assembly attaching bolts to a torque of
35 N·m (30 ft. lbs.).
(9) Clean all foreign matter from the threads of the outer C/V joint stub axle. Install the washer and stub axle to hub/bearing assembly nut on stub axle and securely tighten nut.
Fig. 26 Torquing Tie Rod End Attaching Nut
(10) Install wheel speed sensor and mounting bolt
(Fig. 19) on steering knuckle. Tighten the speed sensor attaching bolt to a torque of 7 N·m (60 in. lbs.).
(11) Install front wheel and tire assembly. Install and tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half the required specification. Then repeat the tightening sequence to the full specified torque of 135 N·m (100 ft. lbs.).
(12) Lower vehicle.
(13) With the vehicle’s brakes applied to keep hub from turning, tighten the hub nut to a torque of 203
N·m (150 ft. lbs.) (Fig. 27).
Fig. 27 Torquing Front Stub Axle To Hub Nut
(14) Install the spring wave washer on the end of the stub axle.
(15) Install the hub nut lock, and a new cotter pin
(Fig. 11). Wrap cotter pin prongs tightly around the hub nut lock as shown in (Fig. 11).
(16) Set front Toe on vehicle to required specification. Use procedure listed under Wheel Alignment, in the Front Suspension Service Procedures section of this service manual.
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REMOVAL AND INSTALLATION (Continued)
LOWER CONTROL ARM
REMOVE
(1) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove wheel and tire assembly from the side of vehicle requiring service to the lower control arm.
(3) Remove the wheel stop (Fig. 28) from the steering knuckle. When installing the pinch bolt when assembling the steering knuckle to the ball joint, the pinch bolt must be installed from the rear facing the front on the vehicle (Fig. 28).
SUSPENSION 2 - 19
NOTE: The attaching bolts for the cradle plate are of two different thread sizes. Nine of the bolts are a
M-14 thread and one of the bolts is a M-12 thread.
Refer to (Fig. 30) for the cradle plate attaching bolt locations.
(5) Remove the 10 bolts (Fig. 30) attaching the cradle plate to the front suspension cradle. Then remove the cradle plate from the cradle.
Fig. 28 Wheel Stop Location On Steering Knuckle
(4) Remove the nut and bolt clamping the steering knuckle to the ball joint stud. (Fig. 29)
Fig. 30 Front Suspension Cradle Plate And
Mounting Bolts
CAUTION: Pulling steering knuckle out from vehicle after releasing from ball joint can separate inner
C/V joint. See Driveshafts.
(6) Using a pry bar, separate steering knuckle from ball joint stud (Fig. 31). Use caution when separating ball joint stud from steering knuckle, so ball joint seal does not get cut.
Fig. 29 Control Arm To Steering Knuckle
Attachment
Fig. 31 Separating Ball Joint Stud From Steering
Knuckle
2 - 20 SUSPENSION
REMOVAL AND INSTALLATION (Continued)
(7) Loosen but do not remove the pivot bolt (Fig.
32) attaching the front bushing of the lower control arm to the front suspension cradle.
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Fig. 32 Lower Control Arm Bushing To Cradle Pivot
Bolt
(8) Remove retainer (Fig. 33) attaching rear bushing of lower control arm to front suspension cradle.
Fig. 34 Suspension Cradle To Frame Rail Mounting
Bolts to be lowered for the pivot bolt to clear the transaxle.
(10) Lower the left front corner of the suspension cradle until pivot bolt will clear end of transaxle (Fig.
35). Remove the pivot bolt and the lower control arm from the cradle.
Fig. 33 Control Arm Bushing To Suspension Cradle
Retainer
CAUTION: Make location reference marks where the front suspension cradle is mounted against the front frame rails before loosening and lowering the cradle. This is required so the cradle can be re-installed in the design location to achieve proper front suspension alignment.
(9) Loosen but not fully removing the 2 left side suspension cradle to frame rail attaching bolts (Fig.
34).
NOTE: When removing the left lower control arm from the vehicle, the front suspension cradle needs
Fig. 35 Lowering Front Suspension Cradle
INSTALL
NOTE: If the left lower control arm is being installed on the vehicle the front suspension cradle needs to be lowered for the pivot bolt to clear the transaxle.
(1) Position lower control arm assembly into front suspension cradle. If installing the left lower con- trol arm, pry down on the left front corner of the suspension cradle until the pivot bolt clears
the end of the transaxle (Fig. 35). Install pivot bolt attaching front bushing of lower control arm to front
NS
REMOVAL AND INSTALLATION (Continued) suspension cradle (Fig. 36). Do not tighten or
torque pivot bolt at this time.
SUSPENSION 2 - 21
(5) Install lower control arm ball joint stud into steering knuckle. Then install the bolt and nut, clamping the steering knuckle to the ball joint stud
(Fig. 29). Tighten the clamping bolt to a torque of
145 N·m (105 ft. lbs.).
(6) Install the cradle plate on front suspension cradle and then install the 10 cradle plate to cradle attaching bolts (Fig. 30). Tighten the 9 M-14 attaching bolts (Fig. 30) to a torque of 165 N·m (123 ft.
lbs.). Tighten the 1 M-12 attaching bolt (Fig. 30) to a torque of 108 N·m (80 ft. lbs.).
CAUTION: When locating jack stands under lower control arm, do not place the jack stands under the ball joints (Fig. 38).
(7) Position jack stands under the lower control arms as close to the ball joints as possible (Fig. 38).
Lower the vehicle onto the jack stands, until the jack stands are supporting the total weight of the vehicle
(Fig. 38).
Fig. 36 Lower Control Arm Bushing Pivot Bolt
Correctly Installed
(2) Install retainer (Fig. 37) attaching rear bushing of lower control arm to front suspension cradle.
When installing retainer, be sure raised rib on rear bushing (Fig. 37) is positioned in the groove on the retainer. Do not torque attaching bolts at this time.
Fig. 37 Installing Lower Control Arm Rear Bushing
Retainer
NOTE: If reference marks were not put on the frame rails prior to lowering the suspension cradle,
Refer to group 13 Frame And Bumpers for the cradle positioning procedure.
(3) Raise the front suspension cradle against the front frame rails. Align the cradle with the reference marks on the frame rails.
(4) Tighten the 4 mounting bolts for the front suspension cradle to a torque of 163 N·m (120 ft. lbs.).
Fig. 38 Jack Stands Supporting Vehicle Weight
(8) Tighten front lower control arm pivot bolt (Fig.
36) to a torque of 183 N·m (135 ft. lbs.) first, then tighten rear lower control arm bushing retainer attaching bolts (Fig. 33) to a torque of 68 N·m (50 ft.
lbs.).
(9) Install the wheel/tire assembly on the vehicle.
(10) Install and tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification.
Then repeat the tightening sequence to the full specified torque of 135 N·m (100 ft. lbs.).
(11) Remove jack stands and lower vehicle to the ground.
2 - 22 SUSPENSION
REMOVAL AND INSTALLATION (Continued)
BALL JOINT
REMOVE
(1) Using a screw driver or other suitable tool, pry the seal boot off of the ball joint assembly (Fig. 39)
NS
Fig. 39 Ball Joint Seal Boot Removal
(2) Position receiving cup, Special Tool 6758 to support lower control arm when removing ball joint assembly (Fig. 40). Install Remover, Special Tool
6919 on top of the ball joint assembly (Fig. 40).
Fig. 41 Installation Position Of Ball Joint In Control
Arm
(1) By hand, position ball joint into ball joint bore of lower control arm. Be sure ball joint is not cocked in the bore of the control arm, this will cause the ball joint to bind when being pressed into control arm.
(2) Position control arm with installed ball joint, in an arbor press with Receiving Cup, Special Tool 6758 supporting the lower control arm (Fig. 42). Then center Installer, Special Tool 6908–4 on the bottom of the ball joint (Fig. 42)
Fig. 40 Ball Joint Removal From Lower Control Arm
(3) Using the arbor press, press the ball joint assembly completely out of the lower control arm.
INSTALL
NOTE: When installing ball joint in lower control arm, position the ball joint in control arm so notch in ball joint stud is in the direction shown (Fig. 41).
This will ease assembly of the ball joint to the steering when installing pinch bolt.
Fig. 42 Installing Ball Joint In Control Arm
(3) Carefully align all pieces. Then press the ball joint into the lower control arm until it is completely seated against surface of lower control arm. The ball joint is correctly installed when there is no gap between the ball joint and the lower control arm (Fig.
43). Do not apply excessive force against the ball joint or the lower control arm.
NS
REMOVAL AND INSTALLATION (Continued)
SUSPENSION 2 - 23
Fig. 43 Correctly Installed Lower Ball Joint
CAUTION: When installing the ball joint seal on the ball joint/lower control arm, the shield (Fig. 44) on the ball joint seal must be positioned as shown.
(4) Install a NEW seal boot by hand as far as possible on the ball joint. Installation of the seal boot is to be with the shield positioned as shown (Fig. 44).
Fig. 45 Installing Ball Joint Seal Boot prior to top of seal boot being pushed down below notch in ball joint stud (Fig. 41). Air must vent out of the seal boot at notch when grease is pumped into ball joint, failure to do so will balloon and damage seal boot. Do not over grease the ball joint, this will prevent the seal boot from pushing down on the stud of the ball joint.
CAUTION: After the ball joint is properly greased, clip the end of the grease fitting off below the hex.
The ball joint seal boot is non-purgeable and further greasing is not required and can result in damage to the seal boot.
Fig. 44 Ball Joint Seal Boot Installed Position
CAUTION: Do not use an arbor press to install the sealing boot on the ball joint. Damage to the sealing boot will occur if excessive pressure is applied to the sealing boot when it is being installed.
(5) Place Installer, Special Tool 6758 over seal boot and squarely align it with bottom edge of seal boot
(Fig. 45). Apply hand pressure to Special Tool 6758 until seal boot is pressed squarely against top surface of lower control arm.
CAUTION: A replacement ball joint is not prelubricated. Properly lubricate the replacement ball joint using Mopar Multi–Mile grease or an equivalent.
Lubricate ball joint after seal boot is installed but
STABILIZER BAR
REMOVE
(1) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
NOTE: The attaching bolts for the cradle plate are of two different thread sizes. Nine of the bolts are a
M-14 thread and one of the bolts is a M-12 thread.
Refer to (Fig. 46) for the cradle plate attaching bolt locations.
(2) Remove the 10 bolts (Fig. 46) attaching the cradle plate to the front suspension cradle. Then remove the cradle plate from the cradle.
NOTE: When removing nut from stud of stabilizer bar attaching link, do not allow the stud to rotate.
Hold stud from rotating by inserting a Torx Plus 40
IP bit in the end of the stud (Fig. 47).
2 - 24 SUSPENSION
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 46 Cradle Plate And Mounting Bolts
(3) Remove the nuts (Fig. 47) attaching the stabilizer bar attaching links to the stabilizer bar. Then remove the attaching links from the stabilizer bar.
Fig. 48 Front Stabilizer Bar Bushing Retainers when the stabilizer bar is installed on the vehicle (Fig. 49).
Fig. 47 Stabilizer Bar Link Attachment To Stabilizer
Bar
(4) Remove the stabilizer bar bushing retainers from the front suspension cradle (Fig. 48).
(5) Remove the stabilizer bar and bushings as an assembly from the front suspension cradle.
INSTALL
(1) If the stabilizer bar to front suspension cradle bushings require replacement at time of inspection, install new bushings before installing stabilizer bar.
Bushings are replaced by opening slit on bushings and peeling them off stabilizer bar. Install new bushings on stabilizer bar by spreading bushing at slit and forcing them on the stabilizer bar. Bushings must be installed on stabilizer bar so slit in bushing will be facing toward the rear of vehicle with the square corner toward the ground,
Fig. 49 Correctly Installed Stabilizer Bar To Cradle
Bushing
(2) Position stabilizer bar into front suspension cradle so stabilizer bar bushings are aligned with depressions in cradle. Install stabilizer bar bushing retainers onto crossmember aligning raised bead on retainer with cutouts in bushings (Fig. 50). Do not tighten Stabilizer bar bushing retainers at this time.
(3) Check position of the stabilizer bar in the front suspension cradle. The center of the curved section of the stabilizer bar must be aligned with the raised line in the center of the front suspension cradle (Fig.
51).
(4) Align holes in stabilizer bar with attaching link assemblies. Install the stabilizer bar attaching links into the stabilizer bar and install the attaching nuts
(Fig. 47).
NS
REMOVAL AND INSTALLATION (Continued)
Fig. 50 Stabilizer Bar Bushing Retainer Installation
SUSPENSION 2 - 25
HUB AND BEARING ASSEMBLY
REMOVE
NOTE: Replacement of the Unit III front hub/bearing assembly can be normally done without having to remove the steering knuckle from the vehicle. In the event that the hub/bearing is frozen in the steering knuckle and cannot be removed by hand it will have to be pressed out of the steering knuckle. The steering knuckle will require removal from the vehicle to allow the hub/bearing assembly to be pressed out of the steering knuckle. Refer to Front
Steering Knuckle in this section of the service manual for the required removal and installation procedure.
(1) Remove the cotter pin, and nut lock from the stub axle (Fig. 52).
Fig. 51 Stabilizer Bar Correctly Positioned In Cradle
NOTE: When torquing nut on stud of stabilizer bar attaching link, do not allow the stud to rotate. Hold stud from rotating by inserting a Torx Plus 40 IP bit in the end of the the stud (Fig. 47).
(5) Tighten the stabilizer bar attaching link nuts
(Fig. 47) to a torque of 88 N·m (65 ft. lbs.).
(6) Tighten the stabilizer bar bushing retainer to cradle attaching bolts (Fig. 48) to 68 N·m (50 ft. lbs.) torque.
(7) Install the cradle plate on front suspension cradle and then install the 10 cradle plate to cradle attaching bolts (Fig. 46). Tighten the 9 M-14 attaching bolts (Fig. 46) to a torque of 165 N·m (123 ft.
lbs.). Tighten the 1 M-12 attaching bolt (Fig. 46) to a torque of 108 N·m (80 ft. lbs.).
(8) Lower vehicle.
Fig. 52 Cotter Pin And Nut Lock
(2) Remove the spring wave washer (Fig. 53) from the end of the stub axle.
Fig. 53 Nut Lock Wave Washer
2 - 26 SUSPENSION
REMOVAL AND INSTALLATION (Continued)
CAUTION: Wheel bearing damage will result if after loosening hub nut, vehicle is rolled on the ground or the weight of the vehicle is allowed to be supported by the tires.
(3) With the aid of a helper applying the brakes to keep the front hub from turning, loosen but do not
remove the hub nut. The hub and driveshaft are splined together through the knuckle (bearing) and retained by the hub nut.
(4) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(5) Remove wheel lug nuts, and front tire and wheel assembly.
(6) Remove front disc brake caliper to steering knuckle attaching bolts. (Fig. 54).
NS
Fig. 55 Brake Caliper Assembly Removal/Installation
Fig. 56 Supporting Brake Caliper
Fig. 54 Front Disc Brake Caliper Mounting Bolts
(7) Remove disc brake caliper assembly from steering knuckle. Caliper is removed by first rotating top of caliper away from steering knuckle, and then removing bottom of caliper out from under machined abutment. (Fig. 55)
(8) Support disc brake caliper assembly using a wire hook, (Fig. 56) do not hang caliper assembly by hydraulic hose.
(9) Remove the braking disc from the front hub/ bearing assembly.
(10) Remove the retaining nut and the washer
(Fig. 57) from the end of the stub axle.
(11) Remove the four hub and bearing assembly mounting bolts from the rear of steering knuckle
(Fig. 58).
(12) Remove the hub and bearing assembly from the steering knuckle (Fig. 59).
Fig. 57 Hub/Bearing To Stub Axle Retaining Nut And
Washer
NS
REMOVAL AND INSTALLATION (Continued)
SUSPENSION 2 - 27
Fig. 58 Hub/Bearing Assembly Mounting Bolts
Fig. 60 Hub And Bearing Assembly Mounting
Surfaces steering knuckle. Then tighten the 4 hub and bearing assembly mounting bolts to a torque of 65 N·m (45 ft.lbs.)
(3) Install the hub/bearing assembly to stub shaft washer and retaining nut (Fig. 61).Tighten, but do not torque the hub nut at this time.
Fig. 59 Hub and Bearing Assembly Removal From
Steering Knuckle
INSTALL
CAUTION: Hub and bearing assembly mounting surfaces on the steering knuckle and halfshaft (Fig.
60) must be smooth and completely free of foreign material or nicks prior to installing hub and bearing assembly.
CAUTION: When installing hub and bearing assembly into steering knuckle, be careful not to damage the bearing seal (Fig. 60) on the outer C/V joint.
(1) Install hub/bearing assembly onto stub axle and into steering knuckle until squarely seated on the face of the steering knuckle.
(2) Install the 4 hub/bearing assembly to steering knuckle attaching bolts (Fig. 58). Equally tighten all
4 mounting bolts in a criss-cross pattern until hub/ bearing assembly is squarely seated against front of
Fig. 61 Hub/Bearing To Stub Axle Washer And
Retaining Nut
(4) Install the braking disk on the hub and bearing assembly.
(5) Install front brake caliper back over braking disc and align with caliper mounting holes on steering knuckle (Fig. 55). Caliper is installed by first installing bottom of caliper under machined abutment on bottom of steering knuckle and then rotating top of caliper toward steering knuckle. Install the disc brake caliper to steering knuckle attaching bolts
(Fig. 54) and tighten to a torque of 19 N·m (168 in.
lbs.).
(6) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper
2 - 28 SUSPENSION
REMOVAL AND INSTALLATION (Continued) sequence until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N·m (95 ft. lbs.).
(7) Lower vehicle to the ground.
CAUTION: When tightening hub/bearing assembly to stub shaft retaining nut, do not exceed the maximum torque of 244 N·m (180 ft. lbs.).
(8) With vehicle brakes applied to keep vehicle from moving, torque stub shaft to hub/bearing assembly retaining nut to 244 N·m (180 ft. lbs.).
(9) Check the Toe setting on the vehicle and reset if not within specifications.
FRONT WHEEL MOUNTING STUDS
REMOVE
CAUTION: If a wheel attaching stud needs to be replaced in the hub and bearing assembly the studs
CAN NOT be hammered out of the hub flange. If a stud is removed by hammering it out of the bearing flange, damage to the hub and bearing assembly will occur leading to premature bearing failure.
The following procedure and special tools shown
MUST BE used when replacing wheel attaching studs.
The hub and bearing assembly does not require removal from the steering knuckle to replace wheel attaching studs in the hub and bearing assembly.
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual for the required lifting procedure to be used for this vehicle.
(2) Remove the front wheel and tire assembly from the vehicle.
(3) Remove the front caliper assembly from the front steering knuckle assembly. (Fig. 62) Refer to
Front Disc Brake Service in the Brake Section of this service manual for caliper removal procedure.
(4) Remove front rotor from hub, by pulling it straight off wheel mounting studs. (Fig. 63)
(5) Install a lug nut on the wheel stud to be removed from the hub and bearing assembly, so the threads on the stud are even with end of lug nut.
Install Remover, Special Tool C-4150A on hub and bearing assembly flange and wheel stud (Fig. 64).
(6) Tightening down on special tool will push wheel stud out of the hub and bearing assembly flange. When shoulder of wheel stud is past flange remove special tool from hub and bearing assembly.
Remove lug nut from stud and remove wheel stud from flange.
Fig. 62 Disc Brake Caliper Mounting
NS
Fig. 63 Removing Braking Disc
INSTALL
(1) Install replacement wheel stud into flange of hub and bearing assembly. Install washers on wheel stud, then install a wheel lug nut on stud with flat side of lug nut against washers (Fig. 65).
(2) Tighten the wheel lug nut, pulling the wheel stud into the flange of the hub and bearing assembly.
When the head of the stud is fully seated against the bearing flange, remove lug nut and washers from wheel stud.
(3) Install the braking disk back on the hub and bearing assembly. (Fig. 63)
NS
REMOVAL AND INSTALLATION (Continued)
Fig. 64 Wheel Stud Removal From Hub/Bearing
Assembly
SUSPENSION 2 - 29 stud is removed by hammering it out of the bearing flange, damage to the hub and bearing assembly will occur leading to premature hub and bearing failure.
The following procedure and special tools shown
MUST be used when replacing wheel attaching studs.
The hub and bearing assembly does not require removal from the rear axle for replacement of the wheel attaching studs.
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the rear wheel and tire assembly.
(3) Remove the rear brake drum.
(4) Install a lug nut on the wheel stud to be removed from the hub and bearing assembly (Fig. 66) so the threads on stud are even with end of lug nut.
Install Remover, Special Tool C-4150A on hub and bearing assembly flange and wheel stud (Fig. 66).
Fig. 65 Installing Wheel Stud Into Hub And Bearing
(4) Install front brake caliper back over braking disc and align with caliper mounting holes on steering knuckle (Fig. 62). Refer to Front Disc Brake Service in the Brake Section of this service manual for caliper installation procedure. Install the caliper adapter to steering knuckle attaching bolts and torque to 19 N·m (168 in. lbs.).
(5) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N·m (95 ft. lbs.).
(6) Lower vehicle to the ground.
REAR WHEEL MOUNTING STUDS
REMOVE
CAUTION: If a wheel attaching stud needs to be replaced in the hub and bearing assembly the studs
CAN NOT be hammered out of the hub flange. If a
Fig. 66 Removing Wheel Stud From Hub And
Bearing
(5) Tightening down on special tool will push wheel stud out of the hub and bearing assembly flange. Remove lug nut from stud and remove wheel stud from flange.
INSTALL
(1) Install replacement wheel stud into flange of hub and bearing assembly. Install washers on wheel stud, then install a wheel lug nut on stud with flat side of lug nut against washers (Fig. 67).
(2) Tighten the wheel lug nut, pulling the wheel stud into the flange of the hub and bearing assembly.
When the head of the stud is fully seated against the bearing flange, remove lug nut and washers from wheel stud.
2 - 30 SUSPENSION
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 67 Installing Wheel Stud Into Hub And Bearing
(3) Install the rear brake drum on the hub and bearing assembly.
(4) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N·m (95 ft. lbs.).
(5) Lower vehicle to the ground.
Fig. 68 Strut Assembly Correctly Installed In Vise
COIL SPRING MUST BE CAPTURED BY THE JAWS
OF THE COIL SPRING COMPRESSOR (Fig. 69).
(3) Compress strut coil spring, using Pentastar
Service Equipment Spring Compressor, 7522A (Fig.
69). Be sure the top and bottom attachment shoe selected, (Fig. 69) properly fit the coil spring.
DISASSEMBLY AND ASSEMBLY
Mc PHERSON STRUT
DISASSEMBLY
The Mc Pherson Strut must be remove from the vehicle for it to be disassembled and assembled.
Refer to Mc Pherson Strut in the Removal And
Installation Section in this group of the service manual for the required procedure to remove and install the Mc Pherson Strut.
(1) Clamp strut assembly in vise, with strut in a vertical position. Do not clamp reservoir of strut assembly in vise, only clamp strut assembly using strut clevis bracket (Fig. 68).
(2) Mark coil spring and strut assembly right or left, according to which side of vehicle strut was removed from, and which strut coil spring was removed from.
WARNING: DO NOT REMOVE STRUT ROD NUT,
BEFORE STRUT ASSEMBLY COIL SPRING IS COM-
PRESSED, REMOVING SPRING TENSION FROM
UPPER SPRING SEAT AND BEARING ASSEMBLY.
WARNING: WHEN COMPRESSING COIL SPRING
FOR REMOVAL FROM STRUT ASSEMBLY, THE
UPPER SPRING SEAT AND SECOND COIL OF THE
Fig. 69 Compressing Strut Assembly Coil Spring
(4) Install Socket, Strut Nut, Special Tool 6864 on the strut shaft retaining nut (Fig. 70). Then install a
10 mm socket on the hex of the strut shaft (Fig. 70).
While holding strut shaft from turning, remove nut from strut shaft.
(5) Remove the upper mount (Fig. 71) from the strut shaft and coil spring upper seat.
(6) Release the coil spring from the spring compressor. Remove spring compressor from coil spring
(Fig. 72).
(7) Remove the coil spring upper seat and pivot bearing (Fig. 72) as an assembly from the coil spring.
Remove the coil spring from the strut. Mark left
NS
DISASSEMBLY AND ASSEMBLY (Continued)
SUSPENSION 2 - 31
(8) Remove the dust shield and jounce bumper
(Fig. 73) as an assembly from the strut shaft. The dust shield can not be removed from the jounce bumper until after it is removed from strut shaft.
Fig. 70 Strut Shaft Retaining Nut Removal Tools
Fig. 73 Dust Shield Jounce Bumper
(9) Remove the jounce bumper from the dust shield. Jounce bumper is removed from dust shield by collapsing dust shield until jounce bumper can be grabbed and pulled out of the dust boot.
(10) Remove the spring isolator from the lower spring seat on the strut (Fig. 74).
Fig. 71 Strut Assembly Upper Mount and right springs for installation back on correct side of vehicle.
Fig. 72 Strut Assembly Pivot Bearing And Spring
Seat
Fig. 74 Strut Lower Spring Seat Isolator
(11) Inspect strut damper for any condition of shaft binding over full stroke of the shaft.
(12) Inspect the strut mount and the upper spring seat assembly for the following:
• Mount for cracks and distortion and retaining studs for any sign of damage.
• Severe deterioration of rubber isolator,
• Binding strut assembly pivot bearing. If pivot bearing is replaced it is to be installed with the larger diameter end of bearing facing up.
• Inspect dust shield for rips and/or deterioration.
2 - 32 SUSPENSION
DISASSEMBLY AND ASSEMBLY (Continued)
• Inspect jounce bumper for cracks and signs of deterioration.
(13) Replace any components of the strut assembly found to be worn or defective during the inspection, before re-assembling the strut.
ASSEMBLY
(1) Clamp strut in vise, with strut in vertical position. Do not clamp strut in vise by body of strut, only by the clevis bracket (Fig. 68).
(2) Install the spring isolator on the strut lower spring seat (Fig. 74). When installing the spring isolator, be sure the 2 retaining tabs on the spring isolator (Fig. 74) are installed in the 2 holes in the spring seat. When properly installed, the oversize holes in the spring seat should line up with the holes in the spring isolator.
(3) Install the jounce bumper (Fig. 75) on the strut shaft. Jounce bumper is to be installed with the small end of the jounce bumper pointing down (Fig.
75).
Fig. 76 Installing Dust Boot
NS
Fig. 75 Correctly Installed Jounce Bumper
(4) Install dust shield (Fig. 76) on the strut. After dust shield is installed on strut, collapse dust shield down on top of jounce bumper until jounce bumper snaps into dust shield. Then return the dust shield to its fully extended length.
(5) Install coil spring on strut. Spring is to be installed with the end of the bottom coil aligned with the clevis bracket on the strut assembly (Fig. 77).
(6) Install the upper spring seat on the coil spring
(Fig. 77). Spring seat must be installed with the notch in the spring seat (Fig. 77) aligned with the clevis bracket on the strut.
WARNING: WHEN COMPRESSING THE COIL
SPRING, THE COIL SPRING UPPER SEAT AND THE
BOTTOM COIL OF THE SPRING MUST BE CAP-
Fig. 77 Coil Spring And Spring Seat Correctly
Installed
TURED BY THE JAWS OF THE COIL SPRING COM-
PRESSOR.
(7) Compress strut coil spring using Pentastar Service Equipment Spring Compressor, 7522A (Fig. 69).
Be sure the top and bottom attachment shoe selected,
(Fig. 69) properly fit the coil spring.
(8) Install the pivot bearing on the top of the upper spring seat (Fig. 78). Bearing must be installed on spring seat with the smaller diameter side of the pivot bearing toward the spring seat (Fig. 78). Also, be sure the pivot bearing is sitting flat on the spring seat.
(9) Install the strut mount on the upper spring seat of the strut. Loosely install the nut on strut shaft.
WARNING: THE FOLLOWING 2 STEPS MUST BE
COMPLETELY DONE BEFORE SPRING COMPRES-
SOR IS RELEASED FROM THE COIL SPRING.
NS
DISASSEMBLY AND ASSEMBLY (Continued)
SUSPENSION 2 - 33
INSTALL
CAUTION: When installing the ball joint seal on the ball joint/lower control arm, the shield (Fig. 80) on the ball joint seal must be positioned as shown.
(1) Install a NEW seal boot by hand as far as possible on the ball joint. Installation of the seal boot is to be with the shield positioned as shown (Fig. 80).
Fig. 78 Installing Pivot Bearing On Upper Spring
Seat
(10) Install Socket, Strut Nut, Special Tool 6864 on the strut shaft retaining nut (Fig. 70). Then install a
10 mm socket on the hex of the strut damper shaft
(Fig. 70). While holding strut shaft from turning, torque strut shaft retaining nut to 94 N·m (70 ft.
lbs.).
(11) Loosen spring compressor until top coil of spring is fully seated against upper spring seat. Then relieve all tension from spring compressor and remove spring compressor from strut spring.
(12) Install strut back in vehicle. Refer to Mc
Pherson Strut in the Removal And Installation Section in this group of the service manual for the required procedure to install the Mc Pherson Strut.
BALL JOINT SEAL BOOT
REMOVE
(1) Using a screw driver or other suitable tool, pry the seal boot off of the ball joint assembly (Fig. 79)
Fig. 80 Ball Joint Seal Boot Installed Position
CAUTION: Do not use an arbor press to install the sealing boot on the ball joint. Damage to the sealing boot will occur if excessive pressure is applied to the sealing boot when it is being installed.
(2) Place Installer, Special Tool 6758 over seal boot and squarely align it with bottom edge of seal boot
(Fig. 81). Apply hand pressure to Special Tool 6758 until seal boot is pressed squarely against top surface of lower control arm.
CAUTION: A replacement ball joint is not prelubricated. Properly lubricate the replacement ball joint using Mopar Multi–Mile grease or an equivalent.
Lubricate ball joint after seal boot is installed but prior to top of seal boot being pushed down below notch in ball joint stud. Air must vent out of the seal boot at notch when grease is pumped into ball joint, failure to do so will balloon and damage seal boot. Do not over grease the ball joint, this will prevent the seal boot from pushing down on the stud of the ball joint.
CAUTION: After the ball joint is properly greased, clip the end of the grease fitting off below the hex.
The ball joint seal boot is non-purgeable and further greasing is not required and can result in damage to the seal boot.
Fig. 79 Ball Joint Seal Boot Removal
2 - 34 SUSPENSION
DISASSEMBLY AND ASSEMBLY (Continued)
NS
INSTALL
(1) Securely mount the lower control arm in a vise.
NOTE: The lower control arm front bushing is a directional bushing. It must be installed in the lower control arm positioned as shown in (Fig. 83).
(2) Position the front bushing in the lower control arm so that the 2 rubber blocks on the bushing are positioned horizontally as shown in (Fig. 83).
Fig. 81 Installing Ball Joint Seal Boot
LOWER CONTROL ARM FRONT BUSHING
REMOVE
(1) Remove the lower control arm from the front suspension cradle. Refer to Lower Control Arm in the
Removal And Installation Section in this section of the service manual for the required procedure.
(2) Securely mount the lower control arm in a vise.
(3) Assemble for removal of the front bushing, the
Bushing Receiver, Special Tool 6908–2, Bushing
Remover, Special Tool 6908–1, Nut, Special Tool
6908–3 thrust washer, threaded rod and small nut, as shown in (Fig. 82) on the lower control arm and front bushing.
Fig. 83 Installation Position Of Lower Control Arm
Front Bushing
(3) Assemble for installation of the front bushing, the Bushing Receiver, Special Tool 6908–5, Bushing
Installer, Special Tool 6908–4, Nut, Special Tool
6908–3 thrust washer, threaded rod and small nut, as shown in (Fig. 84) on the lower control arm and front bushing.
Fig. 82 Tools Assembled For Removal Of Front
Bushing
(4) To remove front bushing from lower control arm, hold the threaded rod stationary and tighten the Nut, Special Tool 6908–3 (Fig. 82). This will force the front bushing out of the lower control arm and into Bushing Receiver, Special Tool 6908–2 (Fig. 82).
Fig. 84 Tools Assembled For Installation Of Front
Bushing
(4) To install the front bushing in lower control arm, hold the threaded rod stationary and tighten
NS
DISASSEMBLY AND ASSEMBLY (Continued) the Nut, Special Tool 6908–3 (Fig. 84). This will pull the front bushing into the lower control arm.
(5) Continue pulling the bushing into the lower control arm until bushing is seated squarely against the lower control arm and there is no gap between the bushing and the lower control arm (Fig. 85).
SUSPENSION 2 - 35
Fig. 85 Correctly Installed Lower Control Arm
Bushing
(6) Install the lower control arm on the front suspension cradle. Refer to Lower Control Arm in the
Removal And Installation Section in this group of the service manual for the required procedure.
LOWER CONTROL ARM REAR BUSHING
REMOVE
(1) Remove the lower control arm from the front suspension cradle. Refer to Lower Control Arm in the
Removal And Installation Section in this group of the service manual for the required procedure.
(2) Mount the lower control arm in a vise without using excessive clamping force.
(3) Using a sharp knife, (such as a razor) slit the bushing lengthwise (Fig. 86) to allow its removal from the lower control arm (Fig. 86).
(4) Remove the bushing from the lower control arm.
INSTALL
CAUTION: Do not apply grease or any other type of lubricant other than the silicone lubricant specified below to the control arm bushing.
(1) Apply Mopar Silicone Spray Lube or an equivalent, to the hole in lower control arm rear bushing.
This will aid in the installation of the bushing on the lower control arm.
(2) With the lower control arm held securely in a vise, install bushing on lower control arm. Install
Fig. 86 Slit Lower Control Arm Rear Bushing bushing by pushing and rocking the bushing until it is fully installed on lower control arm. Be sure when bushing is installed it is past the upset on the end of the lower control arm (Fig. 87).
(3) The rear bushing of the lower control arm, when correctly installed, is to be positioned on the lower control arm as shown in (Fig. 87).
Fig. 87 Correctly Installed Lower Control Arm
Bushing
STABILIZER BAR BUSHING
Disassembly/Assembly
(1) If stabilizer bar to front suspension cradle bushings require replacement at time of inspection, install new bushings before installing stabilizer bar.
Stabilizer bar bushings are replaced by opening the slit on the bushings and peeling them off the stabilizer bar. Install new bushings on stabilizer bar, by spreading bushing at slit and forcing them on stabilizer bar.
2 - 36 SUSPENSION NS
DISASSEMBLY AND ASSEMBLY (Continued)
NOTE: Bushings must be installed on stabilizer bar so the square corner of the bushing will be down and slit in bushing will be facing the rear of the vehicle when the stabilizer is installed (Fig. 88).
SPECIFICATIONS
FRONT SUSPENSION FASTENER TORQUES
Fig. 88 Correctly Installed Stabilizer Bar To Cradle
Bushing
DESCRIPTION TORQUE
McPHERSON STRUT:
To Strut Tower
Attaching Nuts. . . . . . . . . . . .28 N·m (250 in. lbs.)
Clevis Bracket To Steering
Knuckle . . . . . . . . . . . . . . . . . .88 N·m (65 ft. lbs.)
Plus 1/4 Additional Turn
Strut Shaft Nut . . . . . . . . . . . . .100 N·m (75 ft. lbs.)
STEERING KNUCKLE:
Ball Joint Stud To Steering
Knuckle Nut/Bolt . . . . . . . . .136 N·m (100 ft. lbs.)
Disc Brake Caliper Bolts . . . . . . .22 N·m (16 ft. lbs.)
Wheel Stop . . . . . . . . . . . . . . . . . .95 N·m (70 ft. lbs.)
STEERING GEAR:
To Suspension Cradle
Attaching Bolts . . . . . . . . . . .183 N·m (135 ft. lbs.)
Tie Rod End Adjusting
Sleeve Nut . . . . . . . . . . . . . . . .75 N·m (55 ft. lbs.)
Tie Rod End To Steering
Knuckle Nut . . . . . . . . . . . . . . .61 N·m (45 ft. lbs.)
FRONT SUSPENSION CRADLE:
To Body Attaching Bolts . . . . . .163 N·m (120 ft. lbs.)
Lower Control Arm
Pivot Bolt . . . . . . . . . . . . . . .185 N·m (137 ft. lbs.)
Lower Control Arm Rear
Bushing Retainer Bolt . . . . . . .68 N·m (50 ft. lbs.)
Reinforcement Plate
Attaching Bolts M-12 . . . . . . .108 N·m (80 ft. lbs.)
Reinforcement Plate
Attaching Bolts M-14 . . . . . .166 N·m (123 ft. lbs.)
STABILIZER BAR:
Bushing Retainer ToSuspension
Cradle Attaching Bolts . . . . . . .70 N·m (50 ft. lbs.)
Attaching Link Nuts . . . . . . . . . . .88 N·m (65 ft. lbs.)
HUB AND BEARING:
To Steering Knuckle Bolts. . . . . .110 N·m (80 ft. lbs.)
Front Stub Axle To Hub
Bearing Nut . . . . . . . . . . . . .183 N·m (135 ft. lbs.)
Wheel Mounting
Lug Nut . . . . . . . . . . .110-135 N·m (85-115 ft. lbs.)
NS
SPECIAL TOOLS
FRONT SUSPENSION
Installer Ball Joint 6758
SUSPENSION 2 - 37
Remover/Installer Control Arm Bushing 6908
Remover Tie Rod End MB–991113
Wrench Strut Rod Nut 6864
Remover Ball Joint 6919
2 - 38 SUSPENSION NS
REAR SUSPENSION
GENERAL INFORMATION
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . 38
DESCRIPTION AND OPERATION
REAR TRACK BAR . . . . . . . . . . . . . . . . . . . . . . . 39
REAR WHEEL ALIGNMENT . . . . . . . . . . . . . . . . 39
SHOCK ABSORBERS (REAR LOAD LEVELING) . 40
STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . 39
REMOVAL AND INSTALLATION
JOUNCE BUMPER . . . . . . . . . . . . . . . . . . . . . . . 46
LEAF SPRING FRONT MOUNT . . . . . . . . . . . . . 47
INDEX page page
LEAF SPRING REAR MOUNT . . . . . . . . . . . . . . 47
REAR SPRINGS (AWD) . . . . . . . . . . . . . . . . . . . 43
REAR SPRINGS (FWD) . . . . . . . . . . . . . . . . . . . 40
REAR TRACK BAR . . . . . . . . . . . . . . . . . . . . . . . 45
SHOCK ABSORBER . . . . . . . . . . . . . . . . . . . . . . 45
STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . 46
TRACK BAR MOUNT . . . . . . . . . . . . . . . . . . . . . 45
SPECIFICATIONS
REAR SUSPENSION FASTENER TORQUES . . . 48
GENERAL INFORMATION
REAR SUSPENSION
The rear suspension design on this vehicle uses leaf springs and a tube and casting axle (Fig. 1) and
(Fig. 2). It is designed to handle the various load requirements of the vehicle. The leaf springs used on the rear suspension of this vehicle are of either a mono-leaf or multi-leaf design.
The rear axle used on front wheel drive applications of this vehicle is mounted to the rear leaf springs using isolator bushings at the axle mounting brackets.
The rear axle used on all wheel drive applications of this vehicle is also mounted to the rear leaf springs but does not use isolator bushings between the rear axle and the leaf springs.
Fig. 1 Front Wheel Drive Rear Suspension
NS
GENERAL INFORMATION (Continued)
SUSPENSION 2 - 39
Fig. 2 All Wheel Drive Rear Suspension
The rear suspension used on the front wheel drive commercial version of this vehicle is unique to this application. The rear axle is mounted to the rear leaf springs as on the non-commercial application of this vehicle but does not use any isolators between the spring and the axle. The leaf spring used on the commercial version of this vehicle is a multi-leaf spring but is a unique design for the commercial application.
The rear leaf spring shackle angles provide increasing suspension rates as the vehicle is loaded.
This provides a comfortable unloaded ride and also ample rear suspension travel when the vehicle is loaded.
A new type of load-leveling shock is available. The self leveling shock absorbers are a self-contained vehicle leveling system and shock absorber combined.
The shock absorbers are mounted at an angle, parallel to the springs and forward at the top. This design provides greater stability in addition to controlling ride motion.
The rear wheel bearings used are similar to the bearings used in the front wheels. The bearings are permanently sealed and require no maintenance. The bearing and hub are serviced as an assembly. For service procedures, refer to Group 5, Brakes.
DESCRIPTION AND OPERATION
REAR WHEEL ALIGNMENT
Alignment adjustment is not required. The rear axle alignment settings are preset at the factory and therefore no alignment is necessary.
REAR TRACK BAR
On front wheel drive applications of this vehicle that are equipped with single leaf rear springs a track bar (Fig. 3) is used on the rear axle.
The track bar connects the rear axle to the frame/ body of the vehicle. The track bar is isolated from the body of the vehicle by an isloator bushing located in each end of the track bar.
The track bar (Fig. 3) prevents excessive side to side movement of the rear axle. The track bar is used to keep the location of the axle in the correct position for optimum handling and control of the vehicle.
STABILIZER BAR
The stabilizer bar (Fig. 4) interconnects both sides of the rear axle and attaches to the rear frame rails using 2 rubber isolated link arms.
Jounce and rebound movements affecting one wheel are partially transmitted to the opposite wheel to reduce body roll.
2 - 40 SUSPENSION
DESCRIPTION AND OPERATION (Continued)
NS height leveling sensors, etc. It uses road inputs
(bumps, stops, starts, turns, acceleration, deceleration, etc.) to activate pumping, which is just the extension and compression of the shock absorber. On the outside, it looks like a larger than normal shock absorber. Internally, it consists of a hydraulic pump and gas-spring cushion for leveling, as well as the normal shock absorbing mechanism. All the height leveling sensors, pump, etc., are contained inside the shocks. The shocks are mounted at an angle, parallel to the springs and forward at the top. This design provides greater stability in addition to controlling ride motion. These new load-leveling shock absorbers use longer fasteners than the standard shock absorbers, although the fasteners are longer, the torque specifications are the same.
Fig. 3 Rear Track Bar
Attachment to the rear axle tube, and rear frame rails is through rubber-isolated bushings. All parts are serviceable, and the stabilizer bar to axle bushings are split for easy removal and installation. The split in the bushing should be positioned up when the stabilizer bar is installed on the vehicle.
The 2 rubber isolated link arms are connected to the rear frame rails by brackets. These brackets are bolted to the bottom of the frame rails.
SHOCK ABSORBERS (REAR LOAD LEVELING)
A new type of load-leveling shock is available. The self leveling shock absorbers are a self-contained vehicle leveling system and shock absorber combined.
It does not require an external compressor, hoses,
REMOVAL AND INSTALLATION
REAR SPRINGS (FWD)
REMOVAL
(1) Raise vehicle on frame contact hoist to a comfortable working position.
(2) Support axle with a jack stand. Pad should just contact axle.
(3) Begin removal of the shock absorber lower mounting bolt (Fig. 5).
Fig. 4 Stabilizer Bar
NS
REMOVAL AND INSTALLATION (Continued)
NOTE: If shock absorber bolt deflects upward during removal, raise axle by adjusting support jack. If shock absorber bolt deflects downward during removal, lower axle by adjusting support jack (or by pulling on axle).
SUSPENSION
Fig. 7 Axle Plate
Fig. 5 Rear Shock Mounting Bolt
(4) Using 2 jack stands positioned under the outer ends of the axle, raise the axle enough to remove the weight of the axle from the rear springs.
(5) Loosen and remove the axle plate bolts from the rear axle (Fig. 6).
Fig. 8 Leaf Spring Front Mount
Fig. 6 Axle Plate Bolts
(6) Remove the axle plate from the rear axle and the leaf spring (Fig. 7).
(7) Using the jack stands slowly lower the rear axle, permitting the rear springs to hang free.
(8) Loosen and remove the 4 bolts (Fig. 8) from the front mount of the leaf spring.
(9) Loosen and remove the nuts from the spring hanger (Fig. 9) for the rear leaf spring. Then remove the hanger plate from the hanger and remove the spring from the spring hanger (Fig. 9).
Fig. 9 Rear Spring Hanger
2 - 41
2 - 42 SUSPENSION NS
REMOVAL AND INSTALLATION (Continued)
(10) Remove the leaf spring from the vehicle (Fig.
10).
(11) Bend the bushing tabs so that they are contacting the leaf spring.
INSTALLATION
(1) Assemble front spring mount to front of spring eye and install pivot bolt and nut. Do not tighten.
CAUTION: Pivot bolt must face inboard to prevent structural damage during installation of spring.
(2) Raise front of spring and install four hanger bolts, tighten to 61 N·m (45 ft. lbs.) torque.
(3) Install rear of spring onto rear spring shackle.
Install shackle plate. Do not tighten.
(4) Verify lower leaf spring isolator is in position.
(5) Raise axle into correct position on leaf spring with axle centered under spring locator post (Fig.
12).
Fig. 10 Leaf Spring Remove/Install
(11) Loosen and remove the pivot bolt from the front mount of the rear leaf spring. (Fig. 11).
Fig. 11 Leaf Spring Front Mount
FRONT BUSHING REPLACEMENT
(1) Install leaf spring in a proper holding fixture.
(2) Install leaf spring press Special Tool C-4212–F.
(3) Install adapter Special Tool C-4212–3.
(4) Tighten leaf spring press until bushing is extracted from leaf spring.
(5) Remove leaf spring press from leaf spring.
(6) Insert replacement bushing into the leaf spring eye. Verify that the bushing flange is on the left side of the leaf spring when leaf spring is in the in vehicle installed position.
(7) Install leaf spring press Special Tool C-4212–F.
(8) Install adapter Special Tool C-4212–4.
(9) Tighten leaf spring press until bushing flange bottoms solidly against leaf spring eye.
(10) Remove leaf spring press and adapter.
Fig. 12 Leaf Spring Locator Post
(6) Verify that the leaf spring isolator is correctly positioned in the axle plate.
(7) Install axle plate on the spring.
(8) Install axle plate bolts. Tighten bolts to 108
N·m (80 ft. lbs.) torque.
(9) Install shock absorber bolts. Do not tighten.
(10) Lower vehicle to floor so that the full weight of vehicle is supported by the tires.
(11) Tighten component fasteners as follows:
• Front pivot bolt—156 N·m (115 ft. lbs.)
• Shackle nuts—61 N·m (45 ft. lbs.)
• Shock absorber bolts—101 N·m (75 ft. lbs.)
(12) If the vehicle is not equipped with antilock brakes, raise vehicle and the connect the actuator for the height sensing proportioning valve on the rear leaf spring. Adjust the height sensing proportioning valve. Refer to the Adjustment Section in this group of the service manual for the required adjustment procedure.
NS
REMOVAL AND INSTALLATION (Continued)
REAR SPRINGS (AWD)
REMOVE
(1) Raise vehicle on frame contact hoist to a comfortable working position.
(2) Remove the driveshaft from the side of the vehicle that requires the removal of the leaf spring.
Refer to Group 3 Driveline in this service manual for the procedure covering the removal of the rear driveshafts.
(3) Support axle with a jack stand. Pad should just contact axle.
NOTE: If shock absorber bolt deflects upward during removal, raise axle by adjusting support jack. If shock absorber bolt deflects downward during removal, lower axle by adjusting support jack (or by pulling on axle).
(4) Begin removal of the shock absorber lower mounting bolt (Fig. 13).
SUSPENSION
Fig. 14 Axle Plate Bolts
2 - 43
Fig. 15 Leaf Spring Front Mount
Fig. 13 Rear Shock Absorber Mounting Bolt
(5) Using 2 jack stands positioned under the outer ends of the axle, raise the axle enough to remove the weight of the axle from the rear springs.
(6) Loosen and remove the axle plate bolts from the rear axle (Fig. 14).
(7) Using the jack stands slowly lower the rear axle, permitting the rear springs to hang free.
(8) Loosen and remove the 4 bolts (Fig. 15) at the front mount of the rear leaf spring.
(9) Loosen and remove the 2 bolts and the 2 nuts from the spring hanger (Fig. 16) for the rear leaf spring. Then remove the inner half of the spring hanger from the outer half hanger of the spring hanger and the spring. (Fig. 16).
(10) Remove the rear leaf spring from the outer half of the spring hanger
Fig. 16 Rear Spring Hanger
2 - 44 SUSPENSION NS
REMOVAL AND INSTALLATION (Continued)
(11) Remove the leaf spring from the vehicle (Fig.
17).
(11) Bend the tabs on the bushing until they are contacting the leaf spring.
Fig. 17 Leaf Spring Remove/Install
(12) Loosen and remove the pivot bolt from the front mount of the rear leaf spring. (Fig. 18).
Fig. 18 Leaf Spring Front Mount
FRONT BUSHING REPLACEMENT
(1) Install leaf spring in a proper holding fixture.
(2) Install leaf spring press Special Tool C-4212–F.
(3) Install adapter Special Tool C-4212–3.
(4) Tighten leaf spring press until bushing is extracted from leaf spring.
(5) Remove leaf spring press from leaf spring.
(6) Insert replacement bushing into the leaf spring eye. Verify that the bushing flange is on the outboard side of the leaf spring.
(7) Install leaf spring press Special Tool C-4212–F.
(8) Install adapter Special Tool C-4212–4.
(9) Tighten leaf spring press until bushing flange bottoms solidly against leaf spring eye.
(10) Remove leaf spring press and adapter.
INSTALL
CAUTION: Pivot bolt must face inboard to prevent structural damage during installation of spring.
(1) Install the front of the rear leaf spring into the spring mount (Fig. 18). Install the pivot bolt and nut.
Do not tighten the pivot bolt at this time.
(2) Position the front spring mount for the rear leaf spring against the floor pan of the vehicle.
Install the 4 mounting bolts for the spring mount.
Tighten the 4 mounting bolts to a torque of 61 N·m
(45 ft. lbs.).
(3) Install the rear of the leaf spring onto the outer half of the rear hanger. Install the inner half of the rear hanger. Install the nut and bolts on the rear hanger but do not tighten at this time.
(4) Raise axle assembly into correct position with axle centered under spring locator post.
(5) Install axle plate bolts. Tighten bolts to 108
N·m (80 ft. lbs.) torque.
(6) Install shock absorber bolts. Do not tighten.
(7) Lower vehicle to floor and with full weight of vehicle on wheels. Tighten component fasteners as follows:
CAUTION: The following sequence must be followed when tightening the pin nuts on the rear hanger for the rear leaf spring. First the hanger pin nuts must be tightened to the specified torque shown below. Then tighten the retaining bolts for the inner to outer half of the spring hanger to the torque specification listed below. This sequence must be followed to properly seat the bushings into the springs and to avoid bending the spring hanger.
• Front pivot bolt-156 N·m (115 ft. lbs.)
•
Rear spring hanger pin nuts-61 N·m (45 ft. lbs.)
•
Rear spring hanger inner to outer half retaining bolts-61 N·m (45 ft. lbs.)
•
Shock absorber upper mounting bolt-115 N·m
(85 ft. lbs.)
• Shock absorber lower mounting bolt-108 N·m (80 ft. lbs.)
(8) If the vehicle is not equipped with antilock brakes, raise vehicle and connect the actuator for the height sensing proportioning valve on the rear leaf spring. Adjust the height sensing proportioning valve. Refer to the Adjustment Section in this group of the service manual for the required adjustment procedure.
NS
REMOVAL AND INSTALLATION (Continued)
SHOCK ABSORBER
SUSPENSION 2 - 45 with the head of the bolt facing toward the rear of the vehicle (Fig. 21). Do not tighten.
REMOVE/INSTALL
(1) Raise vehicle. Vehicle is to be raised and supported on jackstands or on a frame contact type hoist. See Hoisting in the Lubrication And Maintenance section of this service manual.
(2) Support the rear axle of the vehicle using 2 jackstands positioned at the outer ends of the axle.
NOTE: If the shock absorber lower mounting bolt deflects upward during removal, raise axle by adjusting the support jack. If the lower shock absorber bolt deflects downward during removal, lower the axle by adjusting the support jack.
(3) Remove the shock absorber lower mounting bolt.
(4) While holding shock absorber, remove the shock absorber upper mounting bolt.
(5) To install the shock absorber use the reverse sequence of its removal.
(6) Lower the vehicle to the ground so the full weight of the vehicle is supported by the suspension.
(7) Tighten the upper and lower shock absorber mounting bolt to their specified torques.
Fig. 20 Track Bar Installation
REAR TRACK BAR
REMOVE
(1) Remove the nut and bolt mounting the track bar to the rear axle (Fig. 19).
Fig. 19 Track Bar Mounting To Axle
(2) Remove the nut and bolt attaching the track bar to the track bar mount on the body of the vehicle.
Remove the track bar from the track bar mount.
INSTALL
(1) Install the track bar first into the body mount for the track bar (Fig. 20). Install the track bar bolt
Fig. 21 Track Bar Bolt Installation
(2) Install the track bar into its mounting bracket on the rear axle (Fig. 19). Install the track bar bolt with the head of the bolt facing toward the rear of the vehicle. Do not tighten.
(3) Lower the vehicle to the ground until the full weight of the vehicle is supported by the wheels.
Tighten both track bar attaching bolts to a torque of
95 N·m (70 ft. lbs.).
TRACK BAR MOUNT
REMOVE
(1) Remove the track bar from the track bar mount.
(2) Remove the three bolts attaching the track bar mount to the body (Fig. 22).
2 - 46 SUSPENSION
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 22 Track Bar Mount
INSTALLATION
(1) For installation, reverse removal procedure.
Tighten bolts to 61 N·m (45 ft. lbs.).
STABILIZER BAR
REMOVAL
(1) Raise vehicle. Vehicle is to be raised and supported on jack stands or on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this service manual.
(2) Remove the 2 lower bolts which hold the stabilizer bar to the link arm on each side of the vehicle.
(3) Loosen but do not fully remove the four bolts that attach the stabilizer bar bushing retainers to the rear axle brackets.
(4) While holding the stabilizer bar in place. Fully remove the 4 bolts loosened in step 3.
(5) Remove the stabilizer bar from the vehicle.
(6) If the link arms need to be serviced, remove the upper link arm to bracket bolt. Then remove link arm from frame rail attaching bracket.
INSPECTION
Inspect for broken or distorted clamps, retainers, and bushings. If bushing replacement is required, the stabilizer bar to axle bushings can be removed from the stabilizer bar by opening the split.
INSTALLATION
(1) Install the link arms onto the frame rail brackets. DO NOT TIGHTEN.
(2) Position the axle to stabilizer bar bushings on the stabilizer bar with the slit in the bushings facing up.
(3) Lift the stabilizer bar onto the rear axle and install the retainers and the four mounting bolts. DO
NOT TIGHTEN.
(4) Install the two lower link arm bolts on the stabilizer bar. DO NOT TIGHTEN.
(5) Lower the vehicle so that the full weight of the vehicle is on all four tires. With the vehicle at its curb height, tighten all attaching bolts to the torques listed below.
• Stabilizer bar bushing to axle bracket bolts 61
N·m (45 ft. lbs.)
• Link arm to frame rail bracket 61 N·m (45 ft.
lbs.)
•
Stabilizer bar to link arm 61 N·m (45 ft. lbs.)
•
Frame rail bracket to frame rail 61 N·m (45 ft.
lbs.)
JOUNCE BUMPER
There are two types of jounce bumpers available depending on which suspension option the vehicle is equipped with.
REMOVAL-STANDARD
The jounce bumper is serviced as an assembly. The jounce bumper mounts to the frame rail at a weld nut located on the frame rail (Fig. 23).
(1) Using the proper tool, remove the bolt attaching the jounce bumper to frame rail.
(2) Remove the jounce bumper from the frame rail.
Fig. 23 Jounce Bumper-Standard
INSTALLATION-STANDARD
(1) For installation, reverse the removal procedure.
Tighten the jounce bumper mounting bolt to a torque of 33 N·m (290 in. lbs.).
NS
REMOVAL AND INSTALLATION (Continued)
REMOVAL-HEAVY DUTY
The jounce bumpers are serviced as an assembly.
The jounce bumpers screw into a weld nut located in the frame rail (Fig. 24).
(1) Using slip-joint pliers grasp the base of the jounce bumper. Turn the base counterclockwise (Fig.
25).
(2) Remove the jounce bumper from the frame rail.
SUSPENSION 2 - 47 jackstand support the weight of the axle and leaf spring.
(3) Remove the lower mounting bolt from the shock absorber.
(4) Remove the bolts attaching the leaf spring front mount (Fig. 26) to the body of the vehicle.
(5) Lower the leaf spring and remove the front mount from the spring.
Fig. 24 Jounce Bumper-Heavy Duty
INSTALLATION-HEAVY DUTY
Fig. 26 Leaf Spring Front Mount
INSTALLATION
(1) For installation, reverse removal procedure. Do not tighten front through bolt fully until vehicle is lowered and the full vehicle weight is applied to the rear wheels. Tighten leaf spring front mount bolts to
61 N·m (45 ft. lbs.). Tighten leaf spring front through bolt to 156 N·m (115 ft. lbs.).
LEAF SPRING REAR MOUNT
REMOVE
(1) Remove the attaching nuts and bolts from the leaf spring rear shackle (Fig. 27) and (Fig. 28).
Fig. 25 Bumper Replacement
(1) For installation, reverse the removal procedure.
Tighten the jounce bumper to a torque of 33 N·m
(290 in. lbs.).
LEAF SPRING FRONT MOUNT
REMOVE
(1) Loosen the pivot bolt attaching the front of the leaf spring to the spring mount (Fig. 26).
(2) Install a jackstand under the side of the axle having the leaf spring mount removed. Using the
Fig. 27 Leaf Spring Shackle Nuts (FWD)
2 - 48 SUSPENSION
REMOVAL AND INSTALLATION (Continued)
NS hanger for the rear leaf spring. First the hanger pin nuts must be tightened to the specified torque.
Then tighten the retaining bolts for the inner to outer half of the spring hanger to the specified torque. This sequence must be followed to avoid bending the spring hanger.
(1) For installation, reverse removal procedure. Do not tighten rear spring shackle nuts fully until vehicle is lowered and the full vehicle weight is applied to the rear wheels. Tighten rear spring mount bolts to 61 N·m (45 ft. lbs.). Tighten shackle nuts to 61
N·m (45 ft. lbs.).
Fig. 28 Leaf Spring Shackle Nuts/Bolts (AWD)
(2) Install a jackstand under the side of the axle having the leaf spring mount removed. Using the jackstand, support the weight of the axle and leaf spring.
(3) Remove the lower mounting bolt from the shock absorber.
(4) Remove the bolts attaching the leaf spring rear mount to the body of the vehicle (Fig. 29).
Fig. 29 Rear Spring Mount
(5) Lower the jackstand and the rear of the leaf spring. Remove the shackle from the leaf spring bushing.
INSTALL
CAUTION: The following sequence must be followed when tightening the pin nuts on the rear
SPECIFICATIONS
REAR SUSPENSION FASTENER TORQUES
DESCRIPTION TORQUE
SHOCK ABSORBER MOUNTING BOLTS:
Standard Shock Absorber . . . . . .101 N·m (75 ft. lbs.)
Self Load Leveling Shock
Absorber . . . . . . . . . . . . . . . . .101 N·m (75 ft. lbs.)
JOUNCE BUMPER:
To Frame Rail . . . . . . . . . . . . . .33 N·m (290 in. lbs.)
TRACK BAR:
To Axle And Mounting
Bracket Pivot Bolt . . . . . . . . . .95 N·m (70 ft. lbs.)
Bracket To Body Attaching . . . . . .61 N·m (45 ft. lbs.)
LEAF SPRING:
Spring Plate To Axle
Attaching Bolts . . . . . . . . . . . .108 N·m (80 ft. lbs.)
Rear Mount To Body Bolts . . . . . .61 N·m (45 ft. lbs.)
Front Mount To Body Bolts. . . . . .61 N·m (45 ft. lbs.)
To Front Hanger
Mounting Nut . . . . . . . . . . . .156 N·m (115 ft. lbs.)
Shackle Plate Nuts . . . . . . . . . . . .61 N·m (45 ft. lbs.)
STABILIZER BAR:
Bushing Retainer To Axle
Attaching Bolts . . . . . . . . . . . . .61 N·m (45 ft. lbs.)
Attaching Link Nuts . . . . . . . . . . .61 N·m (45 ft. lbs.)
Frame Rail Bracket
Mounting Bolts . . . . . . . . . . . . .61 N·m (45 ft. lbs.)
Link Arm To Frame
Rail Bracket . . . . . . . . . . . . . . .61 N·m (45 ft. lbs.)
HUB AND BEARING:
To Axle Mounting Bolts. . . . . . . .129 N·m (95 ft. lbs.)
Stub Axle Nut . . . . . . . . . . . . . .224 N·m (180 ft. lbs.)
Wheel Mounting
Lug Nut . . . . . . . . . . .110-135 N·m (85-115 ft. lbs.)
NS/GS SUSPENSION 2 - 1
SUSPENSION
CONTENTS page
SPECIFICATIONS
ALIGNMENT SPECIFICATIONS . . . . . . . . . . . . . 1
SPECIFICATIONS
ALIGNMENT SPECIFICATIONS
All alignment specifications are to be checked and adjusted with the vehicle at its correct ride height.
Refer to the ride height specifications listed in the following alignment specifications chart.
* Camber is adjustable using the Mopar Camber Adjustment Service Kit. Refer to the Mopar
Parts Catalog for the required service kit part number.
** Caster is not adjustable. If found to be out of specification check for proper ride heights and damaged/worn out suspension components and replace as necessary.
*** Toe-In is positive.
**** Toe, Camber and thrust angle are not adjustable. If found to be out of specification check for proper ride heights and damaged/ worn out suspension components and replace as necessary.
***** When Measuring ride heights: 1) Ensure that the tire pressures are correct. 2) Jounce the vehicle at the bumper several times and release at the bottom of the stroke. 3) Measure from the ground to the outboard, lower, center section of the fender wheel well opening. Ride heights are not adjustable. If found to be out of specification check for damaged and/or worn out suspension components and replace as necessary.
2 - 2 SUSPENSION
SPECIFICATIONS (Continued)
NS/GS
ALIGNMENT ANGLE TIRE SIZES
* FRONT INDIVIDUAL CAMBER IN
DEGREES............................................
Front Side To Side Camber Difference Not
To Exceed...................
** FRONT INDIVIDUAL CASTER IN
DEGREES............................................
Front Side To Side Caster Difference Not To
Exceed.....................................
*** FRONT INDIVIDUAL TOE RIGHT/
LEFT.........................................
FRONT TOTAL
TOE....................................................
Specified In Degrees
FRONT SIDE TO SIDE TOE
DIFFERENTIAL.....................................
****REAR INDIVIDUAL CAMBER IN
DEGREES............................................
REAR INDIVIDUAL TOE RIGHT/
LEFT........................................
**** REAR TOTAL TOE.....................
Specified In Degrees
TOE OUT: When Backed On Alignment Rack
Is TOE In When Driving
****REAR THRUST ANGLE................
STEERING WHEEL ANGLE................
FRONT RIDE HEIGHT (MEASURED AT
TOP OF FENDER WHEEL
OPENING)............................................
FRONT RIDE HEIGHT SIDE TO SIDE
DIFFERENTIAL.....................................
*****REAR RIDE HEIGHT (MEASURED AT
TOP OF FENDER WHEEL
OPENING)............................................
*****REAR RIDE HEIGHT SIDE TO SIDE
DIFFERENTIAL.....................................
P205/75/R14
P215/65/R15
+0.15° +or- 0.40°
0.00° - 0.50° MAX
+1.40° + or - 1.00°
0.00° - 1.00° MAX
+0.05°+or- 0.10°
+0.10° +or- 0.20°
0.00° - 0.06° MAX
+0.00° +or- 0.25°
0.00° +or- 0.40°
0.00° +or- 0.40°
0.00° +or- 0.30°
0.00° +or- 2.50°
747.5 mm
+or-10.0mm
0.0 mm 12.5 mm
MAX
766.0 mm
+or-10.0mm
0.0 mm 12.5 mm
MAX
TIRE SIZES
P205/75/R15
P215/65/R16
+0.05° +or- 0.40°
0.00° - 0.50° MAX
+1.40° + or - 1.00°
0.00° - 1.00° MAX
+0.05° +or- 0.10°
+0.10° +or- 0.20°
0.00° - 0.06° MAX
+0.00° +or- 0.25°
0.00° +or- 0.40°
0.00° +or- 0.40°
0.00° +or- 0.30°
0.00° +or- 2.50°
753.5 mm
+or-10.0mm
0.0 mm 12.5 mm
MAX
772.0 mm
+or-10.0mm
0.0 mm 12.5 mm
MAX
ALTERNATIVE
FUELS
C.N.G.
ELECTRIC
+0.15° +or- 0.40°
0.00° - 0.50° MAX
+1.40° +or- 1.00°
0.00° - 1.00° MAX
+0.05° +or- 0.10°
+0.10° +or- 0.20°
0.00° - 0.06° MAX
-0.10° +or- 0.25
0.00° +or- 0.40°
0.00° +or- 0.40°
0.00° +or- 0.30°
0.00° +or- 2.50°
783.5 mm
+or-10.0mm
0.0 mm 12.5 mm
MAX
802.5 mm
+or-10.0mm
0.0 mm 12.5 mm
MAX
NS BRAKES 5 - 1
BRAKES
CONTENTS page
TEVES MARK-20 . . . . . . . . . . . . . . . . . . . . . . . 85
page
BASE BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
INDEX page page
GENERAL VEHICLE SERVICE CAUTIONS . . . . . . 1
GENERAL INFORMATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
GENERAL VEHICLE SERVICE CAUTIONS
CAUTION: At no time when servicing a vehicle, can a sheet metal screw, bolt or other metal fastener be installed in the shock tower to take the place of an original plastic clip. Also, NO holes can be drilled into the front shock tower in the area shown in (Fig. 1), for the installation of any metal fasteners into the shock tower. Because of the minimum clearance in this area
(Fig. 1), installation of metal fasteners could damage the coil spring coating and lead to a corrosion failure of the spring. If a plastic clip is missing, or is lost or broken during servicing a vehicle, replace only with the equivalent part listed in the Mopar parts catalog.
CAUTION: Only the recommended jacking or hoisting positions for this vehicle are to be used whenever it is necessary to lift a vehicle. Failure to raise a vehicle from the recommended locations could result in lifting a vehicle by the hydraulic control unit mounting bracket. Lifting a vehicle by the hydraulic control unit mounting bracket will result in damage to the mounting bracket and the hydraulic control unit.
BASE BRAKE SYSTEM COMPONENT DESCRIPTION
The standard brake system on this vehicle consists of the following components:
• Double pin floating caliper disc front brakes.
• Double pin floating caliper rear disc brakes on all wheel drive applications.
Fig. 1 Shock Tower To Spring Minimum Clearance
Area
•
Rear automatic adjusting drum brakes.
•
Master cylinder with brake fluid level sensor.
• Vacuum booster.
• Height sensing proportioning valve (non-antilock brake applications)
• Non-height sensing proportioning valve (antilock brake applications)
The brakes hydraulic system on both non-antilock and antilock brake systems is diagonally split (Fig. 2)
(Fig. 3). A diagonally split brake system means the left front and right rear brakes on one hydraulic system and the right front and left rear on the other.
5 - 2 BRAKES
GENERAL INFORMATION (Continued)
NS
Fig. 2 Non-Antilock Brakes Hydraulic Brake Tube Routing And Fitting Locations
Fig. 3 Antilock Brakes/Traction Control Hydraulic Brake Tube Routing And Fitting Locations
NS BRAKES 5 - 3
BASE BRAKE SYSTEM
DESCRIPTION AND OPERATION
CHASSIS TUBES AND HOSES . . . . . . . . . . . . . . 7
FRONT DISC BRAKE SYSTEM . . . . . . . . . . . . . . 4
HUB/BEARING REAR WHEEL . . . . . . . . . . . . . . . 9
MASTER CYLINDER . . . . . . . . . . . . . . . . . . . . . . 7
PARKING BRAKE SYSTEM OPERATION . . . . . . . 5
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
PROPORTIONING VALVES . . . . . . . . . . . . . . . . . 5
REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . 5
REAR DRUM BRAKES . . . . . . . . . . . . . . . . . . . . . 5
RED BRAKE WARNING LAMP OPERATION . . . . . 8
STOP LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING
(AUTOMATIC) . . . . . . . . . . . . . . . . . . . . . . . . . 14
BRAKE FLUID CONTAMINATION . . . . . . . . . . . . 19
BRAKE ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . 14
BRAKE SYSTEM BASIC DIAGNOSIS GUIDE . . . . 9
BRAKE SYSTEM DIAGNOSIS CHARTS . . . . . . . 10
PROPORTIONING VALVES . . . . . . . . . . . . . . . . 16
RED BRAKE WARNING LAMP TEST . . . . . . . . . 19
STOP LAMP SWITCH TEST PROCEDURE . . . . . 19
TRACTION CONTROL LAMP TEST . . . . . . . . . . 19
SERVICE PROCEDURES
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . 20
BRAKE DRUM MACHINING . . . . . . . . . . . . . . . . 24
BRAKE TUBE REPAIR PROCEDURE . . . . . . . . . 24
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 22
MASTER CYLINDER FLUID LEVEL CHECK . . . . 20
MECHANISM RELEASE . . . . . . . . . . . . . . . . . 26
ROTOR MACHINING (FRONT/REAR) . . . . . . . . . 22
REMOVAL AND INSTALLATION
BRAKE SUPPORT PLATE (REAR DRUM
BRAKES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
FRONT DISC BRAKE CALIPER . . . . . . . . . . . . . 27
FRONT DISC BRAKE PADS . . . . . . . . . . . . . . . . 30
FRONT PARK BRAKE CABLE . . . . . . . . . . . . . . 65
HUB/BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . 40
HYDRAULIC BRAKE TUBES AND HOSES . . . . . 58
. . . . . . . 66
JUNCTION BLOCK . . . . . . . . . . . . . . . . . . . . . . . 55
LEFT REAR PARK BRAKE CABLE . . . . . . . . . . . 67
MASTER CYLINDER . . . . . . . . . . . . . . . . . . . . . 44
PARK BRAKE PEDAL MECHANISM . . . . . . . . . . 58
INDEX page page
PARK BRAKE SHOES (WITH REAR DISC
BRAKES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
PROPORTIONING VALVE (W/ABS BRAKES) . . . 56
(W/O ABS BRAKES) . . . . . . . . . . . . . . . . . . . . 57
REAR BRAKE DRUM . . . . . . . . . . . . . . . . . . . . . 33
REAR BRAKE WHEEL CYLINDER . . . . . . . . . . . 39
REAR DISC BRAKE CALIPER . . . . . . . . . . . . . . 28
REAR DISC BRAKE SHOES . . . . . . . . . . . . . . . . 31
REAR DRUM BRAKE SHOES . . . . . . . . . . . . . . . 34
. . . . . . . . . 66
STOP LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 69
VACUUM BOOSTER 2.4 LITER ENGINE . . . . . . 47
VACUUM BOOSTER 3.0 LITER ENGINE . . . . . . 49
VACUUM BOOSTER 3.3/3.8 LITER ENGINE . . . . 52
WHEEL AND TIRE INSTALLATION . . . . . . . . . . . 27
DISASSEMBLY AND ASSEMBLY
FRONT DISC BRAKE CALIPER . . . . . . . . . . . . . 71
MASTER CYLINDER BRAKE FLUID LEVEL
SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
MASTER CYLINDER FLUID RESERVOIR
FILL TUBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
MASTER CYLINDER FLUID RESERVOIR . . . . . . 70
MASTER CYLINDER TO POWER BRAKE
BOOSTER VACUUM SEAL . . . . . . . . . . . . . . . 69
WHEEL CYLINDER REAR DRUM BRAKE . . . . . . 76
CLEANING AND INSPECTION
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 78
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 76
REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . 76
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 77
REAR DRUM BRAKE WHEEL CYLINDER . . . . . . 78
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
ADJUSTMENTS
PARK BRAKE CABLE ADJUSTMENT . . . . . . . . . 81
PARK BRAKE SHOES (WITH REAR DISC
BRAKES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
(HEIGHT SENSING) . . . . . . . . . . . . . . . . . . . . 81
REAR DRUM BRAKE SHOE ADJUSTMENT . . . . 79
STOP LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 78
SPECIFICATIONS
BRAKE ACTUATION SYSTEM . . . . . . . . . . . . . . 83
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 83
5 - 4 BRAKES NS
BRAKE FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . 82
VEHICLE BRAKE SYSTEM COMPONENT
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 82
DESCRIPTION AND OPERATION
FRONT DISC BRAKE SYSTEM
The single piston, floating caliper disc brake assembly (Fig. 1) and (Fig. 2) consists of:
• The driving hub.
• Braking disc (rotor).
• Caliper assembly.
• Shoes and linings.
SPECIAL TOOLS
BASE BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . 84
sleeves, and 2 caliper guide pin bolts which thread directly into the steering knuckle (Fig. 3).
Fig. 1 Front Disc Brake System Components
The double pin Kelsey-Hayes caliper is mounted directly to the steering knuckle, using bushings,
Fig. 3 Disc Brake Caliper Mounting To Steering
Knuckle
The two machined abutments on the steering knuckle, position and align the caliper fore and aft.
The guide pin bolts, sleeves, and bushings control the side to side movement of the caliper. The piston seal is designed to assist in maintaining the proper brake shoe to rotor clearance.
All the front brake forces generated during braking of the vehicle are taken up directly by the steering knuckles of the vehicle.
Fig. 2 Front Disc Brake Caliper Assembly (Exploded View)
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DESCRIPTION AND OPERATION (Continued)
The caliper is a one piece casting with the inboard side containing a single piston cylinder bore.
The phenolic piston is 60 mm (2.36 inch) in diameter.
A square cut rubber piston seal is located in a machined groove in the cylinder bore. It provides a hydraulic seal between the piston and the cylinder wall (Fig. 4).
The molded rubber dust boot mounts in a counter bore of the cylinder bore opening and in a groove which is machined in the outer surface of the piston
(Fig. 4). This prevents contamination of the piston and the bore area.
BRAKES 5 - 5
The disc brake caliper floats on rubber bushings using threaded guide pin bolts which are attached to the back side of the adapter.
The adapter and rotor shield are mounted to the rear axle. The adapter is used to mount the brake shoes and actuating cables for the parking brake system. The adapter is also used to mount the rear caliper. The adapter has two machined abutments which are used to position and align the caliper and brake shoes for movement inboard and outboard (Fig.
5).
Fig. 4 Caliper Piston Seal Function For Automatic
Adjustment
As lining wears, reservoir level will go down. If fluid has been added, reservoir overflow may occur when the piston is pushed back into the new lining position. Overflowing can be avoided by removing a small amount of fluid from the master cylinder reservoir.
REAR DRUM BRAKES
The rear wheel drum brakes are a two shoe, internal expanding type with an automatic adjuster screw.
The automatic adjuster screw is actuated each time the brakes are applied. The automatic adjuster screw is located directly below the wheel cylinder.
REAR DISC BRAKES
The rear disc brakes are similar to front disc brakes, however, there are several distinctive features that require different service procedures. The single piston, floating caliper rear disc brake system includes a hub and bearing assembly, adapter, rotor, caliper, and brake shoes. The parking brake system on vehicles equipped with rear disc brakes, consists of a small duo-servo drum brake mounted to the caliper adapter. The drum brake shoes expand out against a braking surface (hat section) on the inside area of the rotor.
This vehicle is equipped with a caliper having a 42 mm (1.65 in.) piston and uses a 15 inch solid nonvented rotor.
Fig. 5 Rear Disc Brake Components
PARKING BRAKE SYSTEM OPERATION
The rear wheel service brakes also act as parking brakes. The brake shoes are mechanically operated by an internal lever and strut connected to a flexible steel cable. The rear cables and intermediate cable are connected to the front cable by an equalizer. The front cable extends to the parking brake foot pedal assembly.
PROPORTIONING VALVES
FIXED PROPORTIONING VALVE
The hydraulic brake system on all vehicles is diagonally split. This means that the left front and right rear brakes are on one hydraulic circuit with the right front and left rear brakes on the other hydraulic circuit.
On vehicles equipped with ABS brakes, the brake systems hydraulic control unit (HCU) is mounted to the front suspension crossmember on the driver’s side of the vehicle. The (HCU) acts as the hydraulic system junction block, diagonally splitting the brakes hydraulic system.
All vehicles equipped with ABS brakes use 2 fixed proportioning valves. The fixed proportioning valves are mounted in a common bracket on the left frame rail at the rear of the vehicle (Fig. 6).
5 - 6 BRAKES
DESCRIPTION AND OPERATION (Continued)
NS could result in increased stopping distance of the vehicle.
On vehicles not equipped with ABS brakes, the brake systems hydraulic control unit (HCU) is replaced by a junction block (Fig. 7). The junction block is made of aluminum and is mounted to the front suspension crossmember on the drivers side of the vehicle in the same location as the (HCU) on an
ABS equipped vehicle. The junction block is permanently attached to its mounting bracket and must be replaced as an assembly with its mounting bracket.
The junction block is used for diagonally splitting the brake’s hydraulic system.
Fig. 6 Fixed Proportioning Valve Location
FIXED PROPORTIONING VALVE OPERATION
The fixed proportioning valve is made out of aluminum and has an integral mounting bracket. The fixed proportioning valve is non-serviceable component and must be replaced as an assembly if found to be functioning improperly.
The fixed proportioning valve is mounted to the bottom of the left rear frame rail, just forward of the rear shock absorber to frame rail mounting location
(Fig. 6). The proportioning valve has 2 inlet ports for brake fluid coming from the ABS modulator, and 2 outlet ports for brake fluid going to the rear wheel brakes.
The fixed proportioning valve operates by allowing full hydraulic pressure to the rear brakes up to a set point, called the valve’s split point. Beyond this split point the proportioning valve reduces the amount of hydraulic pressure to the rear brakes according to a certain ratio.
Thus, on light brake pedal applications the proportioning valve allows approximately equal brake hydraulic pressure to be supplied to both the front and rear brakes. On heavier brake pedal applications though, the proportioning valve will control hydraulic pressure to the rear brakes, so that hydraulic pressure at the rear brakes will be lower than that at the front brakes. This controlled hydraulic pressure to the rear brakes prevents excessive rear wheel ABS cycling during moderate stops.
HEIGHT SENSING PROPORTIONING VALVE
CAUTION: The use of after-market load leveling or load capacity increasing devices on this vehicle are prohibited. Using air shock absorbers or helper springs on this vehicle will cause the height sensing proportioning valve to inappropriately reduce the hydraulic pressure to the rear brakes. This inappropriate reduction in hydraulic pressure potentially
Fig. 7 Junction Block Location
Vehicles not equipped with ABS brakes use a height sensing proportioning valve. The height sensing proportioning valve is mounted on the left frame rail at the rear of the vehicle (Fig. 8). The height sensing proportioning valve uses an actuator assembly (Fig. 8) to attach the proportioning valve to the left rear spring for sensing changes in vehicle height.
Fig. 8 Height Sensing Proportioning Valve
HEIGHT SENSING PROPORTIONING VALVE OPERATION
The height sensing proportioning valve regulates the hydraulic pressure to the rear brakes. The proportioning valve regulates the pressure by sensing the load condition of the vehicle through the movement of the proportioning valve actuator assembly
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DESCRIPTION AND OPERATION (Continued)
(Fig. 8). The actuator assembly is mounted between the height sensing proportioning valve and the actuator bracket on the left rear leaf spring (Fig. 8). As the rear height of the vehicle changes depending on the load the vehicle is carrying the height change is transferred to the height sensing proportioning valve.
This change in vehicle height is transferred through the movement of the left rear leaf spring. As the position of the left rear leaf spring changes this movement is transferred through the actuator bracket
(Fig. 8) to the actuator assembly (Fig. 8) and then to the proportioning valve.
Thus, the height sensing proportioning valve allows the brake system to maintain the optimal front to rear brake balance regardless of the vehicle load condition. Under a light load condition, hydraulic pressure to the rear brakes is minimized. As the load condition of the vehicle increases, so does the hydraulic pressure to the rear brakes.
The proportioning valve section of the valve operates by transmitting full input hydraulic pressure to the rear brakes up to a certain point, called the split point. Beyond the split point the proportioning valve reduces the amount of hydraulic pressure to the rear brakes according to a certain ratio. Thus, on light brake applications, approximately equal hydraulic pressure will be transmitted to the front and rear brakes. At heavier brake applications, the hydraulic pressure transmitted to the rear brakes will be lower then the front brakes. This will prevent premature rear wheel lock-up and skid.
The height sensing section of the valve thus changes the split point of the proportioning valve, based on the rear suspension height of the vehicle.
When the height of the rear suspension is low, the proportioning valve interprets this as extra load and the split point of the proportioning valve is raised to allow more rear braking. When the height of the rear suspension is high, the proportioning valve interprets this as a lightly loaded vehicle and the split point of the proportioning valve is lowered and rear braking is reduced.
CHASSIS TUBES AND HOSES
The purpose of the chassis brake tubes and flex hoses is to transfer the pressurized brake fluid developed by the master cylinder to the wheel brakes of the vehicle. The chassis tubes are steel with a corrosion resistant coating applied to the external surfaces and the flex hoses are made of reinforced rubber. The rubber flex hoses allow for the movement of the vehicles suspension.
BRAKES 5 - 7 an anodized aluminum casting. It has a machined bore to accept the master cylinder piston and threaded ports with seats for the hydraulic brake line connections. The brake fluid reservoir of the master cylinder assembly is made of a see through polypropylene type plastic. A low fluid switch is also part of the reservoir assembly.
Fig. 9 Master Cylinder Assembly
This vehicle uses 3 different master cylinders.
Master cylinder usage depends on what type of brake system the vehicle is equipped with. If a vehicle is not equipped with antilock brakes, or is equipped with antilock brakes without traction control, a conventional compensating port master cylinder is used.
If a vehicle is equipped with antilock brakes with traction control, a dual center port master cylinder is used.
The third master cylinder used on this vehicle is unique to vehicles equipped with four wheel disc brakes. The master cylinder used for this brake application has a different bore diameter and stroke then the master cylinder used for the other available brake applications.
The master cylinders used on front wheel drive applications (non four wheel disc brake vehicles) have a master cylinder piston bore diameter of 23.8
mm. The master cylinder used on the all wheel drive applications (four wheel disc brake vehicles) have a master cylinder piston bore diameter of 25.4 mm.
When replacing a master cylinder, be sure to use the correct master cylinder for the type of brake system the vehicle is equipped with.
The master cylinder is not a repairable component and must be replaced if diagnosed to be functioning improperly
MASTER CYLINDER
The master cylinder (Fig. 9) consists of the following components. The body of the master cylinder is
CAUTION: Do not hone the bore of the cylinder as this will remove the anodized surface from the bore.
The master cylinder primary outlet port supplies hydraulic pressure to the right front and left rear
5 - 8 BRAKES
DESCRIPTION AND OPERATION (Continued) brakes. The secondary outlet port supplies hydraulic pressure to the left front and right rear brakes.
POWER BRAKE VACUUM BOOSTER OPERATION
All vehicles use a 270 mm single diaphragm power brake vacuum booster.
The power brake booster can be identified if required, by the tag attached to the body of the booster assembly (Fig. 10). This tag contains the following information: The production part number of the power booster assembly, the date it was built, and who was the manufacturer of the power brake vacuum booster.
NOTE: The power brake booster assembly is not a repairable component and must be replaced as a complete assembly if it is found to be faulty in any way. The check valve located in the power brake booster (Fig. 10) is not repairable but it can be replaced as an assembly separate from the power brake booster.
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Fig. 10 Power Brake Booster Identification
The power brake booster reduces the amount of force required by the driver to obtain the necessary hydraulic pressure to stop vehicle.
The power brake booster is vacuum operated. The vacuum is supplied from the intake manifold on the engine through the power brake booster check valve
(Fig. 10) and (Fig. 11).
As the brake pedal is depressed, the power brake boosters input rod moves forward (Fig. 11). This opens and closes valves in the power booster, allowing atmospheric pressure to enter on one side of a diaphragm. Engine vacuum is always present on the other side. This difference in pressure forces the output rod of the power booster (Fig. 11) out against the primary piston of the master cylinder. As the pistons in the master cylinder move forward this creates the hydraulic pressure in the brake system.
Fig. 11 Power Brake Booster Assembly
The different engine combinations used on this vehicle require that different vacuum hose routings to the power brake vacuum booster be used.
All vacuum hoses must be routed from the engine to the power brake vacuum booster without kinks, excessively tight bends or potential for damage to the vacuum hose.
The power brake vacuum booster assembly mounts on the engine side of the dash panel, and is connected to the brake pedal by the input push rod (Fig.
11). A vacuum line connects the power booster to the intake manifold. The master cylinder is bolted to the front of the power brake vacuum booster assembly.
RED BRAKE WARNING LAMP OPERATION
The red Brake warning lamp is located in the instrument panel cluster and is used to indicate a low brake fluid condition or that the parking brake is applied. In addition, the brake warning lamp is turned on as a bulb check by the ignition switch every time the ignition switch is turned to the crank position.
The warning lamp bulb is supplied a 12 volt ignition feed anytime the ignition switch is on. The bulb is then illuminated by completing the ground circuit either through the park brake switch, the fluid level sensor in the master cylinder reservoir, or the ignition switch when it is turned to the crank position.
The Brake Fluid Level sensor is located in the brake fluid reservoir of the master cylinder assembly.
The purpose of the sensor is to provide the driver with an early warning that brake fluid level in the master cylinder fluid reservoir has dropped to below
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DESCRIPTION AND OPERATION (Continued) normal. This may indicate: (1) Abnormal loss of brake fluid in the master cylinder fluid reservoir resulting from a leak in the hydraulic system. (2)
Brake shoe linings which have worn to a point requiring replacement.
As the brake fluid drops below the minimum level, the brake fluid level sensor closes to ground the brake warning light circuit. This will turn on the red brake warning light. At this time, master cylinder fluid reservoir should be checked and filled to the full mark with DOT 3 brake fluid. If brake fluid level has dropped below the add line in the master cylinder fluid reservoir, the entire brake hydraulic system should be checked for evidence of a leak.
STOP LAMP SWITCH
The stop lamp switch controls operation of the vehicles stop lamps. Also, if the vehicle is equipped
BRAKES 5 - 9 with speed control, the stop lamp switch will deactivate speed control when the brake pedal is depressed.
The stop lamp switch controls operation of the right and left tail, stop and turn signal lamp and
CHMSL lamp, by supplying battery current to these lamps.
The stop lamp switch controls the lamp operation by opening and closing the electrical circuit to the stop lamps.
HUB/BEARING REAR WHEEL
The rear hub and bearing assembly used on this vehicle is serviceable only as a complete assembly. No attempt should be made to disassemble a rear hub and bearing assembly in an effort to repair it.
The rear hub and bearing assembly is attached to the rear axle using 4 mounting bolts that are removable from the back of the rear hub/bearing.
DIAGNOSIS AND TESTING
BRAKE SYSTEM BASIC DIAGNOSIS GUIDE
SYMPTOM
CHART 1
MISC.
COND.
Brake Warning Light On
Excessive Pedal Travel
Pedal Goes To The Floor
Stop Light On Without Brakes
All Brakes Drag
Rear Brakes Drag
Grabby Brakes
Spongy Brake Pedal
Premature Rear Brake Lockup
Excessive Pedal Effort
Rough Engine Idle
Brake Chatter (Rough)
Surge During Braking
Noise During Braking
Rattle Or Clunking Noise
Pedal Pulsates During Braking
Pull To Right Or Left
No: Not A Possible Cause
3
5
6
6
2
4
1
CHART 2
WARNING
LIGHT
X
X
X
CHART 3
POWER
BRAKES
NO
NO
NO NO
O
X
NO
NO
NO
NO
NO
NO
NO
NO
NO
NO NO
X: Most Likely Cause
NO
NO
O
O
NO
NO
NO
CHART 4
BRAKE
NOISE
NO
CHART 5
WHEEL
BRAKES
O
X
O
X
X
X
X
X
X
O: Possible Cause
5 - 10 BRAKES
DIAGNOSIS AND TESTING (Continued)
BRAKE SYSTEM DIAGNOSIS CHARTS
MISCELLANEOUS BRAKE SYSTEM CONDITIONS
NS
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DIAGNOSIS AND TESTING (Continued)
RED BRAKE WARNING LAMP FUNCTION
BRAKES 5 - 11
5 - 12 BRAKES
DIAGNOSIS AND TESTING (Continued)
POWER BRAKE SYSTEM DIAGNOSTICS
NS
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DIAGNOSIS AND TESTING (Continued)
BRAKE NOISE
BRAKES 5 - 13
VEHICLE ROAD TEST
5 - 14 BRAKES
DIAGNOSIS AND TESTING (Continued)
ADJUSTER REAR DRUM BRAKE (AUTOMATIC)
The rear drum brakes on this vehicle automatically adjust, when required, during the normal operation of the vehicle every time the brakes are applied. Use the following procedure to test the operation of the automatic adjuster.
Place the vehicle on a hoist with a helper in the driver’s seat to apply the brakes. Remove the access plug from the adjustment hole in each brake support plate to provide visual access of the brake adjuster star wheel.
Remove the park brake cable, for the wheel of the vehicle that is being worked on, from the park brake cable equalizer (Fig. 12). This is required to gain access to the star wheel. If the cable is not removed from the equalizer, the cable and spring inside of the brake drum is in the way of the star wheel.
Fig. 12 Park Brake Cable Equlizer
To eliminate the condition where maximum adjustment of the rear brake shoes, does not allow the automatic adjuster to operate when tested, back the star wheel off approximately 30 notches. It will be necessary to hold the adjuster lever away from the star wheel to permit this adjustment.
Have the helper apply the brakes. Upon application of the brake pedal, the adjuster lever lever should move down, turning the adjuster star wheel.
Thus, a definite rotation of the adjuster star wheel can be observed if the automatic adjuster is working properly. If one or more adjusters do not function properly, the respective drum must be removed for adjuster servicing.
BRAKE ROTOR
Any servicing of the rotor requires extreme care to maintain the rotor to within service tolerances to ensure proper brake action.
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Before refinishing or refacing a rotor, the rotor should be checked and inspected for the following conditions:
Braking surface scoring, rust, impregnation of lining material and worn ridges.
Excessive rotor lateral runout or wobble.
Thickness variation in braking surface of the rotor
(Parallelism).
Dishing or distortion in braking surface of the rotor (Flatness).
If a vehicle has not been driven for a period of time, the rotors will rust in the area not covered by the brake lining and cause noise and chatter when the brakes are applied.
Excessive wear and scoring of the rotor can cause temporary improper lining contact if ridges are not removed from braking surface of rotor before installation of new brake shoe assemblies.
Some discoloration and/or wear of the rotor surface is normal and does not require resurfacing when linings are replaced.
Excessive runout or wobble in a rotor can increase pedal travel due to piston knock-back. This will also increase guide pin bushing wear due to the tendency of the caliper to follow rotor wobble.
Thickness variation in a rotor can also result in pedal pulsation, chatter and surge due to variation in brake output. This can also be caused by excessive runout in the rotor and/or the hub.
Dishing or distortion can be caused by extreme heat and abuse of the brakes.
CHECKING ROTOR FOR RUNOUT AND
THICKNESS
NOTE: The procedure for checking rotor runout and thickness is the same for the front and rear rotor. If there is a specification difference between the front and rear rotor it will be designated as such in the specifications of the following procedure.
On-vehicle rotor runout is the combination of the individual runout of the hub face and the runout of the rotor. (The hub and rotor runouts are separable).
To measure runout on the vehicle, remove the wheel and reinstall the lug nuts tightening the rotor to the hub. Mount Dial Indicator, Special Tool C-3339 with
Mounting Adaptor, Special Tool SP- 1910 on steering arm. Dial indicator plunger should contact braking surface of rotor approximately 10 mm (0.393 in.) from outer edge of rotor (Fig. 13). Check lateral runout on both sides of rotor. Lateral runout of the rotor should not exceed 0.13 mm (0.005 inch).
If lateral runout is in excess of the specification, check the lateral runout of the hub face. Before removing rotor from hub, make a chalk mark across
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DIAGNOSIS AND TESTING (Continued)
BRAKES 5 - 15
Fig. 13 Checking Brake Rotor For Runout both the rotor and one wheel stud on the high side of the runout. This will ensure that the original location of the rotor in relation to the hub can be retained
(Fig. 14). Remove rotor from hub.
Fig. 15 Checking Disc Brake Rotor For Runout
Fig. 14 Marking Rotor And Wheel Stud
Thoroughly clean the front surface of the front hub. Then install Dial Indicator, Special Tool C-3339 and Mounting Adaptor, Special Tool SP-1910 on steering knuckle. Position stem so it contacts hub face near outer diameter. Care must be taken to position stem outside the stud circle but inside the chamfer on the hub face (Fig. 15). Clean hub surface before checking.
Lateral runout should not exceed 0.08 mm (0.003
inch). If runout exceeds this specification, the hub must be replaced. See Suspension Group 2. If lateral runout of the hub does not exceed this specification, install rotor on hub with chalk marks two wheel studs apart (Fig. 16). Tighten nuts in the propersequence and torque to specification. Finally, check lat-
Fig. 16 Indexing Rotor And Wheel Stud eral runout of rotor to see if lateral runout is now within specification.
If lateral runout is not within specification, install a new rotor or reface rotor, being careful to remove as little rotor material as possible from each side of rotor. Remove equal amounts from each side of rotor.
Do not reduce thickness below minimum thickness marking cast into the un-machined surface (Fig. 17) of the rotor .
Thickness variation measurements of the rotor should be made in conjunction with the lateral runout measurements. Measure the thickness of the rotor at 12 circumferentially equal points with a
5 - 16 BRAKES
DIAGNOSIS AND TESTING (Continued)
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Fig. 17 Minimum Rotor Thickness Markings micrometer at a radius approximately 25.4 mm (1 inch) from outer edge of rotor (Fig. 18). If thickness measurements vary by more than 0.013 mm (0.0005
inch), rotor should be removed and resurfaced, or a new rotor installed. If cracks or burned spots are evident, rotor must be replaced.
Rotor). If cracks are evident in the rotor, replace the rotor.
PROPORTIONING VALVES
FIXED PROPORTIONING VALVE TEST
PROCEDURE
On a vehicle equipped with ABS, premature or excessive rear wheel ABS cycling may be an indication that the brake fluid pressure to the rear brakes is above the desired output.
Prior to testing a proportioning valve for function, check that all tire pressures are correct. Also, ensure the front and rear brake linings are in satisfactory condition. It is also necessary to verify that the brakes shoe assemblies on a vehicle being tested, are either original equipment manufacturers (OEM), or original replacement brake shoe assemblies meeting the OEM lining material specification. The vehicles brake system is not balanced for after market brake shoe assembly lining material.
If brake shoe assembly lining material is of satisfactory condition, and of the correct material specification, check for proper proportioning valve function using the following procedure.
(1) Road test vehicle to be sure the vehicle is truly exhibiting a condition of excessive rear wheel ABS cycling. Since ABS cycles both rear brakes together
both proportioning valves of the assembly (Fig.
19) must be tested. Use the following procedure to test the proportioning valve.
Fig. 18 Checking Rotor For Thickness Variation
Light scoring and/or wear is acceptable. If heavy scoring or warping is evident, the rotor must be refinished or replaced (See Refinishing/Refacing
Fig. 19 Rear Brake Proportioning Valve And Brake
Tube Locations
(2) Remove one of the chassis brake lines (Fig. 19) coming from the ABS modulator, at
(3) the proportioning valve assembly. Remove the hydraulic brake line going to one of the rear wheels of the vehicle from the proportioning valve (Fig. 19)
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DIAGNOSIS AND TESTING (Continued)
(4) Remove the 2 bolts (Fig. 19) attaching the proportioning valve to the frame rail.
CAUTION: When lowering the proportioning valve, care must be taken not to kink any of the chassis brake lines.
(5) Carefully lower the proportioning valve for clearance to install the proportioning valve test fittings.
(6) Install the required fitting from Pressure Test
Fittings, Special Tool 6833 (Fig. 20) into the inlet port of the proportioning valve assembly, from which the chassis brake line was removed. Install the removed chassis brake line into the Pressure Test
Fitting (Fig. 20). Install the required fitting from
Pressure Test Fittings, Special Tool 6833 into the required outlet port of the proportioning valve.
Install the required fitting from Pressure Test Fittings, Special Tool 6833 into the required outlet port of the proportioning valve (Fig. 20). Then install the removed chassis brake line into the Pressure Test
Fitting (Fig. 20).
BRAKES 5 - 17
Fig. 20 Proportioning Valve Test Fitting Installation
(7) Install a pressure gauge from Gauge Set, Special Tool C-4007-A into each pressure test fitting (Fig.
21). Bleed air out of hose from pressure test fittings to pressure gauges, at the pressure gauges (Fig. 21).
Then bleed air out of the brake line being tested, at that rear wheel cylinder.
(8) With the aid of a helper, apply pressure to the brake pedal until a pressure of 6895 kPa (1000 psi) is obtained on the proportioning valve inlet gauge.
Then based on the type of brake system the vehicle is equipped with and the pressure specification shown on the following table, compare the pressure reading on the outlet gauge to the specification. If outlet pressure at the proportioning valve is not within specification when required inlet pressure is obtained, replace the proportioning valve.
Fig. 21 Pressure Gauges Installed On Pressure Test
Fittings
(9) Repeat steps 2 through 7 for the other proportioning valve of the assembly.
CAUTION: When mounting the original or a replacement proportion valve on the frame rail of the vehicle install the mounting bolts in only the two forward holes of the mounting bracket (Fig. 19).
HEIGHT SENSING PROPORTIONING VALVE
CAUTION: The use of after-market load leveling or load capacity increasing devices on this vehicle are prohibited. Using air shock absorbers or helper springs on this vehicle will cause the height sensing proportioning valve to inappropriately reduce the hydraulic pressure to the rear brakes. This inappropriate reduction in hydraulic pressure potentially could result in increased stopping distance of the vehicle.
When a premature rear wheel skid is obtained on a brake application, it may be an indication that the hydraulic pressure to the rear brakes is above the specified output from the proportioning valve. This condition indicates a possible malfunction of the height sensing proportioning valve, which will require testing to verify that it is properly controlling the hydraulic pressure allowed to the rear brakes.
Premature rear wheel skid may also be caused by an incorrectly adjusted proportioning valve actuator assembly, or contaminated front or rear brake linings.
Prior to testing a proportioning valve for function, check that all tire pressures are correct. Also, ensure the front and rear brake linings are in satisfactory condition. It is also necessary to verify that the brakes shoe assemblies on a vehicle being tested, are either original equipment manufacturers (OEM), or original replacement brake
5 - 18 BRAKES
DIAGNOSIS AND TESTING (Continued) shoe assemblies meeting the OEM lining material specification. The vehicles brake system is not balanced for after market brake shoe assembly lining material.
If both front and rear brakes check OK, proceed to verify that the actuator assembly for the height sensing proportioning valve is adjusted correctly. See
Height Sensing Proportioning Valve in the Adjustment Section in this group of the service manual for the adjustment procedure. If the proportioning valve is adjusted correctly, proceed with the test procedure for the height sensing proportioning valve as follows:
(1) Remove the actuator assembly adjustment nut
(Fig. 22). Remove the actuator assembly from the lever on the height sensing proportioning valve.
NS
(3) Install the required fittings from Pressure Test
Fittings, Special Tool 6833 (Fig. 24) into the inlet port of the proportioning valve assembly, from which the chassis brake line was removed. Install the removed chassis brake line into the Pressure Test
Fitting (Fig. 24). Install the required fitting from
Pressure Test Fittings, Special Tool 6833 into the required outlet port of the proportioning valve.
Install the required fitting from Pressure Test Fittings, Special Tool 6833 into the required outlet port of the proportioning valve (Fig. 24). Then install the removed chassis brake line into the Pressure Test
Fitting (Fig. 20).
Fig. 22 Actuator Assembly Adjustment Nut
(2) Remove the chassis brake tube coming from the junction block from the front of the height sensing proportioning valve (Fig. 23). Remove the chassis brake tube going to the rear brakes from the back of the height sensing proportioning valve (Fig. 23).
Fig. 24 Proportioning Valve Test Fitting Installation
(4) Install a pressure gauge from Gauge Set, Special Tool C-4007-A into each pressure test fitting (Fig.
25). Bleed air out of hose from pressure test fittings to pressure gauges, at the pressure gauges (Fig. 25).
Then bleed air out of the brake line being tested, at that rear wheel cylinder.
Fig. 23 Brake Tube Connections To Proportioning
Valve
Fig. 25 Pressure Gauges Installed On Pressure Test
Fittings
NS
DIAGNOSIS AND TESTING (Continued)
(5) With the aid of a helper, apply pressure to the brake pedal until a pressure of 6895 kPa (1000 psi) is obtained on the proportioning valve inlet gauge.
Then based on the type of brake system the vehicle is equipped with and the pressure specification shown on the following table, compare the pressure reading on the outlet gauge to the specification. If outlet pressure at the proportioning valve is not within specification when required inlet pressure is obtained, replace the proportioning valve.
(6) Remove the pressure test fittings and pressure gauges from the proportioning valve.
(7) Install the chassis brake lines in the correct ports of the proportioning valve.
(8) Install the pressure test fittings and pressure gauges in the opposite inlet and outlet port of the height sensing proportioning valve. Repeat steps 4 and 5 for the other proportioning valve.
(9) Remove the pressure test fittings and pressure gauges from the proportioning valve.
(10) Install the chassis brake lines in the correct ports of the proportioning valve.
(11) Install the actuator (Fig. 22) on the height sensing proportioning valve. Adjust the proportioning valve actuator. See Height Sensing Proportioning
Valve in the Adjustment Section in this group of the service manual for the adjustment procedure.
(12) Bleed both rear hydraulic circuits at the rear brakes.
(13) Road test vehicle.
BRAKE FLUID CONTAMINATION
Indications of fluid contamination are swollen or deteriorated rubber parts.
Swollen rubber parts indicate the presence of petroleum in the brake fluid.
BRAKES 5 - 19
To test for contamination, put a small amount of drained brake fluid in clear glass jar. If fluid separates into layers, there is mineral oil or other fluid contamination of the brake fluid.
If brake fluid is contaminated, drain and thoroughly flush system. Replace master cylinder, proportioning valve, caliper seals, wheel cylinder seals,
Antilock Brakes hydraulic unit and all hydraulic fluid hoses.
RED BRAKE WARNING LAMP TEST
For diagnosis of specific problems with the red brake warning lamp system, refer to Brake System
Diagnostics Chart 2, located in the Diagnosis And
Testing section in this group of the service manual.
TRACTION CONTROL LAMP TEST
The traction control light is tested by cycling the traction control switch on and off. The traction control switch used on this vehicle is a momentary contact type switch. The test procedure for the traction control light is performed as follows: Press the traction control switch once and the “Trac Off” lamp will illuminate. With the “Trac Off” lamp illuminated, press the traction control switch again and the “Trac
Off” lamp will turn off.
If the traction control lamp does not function as described in the test above, diagnosis of the traction control switch, lamp, wiring and other related components of the traction control system is required.
STOP LAMP SWITCH TEST PROCEDURE
The required procedure for testing the stop lamp switch is covered in Group 8H, Vehicle Speed Control
System in this service manual. The electrical circuit tests for stop lamps is covered in Group 8W Rear-
Lighting in this service manual.
WHEEL
BASE
DRIVE
TRAIN
SALES CODE
SWB
SWB
LWB
LWB
SWB
LWB
FWD
FWD
FWD
FWD
AWD
AWD
BRA+BGF
BRA+BGF
BRB+BGF
BRV+BGF
BRA+BGF
BRA+BGF
BRB+BGF
BRV+BGF
BRE+BGF
BRE+BGF
BRAKE SYS-
TEM
14
9
DISC/DRUM
W/O ANTILOCK
14
9
,15
9
,15
9
HD
DISC/DRUM
WITH ANTILOCK
14
9
DISC/DRUM
W/O ANTILOCK
14
9
,15
9
,15
9
HD
DISC/DRUM
WITH ANTILOCK
15
9
DISC/DISC
WITH ANTILOCK
15
9
DISC/DISC
WITH ANTILOCK
SPLIT POINT SLOPE
INLET PRES-
SURE PSI
VAR.
25 BAR
VAR.
25 BAR
25 BAR
41 BAR
.30
.59
.30
.59
.36
.36
1000 PSI
1000 PSI
1000 PSI
1000 PSI
1000 PSI
1000 PSI
OUTLET
PRESSURE
PSI
250-350 PSI
660-780
PSI
250-350 PSI
660-780 PSI
525-640 PSI
690-800 PSI
5 - 20 BRAKES NS
SERVICE PROCEDURES
MASTER CYLINDER FLUID LEVEL CHECK
Check master cylinder reservoir fluid level a minimum of twice annually.
Master cylinder reservoirs are marked with the words FULL and ADD to indicate proper brake fluid fill level of the master cylinder (Fig. 26).
If necessary, add brake fluid to bring the level to the bottom of the FULL mark on the side of the master cylinder fluid reservoir. When filling master cylinder fluid reservoir do not fill the filler neck of the fluid reservoir (Fig. 26) with brake fluid.
PRESSURE BLEEDING PROCEDURE
CAUTION: Before removing the master cylinder cover, throughly clean the cover and master cylinder fluid reservoir to prevent dirt and other foreign matter from dropping into the master cylinder fluid reservoir.
CAUTION: Use bleeder tank Special Tool C-3496-B with adapter Special Tool 6921 to pressurize the hydraulic system for bleeding.
CAUTION: When pressure bleeding the brakes hydraulic system the fluid reservoir filler neck must be removed from the master cylinder fluid reservoir.
Failure to remove the filler neck from the fluid reservoir, may result in the filler neck separating from the fluid reservoir when the hydraulic system is pressurized.
Follow pressure bleeder manufacturer’s instructions, for use of pressure bleeding equipment.
When bleeding the brake system, some air may be trapped in the brake lines or valves far upstream, as much as ten feet from the bleeder screw (Fig. 27).
Therefore, it is essential to have a fast flow of a large volume of brake fluid when bleeding the brakes to ensure all the air gets out.
Fig. 26 Master Cylinder Fluid Level Marks
Use only Mopar t brake fluid or an equivalent from a sealed container. Brake fluid must conform to DOT
3, specifications.
DO NOT use brake fluid with a lower boiling point, as brake failure could result during prolonged hard braking.
Use only brake fluid that was stored in a tightlysealed container.
DO NOT use petroleum-based fluid because seal damage will result. Petroleum based fluids would be items such as engine oil, transmission fluid, power steering fluid ect.
BLEEDING BASE BRAKE HYDRAULIC SYSTEM
NOTE: This bleeding procedure is only for the vehicle’s base brakes hydraulic system. For bleeding the antilock brakes hydraulic system, refer to the
ITT Teves Mark 20 Antilock Brake System bleeding procedure in the antilock brakes section of this service manual.
Fig. 27 Trapped Air In Brake Fluid Line
(1) Remove the filler neck from the master cylinder fluid reservoir.
(2) Install the Adapter Master Cylinder Pressure
Bleed Cap, Special Tool 6921 on the fluid reservoir of the master cylinder (Fig. 28). Attach the fluid hose from the pressure bleeder to the fitting on Special
Tool 6921.
(3) Attach a clear plastic hose to the bleeder screw at one wheel and feed the hose into a clear jar containing fresh brake fluid.
NS
SERVICE PROCEDURES (Continued)
BRAKES 5 - 21 good bleed of the hydraulic system has been obtained.
(6) Repeat the procedure at all the other remaining bleeder screws. Then check the pedal for travel.
If pedal travel is excessive or has not been improved, enough fluid has not passed through the system to expel all the trapped air. Be sure to monitor the fluid level in the pressure bleeder, so it stays at a proper level so air will not enter the brake system through the master cylinder.
(7) Perform a final adjustment of the rear brake shoes and then test drive vehicle to be sure brakes are operating correctly and that pedal is solid.
BLEEDING WITHOUT A PRESSURE BLEEDER
NOTE: Correct manual bleeding of the brakes hydraulic system will require the aid of a helper.
Fig. 28 Pressure Bleeding Cap Installed On Master
Cylinder
NOTE: The following wheel sequence should be used when bleeding the brake hydraulic system.
The use of this wheel sequence will ensure adequate removal of all trapped air from the brake hydraulic system.
•
Left Rear Wheel
•
Right Front Wheel
•
Right Rear Wheel
• Left Front Wheel
(4) Open the left rear wheel bleeder screw at least
one full turn or more to obtain an adequate flow of brake fluid (Fig. 29).
Fig. 29 Rear Wheel Cylinder Bleeder Screw
CAUTION: Just cracking the bleeder screw often restricts fluid flow, and a slow, weak fluid discharge will NOT get all the air out.
(5) After 4 to 8 ounces of brake fluid has been bled through the hydraulic system, and an air-free flow is maintained in the hose and jar, this will indicate a
NOTE: To adequately bleed the brakes using the manual bleeding procedure the rear brakes must be correctly adjusted. Prior to the manual bleeding of the brake hydraulic system, correctly adjust the rear brakes.
NOTE: The following wheel sequence should be used when bleeding the brake hydraulic system.
The use of this wheel sequence will ensure adequate removal of all trapped air from the brake hydraulic system.
• Left Rear Wheel
• Right Front Wheel
• Right Rear Wheel
• Left Front Wheel
(1) Pump the brake pedal three or four times and hold it down before the bleeder screw is opened.
(2) Push the brake pedal toward the floor and hold it down. Then open the left rear bleeder screw at least 1 full turn. When the bleeder screw opens the brake pedal will drop all the way to the floor.
(3) Release the brake pedal only after the bleeder screw is closed.
(4) Repeat steps 1 through 3, four or five times, at each bleeder screw in the required sequence. This should pass a sufficient amount of fluid to expel all the trapped air from the brake system. Be sure to monitor the fluid level in the master cylinder, so it stays at a proper level so air will not enter the brake system through the master cylinder.
(5) Perform a final adjustment of the rear brake shoes and then test drive vehicle to be sure brakes are operating correctly and that pedal is solid.
5 - 22 BRAKES
SERVICE PROCEDURES (Continued)
MASTER CYLINDER BLEEDING PROCEDURE
CAUTION: When clamping master cylinder in vise, only clamp master cylinder by its mounting flange, do not clamp on primary piston, seal\boot or body of master cylinder.
(1) Clamp the master cylinder in a vise using only the mounting flange (Fig. 30).
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Fig. 30 Master Cylinder Mounted In Vise
NOTE: Two different size bleeding tubes are used depending on which type of master cylinder the vehicle is equipped with. Vehicles equipped with traction control use a center port master cylinder with a larger diameter brake tube. Vehicles not equipped with traction control use a compensating port master cylinder using a standard 3/16 inch diameter brake tube. Be sure the correct size bleeding tubes are used when bleeding the master cylinder.
(2) Install the Bleeding Tubes, Special Tool 6920 for a non traction control master cylinder or Special
Tool 8129 for a traction control master cylinder on the master cylinder (Fig. 102). Position bleeding tubes so the outlets of bleeding tubes will be below surface of brake fluid when reservoir is filled to its proper level.
(3) Fill brake fluid reservoir with brake fluid conforming to DOT 3 specifications such as Mopar or an
Equivalent.
(4) Using a wooden dowel, depress push rod slowly, and then allow pistons to return to released position.
Repeat several times until all air bubbles are expelled from master cylinder.
(5) Remove bleeding tubes from master cylinder outlet ports, and then plug outlet ports and install fill cap on reservoir.
(6) Remove master cylinder from vise.
Fig. 31 Bleed Tubes Installed On Master Cylinder
(7) Install the filler cap from the master cylinder filler neck, on the master cylinder fluid reservoir.
(8) Install the master cylinder assembly on the power brake vacuum booster.
NOTE: Note: It is not necessary to bleed the ABS hydraulic control unit (HCU) after replacing the master cylinder. But, the base brake hydraulic system must be bled to ensure no air is entered the hydraulic system when the master cylinder was removed.
ROTOR MACHINING (FRONT/REAR)
BRAKE ROTOR MACHINING PROCEDURES
Any servicing of the rotor requires extreme care to maintain the rotor to within service tolerances to ensure proper brake action.
If the rotor surface is deeply scored or warped, or there is a complaint of brake roughness or brake pedal pulsation, the rotor should be resurfaced, refaced (Fig. 32) or (Fig. 33) or replaced.
NOTE: All rotors have markings for minimum allowable thickness cast on an un-machined surface of the rotor (Fig. 34) or (Fig. 35).
This marking includes 0.76 mm (0.030 inch) allowable rotor wear beyond the recommended 0.76 mm
(0.030 inch) of rotor refacing.
The collets, shafts and adapters used on the brake lathe and the bearing cups in the rotor MUST be clean and free from any chips or contamination.
When mounting the rotor on the brake lathe, strict attention to the brake lathe manufacturer’s operating instructions is required.
If the rotor is not mounted properly, the lateral runout will be worse after refacing or resurfacing than before.
NS
SERVICE PROCEDURES (Continued)
BRAKES 5 - 23
Fig. 34 Front Rotor Thickness Markings
Fig. 32 Refacing Brake Rotor
Fig. 33 Resurfacing Brake Rotor (Final Finish)
REFACING BRAKE ROTOR
Refacing of the rotor is not required each time the brake pads are replaced.
When refacing a rotor the required 0.08 mm (0.003
Fig. 35 Rear Rotor Thickness Markings inch) TIR (Total Indicator Reading) and 0.013 mm
(0.0005 inch) thickness variation limits MUST BE
MAINTAINED. Extreme care in the operation of rotor turning equipment is required.
The use of a double straddle cutter (Fig. 32) that machines both sides of the rotor at the same time is highly recommended.
RESURFACNG BRAKE ROTOR
This operation can be used when rotor surface is rusty, has lining deposits or excessive lateral runout or thickness variation is evident.
A sanding rotor attachment (Fig. 33) will remove surface contamination without removing much rotor material.
It will generally follow variations in thickness that are in the rotor.
5 - 24 BRAKES
SERVICE PROCEDURES (Continued)
ROTOR REFINISHING LIMITS
NS
Braking Rotor
Rotor Thickness
Minimum Rotor
Thickness
Front Rotor
Rear Rotor
23.87-24.13 mm
.939 -.949 in.
12.75-12.25 mm
.502 -.482 in.
22.4 mm
.881 in.
11.25 mm
.443 in.
* TIR Total Indicator Reading (Measured On Vehicle)
BRAKE DRUM MACHINING
Measure the runout and diameter of the rear brake using only accurate measuring equipment. There should be no variation in the drum diameter greater than 0.090 mm (0.004 inch). Drum runout should not exceed 0.15 mm (0.006 inch) out of round. If the drum runout or diameter variation exceed these values the drum should be refaced. For best results in eliminating the irregularities that cause brake roughness and surge, the amount of material removed during a single cut should be limited to 0.13 mm (0.005
inch). When the entire braking surface has been cleaned. A final cut of 0.0254 mm (0.001 inch) will assure a good drum surface providing the equipment used is capable of the precision required for resurfacing brake drums. Deeper cuts are permissible for the sole purpose of removing deep score marks. Do not reface more than 1.52 mm (0.060 inch) over the standard drum diameter.
All drums will show markings of maximum allowable diameter (Fig. 36). For example, a drum will have a marking of MAX. DIA. 251.55 mm (9.90 inch).
This marking includes 0.76 mm (0.030 inch) for allowable drum wear beyond the recommended 1.52
mm (0.060 inch) of drum refacing
Rotor Thickness Variation
.013 mm
.0005 in.
.013 mm
.0005 in.
Fig. 36 Rear Brake Drum Maximum Diameter
Identification
Rotor Run
Out*
.08 mm
.003 in.
.08 mm
.003 in.
Rotor Micro
Finish
15-80 RMS
15-80 RMS
BRAKE TUBE REPAIR PROCEDURE
CAUTION: When repairing brake chassis lines or flex hoses, the correct fasteners must be used to attach the routing clips or hoses to the front suspension cradle. The fasteners used to attach components to the front suspension cradle have an anti-corrosion coating due to the suspension cradle being made of aluminum. Only Mopar replacement fasteners with the required anti-corrosion coating are to be used if a replacement fastener is required when installing a brake chassis line or flex hose.
Only double wall 4.75mm (3/16 in.) steel tubing with Al-rich/ZW-AC alloy coating and the correct tube nuts are to be used for replacement of a hydraulic brake tube.
NOTE: On vehicles equipped with traction control, the primary and secondary hydraulic tubes between the master cylinder and the hydraulic control unit are 6 mm (15/64 in.). These tubes are also coated with the Al-rich/ZW-AC alloy and must be replaced with tubes having the same anti-corrosion coating.
Be sure the correct tube nuts are used for the replacement of these hydraulic brake tubes.
Care should be taken when repairing brake tubing, to be sure the proper bending and flaring tools and procedures are used, to avoid kinking. Do not route the tubes against sharp edges, moving components or into hot areas. All tubes should be properly attached with recommended retaining clips.
If the primary or secondary brake line from the master cylinder to the ABS Hydraulic Control Unit, or the flexible brake lines between the hydraulic control unit and the proportioning valve require replacement only the original factory brake lines containing a flexible section can be used. This is required due to the movement of the front suspension cradle while the vehicle is in motion.
Using Tubing Cutter, Special Tool C-3478-A or equivalent, cut off damaged seat or tubing (Fig. 37).
Ream out any burrs or rough edges showing on inside of tubing (Fig. 38). This will make the ends of tubing square (Fig. 38) and ensure better seating of
NS
SERVICE PROCEDURES (Continued) flared end tubing. PLACE TUBE NUT ON TUB-
ING BEFORE FLARING THE TUBING.
BRAKES 5 - 25
Place gauge (Form A) on edge over end of brake tubing. Push tubing through jaws until end of tubing contacts the recessed notch in gauge matching the tubing size. Squeeze handles of flaring tool and lock tubing in place. Place 3/16 inch plug of gauge (A) down in end of tubing. Swing compression disc over gauge and center tapered flaring screw in recess of disc. Screw in until plug gauge has seated on jaws of flaring tool. This action has started to invert the extended end of the tubing. Remove gauge and continue to screw down until tool is firmly seated in tubing. Remove tubing from flaring tool and inspect seat. Refer to tube routing diagrams for proper brake tube routing and clip locations. Replace any damaged tube routing clips.
Fig. 37 Cutting And Flaring Of Brake Fluid Tubing
Fig. 38 Brake Fluid Tube Preparation For Flaring
DOUBLE INVERTED TUBING FLARES
To make a double inverted tubing flare (Fig. 39) and (Fig. 40). Open handles of Flaring Tool, Special
Tool C-4047 or equivalent. Then rotate jaws of tool until the mating jaws of tubing size are centered between vertical posts on tool. Slowly close handles with tubing inserted in jaws but do not apply heavy pressure to handle as this will lock tubing in place.
Fig. 39 Hydraulic Brake Tubing Flare Styles
ISO TUBING FLARES
CAUTION: All ISO style tubing flares (Fig. 39) and
(Fig. 40) are of metric dimensions. When performing any service procedures on vehicles using ISO style tubing flares, metric size tubing of 4.75 mm MUST be used with metric ISO tube flaring equipment.
To create a (metric) ISO style tubing flare, Use
Snap-On Flaring Tool TFM-428, or equivalent. See
(Fig. 41) and proceed with the steps listed below. Be sure to place the tubing nut on the tube before flaring the tubing.
(1) Carefully prepare the end of the tubing to be flared. Be sure the end of the tubing to be flared is square and all burrs on the inside of the tubing are removed (Fig. 38). This preparation is essential to
5 - 26 BRAKES
SERVICE PROCEDURES (Continued)
NS
Fig. 40 Inverted Double Wall Flare And ISO Flare
Tubing Connections obtain the correct form of a (metric) ISO tubing flare.
(2) Open jaws of the Flaring Tool. Align the mating size jaws of the flaring tool around the size of the tubing to be flared. Close the jaws of the Flaring Tool around the tubing to keep it from sliding out of the flaring tool, but do not lock the tubing in place. See
(Fig. 41)
(3) Position the tubing in the jaws of the Flaring
Tool so that it is flush with the top surface of the flaring tool bar assembly. (Fig. 41) )
(4) Install the correct size adaptor for the brake tubing being flared, on the feed screw of the yoke assembly. Center the yoke and adapter over the end of the tubing. Apply lubricant to the adapter area that contacts brake tubing. Making sure the adapter pilot is fully inserted in the end of the brake tubing.
Screw in the feed screw of the yoke assembly until the adaptor has seated squarely on the surface of the bar assembly (Fig. 41). This process has created the
(metric) ISO tubing flare.
PARK BRAKE AUTO ADJUSTER MECHANISM
RELEASE
The park brake pedal mechanism used in this vehicle is designed so that the auto adjuster is not required to be locked out when servicing the park brake pedal and or the park brake cables.
This park brake pedal mechanism is designed so that the adjuster mechanism will rotate only half a turn when the tension is released from the park brake cable. This eliminates the requirement to lock
Fig. 41 Brake Tubing ISO Flaring Process out the automatic adjuster when servicing the park brake pedal mechanism and cables.
Use the following procedure to release the tension from the park brake cables and the auto adjuster in the park brake pedal mechanism.
(1) Grasp the exposed section of the front park brake cable and pull rearward on it. While holding the park brake in this position, install a pair of locking pliers on the front park brake cable just rearward of the second body outrigger bracket (Fig. 42).
Fig. 42 Locking Out Automatic Adjuster
(2) Remove the left rear and intermediate park brake cable from the park brake cable equalizer (Fig.
43).
(3) Remove the equalizer from the front park brake cable.
NS
SERVICE PROCEDURES (Continued)
BRAKES 5 - 27
Fig. 43 Park Brake Cable Attachment To Equalizer
(4) Remove the locking pliers from the front park brake cable. This will allow the adjuster in the park brake pedal mechanism to rotate around to its stop.
This will remove the tension from the adjuster and front park brake cable.
Use the following procedure to reset the auto adjuster in the park brake pedal mechanism.
(5) Grasp the exposed section of the front park brake cable and pull rearward on it. While holding the park brake in this position, install a pair of locking pliers on the front park brake cable just rearward of the second body outrigger bracket (Fig. 42).
(6) Install the equalizer on the front park brake cable.
(7) Install the left rear and intermediate park brake cable in the correct location on the park brake cable equalizer (Fig. 43).
(8) Remove the locking pliers from the front park brake cable. This will allow the adjuster in the park brake pedal mechanism to tension the park brake cables.
(9) Apply and release the park brake pedal one time. This will seat the park brake cables and allow the auto adjuster in the park brake pedal mechanism to correctly tension the park brake cables.
lug nuts in the proper sequence to half of the required torque. Finally tighten the lug nuts in the proper sequence to 129 N·m (95 ft. lbs.). Never use oil or grease on studs or nuts.
FRONT DISC BRAKE CALIPER
SERVICE PRECAUTIONS
WARNING: ALTHOUGH FACTORY INSTALLED
BRAKE LININGS ARE MADE FROM ASBESTOS
FREE MATERIALS, SOME AFTER MARKET BRAKE
LINING MAY CONTAIN ASBESTOS. THIS SHOULD
BE TAKEN INTO ACCOUNT WHEN SERVICING A
VEHICLE’S BRAKE SYSTEM, WHEN AFTERMARKET
BRAKE LININGS MAY HAVE BEEN INSTALLED ON
THE VEHICLE. ALWAYS WEAR A RESPIRATOR
WHEN CLEANING BRAKE COMPONENTS AS
ASBESTOS CAN CAUSE SERIOUS BODILY HARM
SUCH AS ASBESTOSIS AND OR CANCER. NEVER
CLEAN BRAKE COMPONENTS BY USING COM-
PRESSED AIR, USE ONLY A VACUUM CLEANER
SPECIFICALLY DESIGNED FOR THE REMOVAL OF
BRAKE DUST. IF A VACUUM CLEANER IS NOT
AVAILABLE, CLEAN BRAKE PARTS USING ONLY
WATER–DAMPENED SHOP TOWELS. DO NOT CRE-
ATE BRAKELINING DUST BY SANDING BRAKE LIN-
INGS WHEN SERVICING A VEHICLE. DISPOSE OF
ALL DUST AND DIRT SUSPECTED OF CONTAINING
ASBESTOS FIBERS USING ONLY SEALED AIR-
TIGHT BAGS OR CONTAINERS. FOLLOW ALL REC-
OMMENDED SAFETY PRACTICES PRESCRIBED BY
THE OCCUPATIONAL SAFETY AND HEALTH ADMIN-
ISTRATION (OSHA) AND THE ENVIRONMENTAL
PROTECTION AGENCY (EPA), FOR HANDLING AND
DISPOSAL OF PRODUCTS CONTAINING ASBES-
TOS.
CAUTION: During service procedures, grease or any other foreign material must be kept off brake shoe assemblies, and braking surfaces of brake drum and external surfaces of hub/bearing assembly.
REMOVAL AND INSTALLATION
WHEEL AND TIRE INSTALLATION
To install the wheel and tire assembly, first position it properly on the mounting surface using the hub pilot as a guide. Then progressively tighten the
REMOVE
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance group of this service manual.
(2) Remove front wheel and tire assemblies.
5 - 28 BRAKES
REMOVAL AND INSTALLATION (Continued)
(3) Remove the 2 caliper to steering knuckle guide pin bolts (Fig. 44).
NS
Fig. 44 Removing Caliper Guide Pin Bolts
(4) Remove caliper from steering knuckle, by first rotating free end of caliper away from steering knuckle. Then slide opposite end of caliper out from under machined abutment on steering knuckle (Fig.
45).
Fig. 45 Caliper Assembly Mounting On Steering
Knuckle (Typical)
(5) Support caliper firmly to prevent weight of caliper from being supported by the brake fluid flex hose. Supporting weight of caliper by the brake fluid flex hose, can damage the flexible brake hose (Fig.
46).
INSTALL
(1) Lubricate both steering knuckle abutments with a liberal amount of Mopar t Multipurpose Lubricant, or equivalent.
Fig. 46 Storing Front Disc Brake Caliper
CAUTION: Use care when installing the caliper assembly onto the steering knuckle, so the seals on the caliper guide pin bushings do not get damaged by the steering knuckle bosses.
(2) Carefully position caliper and brake pad assemblies over brake rotor by hooking lower or upper end of caliper over the machined abutment on steering knuckle (Fig. 45). Then rotate caliper into position at the top of the steering knuckle (Fig. 45).
Make sure that caliper guide pin bolts, bushings and sleeves are clear of the steering knuckle bosses.
(3) Install the caliper guide pin bolts (Fig. 44) and tighten to a torque of 41 N·m (40 ft. lbs.). Extreme caution should be taken not to cross thread the caliper guide pin bolts.
(4) Install the wheel and tire assembly.
(5) Using a torque wrench, tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 135
N·m (100 ft. lbs.).
(6) Remove jackstands or lower hoist.
(7) Before moving vehicle, pump the brake pedal several times to insure the vehicle has a firm brake pedal.
REAR DISC BRAKE CALIPER
During service procedures, grease or any other foreign material must be kept off brake shoe assemblies, and braking surfaces of rotor.
Handling of the rotor and caliper, must be done in such a way as to avoid damage to the rotor and scratching or nicking of lining on the brake shoes.
If inspection reveals that the caliper piston seal is leaking, it MUST be replaced immediately.
During removal and installation of a wheel and tire assembly, use care not to strike the caliper.
NS
REMOVAL AND INSTALLATION (Continued)
REMOVE
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance section of this manual.
(2) Remove rear wheel and tire assemblies from vehicle.
(3) Remove the disc brake caliper to adapter guide pin bolts (Fig. 47).
BRAKES 5 - 29
Fig. 47 Removing Caliper Guide Pin Bolts
(4) Remove rear caliper from adapter using the following procedure. First rotate rear of caliper up from the adapter. Then pull the front of the caliper and the outboard brake shoe anti-rattle clip out from under the front abutment on the adapter (Fig. 48).
Fig. 48 Removing / Installing Caliper
(5) Support caliper to prevent the weight of the caliper from damaging the flexible brake hose (Fig.
49).
Fig. 49 Correctly Supported Caliper
INSTALL
NOTE: Step 1 below is only required when installing the disc brake caliper after new brake shoes have been installed.
(1) Completely retract caliper piston back into piston bore of caliper assembly.
(2) Lubricate both adapter abutments with a liberal amount of Mopar t
Multipurpose Lubricant, or equivalent.
(3) If removed, install the rear rotor on the hub, making sure it is squarely seated on the face of the hub.
CAUTION: Use care when installing the caliper assembly onto the adapter, so the caliper guide pin bushings do not get damaged by the mounting bosses.
(4) Carefully lower caliper and brake shoes over rotor and onto the adapter using the reverse procedure for removal (Fig. 48).
CAUTION: When installing guide pin bolts extreme caution should be taken not to crossthread the caliper guide pin bolts.
(5) Install the caliper guide pin bolts. Tighten the guide pin bolts to a torque of 22 N·m (192 in. lbs.).
(6) Install the wheel and tire assembly.
(7) Tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N·m (95 ft. lbs.).
(8) Remove jackstands or lower hoist.
CAUTION: Before moving vehicle, pump the brake pedal several times to insure the vehicle has a firm brake pedal to adequately stop vehicle.
5 - 30 BRAKES
REMOVAL AND INSTALLATION (Continued)
(9) Road test the vehicle and make several stops to wear off any foreign material on the brakes and to seat the brake shoe linings.
FRONT DISC BRAKE PADS
REMOVE
WARNING: ALTHOUGH FACTORY INSTALLED
BRAKE LININGS ARE MADE FROM ASBESTOS
FREE MATERIALS, SOME AFTERMARKET BRAKE
LININGS MAY CONTAIN ASBESTOS. THIS SHOULD
BE TAKEN INTO ACCOUNT WHEN SERVICING A
VEHICLE’S BRAKE SYSTEM, WHEN AFTERMARKET
BRAKE LININGS MAY HAVE BEEN INSTALLED ON
THE VEHICLE. ALWAYS WEAR A RESPIRATOR
WHEN CLEANING BRAKE COMPONENTS AS
ASBESTOS CAN CAUSE SERIOUS BODILY HARM
SUCH AS ASBESTOSIS AND OR CANCER. NEVER
CLEAN BRAKE COMPONENTS BY USING COM-
PRESSED AIR, USE ONLY A VACUUM CLEANER
SPECIFICALLY DESIGNED FOR THE REMOVAL OF
BRAKE DUST. IF A VACUUM CLEANER IS NOT
AVAILABLE, CLEAN BRAKE PARTS USING ONLY
WATER–DAMPENED SHOP TOWELS. DO NOT CRE-
ATE BRAKELINING DUST BY SANDING BRAKE LIN-
INGS WHEN SERVICING A VEHICLE. DISPOSE OF
ALL DUST AND DIRT SUSPECTED OF CONTAINING
ASBESTOS FIBERS USING ONLY SEALED AIR-
TIGHT BAGS OR CONTAINERS. FOLLOW ALL REC-
OMMENDED SAFETY PRACTICES PRESCRIBED BY
THE OCCUPATIONAL SAFETY AND HEALTH ADMIN-
ISTRATION (OSHA) AND THE ENVIRONMENTAL
PROTECTION AGENCY (EPA), FOR HANDLING AND
DISPOSAL OF PRODUCTS CONTAINING ASBES-
TOS.
CAUTION: During service procedures, grease or any other foreign material must be kept off brake shoe assemblies, and braking surfaces of brake drum and external surfaces of hub/bearing assembly.
(1) Remove outboard brake pad, by prying the pad retaining clip over raised area on caliper (Fig. 50).
Then slide the pad down and off the caliper.
(2) Pull inboard brake pad away from piston, until retaining clip on brake pad is free from cavity in caliper piston (Fig. 51).
NS
Fig. 50 Removing Outboard Brake Pad From Caliper
Fig. 51 Removing Inboard Brake Pad From Piston
INSTALL
(1) Completely retract caliper piston back into piston bore of caliper assembly. This is required for caliper installation with new brake pad assemblies.
(2) Remove the protective paper from the noise suppression gasket on both the inner and outer brake pad assemblies (if equipped).
NOTE: The inboard and outboard brake pads are not common, refer to (Fig. 52) for inboard and outboard brake pad assembly identification.
(3) Install the new inboard brake pad assembly into the caliper piston by firmly pressing into piston bore (Fig. 53). Be sure inboard brake pad assembly is positioned squarely against face of caliper piston.
(4) Slide the new outboard brake pad assembly onto the caliper assembly (Fig. 54).
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 31
Fig. 52 Front Brake Pad Assembly Identification
Fig. 53 Installing Inboard Brake Pad Assembly
Fig. 54 Installing Outboard Brake Shoe Assembly
REAR DISC BRAKE SHOES
WARNING: ALTHOUGH FACTORY INSTALLED
BRAKELININGS ARE MADE FROM ASBESTOS
FREE MATERIALS, SOME AFTER MARKET BRAKE-
LINING MAY CONTAIN ASBESTOS. THIS SHOULD
BE TAKEN INTO ACCOUNT WHEN SERVICING A
VEHICLE’S BRAKE SYSTEM, WHEN AFTERMARKET
BRAKELININGS MAY HAVE BEEN INSTALLED ON
THE VEHICLE. ALWAYS WEAR A RESPIRATOR
WHEN CLEANING BRAKE COMPONENTS AS
ASBESTOS CAN CAUSE SERIOUS BODILY HARM
SUCH AS ASBESTOSIS AND OR CANCER. NEVER
CLEAN BRAKE COMPONENTS BY USING COM-
PRESSED AIR, USE ONLY A VACUUM CLEANER
SPECIFICALLY DESIGNED FOR THE REMOVAL OF
BRAKE DUST. IF A VACUUM CLEANER IS NOT
AVAILABLE, CLEAN BRAKE PARTS USING ONLY
WATER DAMPENED SHOP TOWELS. DO NOT CRE-
ATE BRAKELINING DUST BY SANDING BRAKE LIN-
INGS WHEN SERVICING A VEHICLE. DISPOSE OF
ALL DUST AND DIRT SUSPECTED OF CONTAINING
ASBESTOS FIBERS USING ONLY SEALED AIR-
TIGHT BAGS OR CONTAINERS. FOLLOW ALL REC-
OMMENDED SAFETY PRACTICES PRESCRIBED BY
THE OCCUPATIONAL SAFETY AND HEALTH ADMIN-
ISTRATION (OSHA) AND THE ENVIRONMENTAL
PROTECTION AGENCY (EPA), FOR HANDLING AND
DISPOSAL OF PRODUCTS CONTAINING ASBES-
TOS.
During service procedures, grease or any other foreign material must be kept off brake shoe assemblies, and braking surfaces of brake drum and external surfaces of hub/bearing assembly.
Handling of the braking disc and caliper is to be done in such a way as to avoid deformation of the disc and scratching or nicking of brake linings.
If inspection reveals that the square sectioned caliper piston seal is worn or damaged, it MUST be replaced immediately.
During removal and installation of a wheel and tire assembly, use care not to strike the caliper.
REMOVE
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance section of this manual.
(2) Remove rear wheel and tire assemblies from vehicle.
(3) Remove the caliper to adapter guide pin bolts
(Fig. 55).
(4) Remove rear caliper from adapter using the following procedure. First rotate rear of caliper up from the adapter. Then pull the front of the caliper and the outboard brake shoe anti-rattle clip out from under the front abutment on the adapter (Fig. 56).
(5) Support caliper to prevent the weight of the caliper from damaging the flexible brake hose (Fig.
57).
5 - 32 BRAKES
REMOVAL AND INSTALLATION (Continued)
NS retaining clip over raised area on caliper and sliding the brake shoe off the caliper.
(8) Remove inboard brake shoe from caliper.
Inboard brake shoe is removed by pulling it out of the caliper piston, until the retaining clip is free of the piston (Fig. 58).
Fig. 55 Caliper Guide Pin Bolts
Fig. 56 Removing / Installing Caliper
Fig. 57 Correctly Supported Caliper
(6) Remove the rear rotor from the hub by pulling it straight off the wheel mounting studs.
(7) Remove the outboard brake shoe from the caliper. Brake shoe is removed by prying brake shoe
Fig. 58 Removing Inboard Brake Shoe
CALIPER INSPECTION
Check for piston seal leaks (brake fluid in and around boot area and inboard lining) and for any ruptures of the piston dust boot. If boot is damaged, or fluid leak is visible, disassemble caliper assembly and install a new seal and boot, (and piston if scored). Refer to procedures titled Disc Brake Caliper
Disassembly.
Check the caliper dust boot and caliper pin bushings to determine if they are in good condition.
Replace if they are damaged, dry, or found to be brittle. Refer to Cleaning And Inspection Of Brake Caliper.
INSTALL
NOTE: Step 1 below is only required when installing a caliper after new brake shoes have been installed.
(1) Completely retract caliper piston back into piston bore of caliper assembly.
(2) Lubricate both adapter abutments with a liberal amount of Mopar t
Multipurpose Lubricant, or equivalent.
(3) If removed, install the rear rotor on the hub, making sure it is squarely seated on the face of the hub.
(4) Install the inboard brake shoe into the caliper piston by firmly pressing it into the piston bore using your thumbs. Be sure inboard brake shoe is positioned squarely against the face of the caliper piston
(Fig. 59).
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 33 cable equalizer (Fig. 60). This is required to gain access to the star wheel. If the cable is not removed from the equalizer, the cable and spring inside of the brake drum is in the way of the star wheel.
Fig. 59 Installing Inboard Brake Shoe
(5) Install the outboard brake shoe on the disc brake caliper
CAUTION: Use care when installing the caliper assembly onto the adapter, so the caliper guide pin bushings do not get damaged by the mounting bosses.
(6) Carefully lower caliper and brake shoes over rotor and onto adapter, reversing the removal procedure (Fig. 56)
CAUTION: When installing the caliper guide pin bolts extreme caution should be taken not to crossthread the guide pin bolts.
(7) Install the caliper guide pin bolts. Tighten the guide pin bolts to a torque of 22 N·m (192 in. lbs.).
(8) Install the wheel and tire assembly.
(9) Tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N·m (95 ft. lbs.).
(10) Remove jackstands or lower hoist.
CAUTION: Before moving vehicle, pump the brake pedal several times to insure the vehicle has a firm brake pedal to adequately stop the vehicle.
(11) Road test the vehicle and make several stops to wear off any foreign material on the brakes and to seat the brake shoe linings.
REAR BRAKE DRUM
REMOVE
(1) Remove the tire and wheel assembly from the vehicle
Remove the park brake cable, for the wheel of the vehicle that is being worked on, from the park brake
Fig. 60 Park Brake Cable Equlizer
(2) Remove the rear brake shoe adjusting hole cover plug.
(3) Insert a thin screwdriver into brake adjusting hole and hold adjusting lever away from notches of adjusting screw star wheel.
(4) Insert Tool C-3784 into brake adjusting hole and engage notches of brake adjusting screw star wheel. Release brake adjustment by prying down with adjusting tool.
(5) Remove rear brake drum from rear hub/bearing assembly.
INSTALL
(1) Adjust brake shoes assemblies so as not to interfere with brake drum installation.
(2) Install the rear brake drums on the hubs.
(3) Adjust rear brake shoes per Adjusting Rear
Brakes procedure in the service adjustments section of the service manual.
(4) Install the removed park brake cable back on the park brake cable equalizer (Fig. 60)
(5) Install wheel and tire.
(6) Tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 130 N·m (95 ft. lbs.).
5 - 34 BRAKES
REMOVAL AND INSTALLATION (Continued)
REAR DRUM BRAKE SHOES
REMOVE
WARNING: ALTHOUGH FACTORY INSTALLED
BRAKE LININGS ARE MADE FROM ASBESTOS
FREE MATERIALS, SOME AFTERMARKET BRAK-
LINING MAY CONTAIN ASBESTOS. THIS SHOULD
BE TAKEN INTO ACCOUNT WHEN SERVICING A
VEHICLE’S BRAKE SYSTEM, WHEN AFTERMARKET
BRAKE LININGS MAY HAVE BEEN INSTALLED ON
THE VEHICLE. ALWAYS WEAR A RESPIRATOR
WHEN CLEANING BRAKE COMPONENTS AS
ASBESTOS CAN CAUSE SERIOUS BODILY HARM
SUCH AS ASBESTOSIS AND OR CANCER. NEVER
CLEAN BRAKE COMPONENTS BY USING COM-
PRESSED AIR, USE ONLY A VACUUM CLEANER
SPECIFICALLY DESIGNED FOR THE REMOVAL OF
BRAKE DUST. IF A VACUUM CLEANER IS NOT
AVAILABLE, CLEAN BRAKE PARTS USING ONLY
WATER–DAMPENED SHOP TOWELS. DO NOT CRE-
ATE BRAKE LINING DUST BY SANDING BRAKE
LININGS WHEN SERVICING A VEHICLE. DISPOSE
OF ALL DUST AND DIRT SUSPECTED OF CONTAIN-
ING ASBESTOS FIBERS USING ONLY SEALED AIR-
TIGHT BAGS OR CONTAINERS.
FOLLOW ALL
RECOMMENDED SAFETY PRACTICES PRE-
SCRIBED BY THE OCCUPATIONAL SAFETY AND
HEALTH ADMINISTRATION (OSHA) AND THE ENVI-
RONMENTAL PROTECTION AGENCY (EPA), FOR
HANDLING AND DISPOSAL OF PRODUCTS CON-
TAINING ASBESTOS.
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance section of this manual.
(2) Remove the rear wheel and tire assemblies from the vehicle.
(3) Remove rear brake drum to hub retaining nuts
(if equipped). Then remove rear brake drums from hub and bearing assemblies.
NOTE: When creating slack in the park brake cables by locking out the automatic adjuster, (Fig.
61) be sure that the park brake pedal is in the released (most upward) position.
(4) Create slack in the rear park brake cables.
Slack is created by grabbing exposed section of front park brake cable and pulling it down and rearward.
Slack is maintained in the park brake cable by installing a pair of locking pliers on the park brake cable just rearward of only the rear body outrigger bracket. (Fig. 61)
(5) Remove adjustment lever spring (Fig. 62) from adjustment lever and front brake shoe.
NS
Fig. 61 Locked Out Park Brake Automatic Adjuster
Fig. 62 Adjustment Lever Actuating Spring
(6) Remove adjustment lever (Fig. 63) from leading brake shoe.
Fig. 63 Adjustment Lever
NS
REMOVAL AND INSTALLATION (Continued)
(7) Remove the brake shoe to brake shoe lower return springs (Fig. 64) and (Fig. 65).
BRAKES 5 - 35
Fig. 64 Remove/Install Brake Shoe Lower Return
Spring
Fig. 66 Tension Clip Attachment To Adjuster
Fig. 67 Brake Shoe Upper Return Spring
Fig. 65 Brake Shoe Lower Return Spring
(8) Remove the tension clip (Fig. 66) attaching the upper return spring to the automatic adjuster assembly.
(9) Remove the brake shoe to brake shoe upper return spring (Fig. 67).
(10) Remove the trailing brake shoe assembly to brake support plate hold down spring and pin (Fig.
68) from the brake shoe assembly.
(11) Remove the trailing brake shoe assembly from the brake support plate, park brake actuating lever and park brake actuating strut (Fig. 69). Remove the automatic adjuster assembly from the leading brake shoe.
(12) Remove the leading brake shoe assembly to brake support plate hold down spring and pin (Fig.
70) from the brake shoe. Remove the leading brake shoe from the brake support plate.
Fig. 68 Trailing Brake Shoe Hold Down Spring And
Pin
(13) Remove the park brake actuator (Fig. 71) from the leading brake shoe and transfer to the replacement brake shoe.
5 - 36 BRAKES
REMOVAL AND INSTALLATION (Continued)
NS
INSTALL
(1) Lubricate the eight shoe contact areas on the support plate and anchor, (Fig. 72) using the required special Mopar Brake Lubricant, P/N
4796269.
Fig. 69 Trailing Brake Shoe Removal/Installation
Fig. 70 Leading Brake Shoe Hold Down Spring And
Pin
Fig. 72 Brake Support Plate Contact Areas
(2) Install leading brake shoe on brake support plate. Install the leading brake shoe hold down spring and pin (Fig. 70) on the brake shoe.
(3) Install the park brake actuator strut (Fig. 73) on the leading brake shoe. Then install the park brake actuator lever on the strut (Fig. 73).
Fig. 71 Park Brake Actuator Plate
Fig. 73 Park Brake Components Assembled On
Leading Brake Shoe
(4) Install the automatic adjuster screw on the leading brake shoe. Then install the trailing brake shoe on the park brake actuating lever and park brake actuating strut (Fig. 69). Position trailing brake shoe on brake support plate.
(5) Install the brake shoe hold down pin and spring on the trailing brake shoe (Fig. 68).
(6) Install the brake shoe to brake shoe upper return spring (Fig. 67).
NS
REMOVAL AND INSTALLATION (Continued)
CAUTION: When installing the tension clip on the automatic adjuster, it must be located on only the threaded area of the adjuster assembly (Fig. 66). If it is located on a non-threaded area of the adjuster, the function of the automatic adjuster will be affected.
BRAKES 5 - 37
(5) Disconnect the park brake cable from the park brake actuation lever.
(6) Remove the rear wheel speed sensor from the rear hub/bearing flange (Fig. 74). This will prevent damage to the speed sensor during removal and installation of the hub/bearing. The rear wheel speed sensor bolts to the hub/bearing. It can not be removed unless the speed sensor is removed first.
(7) Install the tension clip (Fig. 66) attaching the upper return spring to the automatic adjuster assembly.
(8) Install the brake shoe to brake shoe lower return springs on the brake shoes (Fig. 64) and (Fig.
65).
(9) Install automatic adjustment lever on the leading brake shoe of the rear brake assembly (Fig. 63).
(10) Install the actuating spring on the automatic adjustment lever and leading brake shoe assembly
(Fig. 62).
(11) Verify that the automatic adjuster lever has positive contact with the star wheel on the automatic adjuster assembly.
(12) When all components of both rear brake assemblies are correctly and fully installed, remove the locking pliers from the front park brake cable.
(13) Adjust brake shoes assemblies so as not to interfere with brake drum installation.
(14) Install the rear brake drums on the hubs.
(15) Adjust rear brake shoes per Adjusting Rear
Brakes procedure in the service adjustments section of the service manual.
(16) Install the wheel and tire assembly.
(17) Push the park brake pedal to the floor once and release pedal. This will automatically remove the slack from and correctly adjust the park brake cables.
(18) Tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 130 N·m (95 ft. lbs.).
(19) Road test vehicle. The automatic adjuster will continue the brake adjustment during the road test of the vehicle.
Fig. 74 Rear Wheel Speed Sensor
CAUTION: When working in the area of the rear hub/bearing and when removing it from the rear axle, care must be used so the teeth on the tone wheel are not damaged. Damage to the teeth on the tone wheel will result in false ABS cycling and corrosion of the tone wheel.
(7) Remove the 4 bolts (Fig. 75) attaching the hub/ bearing to the flange of the rear axle .
BRAKE SUPPORT PLATE (REAR DRUM BRAKES)
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this service manual for required lifting procedure.
(2) Remove wheel and tire.
(3) Remove brake drum from hub/bearing.
(4) Remove brake shoes from brake support plate.
Refer to Rear Brake Shoe Removal in the removal and installation section in this group of the service manual for the required procedure.
Fig. 75 Rear Hub/Bearing Mounting Bolts
5 - 38 BRAKES
REMOVAL AND INSTALLATION (Continued)
CAUTION: Corrosion may occur between the hub/ bearing and the axle. If this occurs the hub/bearing will be difficult to remove from the axle. If the hub/ bearing will not come out of the axle by pulling on it by hand, do not pound on the hub/bearing to remove it from the axle. Pounding on the hub/bearing to remove it from the axle will damage the hub/ bearing. This damage will result in noise or failure of the bearing.
(8) If hub/bearing cannot be removed from the axle by hand, use Remover Special Tool 8214 (Fig. 76) and following procedure to press the hub/bearing out of the axle.
(a) Place Special Tool 8214-1 over tone wheel and against cast flange of hub/bearing (Fig. 76)
NS
Fig. 77 Hub/Bearing Removal And Installation On
Axle
Fig. 76 Special Tool 8214 Installed
(b) Put a dab of grease in the bolt pilot hole on the back of Special Tool 8214-1.
(c) Insert Special Tool 8214-2 into the hole in the bottom of the end casting on the axle (Fig. 76).
Special Tool 8214-2 should be against and supported by the axle plate (Fig. 76) when pressing the wheel bearing out of the axle.If Special Tool
8214-2 will not fit into the hole in the end casting, file or grind the flashing from the hole until tool fits properly.
(d) Align bolt in Special Tool 8214-2 with pilot hole in Special Tool 8214-1. Tighten bolt against
Special Tool 8214-1.
(e) Press hub/bearing out of axle by continuing to tighten bolt in Special Tool 8214-2 against Special Tool 8214-1.
(9) Remove the hub/bearing from the rear axle and brake support plate (Fig. 77).
(10) Using a suitable tool such as a 14 mm box wrench (Fig. 78) or an aircraft type hose clamp, compress the flared legs on park brake cable retainer.
Then pull the park brake cable out of brake support plate.
Fig. 78 Removing Park Brake Cable From Brake
Support Plate
(11) Lower vehicle enough to access the brake pedal.
(12) Using a brake pedal depressor, move brake pedal to a position past its first 1 inch of travel. This will prevent brake fluid from draining out of master cylinder when brake tube is remove from wheel cylinder.
(13) Raise vehicle.
(14) Disconnect brake tube from wheel cylinder
(Fig. 79).
(15) Remove the 2 bolts attaching the wheel cylinder to the brake support plate (Fig. 79).
(16) Remove the wheel cylinder from the brake support plate.
(17) Remove the rear brake support plate from the rear axle.
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 39
Fig. 79 Rear Wheel Cylinder Mounting Bolts And
Brake Tube
INSTALL
(1) Install the 4 hub/bearing to axle mounting bolts into the mounting holes in the flange of the rear axle.
(2) Install the rear brake support plate on the 4 mounting bolts installed in the flange of the rear axle
(Fig. 80).
(5) Apply sealant such as Mopar Gasket-In-A-Tube or an equivalent around the wheel cylinder opening in the brake support plate.
(6) Install wheel cylinder onto brake support and tighten the wheel cylinder to brake support plate attaching bolts (Fig. 79) to 8 N·m (75 in. lbs.).
(7) Install brake tube (Fig. 79) on rear wheel cylinder. Tighten tube nut to a torque of 16 N·m (142 in.
lbs.).
(8) Install the rear wheel speed sensor on the rear hub/bearing flange (Fig. 74). Install the speed sensor attaching bolt and tighten to a torque of 12 N·m (105 in. lbs.).
(9) Install the rear park brake cable into its mounting hole in the rear brake support plate.
(10) Install the park brake cable on the park brake actuation lever.
(11) Install the rear brake shoes on the brake support plate. Refer to Brake Shoe Service in this section of the service manual for the proper brake shoe installation procedure.
(12) Install brake drum onto hub/bearing.
(13) Install wheel and tire.
(14) Tighten wheel stud nuts to 129 N·m (95 ft.
lbs.).
(15) Adjust the rear brakes, (See Adjusting Service
Brakes) in Service Adjustments section in this group of the service manual.
(16) Bleed the entire brake system. See Bleeding
Brake System in the Service Procedures section in this group of the service manual.
REAR BRAKE WHEEL CYLINDER
REMOVE
(1) In case of a leak, remove brake shoes, (replace if soaked with grease or brake fluid.)
(2) Disconnect the rear brake hydraulic tube from the wheel cylinder (Fig. 81).
Fig. 80 Brake Support Plate Mounted On Bearing
Attaching Bolts
NOTE: When installing the hub/bearing on the rear axle, the bearing is to be installed with the thick bearing mounting flange (Fig. 77) pointing down.
(3) Align the rear hub/bearing with the 4 mounting bolts and start mounting bolts into hub/bearing.
Tighten the 4 bolts in a criss-cross pattern until the hub/bearing and brake support plate is fully and squarely seated onto flange of rear axle.
(4) Tighten the 4 hub/bearing mounting bolts (Fig.
75) to a torque of 129 N·m (95 ft. lbs.)
Fig. 81 Brake Hydraulic Tube At Wheel Cylinder
5 - 40 BRAKES
REMOVAL AND INSTALLATION (Continued)
(3) Remove the rear wheel cylinder attaching bolts
(Fig. 81). Then pull wheel cylinder assembly off the brake support plate.
INSTALL
(1) Apply Mopar t Gasket In-A-Tube or equivalent sealant around wheel cylinder mounting surface in brake support plate.
(2) Install wheel cylinder onto brake support, and tighten the wheel cylinder to brake support plate attaching bolts (Fig. 81) to 8 N·m (75 in. lbs.).
(3) Attach hydraulic brake tube to wheel cylinder,
(Fig. 81) and tighten tube to wheel cylinder fitting to
16 N·m (142 in. lbs.).
(4) Install brake shoes on support plate.
(5) Install rear brake drum onto rear hub. Install rear wheel and tire assembly, tighten wheel stud nuts to 129 N·m (95 ft. lbs.).
(6) Adjust the rear brakes, (See Adjusting Service
Brakes) in Service Adjustments section in this group of the service manual.
(7) Bleed the entire brake system. See (Bleeding
Brake System) in Service Adjustments section in this group of the service manual.
HUB/BEARING
FRONT WHEEL DRIVE
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this service manual for required lifting procedure.
(2) Remove wheel and tire.
(3) Remove brake drum from hub/bearing.
(4) Remove rear wheel speed sensor from rear hub/ bearing (Fig. 82). This will prevent damage to the speed sensor during removal and installation of the hub/bearing. The rear wheel speed sensor bolts to the hub/bearing. It can not be removed unless the speed sensor is removed first.
CAUTION: When working in the area of the rear hub/bearing and when removing it from the rear axle, care must be used so the teeth on the tone wheel are not damaged. Damage to the teeth on the tone wheel will result in false ABS cycling and corrosion of the tone wheel.
(5) Remove the 4 bolts (Fig. 83) attaching the hub/ bearing to the rear axle.
CAUTION: Corrosion may occur between the hub/ bearing and the axle. If this occurs the hub/bearing will be difficult to remove from the axle. If the hub/ bearing will not come out of the axle by pulling on
Fig. 82 Rear Wheel Speed Sensor
NS
Fig. 83 Rear Hub/Bearing Mounting Bolts it by hand, do not pound on the hub/bearing to remove it from the axle. Pounding on the hub/bearing to remove it from the axle will damage the hub/ bearing. This damage will result in noise or failure of the bearing.
(6) If hub/bearing cannot be removed from the axle by hand, use Remover Special Tool 8214 (Fig. 84) and following procedure to press the hub/bearing out of the axle.
(a) Place Special Tool 8214-1 over tone wheel and against cast flange of hub/bearing (Fig. 84)
(b) Put a dab of grease in the bolt pilot hole on the back of Special Tool 8214-1.
(c) Insert Special Tool 8214-2 into the hole in the bottom of the end casting on the axle (Fig. 84).
Special Tool 8214-2 should be against and supported by the axle plate (Fig. 84) when pressing the wheel bearing out of the axle. If Special Tool
8214-2 will not fit into the hole in the end casting, file or grind the flashing from the hole until tool fits properly.
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 41
Fig. 84 Special Tool 8214 Installed
(d) Align bolt in Special Tool 8214-2 with pilot hole in Special Tool 8214-1. Tighten bolt against
Special Tool 8214-1.
(e) Press hub/bearing out of axle by continuing to tighten bolt in Special Tool 8214-2 against Special Tool 8214-1.
(7) Remove the hub/bearing from the rear axle and brake support plate (Fig. 85).
(5) Install the rear wheel speed sensor on the rear hub/bearing flange (Fig. 82). Install the speed sensor attaching bolt and tighten to a torque of 12 N·m (105 in. lbs.).
(6) Install brake drum on hub/bearing.
(7) Install wheel and tire.
(8) Tighten the wheel stud nuts in the proper sequence to a torque of 129 N·m (95 ft. lbs.).
(9) Adjust the rear brakes, (See Adjusting Service
Brakes) in Service Adjustments section in this group of the service manual.
ALL WHEEL DRIVE
REMOVE
(1) Set the parking brake. The parking brake is set to keep the hub/bearing and axle shaft from rotating when loosening the hub nut.
(2) Raise vehicle. Vehicle is to be raised and supported on jackstands or on a frame contact type hoist. See Hoisting in the Lubrication And Maintenance section of this service manual.
(3) Remove the wheel/tire.
(4) Remove the cotter pin and nut retainer (Fig.
86) from the stub shaft of the outer C/V joint.
Fig. 85 Removing Rear Hub/Bearing From Axle
INSTALL
(1) Install the 4 hub/bearing to axle mounting bolts into the holes in the flange of the rear axle.
(2) Install the rear brake support plate on the 4 mounting bolts installed in the flange of the rear axle.
(3) Align the rear hub/bearing with the 4 mounting bolts and start mounting bolts into hub/bearing.
Tighten the 4 bolts in a criss-cross pattern until the hub/bearing and brake support plate is fully and squarely seated onto flange of rear axle.
(4) Tighten the 4 hub/bearing mounting bolts (Fig.
83) to a torque of 129 N·m (95 ft. lbs.)
Fig. 86 Cotter Pin And Nut Retainer
(5) Remove the spring washer (Fig. 87) from the stub shaft of the outer C/V joint.
(6) Remove the hub nut and washer (Fig. 88) from the stub shaft of the outer C/V joint.
(7) Remove the 6 bolts (Fig. 89) mounting the driveshaft inner joint to the output shaft of the rear drive line module.
(8) Remove the rear wheel speed sensor (Fig. 90) from the rear hub/bearing.
(9) Release the parking brake.
(10) Remove the disc brake caliper to adapter guide pin bolts (Fig. 91).
(11) Remove rear caliper from adapter using the following procedure. First rotate rear of caliper up
5 - 42 BRAKES
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 87 Spring Washer Fig. 90 Wheel Speed Sensor
Fig. 88 Hub Nut And Washer Fig. 91 Caliper Guide Pin Bolts
Fig. 89 Driveshaft Attachment To Driveline Module from the adapter. Then pull the front of the caliper and the outboard brake shoe anti-rattle clip out from under the front abutment on the adapter (Fig. 92).
Fig. 92 Removing / Installing Caliper
(12) Support caliper to prevent the weight of the caliper from damaging the flexible brake hose (Fig.
93).
(13) Remove the rotor from the hub/bearing.
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 43 hub/bearing from the axle. The hub/bearing will then need to be removed from the caliper adapter.
(16) Remove the hub/bearing from the axle. (Fig.
95).
Fig. 93 Correctly Supported Caliper
(14) Remove driveshaft from rear drive line module and hub/bearing. Driveshaft is removed by first compressing the inner joint on the driveshaft and removing it from the drive line module. Then, slide the outer joint of the driveshaft out of the hub/bearing.
(15) Remove the hub/bearing to axle mounting bolts (Fig. 94).
Fig. 95 Hub/Bearing Removal And Installation
(17) If the disc brake caliper adapter and hub/ bearing were removed as an assembly from the axle and the hub/bearing cannot be removed from the adapter by hand, use the following procedure to remove it from the adapter. With a helper supporting the caliper adapter in his hands, position Remover,
Special Tool 8214-1 on the cast housing of hub/bearing (Fig. 96). Do not position special tool on
inner race of hub/bearing. Lightly strike Remover,
Special Tool 8214-1 with a hammer to remove the bearing.
Fig. 94 Hub/Bearing Mounting Bolts
CAUTION: Corrosion may occur between the hub/ bearing and the axle. If this occurs the hub/bearing will be difficult to remove from the axle. If the hub/ bearing will not come out of the axle by pulling on it by hand, do not pound on the hub/bearing to remove it from the axle. Pounding on the hub/bearing to remove it from the axle will damage the hub/ bearing. This damage will result in noise or failure of the hub/bearing. To remove a hub/bearing which is corroded to the axle, lightly tap the disc brake caliper adapter using a soft faced hammer. This will remove both the disc brake caliper adapter and
Fig. 96 Hub/Bearing Removal From Caliper Adapter
INSTALL
(1) Install hub/bearing on end of axle. (Fig. 95).
(2) Install the hub/bearing mounting bolts. In a progressive criss-cross pattern, tighten the 4 hub/ bearing mounting bolts (Fig. 94) until the disc brake
5 - 44 BRAKES NS
REMOVAL AND INSTALLATION (Continued) caliper adapter and hub/bearing are squarely seated against the axle. Then tighten the hub/bearing mounting bolts to a torque of 129 N·m (95 ft. lbs.).
(3) Install driveshaft in hub/bearing and on output shaft of rear drive line module.
Driveshaft is installed by first sliding the outer joint of the driveshaft into the hub/bearing and then compressing the inner joint on the driveshaft and installing it on the output shaft the drive line module.
(4) Install rotor on hub/bearing.
(5) Carefully lower disc brake caliper and brake shoes over rotor and onto caliper adapter by reversing the removal procedure (Fig. 92).
CAUTION: When installing guide pin bolts extreme caution should be taken not to crossthread the caliper guide pin bolts.
MASTER CYLINDER
CAUTION: Different types of master cylinders are used on this vehicle. Vehicles equipped with traction control use a center port master cylinder. Vehicles not equipped with traction control use a compensating port master cylinder. Be sure to verify if the vehicle is equipped with traction control and that the correct replacement master cylinder is used. Also, vehicles that are equipped with four wheel disc brakes have a master with a different size piston bore than the other master cylinders. If a new master cylinder is being installed, be sure the correct master cylinder is used for the type of brake system the vehicle is equipped with.
REMOVE
(6) Install the disc brake caliper guide pin bolts
(Fig. 91). Tighten the guide pin bolts to a torque of
22 N·m (192 in. lbs.).
(7) Clean all foreign material off the threads of the outer C/V joint stub shaft. Install the washer and hub nut (Fig. 88) on the stub shaft of the outer C/V joint.
(8) Lower vehicle.
(9) Set the park brake. This is required to keep the driveshaft from rotating when tightening and torquing the hub nut and driveshaft inner joint to driveline module mounting nuts.
(10) Raise vehicle.
(11) Tighten the driveshaft inner joint to drive line module output shaft mounting bolts (Fig. 89) to a torque of 61 N·m (45 ft. lbs.).
(12) Tighten the outer C/V joint hub nut (Fig. 88) to a torque of 244 N·m (180 ft. lbs.).
(13) Install the spring washer (Fig. 87) on the stub shaft of the outer C/V joint.
(14) Install the nut retainer and cotter pin (Fig.
86) on the stub shaft of the outer C/V joint.
(15) Install the wheel speed sensor on the hub/ bearing and adapter. Install the wheel speed sensor attaching bolt (Fig. 90). Tighten the wheel speed sensor attaching bolt to a torque of 12 N·m (105 in. lbs).
(16) Install wheel and tire.
(17) Tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N·m (95 ft. lbs.).
(18) Remove jackstands or lower hoist.
CAUTION: Vacuum in the power brake booster must be pumped down (removed) before removing master cylinder from power brake booster. This is necessary to prevent the power brake booster from sucking in any contamination as the master cylinder is removed. This can be done simply by pumping the brake pedal, with the vehicle’s engine not running, until a firm feeling brake pedal is achieved.
(1) With engine not running, pump the brake pedal until a firm pedal is achieved (4-5 strokes).
CAUTION: Before removing the master cylinder filler tube from the brake fluid reservoir, the filler tube, brake fluid reservoir and master cylinder must be thoroughly cleaned. This must be done to prevent dirt particles from falling into the brake fluid reservoir and entering the brakes hydraulic system.
(2) Thoroughly clean all surfaces of the filler neck, brake fluid reservoir, and master cylinder. Use only a solvent such as Mopar Brake Parts Cleaner or an equivalent.
(3) Remove master cylinder filler tube from brake fluid reservoir by pushing down and rotating (Fig.
97). Then remove the cap from the removed filler tube and install it on the master cylinder reservoir.
(4) Remove vehicle wiring harness connector, from the brake fluid level sensor, in master cylinder brake fluid reservoir (Fig. 98).
(5) Disconnect the primary and secondary brake tubes from the master cylinder housing (Fig. 99).
Install sealing plugs in the open brake tube outlets on master cylinder assembly.
CAUTION: Before moving vehicle, pump the brake pedal several times to insure the vehicle has a firm brake pedal to adequately stop vehicle.
(19) Road test vehicle to ensure proper operation of the brake system.
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 45 cleaned. This must be done to prevent dirt particles from falling into the power brake vacuum booster.
(6) Clean the area where the master cylinder assembly attaches to the power brake booster. Use only a solvent such as Mopar Brake Parts Cleaner or an equivalent.
(7) Remove the 2 nuts attaching the master cylinder assembly to the brake vacuum booster (Fig. 100).
Fig. 97 Master Cylinder Filler Tube Removal
Fig. 98 Electrical Connector At Fluid Level Sensor
Fig. 99 Primary/Secondary Brake Tubes At Master
Cylinder
CAUTION: Before removing the master cylinder from the power brake vacuum booster, the master cylinder and vacuum booster must be thoroughly
Fig. 100 Master Cylinder Mounting To Vacuum
Booster
(8) Slide master cylinder assembly straight out of the power brake vacuum booster.
CAUTION: The master cylinder is used to create the seal for holding vacuum in the power brake vacuum booster. The vacuum seal/boot on the master cylinder MUST be replaced whenever the master cylinder is removed from the power brake vacuum booster.
(9) Remove the vacuum seal located on the mounting flange of the master cylinder. The vacuum seal is removed from the master cylinder by carefully pulling it away from the master cylinder. Do not attempt to pry the seal off the master cylinder by inserting a sharp tool between seal and master cylinder casting.
BLEEDING MASTER CYLINDER
CAUTION: When clamping master cylinder in vise, only clamp master cylinder by its mounting flange, do not clamp on primary piston, seal or body of master cylinder.
(1) Clamp the master cylinder in a vise using only the mounting flange (Fig. 101).
5 - 46 BRAKES
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 101 Master Cylinder Correctly Mounted In Vise
NOTE: Two different size bleeding tubes are used depending on which type of master cylinder the vehicle is equipped with. Vehicles equipped with traction control use a center port master cylinder with a larger diameter brake tube. Vehicles not equipped with traction control use a compensating port master cylinder using a standard 3/16 inch diameter brake tube. Be sure the correct size bleeding tubes are used when bleeding the master cylinder.
(2) Install the Bleeding Tubes, Special Tool 6920 for a non traction control master cylinder or Special
Tool 8129 for a traction control master cylinder on the master cylinder (Fig. 102). Position bleeding tubes so the outlets of bleeding tubes will be below surface of brake fluid when reservoir is filled to its proper level.
(3) Fill brake fluid reservoir with brake fluid conforming to DOT 3 specifications such as Mopar or an
Equivalent.
(4) Using a wooden dowel, (Fig. 102) depress push rod slowly, and then allow pistons to return to released position. Repeat several times until all air bubbles are expelled from master cylinder.
(5) Remove bleeding tubes from master cylinder outlet ports, and then plug outlet ports and install fill cap on reservoir.
(6) Remove master cylinder from vise.
NOTE: Note: It is not necessary to bleed the ABS hydraulic control unit (HCU) after replacing the master cylinder. But, the base brake hydraulic system must be bled to ensure no air is entered the hydraulic system when the master cylinder was removed.
INSTALL
CAUTION: When replacing the master cylinder on a vehicle, a NEW vacuum seal MUST be installed on the master cylinder. Use only procedure detailed below for installing the vacuum seal onto the master cylinder.
(1) Install a NEW vacuum seal on master cylinder making sure seal sits squarely in groove of master cylinder casting (Fig. 103).
Fig. 102 Bleeding Tubes Installed On Master
Cylinder
Fig. 103 Vacuum Seal Installed On Master Cylinder
(2) Position master cylinder on studs of power brake unit, aligning push rod on power brake vacuum booster with master cylinder push rod.
(3) Install the 2 master cylinder to power brake unit mounting nuts. Then tighten both mounting nuts to a torque of 25 N·m (225 in. lbs.).
NS
REMOVAL AND INSTALLATION (Continued)
CAUTION: When installing the primary and secondary brake tubes on master cylinder, be sure brake tubes do not contact any other components within the vehicle and that there is slack in the flexible sections of the tubes. This is required due to the movement between the ABS hydraulic control module (HCU) and the master cylinder, when the vehicle is in motion.
(4) Connect the primary and secondary brake tubes to master cylinder primary and secondary ports (Fig. 99). Brake tubes must be held securely when tightened to control orientation of flex section.
Then fully tighten the tube nuts to a torque of 17
N·m (145 in. lbs.).
(5) Install the vehicle wiring harness connector, on the brake fluid level sensor in the master cylinder brake fluid reservoir (Fig. 98).
(6) Install filler tube into the master cylinder fluid reservoir (Fig. 97).
VACUUM BOOSTER 2.4 LITER ENGINE
REMOVE
CAUTION: Reserve vacuum in the vacuum booster must be pumped down (removed) before removing master cylinder from vacuum booster. This is necessary to prevent the vacuum booster from sucking in any contamination as the master cylinder is removed. This can be done simply by pumping the brake pedal, with the vehicle’s engine not running, until a firm feeling brake pedal is achieved.
(1) With engine not running, pump brake pedal until a firm pedal is achieved (4-5 strokes).
(2) Remove both battery cables from battery.
(3) Remove the battery thermal guard and the battery from the battery tray.
(4) Remove the air inlet resonator and hoses as an assembly from the throttle body and air cleaner housing (Fig. 104)
(5) If vehicle is equipped with speed control, unplug wiring harness connector from the speed control servo. Then disconnect vacuum lines from the speed control servo and vacuum reservoir on battery tray.
(6) Remove bolt attaching the speed control servo bracket to the battery tray. Slide the bracket forward to unhook it from the battery tray and remove.
(7) Remove the 2 bolts and the nut (Fig. 105) attaching the battery tray to the body.
(8) Remove wiring harness connector from brake fluid level sensor in master cylinder fluid reservoir
(Fig. 106).
(9) Clean the area where the master cylinder assembly attaches to the power brake booster. Use
BRAKES
Fig. 104 Air Inlet Resonator
Fig. 105 Battery Tray Mounting Locations
5 - 47
Fig. 106 Fluid Level Sensor Electrical Connection only a solvent such as Mopar Brake Parts Cleaner or an equivalent.
(10) Remove clip attaching drain hose for wiper module to brake tube at master cylinder. Remove
5 - 48 BRAKES NS
REMOVAL AND INSTALLATION (Continued) drain hose (Fig. 107) from wiper module. Remove the
2 nuts attaching the master cylinder to the vacuum booster (Fig. 107).
(14) Rotate screwdriver enough to allow retaining clip center tang to pass over end of brake pedal pin.
Then pull retaining clip off brake pedal pin. Discard retaining clip. It is not to be reused. Replace only with a new retaining clip when assembled.
(15) Remove the 4 nuts attaching the vacuum booster to the dash panel. Nuts are accessible from under dash panel in area of the steering column and pedal bracket assembly.
(16) From outside the vehicle, slide vacuum booster forward until its mounting studs clear dash panel. Then tilt the booster up and toward the center of vehicle to remove.
CAUTION: Do not attempt to disassemble the vacuum booster it is to be serviced ONLY as a complete assembly.
Fig. 107 Master Cylinder Attachment To Vacuum
Booster
NOTE: It is not necessary to remove the brake tubes from the master cylinder when removing the master cylinder from the vacuum booster.
(11) Remove the master cylinder and brake tubes as an assembly from the vacuum booster. When master cylinder is removed, lay it out of the way on top of the left motor mount
(12) Disconnect vacuum hose from check valve located on vacuum booster. DO NOT REMOVE
CHECK VALVE FROM POWER BRAKE
BOOSTER.
(13) Locate the vacuum booster input rod to brake pedal attachment under instrument panel. Position a small screwdriver between the center tang on the vacuum booster input rod to brake pedal pin retaining clip (Fig. 108).
INSTALL
CAUTION: When installing the vacuum booster in the vehicle be sure the heater hoses do not become trapped between the booster and the dash panel of the vehicle.
(1) Position vacuum booster onto dash panel using the reverse procedure for its removal.
(2) Install the 4 mounting nuts for the vacuum booster. Tighten the 4 mounting nuts to a torque of
29 N·m (250 in. lbs.).
(3) Using lubriplate, or an equivalent, coat the surface of the brake pedal pin where it contacts the vacuum booster input rod.
CAUTION: When installing the brake pedal pin on the vacuum booster input rod, do not re-use the old retaining clip.
(4) Connect the vacuum booster input rod on the brake pedal pin and install a NEW retaining clip
(Fig. 109).
(5) Connect the vacuum hose on the check valve in the vacuum booster.
CAUTION: The master cylinder is used to create the seal for holding vacuum in the vacuum booster.
The vacuum seal on the master cylinder MUST be replaced with a NEW seal whenever the master cylinder is removed from the vacuum booster.
Fig. 108 Input Rod Retaining Pin
CAUTION: When removing the vacuum seal from the master cylinder do not use a sharp tool.
(6) Using a soft tool such as a trim stick, remove the vacuum seal from the master cylinder mounting flange.
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 49
Fig. 109 Retaining Clip Installed On Brake Pedal Pin
(7) Install a NEWvacuum seal on mounting flange of master cylinder (Fig. 110).
Fig. 110 Vacuum Seal Installed On Master Cylinder
(8) Position master cylinder on studs of vacuum booster aligning push rod on vacuum booster with master cylinder piston.
(9) Install the 2 nuts (Fig. 107) mounting the master cylinder to the vacuum booster. Tighten the mounting nuts to a torque of 25 N·m (225 in. lbs.).
(10) Install the wiper module drain hose (Fig. 107) on the wiper module. Install the tie strap attaching the wiper module drain hose to the brake tube at the master cylinder. Tie strap should be loosely tight- ened so as not to collapse the wiper module drain hose.
(11) Install the wiring harness connector on the brake fluid level sensor in the master cylinder fluid reservoir (Fig. 106).
(12) Install the battery tray in the vehicle. Install the 2 bolts and the nut (Fig. 105) attaching the battery tray. Tighten the 2 bolts and the nut to a torque of 14 N·m (125 in lbs.).
(13) If vehicle is equipped with speed control, install the speed control servo and bracket on the battery tray. Install and securely tighten bolt attaching bracket to battery tray.
(14) If vehicle is equipped with speed control, install the wiring harness connector on the speed control servo. Then connect the vacuum lines onto the speed control servo and vacuum reservoir on battery tray.
(15) Install the air inlet resonator and hoses as an assembly on the throttle body and air cleaner housing (Fig. 104). Securely tighten the hose clamp at the air cleaner housing and throttle body.
(16) Install the battery and the battery thermal guard.
(17) Install the battery cables on the battery.
(18) Check the operation of the stop lamp switch and adjust if necessary.
VACUUM BOOSTER 3.0 LITER ENGINE
REMOVE
CAUTION: Stored vacuum in the vacuum booster must be pumped down (removed) before removing master cylinder from power brake booster. This is necessary to prevent the power brake booster from sucking in any contamination as the master cylinder is removed. This can be done simply by pumping the brake pedal, with the vehicle’s engine not running, until a firm feeling brake pedal is achieved.
(1) With engine not running, pump the brake pedal until a firm pedal is achieved (4-5 strokes).
(2) Remove both battery cables from battery.
(3) Remove the battery thermal guard and the battery from the battery tray.
(4) Remove the air inlet resonator and hoses as an assembly from the throttle body and air cleaner housing (Fig. 111)
(5) If vehicle is equipped with speed control, unplug wiring harness connector from the speed control servo. Then disconnect vacuum lines from the speed control servo and vacuum reservoir on battery tray.
(6) Remove bolt attaching the speed control servo bracket to the battery tray. Slide the bracket forward to unhook it from the battery tray and remove.
(7) Remove the 2 bolts and the nut (Fig. 112) attaching the battery tray to the body of the vehicle.
(8) Remove wiring harness connector from brake fluid level sensor in master cylinder fluid reservoir
(Fig. 113).
(9) Clean the area where the master cylinder assembly attaches to the power brake booster. Use only a solvent such as Mopar Brake Parts Cleaner or an equivalent.
5 - 50 BRAKES
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 113 Electrical Connection To Fluid Level Sensor
Fig. 111 Air Inlet Resonator
Fig. 112 Battery Tray Mounting Locations
(10) Remove clip attaching drain hose to brake tube at master cylinder. Remove drain hose (Fig. 114) from wiper module. Remove the 2 nuts attaching the master cylinder assembly to the power brake vacuum booster (Fig. 114).
NOTE: It is not necessary to remove the brake tubes from the master cylinder when removing the master cylinder from the power brake vacuum booster.
(11) Remove the master cylinder and the brake tubes as an assembly from power brake vacuum booster. When master cylinder is removed, lay it out of the way on top of the left motor mount
Fig. 114 Master Cylinder Attachment To Power
Brake Vacuum Booster
(12) Disconnect vacuum hose from check valve located on power brake vacuum booster. DO NOT
REMOVE CHECK VALVE FROM POWER
BRAKE BOOSTER.
(13) Locate the power brake vacuum booster input rod to brake pedal attachment under instrument panel. Position a small screwdriver between the center tang on the power brake booster input rod to brake pedal pin retaining clip (Fig. 115).
(14) Rotate screwdriver enough to allow retaining clip center tang to pass over end of brake pedal pin.
Then pull retaining clip off brake pedal pin. Discard retaining clip. It is not to be reused. Replace only with a new retaining clip when assembled.
(15) Remove the 4 nuts attaching the vacuum booster to the dash panel. Nuts are accessible from under dash panel in area of the steering column and pedal bracket assembly.
(16) From outside the vehicle, slide power brake vacuum booster forward until its mounting studs
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 51
Fig. 115 Booster Input Rod Retaining Pin clear dash panel. Then tilt the booster up and toward the center of vehicle to remove.
CAUTION: Do not attempt to disassemble the power brake vacuum booster it is to be serviced
ONLY as a complete assembly.
INSTALL
CAUTION: When installing the power brake vacuum booster in the vehicle be sure the heater hoses do not become trapped between the booster and the dash panel of the vehicle.
(1) Position power brake booster onto dash panel using the reverse procedure for its removal.
(2) Install the 4 power brake vacuum booster mounting nuts. Tighten the 4 mounting nuts to a torque of 29 N·m (250 in. lbs.).
(3) Using lubriplate, or an equivalent, coat the surface of the brake pedal pin where it contacts the brake vacuum booster input rod.
CAUTION: When installing the brake pedal pin on the power brake vacuum booster input rod, do not re-use the old retaining clip.
(4) Connect power brake vacuum booster input rod on the brake pedal pin and install a NEW retaining clip (Fig. 116).
(5) Connect the vacuum hose on the check valve in the power brake vacuum booster.
CAUTION: The master cylinder is used to create the seal for holding vacuum in the power brake vacuum booster. The vacuum seal on the master cylinder MUST be replaced with a NEW seal whenever the master cylinder is removed from the power brake vacuum booster.
Fig. 116 Retaining Pin Installed On Brake Pedal Pin
CAUTION: When removing the vacuum seal from the master cylinder do not use a sharp tool.
(6) Using a soft tool such as a trim stick, remove the vacuum seal from the master cylinder mounting flange.
(7) Install a NEW vacuum seal on mounting flange of master cylinder assembly (Fig. 117).
Fig. 117 Vacuum Seal Installed On Master Cylinder
(8) Position master cylinder on studs of power brake booster, aligning push rod on power brake vacuum booster with master cylinder push rod.
(9) Install the 2 master cylinder to power brake unit mounting nuts (Fig. 114). Tighten both mounting nuts to a torque of 25 N·m (225 in. lbs.).
(10) Install the wiper module drain hose (Fig. 114) on the wiper module. Install the tie strap attaching the wiper module drain hose to brake tube at the master cylinder. Tie strap should be loosely tight- ened so as not to collapse the wiper module drain hose.
5 - 52 BRAKES
REMOVAL AND INSTALLATION (Continued)
(11) Install the wiring harness connector on the brake fluid level sensor in the master cylinder fluid reservoir (Fig. 113).
(12) Install the battery tray in the vehicle. Install the 2 bolts and the nut (Fig. 112) attaching the battery tray to the vehicle. Tighten the 2 bolts and the nut to a torque of 14 N·m (125 in lbs.).
(13) If vehicle is equipped with speed control, install the speed control servo and bracket on the battery tray. Install and securely tighten bolt attaching bracket to battery tray.
(14) If vehicle is equipped with speed control, install the wiring harness connector on the speed control servo. Then connect the vacuum lines onto the speed control servo and vacuum reservoir on battery tray.
(15) Install the air inlet resonator and hoses as an assembly on the throttle body and air cleaner housing (Fig. 111). Securely tighten the hose clamp at the air cleaner housing and throttle body.
(16) Install the battery and the battery thermal guard.
(17) Install the battery cables on the battery.
(18) Check the operation of the stop lamp switch and adjust if necessary.
VACUUM BOOSTER 3.3/3.8 LITER ENGINE
REMOVE
CAUTION: Reserve vacuum in the vacuum booster must be pumped down (removed) before removing master cylinder from vacuum booster. This is necessary to prevent the vacuum booster from sucking in any contamination as the master cylinder is removed. This can be done simply by pumping the brake pedal, with the vehicle’s engine not running, until a firm feeling brake pedal is achieved.
(1) With engine not running, pump the brake pedal until a firm pedal is achieved (4-5 strokes).
(2) Remove both battery cables from battery.
(3) Remove the battery thermal guard and the battery from the battery tray.
(4) Remove the air inlet resonator and hoses as an assembly from the throttle body and air cleaner housing (Fig. 118)
(5) If vehicle is equipped with speed control, unplug wiring harness connector from the speed control servo. Then disconnect vacuum lines from the speed control servo and vacuum reservoir on battery tray.
(6) Remove bolt attaching the speed control servo bracket to the battery tray. Slide the bracket forward to unhook it from the battery tray and remove.
(7) Remove the 2 bolts and the nut (Fig. 119) attaching the battery tray to the body of the vehicle.
Fig. 118 Air Inlet Resonator
NS
Fig. 119 Battery Tray Mounting Locations
(8) Remove the wiring harness connector (Fig. 120) from the EGR valve transducer.
(9) Remove wiring harness connectors from throttle position sensor and AIS motor on throttle body
(Fig. 121).
(10) Remove the 2 bolts (Fig. 122) attaching the throttle body to the intake manifold and the clip (Fig.
122) attaching the wiring harness to the throttle cable bracket. Then remove the throttle body and throttle cable bracket as an assembly from the intake manifold.
(11) Remove wiring harness connector from brake fluid level sensor in master cylinder fluid reservoir
(Fig. 123).
(12) Clean the area where the master cylinder assembly attaches to the power brake booster. Use
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 53
Fig. 120 Electrical Connector At EGR Transducer Fig. 122 Throttle Body Attachment To Intake
Manifold
Fig. 123 Fluid Level Sensor Electrical Connection
Fig. 121 Electrical And Vacuum Connections To
Throttle Body only a solvent such as Mopar Brake Parts Cleaner or an equivalent.
(13) Remove clip, attaching drain hose for wiper module to brake tube at master cylinder. Remove drain hose (Fig. 124) from wiper module. Remove the
2 nuts, attaching the master cylinder to the vacuum booster (Fig. 124).
NOTE: It is not necessary to remove the brake tubes from the master cylinder when removing the master cylinder from the vacuum booster.
(14) Remove master cylinder and brake tubes as an assembly from the vacuum booster. When master
Fig. 124 Master Cylinder Attachment To Vacuum
Booster cylinder is removed, lay it out of the way on top of the left motor mount
5 - 54 BRAKES NS
REMOVAL AND INSTALLATION (Continued)
(15) Remove the EGR Valve and the vacuum transducer (Fig. 125) as an assembly from the intake manifold.
ble from under dash panel in area of the steering column and pedal bracket assembly.
(20) From outside the vehicle, slide power brake vacuum booster forward until its mounting studs clear dash panel. Then tilt the booster up and toward the center of vehicle to remove.
CAUTION: Do not attempt to disassemble the power brake vacuum booster it is to be serviced
ONLY as a complete assembly.
Fig. 125 EGR Valve Attachment To Intake Manifold
(16) Disconnect vacuum hose from check valve located on vacuum booster. DO NOT REMOVE
CHECK VALVE FROM POWER BRAKE
BOOSTER.
(17) Locate the vacuum booster input rod to brake pedal connection under the instrument panel. Position a small screwdriver between the center tang on the power brake booster input rod to brake pedal pin retaining clip (Fig. 126).
INSTALL
CAUTION: When installing the power brake vacuum booster in the vehicle be sure the heater hoses do not become trapped between the booster and the dash panel of the vehicle.
(1) Position vacuum booster on dash panel using the reverse procedure of its removal.
(2) Install the 4 nuts mounting the vacuum booster to the dash panel. Tighten the 4 mounting nuts to a torque of 29 N·m (250 in. lbs.).
(3) Using lubriplate, or an equivalent, coat the surface of the brake pedal pin where it contacts the vacuum booster input rod.
CAUTION: When installing the brake pedal pin on the power brake vacuum booster input rod, do not re-use the old retaining clip.
(4) Install vacuum booster input rod on brake pedal pin and install a NEW retaining clip (Fig. 127).
Fig. 126 Vacuum Booster Input Rod Retaining Pin
(18) Rotate screwdriver enough to allow retaining clip center tang to pass over end of brake pedal pin.
Then pull retaining clip off brake pedal pin. Discard retaining clip. It is not to be reused. Replace only with a new retaining clip when assembling.
(19) Remove the 4 nuts attaching the power brake vacuum booster to the dash panel. Nuts are accessi-
Fig. 127 Retaining Pin Installed On Brake Pedal Pin
(5) Connect the vacuum hose on the check valve in the power brake vacuum booster.
(6) Install EGR Valve and vacuum transducer (Fig.
125) on the intake manifold. Install and tighten the 2
EGR valve mounting bolts to a torque of 22 N·m (200 in. lbs.).
NS
REMOVAL AND INSTALLATION (Continued)
CAUTION: The master cylinder is used to create the seal for holding vacuum in the vacuum booster.
The vacuum seal on the master cylinder MUST be replaced with a NEW seal whenever the master cylinder is removed from the vacuum booster.
CAUTION: When removing the vacuum seal from the master cylinder do not use a sharp tool.
(7) Using a soft tool such as a trim stick, remove the vacuum seal from the master cylinder mounting flange.
(8) Install a NEW vacuum seal on mounting flange of the master cylinder (Fig. 128).
BRAKES 5 - 55
(15) Install the wiring harness connector (Fig. 120) on the EGR valve transducer.
(16) Install the battery tray. Install the 2 bolts and the nut (Fig. 119) attaching the battery tray to the vehicle. Tighten the 2 bolts and the nut to a torque of
14 N·m (125 in lbs.).
(17) If vehicle is equipped with speed control, install the speed control servo and bracket on the battery tray. Install and securely tighten bolt attaching bracket to battery tray.
(18) If vehicle is equipped with speed control, install the wiring harness connector on the speed control servo. Then connect the vacuum lines onto the speed control servo and vacuum reservoir on battery tray.
(19) Install the air inlet resonator and hoses as an assembly on the throttle body and air cleaner housing (Fig. 118). Securely tighten hose clamp at air cleaner housing and throttle body.
(20) Install the battery and the battery thermal guard.
(21) Install the battery cables on the battery.
(22) Check the operation of the stop lamp switch and adjust if necessary.
JUNCTION BLOCK
Fig. 128 Vacuum Seal Installed On Master Cylinder
(9) Position master cylinder on studs of vacuum booster, aligning push rod on vacuum booster with master cylinder piston.
(10) Install the 2 nuts mounting the master cylinder to the vacuum booster (Fig. 124). Tighten both mounting nuts to a torque of 25 N·m (225 in. lbs.).
(11) Install the wiper module drain hose (Fig. 124) on the wiper module. Install the tie strap attaching the wiper module drain hose to brake tube at the master cylinder. Tie strap should be loosely tight- ened so as not to collapse the wiper module drain hose.
(12) Install the wiring harness connector on the brake fluid level sensor in the master cylinder fluid reservoir (Fig. 123).
(13) Install the throttle body and throttle cable bracket on the intake manifold. Install the 2 bolts
(Fig. 122) attaching the throttle body to the intake manifold and tighten to a torque of 25 N·m (225 in.
lbs.) Install clip (Fig. 122) attaching the wiring harness to the throttle cable bracket.
(14) Install the wiring harness connectors on the throttle position sensor and the AIS motor on throttle body (Fig. 121).
REMOVE
(1) Using a brake pedal depressor, move and lock the brake pedal to a position past its first 1 inch of travel. This will prevent brake fluid from draining out of the master cylinder when the brake tubes are removed from the junction block.
(2) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication And Maintenance Group of this service manual.
CAUTION: Before removing the brake tubes from the junction block, the junction block and the brake tubes must be thoroughly cleaned. This is required to prevent contamination from entering the brake hudraulic system.
(3) Remove the 6 chassis brake tubes (Fig. 129) from the junction block.
(4) Remove the bolt (Fig. 130) attaching the junction block mounting braket to the front suspension cradle.
INSTALL
(1) Install the junction block and mounting bracket
(Fig. 130) on the front suspension cradle. Install the attaching bolt and tighten to a torque of 28 N·m (250 in. lbs.).
(2) Install the 6 chassis brake tubes (Fig. 131) into the inlet and outlet ports of the junction block.
5 - 56 BRAKES
REMOVAL AND INSTALLATION (Continued)
Fig. 129 Junction Block Brake Tubes
NS tem. See Bleeding Brake System in the Service
Adjustments section in this group of the service manual for the proper bleeding procedure.
(4) Lower the vehicle.
(5) Road test the vehicle to verify proper operation of the vehicles brake system.
PROPORTIONING VALVE (W/ABS BRAKES)
The actual proportioning valves of the proportioning valve assembly are not serviceable or replaceable.
If a proportioning valve of the proportioning valve assembly is not functioning properly, the fixed proportioning valve must be replaced as an assembly.
REMOVE
(1) Using a brake pedal depressor, move and lock the brake pedal to a position past its first 1 inch of travel. This will prevent brake fluid from draining out of the master cylinder when the brake tubes are removed from the proportioning valve.
(2) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication And Maintenance Group of this service manual.
CAUTION: Before removing the brake tubes from the proportioning valve, the proportioning valve and the brake tubes must be thoroughly cleaned. This is required to prevent contamination from entering the proportioning valve or the brake tubes.
(3) Remove the 4 chassis brake lines from the inlet and outlet ports of the proportioning valve (Fig. 132).
Fig. 130 Junction Block Mounting
Tighten all 6 tube nuts to a torque of 16 N·m (145 in.
lbs.).
Fig. 131 Brake Tube Connections To Junction Block
(3) Bleed the brake system thoroughly to ensure that all air has been expelled from the hydraulic sys-
Fig. 132 Chassis Brake Tubes At Proportioning
Valve
(4) Remove the bolts (Fig. 133) attaching the proportioning valve bracket to the frame rail of the vehicle. Remove the fixed proportioning valve assembly from the vehicle.
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 57
(2) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication And Maintenance Group of this service manual.
CAUTION: Before removing the brake tubes from the proportioning valve, the proportioning valve and the brake tubes must be thoroughly cleaned. This is required to prevent contamination from entering the proportioning valve or the brake tubes.
(3) Remove the 4 chassis brake tubes from the inlet and outlet ports of the proportioning valve (Fig.
134).
Fig. 133 Proportioning Valve Attachment To Vehicle
INSTALL
CAUTION: When mounting the original or a replacement proportioning valve on the frame rail of the vehicle install the mounting bolts in only the two forward holes of the mounting bracket (Fig.
133).
(1) Install proportioning valve assembly on the frame rail of the vehicle. Install the proportioning valve assembly attaching bolts (Fig. 133). Tighten the attaching bolts to a torque of 14 N·m (125 in. lbs.).
(2) Install the 4 chassis brake lines (Fig. 132) into the inlet and outlet ports of the proportioning valve assembly. Tighten all 4 line nuts to a torque of 16
N·m (142 in. lbs.).
(3) Bleed the brake system thoroughly enough to ensure that all air has been expelled from the hydraulic system. See Bleeding Brake System in the
Service Adjustments section in this group of the service manual for the proper bleeding procedure.
(4) Lower the vehicle to the ground.
(5) Road test the vehicle to verify proper operation of the vehicles brake system.
PROPORTIONING VALVE (W/O ABS BRAKES)
The components of the proportioning valve assembly are not serviceable or replaceable. If a component of the proportioning valve assembly is not functioning properly, the proportioning valve must be replaced as an assembly.
REMOVE
(1) Using a brake pedal depressor, move and lock the brake pedal to a position past its first 1 inch of travel. This will prevent brake fluid from draining out of the master cylinder when the brake tubes are removed from the proportioning valve.
Fig. 134 Chassis Brake Tubes At Proportioning
Valve
(4) Remove the 2 bolts (Fig. 135) attaching the proportioning valve to the proportioning valve mounting bracket. Remove the proportioning valve from the mounting bracket.
Fig. 135 Proportioning Valve Mounting
(5) Remove the hooked end of the proportioning valve actuator (Fig. 136) from the isolator bushing on the lever of the height proportioning valve (Fig. 136).
5 - 58 BRAKES
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 136 Actuator Attachment To Proportioning
Valve
INSTALL
(1) Install the hooked end of the actuator on the proportioning valve lever (Fig. 136). Be sure isola- tor bushing on lever of proportioning valve
(Fig. 136) is fully seated in hook of actuator.
NOTE: When installing height sensing proportioning valve on mounting bracket be sure proportioning valve shield (Fig. 135) is installed between the proportioning valve and the mounting bracket.
(2) Install height sensing proportioning valve on mounting bracket. Install the proportioning valve attaching bolts (Fig. 135). Tighten the attaching bolts to a torque of 23 N·m (200 in. lbs.).
(3) Install the 4 chassis brake lines (Fig. 134) into the inlet and outlet ports of the proportioning valve.
Tighten all 4 line nuts to a torque of 16 N·m (142 in.
lbs.).
(4) Adjust the proportioning valve actuator. See
Height Sensing Proportioning Valve in the Adjustment Section in this group of the service manual for the adjustment procedure.
(5) Bleed the brake system thoroughly to ensure that all air has been expelled from the hydraulic system. See Bleeding Brake System in the Service
Adjustments section in this group of the service manual for the proper bleeding procedure.
(6) Lower the vehicle to the ground.
(7) Road test the vehicle to verify proper operation of the vehicles brake system.
HYDRAULIC BRAKE TUBES AND HOSES
CAUTION: When installing brake chassis lines or flex hoses on the vehicle, the correct fasteners must be used to attach the routing clips or hoses to the front suspension cradle. The fasteners used to attach components to the front suspension cradle have an anti—corrosion coating due to the suspension cradle being made of aluminum. Only Mopar replacement fasteners with the required anti-corrosion coating are to be used if a replacement fastener is required when installing a brake chassis line or flex hose.
Only double wall 4.75mm (3/16 in.) steel tubing with Al-rich/ZW-AC alloy coating and the correct tube nuts are to be used for replacement of a hydraulic brake tube.
NOTE: On vehicles equipped with traction control, the primary and secondary hydraulic tubes between the master cylinder and the hydraulic control unit are 6 mm (15/64 in.). These tubes are also coated with the Al-rich/ZW-AC alloy and must be replaced with tubes having the same anti-corrosion coating.
Be sure that the correct tube nuts are used for the replacement of these hydraulic brake tubes.
Care should be taken when replacing brake tubing, to be sure the proper bending and flaring tools and procedures are used, to avoid kinking. Do not route the tubes against sharp edges, moving components or into hot areas. All tubes should be properly attached with recommended retaining clips.
If the primary or secondary brake tube from the master cylinder to the ABS Hydraulic Control Unit
(HCU) or the brake tubes from the HCU to the proportioing valve require replacement, only the original factory brake line containing the flexible section can be used as the replacement part. This is required due to cradle movement while the vehicle is in motion.
PARK BRAKE PEDAL MECHANISM
REMOVE
(1) Disconnect negative (ground) cable from the battery and isolate cable from battery terminal.
(2) Remove sill scuff plate from left door sill.
(3) Remove the left side kick panel.
(4) Remove the steering column cover from the lower instrument panel.
(5) Remove the reinforcement from the lower instrument panel.
(6) Lock out front park brake cable using the following procedure. Grasp the exposed section of the front park brake cable and pull rearward on it. While holding the park brake in this position, install a pair of locking pliers on the front park brake cable just rearward of the second body outrigger bracket (Fig.
137).
(7) Remove the front park brake cable from the park brake cable equalizer.
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 59
Fig. 137 Locking Out Automatic Adjuster
(8) Remove tension from front park brake cable.
Tension is removed by releasing the locking pliers from the front park brake cable.
(9) Remove the 3 bolts mounting the wiring junction block to the instrument panel.
NOTE: When removing the lower mounting bolt, push the park brake pedal down 5 clicks to access the lower mounting bolt.
(10) Remove the lower bolt mounting the park brake pedal to the body.
(11) Remove the forward bolt mounting the park brake pedal to the body.
(12) Remove the upper bolt mounting the park brake pedal to the body.
(13) Disconnect the electrical connector for the brake light switch (Fig. 138).
(14) Pull downward on front park brake cable while rotating park brake pedal mechanism out from behind junction block.
(15) Remove park brake pedal release cable (Fig.
138) from park brake mechanism.
(16) Remove the ground switch for the red brake warning lamp from the park brake pedal mechanism.
(17) Remove front park brake cable button from park brake pedal mechanism. Tap end housing of front park brake cable out of park brake pedal mechanism (Fig. 138).
INSTALL
(1) Install the ground switch for the red brake warning lamp on the park brake pedal mechanism
(2) Install park brake cable end housing (Fig. 138) into park brake pedal mechanism.
(3) Install cable retainer (Fig. 138) onto the park brake cable strand and then install retainer into pedal bracket.
Fig. 138 Park Brake Pedal Mounting
(4) Install cable strand button into the clevis on the park brake pedal mechanism.
(5) Install wiring harness connector on red brake warning lamp ground switch.
(6) Install the park brake release cable on the release mechanism of the park brake pedal.
(7) Position the park brake pedal mechanism into its installed position on the body of the vehicle.
(8) Remove the lock-out pin from the park brake pedal release mechanism.
(9) Loosely install the top bolt (Fig. 138) mounting the park brake pedal mechanism to the body.
(10) Loosely install the forward bolt (Fig. 138) mounting the park brake pedal mechanism to the body.
(11) Loosely install the lower bolt (Fig. 138) mounting the park brake pedal mechanism to the body.
(12) Tighten pedal mechanism attaching bolts to
28 N·m (250 in. lbs.).
(13) Verify that the park brake pedal is in the fully released (full up) position.
(14) Raise vehicle.
(15) Install the front park brake cable on the park brake cable equalizer.
(16) Lower vehicle.
(17) Remove the lock-out pin (Fig. 138) from the automatic cable adjuster on the park brake pedal mechanism.
(18) Install the electrical junction block on the instrument panel.
(19) Install the reinforcement on the lower instrument panel.
(20) Install the steering column cover on the lower instrument panel.
(21) Install the left side kick panel.
(22) Install the sill scuff plate on the lower sill of the left door.
5 - 60 BRAKES
REMOVAL AND INSTALLATION (Continued)
(23) Install the negative (ground) cable on the battery.
(24) Cycle the park brake pedal one time. This will seat the park brake cables and will allow the automatic self adjuster to properly tension the park brake cables.
PARK BRAKE SHOES (WITH REAR DISC BRAKES)
On this vehicle, the park brake shoes are removed from the disc brake adapter with the disc brake adapter removed from the vehicle.
REMOVE
(1) Set the parking brake. The parking brake is set to keep the hub/bearing and axle shaft from rotating when loosening the hub nut.
(2) Raise vehicle. Vehicle is to be raised and supported on jackstands or on a frame contact type hoist. See Hoisting in the Lubrication And Maintenance section of this service manual.
(3) Remove the wheel/tire.
(4) Remove the cotter pin and nut retainer (Fig.
139) from the stub shaft of the outer C/V joint.
Fig. 140 Spring Washer
NS
Fig. 141 Hub Nut And Washer
Fig. 139 Cotter Pin And Nut Retainer
(5) Remove the spring washer (Fig. 140) from the stub shaft of the outer C/V joint.
(6) Remove the hub nut and washer (Fig. 141) from the stub shaft of the outer C/V joint.
(7) Release the parking brake.
(8) Create slack in the rear park brake cables by locking the out the automatic adjuster as described.
Grasp the exposed section of front park brake cable and pull downward on it. Then install a pair of locking pliers on the front park brake cable just rearward of the second body outrigger bracket (Fig. 142).
(9) Remove the disc brake caliper to adapter guide pin bolts (Fig. 143).
(10) Remove rear caliper from adapter using the following procedure. First rotate rear of caliper up from the adapter. Then pull the front of the caliper
Fig. 142 Locking Out Automatic Adjuster and the outboard brake shoe anti-rattle clip out from under the front abutment on the adapter (Fig. 144).
(11) Support caliper to prevent the weight of the caliper from damaging the flexible brake hose (Fig.
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 61
(12) Remove the rotor from the hub/bearing.
(13) Remove the horseshoe clip (Fig. 146) from the retainer on the end of the park brake cable.
(14) Remove the end of the park brake cable from the actuator lever on the adapter (Fig. 146).
Fig. 143 Removing Caliper Guide Pin Bolts
Fig. 146 Park Brake Cable Attachment To Actuator
(15) Remove the end of the park brake cable from the adapter. Park brake cable is removed from adapter using a 1/2 wrench slipped over the park brake cable retainer as show in (Fig. 147) to compress the locking tabs on the park brake cable retainer.
145).
Fig. 144 Removing / Installing Caliper
Fig. 145 Correctly Supported Caliper
Fig. 147 Park Brake Cable Removal From Adapter
(16) Remove the attaching bolt from the wheel speed sensor (Fig. 148). Then remove wheel speed sensor from hub/bearing and adapter.
(17) Remove the hub/bearing to axle mounting bolts (Fig. 149).
(18) Remove the hub/bearing from the axle and the stub shaft of the outer C/V joint (Fig. 150).
(19) Remove the adapter from the rear axle.
(20) Mount the adapter in a vise using the anchor boss for the park brake cable (Fig. 151).
5 - 62 BRAKES
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 148 Speed Sensor Attaching Bolt Fig. 151 Adapter Mounted In Vise
Fig. 149 Hub/Bearing Mounting Bolts Fig. 152 Lower Return Spring
Fig. 150 Hub/Bearing Removal And Installation
(21) Remove the lower return spring (Fig. 152) from the leading and trailing park brake shoes.
(22) Remove the hold down spring and pin (Fig.
153) from the leading park brake shoe.
Fig. 153 Leading Brake Shoe Hold Down Pin And
Spring
NS
REMOVAL AND INSTALLATION (Continued)
(23) Remove the adjuster (Fig. 154) from the leading and trailing park brake shoe.
BRAKES 5 - 63
Fig. 156 Upper Return Springs
Fig. 154 Brake Shoe Adjuster
(24) Remove the leading park brake shoe (Fig.
155) from the adapter. Leading brake shoe is removed by rotating the bottom of the brake shoe inward (Fig. 155) until the top of the brake shoe can be removed from the brake shoe anchor. Then remove the upper return springs (Fig. 155) from the leading brake shoe.
Fig. 155 Primary Brake Shoe Remove/Install
(25) Remove the upper return springs (Fig. 156) from the trailing park brake shoe.
(26) Remove the hold down spring and pin (Fig.
157) from the trailing park brake shoe.
(27) Remove the trailing park brake shoe from the adapter.
(28) Remove the park brake shoe actuator from the adapter and inspect for signs of abnormal wear and binding at the pivot point.
Fig. 157 Trailing Brake Shoe Hold Down Pin And
Spring
INSTALL
(1) Install the trailing brake shoe on the adapter.
NOTE: When the hold down pin is installed, the long part of the hold down pin is to be positioned strait up and down. This will ensure that the hold down pin is correctly engaged with the adapter.
(2) Install the hold down spring and pin (Fig. 157) on the trailing park brake shoe.
(3) Install the upper return springs (Fig. 156) on the trailing park brake shoe.
(4) Install the upper return springs on the leading park brake shoe (Fig. 155). Then position the top of the leading park brake shoe at the upper anchor and rotate the bottom of the shoe outward until correctly installed on the adapter.
(5) Install the adjuster (Fig. 154) between the leading and trailing park brake shoe.
5 - 64 BRAKES NS
REMOVAL AND INSTALLATION (Continued)
NOTE: When the hold down pin is installed, the long part of the hold down pin is to be positioned strait up and down. This will ensure that the hold down pin is correctly engaged with the adapter.
installed in the adapter. The purpose of the horseshoe clip is to prevent park brake cable retainer from moving in the adapter. If horseshoe clip is not installed the park brake cable retainer will rattle in the adapter.
(6) Install the hold down spring and pin (Fig. 153) on the leading park brake shoe.
(7) Install the lower return spring (Fig. 152) on the leading and trailing park brake shoes. When installing the hold down spring it is to be installed behind the park brake shoes (Fig.
152).
(8) Install the 4 mounting bolts for the adapter and hub/bearing into the bolt holes in the axle.
(9) Position the adapter on the 4 mounting bolts installed in the rear axle (Fig. 158).
(15) Install a NEW horseshoe clip on the park brake cable retainer (Fig. 146). The horseshoe clip is installed between the retainer for the park brake cable and the adapter. Horseshoe clip must be installed with the curved end of the clip pointing straight up and the edge of the curved end facing toward the rear of the vehicle (Fig. 146).
(16) Remove the locking pliers (Fig. 142) from the front park brake cable.
(17) Adjust the park brake drum-in-hat brake shoes. See Park Brake Shoe Adjustment in the adjustment section in this group of the service manual for the proper park brake shoe adjustment procedure.
(18) Install the rotor on the hub/bearing.
(19) Carefully lower caliper and brake shoes over rotor and onto the adapter using the reverse procedure for removal (Fig. 144).
Fig. 158 Adapter Installed On Mounting Bolts
(10) Install the hub/bearing on the stub shaft of outer C/V joint and into the end of the axle. (Fig.
150).
(11) In a progressive criss-cross pattern, tighten the 4 hub/bearing mounting bolts until the hub/bearing is squarely seated against the axle. Then tighten the hub/bearing mounting bolts to a torque of 129
N·m (95 ft. lbs.).
(12) Install the wheel speed sensor on the hub/ bearing and adapter. Install the wheel speed sensor attaching bolt (Fig. 148). Tighten the wheel speed sensor attaching bolt to a torque of 12 N·m (105 in.
lbs).
(13) Install the park brake cable into its mounting hole in the adapter. Be sure all the locking tabs on the park brake cable retainer are expanded out to ensure the cable will not pull out of the adapter.
(14) Install the end of the park brake cable on the park brake actuator lever (Fig. 146).
NOTE: The horseshoe clip must be installed and installed properly when the park brake cable is
CAUTION: When installing guide pin bolts extreme caution should be taken not to crossthread the caliper guide pin bolts.
(20) Install the caliper guide pin bolts (Fig. 143).
Tighten the guide pin bolts to a torque of 22 N·m
(192 in. lbs.).
(21) Clean all foreign material off the threads of the outer C/V joint stub shaft. Install the washer and hub nut (Fig. 141) on the stub shaft of the outer C/V joint.
(22) Set the parking brake.
(23) Tighten the hub nut to a torque of 244 N·m
(180 ft. lbs.).
(24) Install the spring washer (Fig. 140) on the stub shaft of the outer C/V joint.
(25) Install the nut retainer and cotter pin (Fig.
139) on the stub shaft of the outer C/V joint.
(26) Install the wheel and tire assembly.
(27) Tighten the wheel mounting stud nuts in proper sequence until all nuts are torqued to half specification. Then repeat the tightening sequence to the full specified torque of 129 N·m (95 ft. lbs.).
(28) Remove jackstands or lower hoist.
(29) Fully apply and release the park brake pedal one time. This will seat and correctly adjust the park brake cables.
CAUTION: Before moving vehicle, pump the brake pedal several times to insure the vehicle has a firm brake pedal to adequately stop vehicle.
NS
REMOVAL AND INSTALLATION (Continued)
(30) Road test the vehicle and make several stops to wear off any foreign material on the brakes and to seat the brake shoe linings.
FRONT PARK BRAKE CABLE
REMOVE
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance group of this service manual.
(2) Manually lockout the automatic self adjusting mechanism of the park brake pedal assembly. Refer to Manual Lockout Of Auto Adjuster Mechanism in this section of the service manual for the required procedure.
(3) Remove the intermediate and left rear park brake cable from the park brake cable equalizer (Fig.
159).
BRAKES 5 - 65
Fig. 160 Front Park Brake Cable Attachment To
Body
Fig. 159 Park Brake Cable Attachment To Equalizer
(4) Remove the front park cable housing retainer from body outrigger bracket (Fig. 160). Cable is removable by sliding a 14 mm box wrench over cable retainer and compressing the three retaining fingers.
Alternate method is to use an aircraft type hose clamp and screwdriver.
(5) Lower vehicle.
(6) Remove the left front door sill molding.
(7) Remove the left front kick panel for access to the park brake cable and park brake pedal assembly.
(8) Lift floor mat for access to park brake cable and floor pan. Pull the seal and the park brake cable
(Fig. 161) out of the floor pan of vehicle.
(9) Pull park brake cable strand end forward and disconnect button from clevis. Tap cable housing end fitting out of pedal assembly bracket.
(10) Remove cable retainer from the park brake pedal assembly bracket.
(11) Pull park brake cable assembly out of vehicle through hole in floor pan.
Fig. 161 Front Park Brake Cable At Floor Pan
INSTALL
(1) Pass park brake cable assembly through hole in floor pan from the inside of the vehicle.
(2) Pass cable strand button through the hole in the pedal assembly bracket.
(3) Install cable retainer onto the park brake cable and then install cable retainer into pedal assembly bracket.
(4) Install the end of the park brake cable into the retainer previously installed into the park brake pedal bracket.
(5) Install cable strand button into the clevis on the park brake pedal mechanism.
(6) Install the front park brake cable floor pan seal into hole in floor pan. Seal is to be installed so the flange on the seal is flush with the floor pan (Fig.
161). Fold carpeting back down on floor.
(7) Raise vehicle.
(8) Insert brake cable and housing into body outrigger bracket making certain that housing retainer fingers lock the housing firmly into place (Fig. 160).
5 - 66 BRAKES
REMOVAL AND INSTALLATION (Continued)
(9) Assemble the park brake cables onto the park brake cable equalizer (Fig. 159).
(10) Release the automatic adjuster mechanism on the park brake pedal assembly. Refer to Parking
Brake Automatic Adjuster in the Service Procedures
Section in this group of the service manual for the required procedure.
(11) Lower vehicle and apply the park brake pedal
1 time, this will seat the park brake cables.
INTERMEDIATE PARK BRAKE CABLE
REMOVE
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance group of this service manual.
(2) Manually lockout the automatic self adjusting mechanism of the park brake pedal assembly. Refer to Manual Lockout Of Auto Adjuster Mechanism in this section of the service manual for the required procedure.
(3) Remove the intermediate park brake cable from the park brake cable equalizer (Fig. 162).
NS
Fig. 163 Intermediate Cable Attachment To Right
Rear Cable
(4) Remove the locking pliers from the front park brake cable. This will activate the automatic adjuster and correctly adjust the park brake cables.
(5) Install and position the foam collar on the park brake cable to prevent it from rattling against floor.
(6) Lower vehicle and apply the park brake pedal
1 time, this will seat the park brake cables.
RIGHT REAR PARK BRAKE CABLE
Fig. 162 Park Brake Cable Attachment To Equalizer
(4) Remove the intermediate park brake cable from the cable connector attaching it to the right rear park brake cable (Fig. 163)
(5) Remove the intermediate park brake cable from the cable guides on the frame rails (Fig. 163).
INSTALL
(1) Install the ends of the park brake cables through the cable guides.
(2) Install the intermediate park brake cable on the cable connector at the right rear park brake cable
(Fig. 163).
(3) Install the intermediate park brake cable on the cable equalizer (Fig. 162).
REMOVE
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance group of this service manual.
(2) Remove rear tire and wheel assembly.
(3) Remove rear brake drum from the rear wheel of the vehicle requiring service to the rear park brake cable.
(4) Create slack in the rear park brake cables by locking out the automatic adjuster as described.
Grasp exposed section of front park brake cable and pull down on it. Then install a pair of locking pliers on the cable just rearward of the second body outrigger bracket (Fig. 164).
(5) Disconnect the right rear park brake cable from the connector on the intermediate cable (Fig.
165).
(6) To remove the right park brake cable housing from the body bracket, slide a 14 mm box end wrench over the end of cable retainer to compress the retaining fingers (Fig. 166). The alternate method using an aircraft type hose clamp will not work on the right side of the vehicle.
(7) Remove the brake shoes from the brake support plate. Refer to Rear Brake Shoes in the Removal
And Installation Section of this service manual for the required procedure.
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 67
(9) Remove the park brake cable housing retainer from the brake support plate using a 14mm wrench to compress the retaining fingers (Fig. 167).
Fig. 164 Locking Out Automatic Adjuster
Fig. 165 Right Rear Cable Connection To
Intermediate Cable
Fig. 166 Right Park Brake Cable Removal From
Body Bracket
(8) Disconnect park brake cable from park brake actuator lever.
Fig. 167 Removing Park Brake Cable From Brake
Support Plate
INSTALL
(1) Install the park brake cable in the brake support plate. Insert cable housing retainer into brake support plate making certain that cable housing retainer fingers lock the housing and retainer firmly into place.
(2) Attach the park brake cable onto the park brake actuator lever.
(3) Install the brake shoes on the rear brake support plate. Refer to Rear Brake Shoes in the Removal
And Installation Section of this service manual for the required procedure.
(4) Insert cable housing retainer into body bracket making certain that cable housing retainer fingers lock the housing firmly into place.
(5) Connect the right rear park brake cable to the connector on the intermediate park brake cable (Fig.
165).
(6) Install the brake drum, and the wheel and tire assembly.
(7) Remove the locking pliers from the front park brake cable. This will automatically adjust the park brake cables.
(8) Apply and release park brake pedal 1 time, this will seat the park brake cables.
LEFT REAR PARK BRAKE CABLE
REMOVE
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance group of this service manual.
(2) Remove rear tire and wheel assembly.
5 - 68 BRAKES
REMOVAL AND INSTALLATION (Continued)
(3) Remove rear brake drum from the rear wheel of the vehicle requiring service to the rear park brake cable.
(4) Create slack in rear park brake cables by locking out the automatic adjuster as described. Grasp exposed section of front park brake cable and pull down on it. Then install a pair of locking pliers on the cable just rearward of the second body outrigger bracket (Fig. 168).
NS
Fig. 168 Locked Out Park Brake Automatic Adjuster
(5) Disconnect the left rear park brake cable from the park brake cable equalizer (Fig. 169).
Fig. 170 Park Brake Cable Removal From Body
Bracket
(8) Disconnect park brake cable from park brake actuator lever.
(9) Remove the park brake cable housing retainer from the brake support plate using a 14mm wrench to compress the retaining fingers (Fig. 171).
Fig. 169 Rear Park Brake Cables At Equalizer
(6) To remove park brake cable housing from the body bracket, slide a 14 mm box end wrench over retainer end compressing the three fingers (Fig. 170).
Alternate method is to use an aircraft type hose clamp.
(7) Remove the brake shoes from the brake support plate. Refer to Rear Brake Shoes in the Removal
And Installation Section of this service manual for the required procedure.
Fig. 171 Removing Park Brake Cable From Brake
Support Plate
INSTALL
(1) Install the park brake cable in the brake support plate. Insert cable housing retainer into brake support plate making certain that cable housing retainer fingers lock the housing and retainer firmly into place.
(2) Attach the park brake cable onto the park brake actuator lever.
(3) Install the brake shoes on the rear brake support plate. Refer to Rear Brake Shoes in the Removal
And Installation Section of this service manual for the required procedure.
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REMOVAL AND INSTALLATION (Continued)
(4) Insert cable housing retainer into body outrigger bracket making certain that cable housing retainer fingers lock the housing firmly into place.
(5) Connect rear park brake cable to the equalizer bracket (Fig. 169).
(6) Install brake drum, and wheel and tire assembly.
(7) Remove the locking pliers from the front park brake cable. This will automatically adjust the park brake cables.
(8) Apply and release park brake pedal 1 time, this will seat the park brake cables.
BRAKES 5 - 69 top of square hole in mounting bracket. When switch is fully installed in bracket, rotate switch clockwise approximately 30° to lock switch into bracket.
CAUTION: Do not use excessive force when pulling back on brake pedal to adjust the stop lamp switch.
If to much force is used, damage to the stop lamp switch or striker (Fig. 172) can result.
(4) Gently pull back on brake pedal until the pedal stops moving. This will cause the switch plunger to ratchet backward to the correct position.
STOP LAMP SWITCH
DISASSEMBLY AND ASSEMBLY
REMOVE
(1) Depress and hold the brake pedal while rotating stop lamp switch (Fig. 172) in a counter-clockwise direction approximately 30 degrees.
(2) Pull the switch rearward and remove from its mounting bracket.
(3) Disconnect wiring harness connector from stop lamp switch.
MASTER CYLINDER TO POWER BRAKE BOOSTER
VACUUM SEAL
(1) Remove the master cylinder from the power brake vacuum booster. Refer to Master Cylinder removal, for the required procedure to remove master cylinder from power brake vacuum booster.
(2) Using a soft tool such as a trim stick, remove the vacuum seal from the master cylinder mounting flange.
(3) Using Mopar Brake Parts Cleaner or an equivalent, thoroughly clean end of master cylinder housing and master cylinder push rod.
(4) Install new master cylinder to power brake booster vacuum seal on master cylinder. When installing new vacuum seal, be sure it is squarely seated against master cylinder mounting flange and in groove of push rod (Fig. 173).
(5) Bleed the master cylinder assembly prior to
Fig. 172 Stop Lamp Switch
INSTALL
NOTE: Prior to installing stop lamp switch into bracket, the plunger must be moved to its fully extended position using procedure in Step 1.
(1) Hold stop lamp switch firmly in one hand.
Then using other hand, pull outward on the plunger of the stop lamp switch until it has ratcheted out to its fully extended position.
(2) Connect the wiring harness connector to the stop lamp switch.
(3) Mount the stop lamp switch into the bracket using the following procedure. Depress the brake pedal as far down as possible. Then install switch in bracket by aligning index key on switch with slot at
Fig. 173 Vacuum Seal Installed On Master Cylinder installing it on the power brake vacuum booster.
(6) Install master cylinder assembly on the power brake vacuum booster. Refer to Master Cylinder
Installation for the required procedure to install the master cylinder on the power brake vacuum booster.
5 - 70 BRAKES
DISASSEMBLY AND ASSEMBLY (Continued)
(7) Road test vehicle to ensure proper operation of the vehicle’s power brake system.
MASTER CYLINDER FLUID RESERVOIR
(1) Clean master cylinder housing and brake fluid reservoir. Use only a solvent such as Mopar Brake
Parts Cleaner or an equivalent.
(2) Remove the filler tube and brake fluid reservoir cap. Using a syringe or equivalent type tool empty as much brake fluid as possible from the reservoir.
CAUTION: When removing fluid reservoir from the master cylinder, do not pry off using any type of tool. This can damage the fluid reservoir or master cylinder housing.
(3) Remove the master cylinder assembly from the power brake vacuum booster. Refer to master cylinder, in the removal and installation section in this group of the service manual for the required procedure
(4) Mount the master cylinder in a vise using the master cylinder mounting flange (Fig. 174).
Fig. 175 Fluid Reservoir Retaining Pins
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Fig. 174 Master Cylinder Correctly Mounted In Vise
(5) Using correct size pin punch, remove the 2 retaining pins between the fluid reservoir and master cylinder housing (Fig. 175). Rock the brake fluid reservoir from side to side while pulling up to remove it from the seal grommets in master cylinder housing.
(6) Remove the 2 master cylinder housing to brake fluid reservoir seal grommets (Fig. 176).
(7) Install new master cylinder housing to brake fluid reservoir sealing grommets (Fig. 176) in master cylinder housing.
(8) Lubricate reservoir mounting area with fresh clean brake fluid. Place reservoir in position over sealing grommets. Seat reservoir into sealing grommets using a rocking motion while firmly pressing down on fluid reservoir.
Fig. 176 Master Cylinder To Fluid Reservoir Seal
Grommets
(9) Be sure fluid reservoir is positioned properly on master cylinder. Bottom of fluid reservoir is to be touching the top of both sealing grommets when properly installed on master cylinder housing.
(10) Install the 2 fluid reservoir to master cylinder retaining pins (Fig. 175).
(11) Install the master cylinder assembly on the power brake vacuum booster. Refer to master cylinder, in the removal and installation section in this group of the service manual for the required procedure
(12) Install filler tube on the fluid reservoir. Fill fluid reservoir to its proper level as indicated on the outboard side of the fluid reservoir. Be careful not to over fill the fluid reservoir, fluid is not intended to be stored in the filler tube. Install cap on fluid reservoir filler tube.
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DISASSEMBLY AND ASSEMBLY (Continued)
MASTER CYLINDER FLUID RESERVOIR FILL TUBE
The master cylinder fluid reservoir filler neck is removable from the master cylinder fluid reservoir.
The filler neck if required, can be replaced as a separate component of the fluid reservoir.
The filler neck is removed and installed using the following procedure.
REMOVE
(1) Check brake fluid level in master cylinder fluid reservoir to be sure brake fluid is not in the filler neck. If brake fluid is in filler neck, lower fluid level before removing filler neck from fluid reservoir
(2) Grasp filler neck at cap end (Fig. 177) and push straight down. This will cause the filler neck to pop out of the fluid reservoir.
BRAKES 5 - 71
Fig. 178 Fluid Level Sensor Electrical Connection
Fig. 177 Master Cylinder Fluid Reservoir Filler Neck
INSTALL
(1) Wet the O-ring on the reservoir end of the filler neck with fresh clean brake fluid.
(2) Position the filler neck in the opening on the fluid reservoir. Ensure tab on filler neck (Fig. 177) is in the groove on the front of the fluid reservoir.
(3) Push down while slightly rocking filler neck until filler neck snaps into the fluid reservoir opening.
(4) Install cap on filler neck.
(5) Check and/or add brake fluid in reservoir to ensure it is at the correct level.
MASTER CYLINDER BRAKE FLUID LEVEL SWITCH
The master cylinder or brake fluid reservoir does not have to be removed from the vehicle for replacement of the brake fluid level sensor.
(1) Remove wiring harness connector from brake fluid reservoir level sensor (Fig. 178).
(2) Using fingers, compress the retaining tabs on the end of brake fluid level switch (Fig. 179).
Fig. 179 Master Cylinder Brake Fluid Level Sensor
(3) With retaining tabs compressed, (Fig. 179) grasp opposite end of brake fluid level switch and pull it out of master cylinder brake fluid reservoir.
(4) Insert the replacement brake fluid level sensor into brake fluid reservoir. Be sure sensor is pushed in until retaining tabs (Fig. 179) lock it to the brake fluid reservoir.
(5) Connect the vehicle wiring harness connector to the brake fluid level sensor (Fig. 178).
FRONT DISC BRAKE CALIPER
CLEANING AND INSPECTION
Check for brake fluid leaks in and around dust boot area and inboard brake pad, and for any ruptures, brittleness or damage to the piston dust boot.
If the dust boot is damaged, or a fluid leak is visible, disassemble caliper assembly and install a new piston seal and dust boot, and piston if scored. Refer to
Caliper Disassembly And Re-Assembly Procedures in
Disc Brake Caliper Service in this section of the service manual.
5 - 72 BRAKES
DISASSEMBLY AND ASSEMBLY (Continued)
Check the guide pin dust boots to determine if they are in good condition. Replace if they are damaged, dry, or found to be brittle. Refer to Guide Pin Bushing Service in Disc Brake Caliper Service in this section of the service manual.
CALIPER GUIDE PIN BUSHING SERVICE
The double pin caliper uses a sealed for life bushing and sleeve assembly. If required this assembly can be serviced using the following procedure.
REMOVING CALIPER GUIDE PIN BUSHINGS
(1) Remove caliper from brake rotor (See Brake
Shoe Removal). Hang caliper assembly on a wire hook away from the brake rotor.
(2) Push out and then pull the steel sleeve from the inside of the bushing using your fingers as shown in (Fig. 180).
Fig. 181 Removing Bushing From Caliper
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Fig. 180 Removing Inner Sleeve From Bushing
(3) Using your fingers, collapse one side of the bushing. Then pull on the opposite side to remove the bushing from the brake caliper housing (Fig.
181).
INSTALLING CALIPER GUIDE PIN BUSHINGS
(1) Fold the bushing in half lengthwise at the solid middle section of the bushing (Fig. 182).
(2) Insert the folded bushing into the caliper housing (Fig. 183). Do not use a sharp object to per- form this step due to possible damage to the bushing.
(3) Unfold the bushing using your fingers or a wooden dowel until the bushing is fully seated into
Fig. 182 Folded Caliper Guide Pin Bushing the caliper housing. Flanges should be seated evenly on both sides of the bushing hole (Fig. 184).
(4) Lubricate the inside surfaces of the bushing using Mopar, Silicone Dielectric Compound or an equivalent.
(5) Install guide pin sleeve into one end of bushing until seal area of bushing is past seal groove in sleeve (Fig. 185).
(6) Holding convoluted boot end of bushing with one hand, push steel sleeve bushing through boot until one end of bushing is fully seated into seal groove on one end of sleeve (Fig. 185).
(7) Holding sleeve in place, work other end of bushing over end of sleeve and into the seal grove on sleeve (Fig. 186). Be sure other end of bushing did not come out of seal grove in sleeve.
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DISASSEMBLY AND ASSEMBLY (Continued)
BRAKES 5 - 73
Fig. 183 Installing Caliper Guide Pin Bushing
Fig. 185 Installing Sleeve In Bushing
Fig. 184 Bushing Correctly Installed In Caliper
(8) When the sleeve is seated properly into the bushing, the sealed for life sleeve/bushing can be held between your fingers and easily slid back and forth without the bushing unseating from the sleeve groove.
Fig. 186 Correctly Installed Caliper Sleeve And
Bushing
CALIPER DISASSEMBLY
WARNING: UNDER NO CONDITION SHOULD AIR
PRESSURE EVER BE USED TO REMOVE A PISTON
FROM A CALIPER BORE.
PERSONAL INJURY
COULD RESULT FROM SUCH A PRACTICE.
(1) Remove caliper from brake rotor (See Brake
Shoe Removal). Hang assembly on a wire hook away
5 - 74 BRAKES
DISASSEMBLY AND ASSEMBLY (Continued) from rotor, so hydraulic fluid cannot get on rotor.
Place a small piece of wood between the piston and caliper fingers.
(2) Carefully depress brake pedal to hydraulically push piston out of bore. Then apply and hold down the brake pedal to any position beyond the first inch of pedal travel. This will prevent loss of brake fluid from the master cylinder.
(3) If both front caliper pistons are to be removed, disconnect brake tube at flexible brake hose at frame rail. Plug brake tube and remove piston from opposite caliper using the same process as above for the first piston removal.
(4) Disconnect the brake fluid flex hose from the caliper assembly.
CAUTION: Do not use excessive force when clamping caliper in vise. Excessive vise pressure will cause bore distortion and binding of piston.
(5) To disassemble caliper, mount in a vise equipped with protective jaws.
(6) Remove guide pin sleeves and guide pin bushings. See Removing Guide Pin Bushings in the caliper disassembly section of this manual.
(7) Remove the piston dust boot from the caliper and discard (Fig. 187).
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Fig. 188 Removing Piston Seal From Caliper
(9) Clean all parts using alcohol or a suitable solvent and wipe dry using only a lint free cloth. No lint residue can remain in caliper bore. Clean out all drilled passages and bores. Whenever a caliper has been disassembled, a new boot and seal must be installed at assembly.
(10) Inspect the piston bore for scoring or pitting.
Bores that show light scratches or corrosion can usually be cleared of the light scratches or corrosion using crocus cloth. Bores that have deep scratches or scoring should be honed. Use Caliper Hone, Special
Tool C-4095, or equivalent providing the diameter of the bore is not increased more than 0.0254 mm
(0.001 inch) (Fig. 189).
(11) If the bore does not clean up within this specification, a new caliper housing should be installed.
Install a new piston if the old one is pitted or scored.
NOTE: When using Caliper Honing Tool, Special
Tool C-4095, coat the stones and bore with brake fluid. After honing the bore, carefully clean the seal and boot grooves with a stiff non-metallic rotary brush.
Fig. 187 Removing Caliper/Piston Dust Boot
(8) Using a soft tool, such as a plastic trim stick, work piston seal out of its groove in caliper piston bore (Fig. 188). Discard old seal. Do not use a screw driver or other metal tool for this operation, because of the possibility of scratching piston bore or burring edges of seal groove.
NOTE: Use extreme care in cleaning the caliper after honing. Remove all dirt and grit by flushing the caliper with brake fluid; wipe dry with a clean, lint free cloth and then clean a second time.
CAUTION: When inspecting caliper piston, do not use anything but solvents to clean piston surface. If surface of piston cannot be cleaned using only solvents, piston must be replaced.
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DISASSEMBLY AND ASSEMBLY (Continued)
BRAKES 5 - 75
Fig. 190 Installing New Piston Seal In Caliper
Fig. 189 Honing Brake Caliper Piston Bore
(12) Inspect caliper piston for pitting, scratches, or any physical damage. Replace piston if there is evidence of scratches, pitting or physical damage.
CALIPER ASSEMBLY
CAUTION: Excessive vise pressure will cause bore distortion and binding of piston.
(1) Clamp caliper in a vise (with protective caps installed on jaws of vise).
(2) Dip new piston seal in clean brake fluid and install in the groove of the caliper bore. Seal should be positioned at one area in groove and gently worked around the groove (Fig. 190), using only your fingers until properly seated. NEVER USE AN OLD
PISTON SEAL. Be sure that fingers are clean and seal is not twisted or rolled (Fig. 190).
(3) Coat new piston boot with clean brake fluid leaving a generous amount inside boot.
(4) Position dust boot over piston after coating with brake fluid.
CAUTION: Force must be applied to the piston uniformly to avoid cocking and binding of the piston in the bore of the caliper.
(5) Install piston into caliper bore pushing it past the piston seal until it bottoms in the caliper bore
(Fig. 191).
(6) Position dust boot into the counterbore of the caliper assembly piston bore.
(7) Using a hammer and Installer Piston Caliper
Boot, Special Tool C-4689 and Handle, Special Tool
Fig. 191 Installing Piston Into Caliper Bore
C-4171, drive boot into counterbore of the caliper
(Fig. 192).
(8) Install guide pin sleeves and bushings. See
Install Guide Pin Bushings section in the caliper disassembly section of this manual.
(9) Install brake pads. See Installing Brake Pads in the Brake Pad Service Procedures section of this manual.
(10) Before installing caliper assembly on vehicle, inspect brake rotor. If any conditions as described in
Checking Brake Rotor for Runout and Thickness are present the rotor, must be replaced or refaced. If the rotor does not require any servicing, install caliper assembly.
(11) Install brake hose onto caliper using banjo bolt. Torque the brake hose to caliper assembly banjo bolt to 33 N·m (24 ft. lbs.). New seal washers
5 - 76 BRAKES
DISASSEMBLY AND ASSEMBLY (Continued)
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ASSEMBLE
Before assembling the pistons and new cups in the wheel cylinders, dip them in clean brake fluid. If the boots are deteriorated, cracked or do not fit tightly on the pistons or the cylinder casting, install new boots.
(1) Coat cylinder bore with clean brake fluid.
(2) Lightly coat the sealing lip and outer surfaces of the wheel cylinder cups with only Mopar Pro- tect-A-Cup Lubricant p/n 04883068 and no substitute.
(3) Install expansion spring with cup expanders in cylinder. Install cups in each end of cylinder with open end of cups facing each other (Fig. 193).
(4) Install piston in each end of cylinder having the flat face of each piston contacting the flat face of each cup, already installed (Fig. 193).
(5) Install a boot over each end of cylinder (Fig.
193). Be careful not to damage boot during installation.
Fig. 192 Installing Dust Boot In Caliper Counterbore
MUST always be used when installing brake hose to caliper.
(12) Bleed the brake system (see Bleeding Brake
System).
WHEEL CYLINDER REAR DRUM BRAKE
DISASSEMBLE
To disassemble the wheel cylinders, proceed as follows:
(1) Pry boots away from cylinders and remove (Fig.
193).
(2) Press IN on one piston to force out opposite piston, cup and spring (Fig. 193). Then using a soft tool such as a dowel rod, press out the cup and piston that remain in the wheel cylinder.
(3) Wash wheel cylinder, pistons, and spring (Fig.
193) in clean brake fluid or alcohol; (DO NOT USE
ANY PETROLEUM BASE SOLVENTS) clean thoroughly and blow dry with compressed air. Inspect cylinder bore and piston for scoring and pitting. (Do not use a rag as lint from the rag will stick to bore surfaces.)
(4) Wheel cylinder bores and pistons that are badly scored or pitted should be replaced. Cylinder walls that have light scratches, or show signs of corrosion, can usually be cleaned with crocus cloth, using a circular motion. Black stains on the cylinder walls are caused by piston cups and will not impair operation of cylinder.
CLEANING AND INSPECTION
FRONT DISC BRAKE PAD LINING INSPECTION
If a visual inspection does not adequately determine the condition of the lining, a physical check will be necessary. To check the amount of lining wear, remove the wheel and tire assemblies, and the calipers.
Remove the shoe and lining assemblies. (See Brake
Shoe Removal).
Combined shoe and lining thickness should be measured at the thinnest part of the brake shoe assembly.
When a shoe and lining assembly is worn to a thickness of approximately 7.95 mm (0.313 inch) it should be replaced.
Replace both shoe assemblies (inboard and outboard) on the front wheels. It is also necessary that
both front wheel brake shoe assembly sets be replaced, whenever shoe assemblies on either side of the vehicle require replacement.
If a shoe assembly does not require replacement, reinstall it, making sure each shoe assembly is returned to its original position. (See Brake Shoe
Installation).
REAR DISC BRAKES
BRAKE PAD LINING WEAR
If a visual inspection does not adequately determine the condition of the lining, a physical check will be necessary. To check the amount of lining wear, remove the wheel and tire assemblies, and the calipers.
Remove the rear disc brake shoes. Refer to Rear
Disc Brake Shoe Removal in the Removal And Instal-
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CLEANING AND INSPECTION (Continued)
BRAKES 5 - 77
Fig. 193 Rear Wheel Cylinder (Exploded View) lation section in this group of the service manual for the required procedure.
The combined brake shoe and lining material thickness should be measured at the thinnest part of the assembly.
When a set of brake shoes are worn to a total thickness of approximately 7.0 mm (9/32 inch) they should be replaced.
Replace both brake shoe assemblies (inboard and outboard). It is necessary that both rear wheel sets be replaced whenever brake shoe assemblies on either side are replaced.
If the brake shoe assemblies do not require replacement, reinstall, the assemblies making sure each brake shoe is returned to the original position.
Refer to Rear Disc Brake Shoe Installation in the
Removal And Installation section in this group of the service manual for the required procedure.
REAR DRUM BRAKE SHOE LINING INSPECTION
(1) Remove the tire and wheel assembly from the vehicle
(2) Remove the rear brake adjusting hole cover plug (Fig. 194).
CALIPER INSPECTION
Check for brake fluid leaks in and around boot area and inboard lining, and for any ruptures, brittleness or damage to the piston dust boot. If the boot is damaged, or a fluid leak is visible, disassemble caliper assembly and install a new seal and boot, and piston if scored. Refer to Rear Disc Brake Caliper in the Disassembly And Assembly Section in this group of the service manual.
Check the guide pin dust boots to determine if they are in good condition. Replace if they are damaged, dry, or found to be brittle. Refer to Rear Disc Brake
Caliper in the Disassembly And Assembly Section in this group of the service manual.
Fig. 194 Brake Adjustment Hole Rubber Plug
(3) Insert a thin screwdriver into brake adjusting hole to hold the adjusting lever away from the notches on the adjusting screw star wheel.
(4) Insert Tool C-3784 into brake adjusting hole and engage notches of brake adjusting screw star wheel. Release brake by prying down with adjusting tool.
(5) Remove the rear brake drum from the rear hub/bearing assembly.
(6) Inspect brake lining for wear, shoe alignment, and or contamination from grease or brake fluid.
5 - 78 BRAKES
CLEANING AND INSPECTION (Continued)
REAR DRUM BRAKE WHEEL CYLINDER
With brake drums removed, inspect the wheel cylinder boots for evidence of a brake fluid leak. Visually check the boots for cuts, tears, or heat cracks. If any of these conditions exist, the wheel cylinders should be completely cleaned, inspected and new parts installed.
If a wheel cylinder is leaking and the brake lining material is saturated with brake fluid, the brake shoes must be replaced.
BRAKE HOSE AND BRAKE LINES INSPECTION
Flexible rubber hose is used at both front brakes and at the rear axle. Inspection of brake hoses should be performed whenever the brake system is serviced and every 7,500 miles or 12 months, whichever comes first (every engine oil change). Inspect hydraulic brake hoses for surface cracking, scuffing, or worn spots. If the fabric casing of the rubber hose becomes exposed due to cracks or abrasions in the rubber hose cover, the hose should be replaced immediately. Eventual deterioration of the hose can take place with possible burst failure. Faulty installation can cause twisting, resulting in wheel, tire, or chassis interference.
The steel brake tubing should be inspected periodically for evidence of physical damage or contact with moving or hot components.
The flexible brake tube sections used on this vehicle in the primary and secondary tubes from the master cylinder to the ABS hydraulic control unit connections and the chassis brake tubes between the hydraulic control unit and the proportioning valve must also be inspected. This flexible tubing must be inspected for kinks, fraying and its contact with other components of the vehicle or contact with the body of the vehicle.
REAR WHEEL HUB AND BEARING ASSEMBLY
The rear hub and bearing assembly is designed for the life of the vehicle and should require no maintenance. The following procedure may be used for evaluation of bearing condition.
With wheel and brake drum removed, rotate flanged outer ring of hub. Excessive roughness, lateral play or resistance to rotation may indicate dirt intrusion or bearing failure. If the rear wheel bearings exhibit these conditions during inspection, the hub and bearing assembly should be replaced.
Damaged bearing seals and resulting excessive grease loss may also require bearing replacement.
Moderate grease loss from bearing is considered normal and should not require replacement of the hub and bearing assembly.
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ADJUSTMENTS
STOP LAMP SWITCH
(1) Remove stop lamp switch from its bracket by rotating it approximately 30° in a counter-clockwise direction.
(2) Disconnect wiring harness connector from stop lamp switch.
(3) Hold stop lamp switch firmly in one hand.
Then using other hand, pull outward on the plunger of the stop lamp switch until it has ratcheted out to its fully extended position.
(4) Install the stop lamp switch into the bracket using the following procedure. Depress the brake pedal as far down as possible. Then while keeping the brake pedal depressed, install the stop lamp switch into the bracket by aligning index key on switch with slot at top of square hole in mounting bracket. When switch is fully installed in the square hole of the bracket, rotate switch clockwise approximately 30° to lock the switch into the bracket.
CAUTION: Do not use excessive force when pulling back on brake pedal to adjust the stop lamp switch.
If too much force is used, damage to the vacuum booster, stop lamp switch or striker (Fig. 195) can result.
(5) Connect the wiring harness connector to the stop lamp switch.
(6) Gently pull back on brake pedal until the pedal stops moving. This will cause the switch plunger
(Fig. 195) to ratchet backward to the correct position.
Fig. 195 Stop Light Switch Location In Vehicle
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ADJUSTMENTS (Continued)
REAR DRUM BRAKE SHOE ADJUSTMENT
NOTE: Normally, self adjusting drum brakes will not require manual brake shoe adjustment.
Although in the event of a brake reline it is advisable to make the initial adjustment manually to speed up the adjusting time.
(1) Raise the vehicle so that the rear wheels are free to turn. See Hoisting Recommendations in the
Lubrication And Maintenance Section, at the front of this service manual.
Remove the park brake cable, for the wheel of the vehicle that is being worked on, from the park brake cable equalizer (Fig. 196). This is required to gain access to the star wheel. If the cable is not removed from the equalizer, the cable and spring inside of the brake drum is in the way of the star wheel.
Fig. 196 Park Brake Cable Equlizer
(2) Remove rubber plug, from rear brake adjusting hole, in the rear brake support plate (Fig. 197).
BRAKES 5 - 79
(3) Be sure parking brake lever is fully released.
(4) Insert Brake Adjusting, Special Tool C-3784 or equivalent through the adjusting hole in support plate and against star wheel of adjusting screw. Move handle of tool upward until a slight drag is felt when road wheel is rotated.
(5) Insert a thin screwdriver or piece of welding rod into brake adjusting hole. Push adjusting lever out of engagement with star wheel. Care should be taken so as not to bend adjusting lever or dis-
tort lever spring. While holding adjusting lever out of engagement, back off star wheel to ensure a free wheel with no brake shoe drag.
(6) Repeat above adjustment at the other rear wheel.
(7) Install adjusting hole rubber plug (Fig. 197) in rear brake support plates.
(8) Install park brake cables on park brake cable equalizer (Fig. 196).
PARK BRAKE SHOES (WITH REAR DISC BRAKES)
CAUTION: Before adjusting the park brake shoes be sure that the park brake pedal is in the fully released position. If park brake pedal is not in the fully released position, the park brake shoes can not be accurately adjusted.
(1) Raise vehicle.
(2) Remove tire and wheel.
(3) Remove disc brake caliper from caliper adapter
(Fig. 198). If required, refer to Rear Disc Brake Caliper in the Removal And Installation Section in this group of the service manual for the removal procedure.
Fig. 197 Brake Adjusting Hole Plug
Fig. 198 Disc Brake Caliper
5 - 80 BRAKES
ADJUSTMENTS (Continued)
(4) Remove rotor from hub/bearing.
NOTE: When measuring the brake drum diameter, the diameter should be measured in the center of the area in which the park brake shoes contact the surface of the brake drum.
(5) Using Gauge, Brake Shoe, Special Tool C-3919 or an equivalent, accurately measure the inside diameter of the park brake drum portion of the rotor
(Fig. 199).
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Fig. 199 Measuring Park Brake Drum Diameter
(6) Using a ruler that reads in 64th of an inch, accurately read the measurement of the inside diameter of the park brake drum from the special tool
(Fig. 200).
Fig. 201 Setting Gauge To Park Brake Shoe
Measurement
(8) Place Gauge, Brake Shoe, Special Tool C-3919 or equivalent over the park brake shoes (Fig. 202).
The special tool must be located straight across at the center (widest point) of the park brake shoes
(Fig. 202).
Fig. 200 Reading Park Brake Drum Diameter
(7) Reduce the inside diameter measurement of the brake drum that was taken using Special Tool
C-3919 by 1/64 of an inch. Reset Gauge, Brake Shoe,
Special Tool C-3919 or the equivalent used, so that the outside measurement jaws are set to the reduced measurement (Fig. 201).
Fig. 202 Adjusting Park Brake Shoes
(9) Using the star wheel adjuster, adjust the park brake shoes until the lining on the park brake shoes just touches the jaws on the special tool.
(10) Install rotor on hub/bearing.
(11) Rotate rotor to verify that the park brake shoes are not dragging on the brake drum. If park brake shoes are dragging, remove rotor and back off star wheel adjuster one notch and recheck for brake shoe drag against drum. Continue with the previous step until brake shoes are not dragging on brake drum.
(12) Install disc brake caliper on caliper adapter
(Fig. 198). If required, refer to Rear Disc Brake Caliper in the Removal And Installation Section in this
NS
ADJUSTMENTS (Continued) group of the service manual for the installation procedure.
(13) Install wheel and tire.
(14) Tighten the wheel mounting nuts in the proper sequence until all nuts are torqued to half the specified torque. Then repeat the tightening sequence to the full specified torque of 129 N·m (95 ft. lbs.).
(15) Lower vehicle.
(16) Apply and release the park brake pedal one time. This will seat and correctly adjust the park brake cables.
CAUTION: Before moving vehicle, pump brake pedal several times to ensure the vehicle has a firm enough pedal to stop the vehicle.
(17) Road test the vehicle to ensure proper function of the vehicle’s brake system.
PARK BRAKE CABLE ADJUSTMENT
The park brake cables on this vehicle have an automatic self adjuster built into the park brake pedal mechanism. When the foot operated park brake pedal is in its released (upward most) position, a clock spring automatically adjusts the park brake cables. The park brake cables are adjusted (tensioned) just enough to remove all the slack from the cables. The automatic adjuster system will not over adjust the cables causing rear brake drag.
Due to the automatic adjust feature of the park brake pedal, adjustment of the parking brake cables on these vehicles relies on proper drum brake and park brake shoe adjustment. See Rear Brake Adjustment and Park Brake Shoe Adjustment in the Service Adjustments Section in this group of the service manual.
When the park brake pedal is applied the self adjuster is by-passed and the pedal operates normally to engage the park brakes.
When a service procedure needs to be performed on the park brake pedal or the park brake cables, the automatic self adjuster can be manually locked out by the service technician.
PROPORTIONING VALVE (HEIGHT SENSING)
Proportioning valve actuator adjustment will be required if there is a complaint of premature rear wheel lockup and the front and rear brake shoe linings checked OK during inspection, the height sensing proportioning valve required replacement, or there is a complaint of excessive pedal effort and the vacuum booster and brake pedal checked OK. Make sure the proportioning valve and the mounting bracket are firmly attached to the vehicle. Then, proceed with the following procedure to perform the adjustment of the actuator.
BRAKES 5 - 81
(1) Raise vehicle. Vehicle is to be raised and supported on jackstands or with a frame contact type hoist so the rear suspension of the vehicle is hanging free. See hoisting in the Lubrication And Maintenance section of this service manual.
(2) Remove rear wheels/tires.
(3) Using an appropriate jack, support the rear axle prior to the removal of the track bar and shock absorber bolts from the rear axle.
(4) Unbolt the track bar from the rear axle.
(5) Unbolt both shock absorbers from the rear axle.
(6) Loosen (do not remove) both of the leaf spring to front spring hanger pivot bolts.
NOTE: When lowering the rear axle be sure that the leaf springs do not come in contact with the hoist limiting the downward movement of the axle. If this occurs an improper adjustment of the actuator may result.
(7) Lower the rear axle so it is at its farthest point of downward movement.
(8) Loosen the adjustment nut (Fig. 203) on the actuator.
(9) Be sure the hooked end of the actuator is correctly (fully) seated in the clip on the proportioning valve lever and that the clip is correctly positioned on the lever of the proportioning valve.
(10) Pull the housing of the proportioning valve actuator toward the spring hanger (Fig. 203) until the lever on the proportioning valve bottoms on the body of the proportioning valve. Hold the propor- tioning valve actuator in this position while tightening the adjustment nut (Fig. 203) to a torque of 5 N·m (45 in. lbs.). Proportioning valve adjustment is now complete.
Fig. 203 Proportioning Valve Actuator Adjustment
(11) Install shock absorbers and track bar on rear axle. Do not tighten the mounting bolts for any of the loosened suspension components at this time.
(12) Install the wheel/tires.
5 - 82 BRAKES
ADJUSTMENTS (Continued)
(13) Lower the vehicle to the ground. Be sure that the suspension is supporting the full weight of the vehicle.
(14) Tighten the spring to front hanger pivot bolts to a torque of 156 N·m (115 ft. lbs.).
(15) Tighten the shock absorber mounting bolts to a torque of 101 N·m (75 ft. lbs.).
(16) Tighten the track bar mounting bolt to a torque of 95 N·m (70 ft. lbs.).
(17) Road test vehicle to ensure that the premature rear wheel lockup condition has been corrected.
NS
No other type of brake fluid is recommended or approved for usage in the vehicle brake system. Use only Mopar brake fluid or an equivalent from a tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid from an container which has been left open. An open container will absorb moisture from the air and contaminate the fluid.
SPECIFICATIONS
BRAKE FLUID
The brake fluid used in this vehicle must conform to DOT 3 specifications and SAE J1703 standards.
VEHICLE BRAKE SYSTEM COMPONENT SPECIFICATIONS
CAUTION: Never use any type of a petroleumbased fluid in the brake hydraulic system. Use of such type fluids will result in seal damage of the vehicle brake hydraulic system causing a failure of the vehicle brake system. Petroleum based fluids would be items such as engine oil, transmission fluid, power steering fluid ect.
Brake System Component Specifications
NS
SPECIFICATIONS (Continued)
BRAKE ACTUATION SYSTEM
ACTUATION:
Vacuum Operated Power Brakes . . . . . . . . .Standard
Hydraulic System. . . . . . . . . . .Dual-Diagonally Split
Antilock Brake Sytem (Teves Mark-20) . . . . . . . . . . .
MASTER CYLINDER ASSEMBLY:
Supplier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bosch
Type For Non-ABSAnd
ABS Brakes . . . .Conventional Compensating Port
Type For ABS Brakes
With Traction Control . . .Dual Center Port Design
Body Material. . . . . . . . . . . . . . .Anodized Aluminum
Reservoir Material . . . . . . . . . . . . . . . .Polypropelene
MASTER CYLINDER BORE /
STROKE AND SPLIT:
ABS W/Disc/Drum Brakes . . . . . . 23.8 mm x 36 mm
(.937 in. x 1.47 in.)
AWD W/Disc/Disc Brakes. . . . . . . .25.4 mm x 39 mm
(1.00 in. x 1.50 in.)
Displacement Split . . . . . . . . . . . . . . . . . . . . .50 / 50
MASTER CYLINDER FLUID OUTLET PORTS:
Non-ABS And ABS . . .Primary 7/16–24 Secondary 7/
16–24
ABS With Traction Control . . . . . . .Primary M12 x 1
Secondary M12 x 1
Outlet Fitting Type Non-ABS
And ABS . . . . . . . . . . .Double Wall Inverted Flare
Outlet Fitting Type ABS With
Traction Control . . . . . . . . . . . . . . . . . . .ISO Flare
ABS HYDRAULIC CONTROL UNIT:
Hydraulic Tube Fitting Type. . . . . . . . . . . .ISO Flare
BOOSTER:
Make/Type. . . . . . . . . . . . . . . . .Bosch Vacuum Assist
Mounting Studs . . . . . . . . . . . . . . . . . . . . .M8 x 1.25
Type . . . . . . . . . . . . . . . . . . . . . . . . .270 ZLT RSMV
Boost At 20 inches Of
Manifold Vacuum. . . . . . . . . . .3800 N·m (850 lbs.)
PROPORTIONING VALVE:
Material. . . . . . . . . . . . . . . . . . . . . . . . . . .Aluminum
Function. . . . . . . . . . . . . . . . . . . .Hydraulic Pressure
Proportioning To Rear Brakes
BRAKE PEDAL
Pedal Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.36
BRAKES 5 - 83
BRAKE FASTENER TORQUE SPECIFICATIONS
DESCRIPTION TORQUE
BRAKE TUBES:
Tube Nuts To Fittings And
Components . . . . . . . . . . . . . .17 N·m (145 in. lbs.)
BRAKE HOSE:
To Caliper Banjo Bolt . . . . . . . . . .48 N·m (35 ft. lbs.)
Intermediate Bracket . . . . . . . . .12 N·m (105 in. lbs.)
MASTER CYLINDER:
To Vacuum Booster
Mounting Nut . . . . . . . . . . . .25 N·m (225 in. lbs.)
FIXED PROPORTIONING VALVE:
To Frame Rail Attaching
Bolts. . . . . . . . . . . . . . . . . . . .14 N·m (125 in. lbs.)
HEIGHT SENSING PROPORTIONING VALVE:
To Mounting Bracket
Attaching Bolts . . . . . . . . . . .23 N·m (200 in. lbs.)
Actuator Assembly
Adjustment Nut . . . . . . . . . . . . .5 N·m (45 in. lbs.)
Mounting Bracket To Frame
Rail Bolts . . . . . . . . . . . . . . . .17 N·m (150 in. lbs.)
JUNCTION BLOCK (NON-ABS BRAKES)
To Suspension Cradle
Mounting Bolt . . . . . . . . . . . .28 N·m (250 in. lbs.)
VACUUM BOOSTER:
To Dash Panel Mounting
Nuts . . . . . . . . . . . . . . . . . . . .28 N·m (250 in. lbs.)
REAR WHEEL CYLINDER:
To Support Plate Mounting
Bolts . . . . . . . . . . . . . . . . . . . . .8 N·m (75 in. lbs.)
Bleeder Screw . . . . . . . . . . . . . . .10 N·m (80 in. lbs.)
BRAKE SUPPORT PLATE:
To Rear Axle Mounting Bolts . . .130 N·m (95 ft. lbs.)
DISC BRAKE CALIPER:
Guide Pin Bolts . . . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Bleeder Screw . . . . . . . . . . . . . .15 N·m (125 in. lbs.)
ABS HYDRAULIC CONTROL UNIT:
Mounting Bracket To
Suspension Cradle Bolts. . . . .28 N·m (250 in. lbs.)
To Mounting Bracket Isolator
Attaching Bolts . . . . . . . . . . . .11 N·m (97 in. lbs.)
CAB To HCU Mounting Screws . . .2 N·m (17 in. lbs.)
WHEEL SPEED SENSOR:
To Axle Or Steering Knuckle
Mounting Bolt . . . . . . . . . . . .12 N·m (105 in. lbs.)
PARKING BRAKE:
Pedal Assembly Mounting
Bolts. . . . . . . . . . . . . . . . . . . .28 N·m (250 in. lbs.)
REAR HUB AND BEARING:
To Axle Mounting Bolts. . . . . . . .129 N·m (95 ft. lbs.)
WHEEL:
Stud Lug Nut . . . . . . . .115–156 N·m (84-115 ft. lbs.)
5 - 84 BRAKES
SPECIAL TOOLS
SPECIAL TOOLS—BASE BRAKES
Fittings, Brake Proportioning Valve Testing 6833
Gauge, Brake Safe-Set
NS
Tubes, Master Cylinder Bleeding 6920
Gauge Set, C-4007–A
Adapter, Master Cylinder Pressure Bleed Cap 6921
Fig. 204 Handle, Universal C–4171
Dial Indicator, C-3339
Fig. 205 Installer, Dust Boot C-4689
NS BRAKES 5 - 85
ANTILOCK BRAKE SYSTEM – TEVES MARK-20
DESCRIPTION AND OPERATION
ABS BRAKE SYSTEM COMPONENTS . . . . . . . . 87
ABBREVIATION LIST . . . . . . . . . . . . . . . . . . . . 85
ABS BRAKES OPERATION AND VEHICLE
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . 86
ABS FUSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
BRAKE BOOSTER . . . . . . . . . . . . . . . . . . . . . 87
ABS RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
ABS WARNING LAMP (YELLOW) . . . . . . . . . . . . 91
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 85
CONTROL ONLY) . . . . . . . . . . . . . . . . . . . . . . 88
CONTROLLER ANTILOCK BRAKES (CAB) . . . . . 90
HCU BRAKE FLUID ACCUMULATORS AND
NOISE DAMPING CHAMBER . . . . . . . . . . . . . 88
. . . . . . . . . . . . . . . . . . . . . 89
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 92
INLET VALVES AND SOLENOIDS . . . . . . . . . . . . 88
INTEGRATED CONTROL UNIT (ICU) . . . . . . . . . 87
OUTLET VALVES AND SOLENOIDS . . . . . . . . . . 88
PROPORTIONING VALVES . . . . . . . . . . . . . . . . 89
WHEEL SPEED SENSORS . . . . . . . . . . . . . . . . . 89
DIAGNOSIS AND TESTING
CONNECTOR . . . . . . . . . . . . . . . . . . . . . . . . . 96
ABS DIAGNOSTIC TROUBLE CODES . . . . . . . . 97
ABS DIAGNOSTICS MANUAL . . . . . . . . . . . . . . 96
INDEX page page
INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 95
ABS SERVICE PRECAUTIONS . . . . . . . . . . . . . . 99
ABS SYSTEM SELF DIAGNOSTICS . . . . . . . . . . 96
ABS WIRING DIAGRAM INFORMATION . . . . . . . 95
BRAKE FLUID CONTAMINATION . . . . . . . . . . . . 98
DRB DIAGNOSTIC SCAN TOOL USAGE . . . . . . 96
INTERMITTENT DIAGNOSTIC TROUBLE
CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
PROPORTIONING VALVE . . . . . . . . . . . . . . . . . 98
TEST DRIVING ABS COMPLAINT VEHICLE . . . . 98
TONEWHEEL INSPECTION . . . . . . . . . . . . . . . . 98
SERVICE PROCEDURES
BLEEDING TEVES MARK 20 HYDRAULIC
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
BRAKE FLUID LEVEL INSPECTION . . . . . . . . . . 99
REMOVAL AND INSTALLATION
ABS GENERAL SERVICE PRECAUTIONS . . . . 100
CONTROLLER ANTILOCK BRAKES (CAB) . . . . 103
HYDRAULIC CONTROL UNIT . . . . . . . . . . . . . . 100
TONE WHEEL (REAR AWD) . . . . . . . . . . . . . . . 111
TONE WHEEL (REAR FWD) . . . . . . . . . . . . . . . 110
WHEEL SPEED SENSOR (FRONT) . . . . . . . . . 105
WHEEL SPEED SENSOR (REAR AWD) . . . . . . 108
WHEEL SPEED SENSOR (REAR FWD) . . . . . . 106
SPECIFICATIONS
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 112
SPEED SENSOR TONE WHEEL RUNOUT . . . . 112
WHEEL CLEARANCE . . . . . . . . . . . . . . . . . . 112
DESCRIPTION AND OPERATION
ANTILOCK BRAKES OPERATION DESCRIPTION
The purpose of an Antilock Brake System (ABS) is to prevent wheel lock-up under braking conditions on virtually any type of road surface. Antilock Braking is desirable because a vehicle which is stopped without locking the wheels will retain directional stability and some steering capability. This allows the driver to retain greater control of the vehicle during braking.
This section of the service manual covers the description and on car service for the ITT Teves Mark 20 ABS Brake
System and the ITT Teves Mark 20 ABS Brake System with Traction Control. If other service is required on the non ABS related components of the brake system, refer to the appropriate section in this group of the service manual for the specific service procedure required.
ABS BRAKES COMPONENT ABBREVIATION LIST
In this section of the service manual, several abbreviations are used for the components of the
Teves Mark 20 ABS Brake System and the Teves
Mark 20 ABS Brake System with Traction Control.
They are listed below for your reference.
• CAB–Controller Antilock Brake
• ICU–Integrated Control Unit
•
HCU–Hydraulic Control Unit
•
TCS–Traction Control
•
ABS–Antilock Brake System
•
PSI–Pounds Per Square Inch (pressure)
•
WSS–Wheel Speed Sensor
• FWD–Front Wheel Drive
• AWD–All Wheel Drive
• DTC–Diagnostic Trouble Code
5 - 86 BRAKES
DESCRIPTION AND OPERATION (Continued)
ABS BRAKES OPERATION AND VEHICLE
PERFORMANCE
This ABS System represents the current state-ofthe-art in vehicle braking systems and offers the driver increased safety and control during braking.
This is accomplished by a sophisticated system of electrical and hydraulic components. As a result, there are a few performance characteristics that may at first seem different but should be considered normal. These characteristics are discussed below.
NORMAL BRAKING SYSTEM FUNCTION
Under normal braking conditions, the ABS System functions the same as a standard brake system with a diagonally split master cylinder and conventional vacuum assist.
ABS SYSTEM OPERATION
If a wheel locking tendency is detected during a brake application, the brake system will enter the
ABS mode. During ABS braking, hydraulic pressure in the four wheel circuits is modulated to prevent any wheel from locking. Each wheel circuit is designed with a set of electric solenoids to allow modulation, although for vehicle stability, both rear wheel solenoids receive the same electrical signal.
During an ABS stop, the brakes hydraulic system is still diagonally split. However, the brake system pressure is further split into four control channels.
During antilock operation of the vehicle’s brake system the front wheels are controlled independently and are on two separate control channels and the rear wheels of the vehicle are controlled together.
The system can build and release pressure at each wheel, depending on signals generated by the wheel speed sensors (WSS) at each wheel and received at the Controller Antilock Brake (CAB).
ABS operation is available at all vehicle speeds above 3 to 5 mph. Wheel lockup may be perceived at the very end of an ABS stop and is considered normal.
NS steering maneuvers at high speed or high speed cornering beyond the limits of tire adhesion to the road surface may cause vehicle skidding, independent of vehicle braking. For this reason, the ABS system is termed Antilock instead of Anti-Skid.
NOISE AND BRAKE PEDAL FEEL
During ABS braking, some brake pedal movement may be felt. In addition, ABS braking will create ticking, popping and/or groaning noises heard by the driver. This is normal due to pressurized fluid being transferred between the master cylinder and the brakes. If ABS operation occurs during hard braking, some pulsation may be felt in the vehicle body due to fore and aft movement of the suspension as brake pressures are modulated.
At the end of an ABS stop, ABS will be turned off when the vehicle is slowed to a speed of 3–4 mph.
There may be a slight brake pedal drop anytime that the ABS is deactivated, such as at the end of the stop when the vehicle speed is less then 3 mph or during an ABS stop where ABS is no longer required. These conditions will exist when a vehicle is being stopped on a road surface with patches of ice, loose gravel or sand on it. Also stopping a vehicle on a bumpy road surface will activate ABS because of the wheel hop caused by the bumps.
TIRE NOISE AND MARKS
Although the ABS system prevents complete wheel lock-up, some wheel slip is desired in order to achieve optimum braking performance. Wheel slip is defined as follows, 0 percent slip means the wheel is rolling freely and 100 percent slip means the wheel is fully locked. During brake pressure modulation, wheel slip is allowed to reach up to 25 to30%. This means that the wheel rolling velocity is 25 to 30% less than that of a free rolling wheel at a given vehicle speed. This slip may result in some tire chirping, depending on the road surface. This sound should not be interpreted as total wheel lock-up.
Complete wheel lock up normally leaves black tire marks on dry pavement. The ABS System will not leave dark black tire marks since the wheel never reaches a fully locked condition. Tire marks may however be noticeable as light patched marks.
VEHICLE HANDLING PERFORMANCE DURING
ABS BRAKING
It is important to remember that an antilock brake system does not shorten a vehicle’s stopping distance under all driving conditions, but does provide improved control of the vehicle while stopping. Vehicle stopping distance is still dependent on vehicle speed, weight, tires, road surfaces and other factors.
Though ABS provides the driver with some steering control during hard braking, there are conditions however, where the system does not provide any benefit. In particular, hydroplaning is still possible when the tires ride on a film of water. This results in the vehicles tires leaving the road surface rendering the vehicle virtually uncontrollable. In addition, extreme
START UP CYCLE
When the ignition is turned on, a popping sound and a slight brake pedal movement may be noticed.
Additionally, when the vehicle is first driven off a humming may be heard and/or felt by the driver at approximately 20 to 40 kph (12 to 25 mph). The ABS warning lamp will also be on for up to 5 seconds after the ignition is turned on. All of these conditions are a normal function of ABS as the system is performing a diagnosis check.
NS
DESCRIPTION AND OPERATION (Continued)
PREMATURE ABS CYCLING
NOTE: When working on a vehicle which has a complaint of premature ABS cycling it may be necessary to use a DRB Scan Tool to detect and verify the condition.
There is one complaint called Premature ABS
Cycling in which neither the Red Brake Warning
Lamp nor the Amber Antilock Lamp were illuminated and no fault codes were stored in the CAB.
Symptoms of Premature ABS Cycling, include clicking sounds from the solenoids valves, pump motor running and pulsations in the brake pedal. This condition can occur at any braking rate of the vehicle and on any type of road surface. This creates an additional condition which needs to be correctly assessed when diagnosing problems with the antilock brake system.
The following conditions are common causes that need to be checked when diagnosing a condition of
Premature ABS Cycling. Damaged tone wheels, incorrect tone wheels, damage to a wheel speed sensor mounting boss on a steering knuckle, a loose wheel speed sensor mounting bolt, and excessive tone wheel runout. Also, an excessively large tone wheel to wheel speed sensor air gap can lead to the condition of Premature ABS Cycling. Special attention is to be given to these components when diagnosing a vehicle exhibiting the condition of Premature ABS
Cycling. After diagnosing the defective component, repair or replace as required.
When the component repair or replacement is completed, test drive the vehicle to verify the condition of
Premature ABS Cycling has been corrected.
ABS BRAKE SYSTEM COMPONENTS
The following is a detailed description of the Teves
Mark 20 ABS brake system components. For information on servicing the base brake system components, see the base Brake System section of this
Service Manual.
ABS MASTER CYLINDER AND POWER BRAKE
BOOSTER
A vehicle equipped with Teves Mark 20 ABS without optional traction control uses the same type of a master cylinder and power brake booster (Fig. 1) as a vehicle not equipped with antilock brakes.
A vehicle equipped with Teves Mark 20 ABS with Traction control uses a unique center port master cylinder.
If the master cylinder is replaced on a vehicle equipped with traction control be sure the right type of master cylinder is installed.
BRAKES 5 - 87
A vehicle equipped with four wheel disc brakes (AWD applications) also have a unique master cylinder. The master cylinder used on these vehicles have a piston bore diameter which is larger then the master cylinder used on the other brake applications.
The primary and secondary outlet ports on the master cylinder go directly to the hydraulic control unit HCU.
Reference the appropriate section of this service manual for further information on the individual components.
Fig. 1 Master Cylinder And Vacuum Booster
INTEGRATED CONTROL UNIT (ICU)
The hydraulic control unit (HCU) (Fig. 2) used with the Teves Mark 20 ABS is different from the
HCU used on previous Chrysler products with ABS.
The HCU used on this ABS system is part of the integrated contol unit (ICU). The HCU is part of what is referred to as the ICU because the HCU and the controller antilock brakes (CAB) are combined
(integrated) into one unit. This differs from previous
Chrysler products with ABS, where the HCU and the
CAB were separate components located in different areas of the vehicle.
Teves Mark 20 ABS uses two different HCU’s and
CAB’s depending on the type of ABS system the vehicle is equipped with. There is a unique HCU and
CAB for a vehicle equipped with just ABS and a unique HCU and CAB for a vehicle equipped with
ABS and traction control.
NOTE: The HCU and CAB used on a vehicle that is equipped with only ABS and on a vehicle that is equipped with ABS and traction control are different. The HCU on a vehicle equipped with ABS and traction control has a valve block housing (Fig. 2) that is approximately 1 inch longer on the low pressure fluid accumulators side than a HCU for a vehicle that is equipped with only ABS.
5 - 88 BRAKES
DESCRIPTION AND OPERATION (Continued)
NS
Fig. 2 Teves Mark 20 ICU
The ICU is located on the driver’s side of the vehicle, and is mounted to the front suspension cradle
(Fig. 3). The ABS only ICU contains the following components for controlling the brake system hydraulic pressure during ABS braking: The CAB, eight valve solenoids, (four inlet valves and four outlet valves) fluid accumulators a pump, and an electric motor. The ABS with traction control ICU contains the following components for controlling the brake system hydraulic pressure during ABS braking and traction control operation: The CAB, four solenoid controlled inlet valves, four solenoid controlled outlet valves, two hydraulic shuttle valves, two ASR valves, fluid accumulators a pump and an electric motor. Also attached to the hydraulic control unit are the master cylinder primary and secondary brake tubes and the brake tubes going to each wheel of the vehicle. (Fig. 3).
CAUTION: No components of the ICU are serviceable. If any component that makes up the ICU is diagnosed as not functioning properly it MUST be replaced. The replaceable components of the ICU, are the HCU and the CAB (Fig. 2) and (Fig. 3). The mounting bracket is also replaceable as a separate component of the ICU. The remaining components of the ICU are not serviceable items. No attempt should ever be made to remove or service any individual components of the HCU. This is due to the concern of contamination entering the HCU while performing a service procedure. Also no attempt should ever be made to remove or service any individual components of the CAB.
CAUTION: At no time when servicing the ICU should a 12 volt power source be applied to any electrical connector of the HCU or the CAB.
Fig. 3 ICU Mounting Location
INLET VALVES AND SOLENOIDS
There are four inlet solenoids, one for each wheel.
In the released position they provide a fluid path from the master cylinder to the wheel brakes of the vehicle. When the ABS cycle has been completed the inlet solenoids will return to their released (open) position.
OUTLET VALVES AND SOLENOIDS
There are four outlet solenoids, one for each wheel.
In the released position they are closed to allow for normal braking. In the actuated (open) position, they provide a fluid path from the wheel brakes of the vehicle to the hydraulic control unit HCU accumulators and pump motor. The outlet solenoids are spring loaded in the released (closed) position during normal braking.
ASR VALVE (ABS WITH TRACTION CONTROL
ONLY)
On vehicles equipped with ABS having traction control, there are two special ASR valves located in the HCU portion of the ICU. The ASR valves are a normally open type valve and are solenoid actuated.
The special ASR valves are used to isolate the rear
(non-driven) wheels of the vehicle from the hydraulic pressure that the HCU pump motor is sending to the front (driven) wheels, when the traction control system is in operation. The rear brakes need to be isolated from the master cylinder when traction control is in operation so that the HCU can build the required hydraulic pressure to the front brakes.
HCU BRAKE FLUID ACCUMULATORS AND NOISE
DAMPING CHAMBER
There are two brake fluid accumulators in the
HCU. There is one brake fluid accumlator for the primary and secondary hydraulic circuits. The brake
NS
DESCRIPTION AND OPERATION (Continued) fluid accumulators temporarily store brake fluid that is decayed from the wheel brakes during an ABS cycle. This stored brake fluid is then used by the pump in the HCU to provide build pressure for the brake hydraulic system.
Additionally on vehicles that are equipped with only ABS (non-traction control vehicles) there is a mini brake fluid accumulator on the secondary hydraulic circuit which protects the master cylinder’s seals during an ABS stop. There is also a noise damping chamber on the primary hydraulic circuit.
On ABS equipped vehicles with traction control, in addition to the brake fluid accumulators there are also two noise damping chambers in the HCU.
BRAKES 5 - 89
The junction block is located on the left hand front cowl panel on the vehicle.
HCU PUMP/MOTOR
The HCU (Fig. 4) contains 2 pump assemblies, one for the primary and one for the secondary hydraulic circuit of the brake system. Both pumps are driven by a common electric motor (Fig. 4) which is part of the HCU. The pumps draw brake fluid from the fluid accumulators to supply build pressure to the brakes during an ABS stop. The pump motor runs during the drive-off cycle as a check and during an ABS stop and is controlled by the CAB. The Pump/Motor
Assembly is not a serviceable item. If the pump/motor requires replacement the complete HCU (Fig. 4)
(minus the CAB) must be replaced.
Fig. 5 Fuse Locations In Power Distribution Center
ABS RELAYS
On the Teves Mark 20 Antilock Brake System both the pump motor relay and the system relay are located in the CAB. If either of the relays is diagnosed as not functioning properly the CAB will need to be replaced. Refer to Controller Antilock Brakes in the Removal And Installation Section in this group of the service manual for the procedure.
PROPORTIONING VALVES
One assembly containing two proportioning valves are used in the system, one for each rear brake hydraulic circuit. The proportioning valve is located on the frame rail next to the fuel tank, forward of the right rear shock absorber (Fig. 6). Be sure replacement proportioning valve assemblies have the same split point and slope as the proportioning valve being replaced.
Fig. 4 Teves Mark 20 HCU Pump/Motor
ABS FUSES
The fuse for the ABS pump motor and the ABS system are located in the power distribution center (PDC) (Fig. 5).
The PDC is located on the drivers side of the engine compartment forward of the strut tower. The fuse for the ABS warning lamp in the instrument panel message center is located in the junction block.
On vehicles equipped with traction control, the fuse for the traction control switch is also located in the junction block.
WHEEL SPEED SENSORS
One Wheel Speed Sensor WSS is located at each front and rear wheel of the vehicle (Fig. 7), (Fig. 8) and (Fig. 9). The wheel speed sensor sends a small
AC signal to the CAB. This signal is generated by magnetic induction created when a toothed sensor ring (tone wheel) (Fig. 7), (Fig. 8) and (Fig. 9) passes the stationary magnetic wheel speed sensor. The
CAB converts the AC signal generated at each wheel into a digital signal. If a wheel locking tendency is detected by the CAB, it will then modulate hydraulic pressure via the HCU to prevent the wheel(s) from locking.
5 - 90 BRAKES
DESCRIPTION AND OPERATION (Continued)
NS
Fig. 6 Proportioning Valve Mounting Location
Fig. 7 Front Wheel Speed Sensor
Fig. 8 Rear Wheel Speed Sensor (FWD)
The front wheel speed sensor is attached to a boss in the steering knuckle (Fig. 7). The front tone wheel
(Fig. 7) is part of the driveshafts outboard constant velocity joint. The rear wheel speed sensor is
Fig. 9 Rear Wheel Speed Sensor (AWD) mounted through the rear axle, rear brake support plate and directly to the rear bearing (Fig. 8) (Fig. 9).
The rear tone wheel on a front wheel drive vehicle is an integral part of the rear wheel hub/bearing assembly. If damaged though, the rear tone wheel on a front wheel drive vehicle can be replaced as a individual component of the rear hub/bearing assembly.
Refer to Rear Tone Wheel in the Remove And Install
Section in this group of the service manual for the required procedure. The wheel speed sensor air gap is NOT adjustable.
The rear tone wheel on a all wheel drive vehicle, is part of the outboard constant velocity joint on the rear driveshaft (Fig. 9).
The four wheel speed sensors are all serviced individually, but the front tone wheel on all vehicles and the rear tone wheel on all wheel drive vehicles are serviced as part of the front or rear driveshaft outboard constant velocity joint (Fig. 7) and (Fig. 9).
Correct ABS system operation is dependent on accurate wheel speed signals. The vehicle’s wheels and tires must all be the same size and type to generate accurate signals. Variations in wheel and tire size can produce inaccurate wheel speed signals, which can cause false ABS cycles to occur.
CONTROLLER ANTILOCK BRAKES (CAB)
The Controller Antilock Brakes (CAB) is a microprocessor based device which monitors the ABS system during normal braking and controls it when the vehicle is in an ABS stop. The CAB is mounted to the bottom of the HCU (Fig. 10). The CAB uses a 25 way electrical connector on the vehicle wiring harness.
The power source for the CAB is through the ignition switch in the Run or On position. THE (CAB) IS ON
THE CCD BUS
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DESCRIPTION AND OPERATION (Continued)
Fig. 10 Controller Antilock Brake (CAB)
The primary functions of the (CAB) are:
(1) Detect wheel locking or wheel slipping tendencies by monitoring the speed of all four wheels of the vehicle.
(2) Illuminate the TRAC lamp in the message center on the instrument panel when a traction control event is occurring.
(3) Control fluid modulation to the wheel brakes while the system is in an ABS mode or the traction control system is activated.
(4) Monitor the system for proper operation.
(5) Provide communication to the DRB Scan Tool while in diagnostic mode.
(6) Store diagnostic information.
(7) The CAB continuously communicates with the body controller by sending out a message to the body controller on the CCD Bus. This message is used for illumination of the yellow antilock warning lamp. This is used if the ABS controller communication is lost in the hard wire between the body controller and the yellow antilock warning lamp. If the body controller does not receive this message from the CAB, the body controller will illuminate the antilock yellow warning lamp.
The CAB continuously monitors the speed of each wheel through the signals generated by the wheel speed sensors to determine if any wheel is beginning to lock. When a wheel locking tendency is detected, the CAB commands the CAB command coils to actuate. The CAB command coils then open and close the valves in the HCU which modulate brake fluid pressure in some or all of the hydraulic circuits. The CAB continues to control pressure in individual hydraulic circuits until a locking tendency is no longer present.
The ABS system is constantly monitored by the
CAB for proper operation. If the CAB detects a fault, it will turn on the Amber ABS Warning Lamp and
BRAKES 5 - 91 disable the ABS braking system. The normal base braking system will remain operational.
The CAB contains a self-diagnostic program which will turn on the Amber ABS Warning Lamp when a
ABS system fault is detected. Faults are then stored in a diagnostic program memory. There are multiple fault messages which may be stored in the CAB and displayed through the DRB Scan Tool. These fault messages will remain in the CAB memory even after the ignition has been turned off. The fault messages can be read and or cleared from the CAB memory by a technician using the DRB Scan Tool. The fault occurrence and the fault code will also be automatically cleared from the CAB memory after the identical fault has not been seen during the next 3500 miles of vehicle operation. Mileage though of the last fault occurrence will not be automatically cleared.
CONTROLLER ANTILOCK BRAKE INPUTS
• Four wheel speed sensors.
• Stop lamp switch.
• Ignition switch.
• System relay voltage.
• Ground.
• Traction Control Switch (If Equipped).
• Diagnostics Communications (CCD)
CONTROLLER ANTILOCK BRAKE OUTPUTS
• C2D Communication To Body Controller And
Instrument Cluster
• ABS warning lamp actuation.
• Traction Control Light (If Equipped).
• Diagnostic communication. (CCD)
ABS WARNING LAMP (YELLOW)
The ABS system uses a yellow colored ABS Warning Lamp. The ABS warning lamp is located on the right side of the message center located at the top of the instrument panel. The purpose of the warning lamp is discussed in detail below.
The ABS warning lamp will turn on when the CAB detects a condition which results in a shutdown of
ABS function or when the body controller does not receive C2D messages from the CAB. When the ignition key is turned to the on position, the ABS Warning Lamp is on until the CAB completes its self tests and turns the lamp off (approximately 4 seconds after the ignition switch is turned on). Under most conditions, when the ABS warning lamp is on, only the ABS function of the brake system is affected. The standard brake system and the ability to stop the car will not be affected when only the ABS warning lamp is on.
The ABS warning lamp is controlled by the CAB and the body controller through a diode located in the wiring harness junction block. The junction block is located under the instrument panel to the left of
5 - 92 BRAKES NS
DESCRIPTION AND OPERATION (Continued) the steering column. The CAB and the body controller, controls the yellow ABS warning lamp by directly grounding the circuit.
HYDRAULIC CIRCUITS AND VALVE OPERATION
Through the following operation descriptions the function of the various hydraulic control valves in the
ABS will be described. The fluid control valves mentioned below, control the flow of pressurized brake fluid to the wheel brakes during the different modes of ABS braking.
For explanation purposes, all wheel speed sensors except the right front are sending the same wheel speed information. The following diagrams show only the right front wheel in a antilock braking condition.
TEVES MARK 20 ABS CIRCUIT AND
SOLENOID VALVE FUNCTION
This hydraulic circuit diagram (Fig. 12) shows the vehicle in the ABS braking mode. This hydraulic circuit (Fig. 12) shows a situation where one wheel is slipping because the driver is attempting to stop the vehicle at a faster rate than the surface the vehicle’s tires are on will allow. The normally open and normally closed valves modulate the brake hydraulic pressure as required. The pump/motor is switched on so that the brake fluid from the low pressure accumulators is returned to the master cylinder circuits.
The brake fluid will then be routed to either the master cylinder or the wheel brake depending on the position of the normally open valve.
NORMAL BRAKING HYDRAULIC CIRCUIT AND
SOLENOID VALVE FUNCTION
This condition is the normal operation of the vehicles base brake hydraulic system. The hydraulic system circuit diagram (Fig. 11) shows a situation where no wheel spin or slip is occurring relative to the speed of the vehicle. The driver is applying the brake pedal to build pressure in the brake hydraulic system to apply the brakes and stop the vehicle.
TEVES MARK 20 SECONDARY ABS CIRCUIT
AND SOLENOID VALVE FUNCTION
This hydraulic circuit diagram (Fig. 13) shows the vehicle in the ABS braking mode. This hydraulic circuit (Fig. 13) shows a situation where one wheel is slipping because the driver is attempting to stop the vehicle at a faster rate than the surface the vehicle’s tires are on will allow. The normally open and normally closed valves modulate the brake hydraulic pressure as required. The pump/motor is switched on so that the brake fluid from the low pressure accu-
Fig. 11 Normal Braking Hydraulic Circuit
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DESCRIPTION AND OPERATION (Continued)
BRAKES 5 - 93
Fig. 12 ABS Mode Hydraulic Circuit mulators is returned to the master cylinder circuits.
The brake fluid will then be routed to either the master cylinder or the wheel brake depending on the position of the normally open valve. A volume of 1.2
cc’s of brake fluid is taken in by the lip seal saver
(Fig. 13) to protect the lip seals on the piston of the master cylinder.
TEVES MARK 20 ABS WITH TRACTION
CONTROL NORMAL BRAKING HYDRAULIC
CIRCUIT – SOLENOID AND SHUTTLE VALVE
FUNCTION
This condition is the normal operation of the vehicles base brake hydraulic system when the vehicle is equipped with ABS and traction control. The hydraulic system circuit diagram (Fig. 14) shows a situation where no wheel spin or slip is occurring relative to the speed of the vehicle. The driver is applying the brake pedal to build pressure in the brake hydraulic system to apply the brakes and stop the vehicle. The hydraulic shuttle valve (Fig. 14) closes with every brake pedal application so pressure is not created at the inlet to the pump.
TEVES MARK 20 ABS WITH TRACTION
CONTROL ABS BRAKING HYDRAULIC
CIRCUIT – SOLENOID AND SHUTTLE VALVE
FUNCTION
This hydraulic circuit diagram (Fig. 15) shows a vehicle equipped with ABS and traction control in the ABS braking mode. This hydraulic circuit (Fig.
15) shows a situation where one wheel is slipping because the driver is attempting to stop the vehicle at a faster rate than the surface the vehicle’s tires are on will allow. The hydraulic shuttle valve (Fig.
15) closes upon brake application so that the pump can not suck brake fluid from the master cylinder.
The normally open and normally closed valves modulate the brake hydraulic pressure as required. The pump/motor is switched on so that the brake fluid from the low pressure accumulators is returned to the master cylinder circuits. The brake fluid will then be routed to either the master cylinder or the wheel brake depending on the position of the normally open valve.
5 - 94 BRAKES
DESCRIPTION AND OPERATION (Continued)
NS
Fig. 13 ABS Mode Secondary Hydraulic Circuit
Fig. 14 ABS With Traction Control Normal Braking Hydraulic Circuit
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DESCRIPTION AND OPERATION (Continued)
BRAKES 5 - 95
Fig. 15 ABS With Traction Control ABS Braking Hydraulic Circuit
TEVES MARK 20 ABS WITH TRACTION
CONTROL– TRACTION CONTROL HYDRAULIC
CIRCUIT – SOLENOID AND SHUTTLE VALVE
FUNCTION
This hydraulic circuit diagram (Fig. 16) shows a vehicle equipped with ABS and traction control in the traction control mode. The hydraulic circuit (Fig.
16) shows a situation where a driven wheel is spinning and brake pressure is required to reduce its speed. The normally open ASR valve (Fig. 16) is energized to isolate the brake fluid being pumped from the master cylinder and to isolate the driven wheel.
Also, the normally open ASR valve bypasses the pump output back to the master cylinder at a fixed pressure setting. The normally open and normally closed valves (Fig. 16) modulate the brake pressure as required to the spinning wheel.
(2) Brakes Lock-up on hard application
Diagnosis of base brake conditions which are obviously mechanical in nature should be directed to
Group 5 Brakes in this service manual. This includes brake noise, brake pulsation, lack of power assist, parking brake, Red BRAKE Warning Lamp lighting, or vehicle vibration during normal braking.
Many conditions that generate customer complaints may be normal operating conditions, but are judged to be a problem due to not being familiar with the ABS system. These conditions can be recognized without performing extensive diagnostic work, given adequate understanding of the operating principles and performance characteristics of the ABS. See the
ABS System Operation Section in this group of the service manual to familiarize yourself with the operating principles of the ABS system.
DIAGNOSIS AND TESTING
ABS GENERAL DIAGNOSTICS INFORMATION
This section contains the information necessary to diagnose the ITT Teves Mark 20 ABS Brake System.
Specifically, this section should be used to help diagnose conditions which result in any of the following:
(1) ABS Warning Lamp turned on.
ABS WIRING DIAGRAM INFORMATION
During the diagnosis of the antilock brake system it may become necessary to reference the wiring diagrams covering the antilock brake system and its components. For wiring diagrams refer to Antilock
Brakes in Group 8W of this service manual. This group will provide you with the wiring diagrams and the circuit description and operation information covering the antilock brake system.
5 - 96 BRAKES
DIAGNOSIS AND TESTING (Continued)
NS
ABS DIAGNOSTICS MANUAL
Fig. 16 Traction Control Hydraulic Circuit the powertrain control module and air bag electronic control module.
Detailed procedures for diagnosing specific ABS conditions are covered in the diagnostics manual covering the ITT Teves Mark 20 ABS system. The following information is presented to give the technician a general background on the diagnostic capabilities of the ITT Teves Mark 20 ABS system.
Please refer to the above mentioned manual for any further electronic diagnostics and service procedures that are required.
DRB DIAGNOSTIC SCAN TOOL USAGE
The diagnostics of the ITT Teves Mark 20 ABS system is performed using the DRB scan tool. Refer to the diagnostics manual covering the ITT Teves Mark
20 ABS system for the required diagnostics and testing procedures and the DRB operators manual for its proper operational information.
ABS BRAKE DIAGNOSTIC TOOL CONNECTOR
On this vehicle, the diagnostic connector used for the diagnosis of the ITT Teves Mark 20 ABS system is located under the lower steering column cover, to the left side of the steering column, just below the hood release lever (Fig. 17). The ITT Teves Mark 20
ABS system uses the ISO 9141-K connector which is shared by other vehicle diagnostic systems such as
Fig. 17 Diagnostic Scan Tool Data Link Connector
ABS SYSTEM SELF DIAGNOSTICS
The ITT Teves Mark 20 ABS system is equipped with a self diagnostic capability which may be used to assist in the isolation of ABS faults. The features of the self diagnostics system are described below.
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DIAGNOSIS AND TESTING (Continued)
START-UP CYCLE
The self diagnostic ABS start up cycle begins when the ignition switch is turned to the on position. Electrical checks are completed on ABS components, such as the Controller, solenoid continuity, and the system relay operation. During this check the Amber ABS
Warning Light is turned on for approximately 4 seconds and the brake pedal may emit a popping sound and move slightly when the solenoid valves are checked.
DRIVE-OFF CYCLE
Further Functional testing is accomplished once the vehicle is set in motion and reaches a speed of about 20 kph (12 mph.). This cycle is performed only once after each ignition on/off cycle.
•
The pump/motor is activated briefly to verify function. When the pump/motor is activated a whirling or buzzing sound may be heard by the driver, which is normal when the pump/motor is running.
• The wheel speed sensor output is verified to be within the correct operating range.
ONGOING TESTS
Other tests are performed on a continuous basis.
These include checks for solenoid continuity, wheel speed sensor continuity and wheel speed sensor output.
ABS DIAGNOSTIC TROUBLE CODES
Diagnostic trouble codes (DTC) are kept in the controller’s memory until either erased by the technician using the DRB or erased automatically after 3500 miles. DTC’s are retained by the controller even if the ignition is turned off or the battery is disconnected. More than one DTC can be stored at a time.
The mileage of the most recent occurrence, number of occurrences and the DTC that was stored is also displayed. Most functions of the CAB and the ABS system can be accessed by the technician for testing and diagnostic purposes by using the DRB.
LATCHING VERSUS NON-LATCHING
DIAGNOSTIC TROUBLE CODES
Some DTC’s detected by the CAB are latching; the
DTC is latched and ABS braking is disabled until the ignition switch is reset. Thus ABS braking is non operational even if the original DTC has disappeared.
Other DTC’s are non-latching; any warning lights that are turned on, are only turned on as long as the
DTC condition exists. As soon as the condition goes away, the ABS Warning Light is turned off, although a DTC will be set in most cases.
BRAKES 5 - 97
INTERMITTENT DIAGNOSTIC TROUBLE CODES
As with virtually any electronic system, intermittent electrical problems in the ABS system may be difficult to accurately diagnose.
Most intermittent electrical problems are caused by faulty electrical connections or wiring. When an intermittent fault is encountered, check suspect circuits for:
A visual inspection for loose, disconnected, or misrouted wires should be done before attempting to diagnose or service the ITT Teves Mark 20 antilock brake system. A visual inspection will eliminate unnecessary testing and diagnostics time. A thorough visual inspection will include the following components and areas of the vehicle.
(1) Inspect fuses in the power distribution center
(PDC) and the wiring junction block. Verify that all fuses are fully inserted into the PDC and wring junction block. A label on the underside of the PDC cover identifies the locations of the ABS fuses in the PDC.
(2) Inspect the 25-way electrical connector at the
CAB for damage, spread or backed-out wiring terminals. Verify that the 25-way connector is fully inserted in the socket on the CAB. Be sure that wires are not stretched tight or pulled out of the connector.
(3) Verify that all the wheel speed sensor connections are secure.
(4) Poor mating of connector halves or terminals not fully seated in the connector body.
(5) Improperly formed or damaged terminals. All connector terminals in a suspect circuit should be carefully reformed to increase contact tension.
(6) Poor terminal to wire connection. This requires removing the terminal from the connector body to inspect.
(7) Pin presence in the connector assembly
(8) Proper ground connections. Check all ground connections for signs of corrosion, tight fasteners, or other potential defects. Refer to wiring diagram manual for ground locations.
(9) Problems with main power sources of the vehicle. Inspect battery, generator, ignition circuits and other related relays and fuses.
(10) If a visual check does not find the cause of the problem, operate the car in an attempt to duplicate the condition and record the trouble code.
(11) Most failures of the ABS system will disable
ABS function for the entire ignition cycle even if the fault clears before key-off. There are some failure conditions, however, which will allow ABS operation to resume during the ignition cycle in which a failure occurred if the failure conditions are no longer present. The following conditions may result in intermittent illumination of the ABS Warning Lamp. All other failures will cause the lamp to remain on until the ignition switch is turned off. Circuits involving
5 - 98 BRAKES
DIAGNOSIS AND TESTING (Continued) these inputs to the CAB should be investigated if a complaint of intermittent warning system operation is encountered.
(12) Low system voltage. If Low System Voltage is detected by the CAB, the CAB will turn on the ABS
Warning Lamp until normal system voltage is achieved. Once normal voltage is seen at the CAB, normal operation resumes.
(13) High system voltage. If high system voltage is detected by the CAB, the CAB will turn on the
Amber ABS Warning Lamp until normal system voltage is achieved. Once normal voltage is again detected by the CAB, normal ABS operation will be resumed at the next key on cycle.
(14) Additionally, any condition which results in interruption of electrical current to the CAB or modulator assembly may cause the ABS Warning Lamp to turn on intermittently.
(15) The body controller can turn on the (yellow)
ABS warning lamp if CCD communication between the body controller and the CAB is interupted.
TONEWHEEL INSPECTION
CAUTION: The tone wheels used on this vehicle equipped with the Teves Mark 20 Antilock Brake
System are different then those used on past models of this vehicle equipped with antilock brakes.
Reduced braking performance will result if this part is used on earlier model vehicles and an accident could result. Do not use on pre-1998 model year vehicles.
Carefully inspect tonewheel at the suspected faulty wheel speed sensor for missing, chipped or broken teeth, this can cause erratic speed sensor signals.
Tonewheels should show no evidence of contact with the wheel speed sensors. If contact was made, determine cause and correct before replacing the wheel speed sensor.
Excessive runout of the tonewheel can cause erratic wheel speed sensor signals. Refer to Tonewheel Runout in the Specification Section in this section of the service manual for the tonewheel runout specification. Replace drive shaft assembly or rear hub/bearing assembly if tonewheel runout exceeds the specification.
Inspect tonewheels for looseness on their mounting surfaces. Tonewheels are pressed onto their mounting surfaces and should not rotate independently from the mounting surface.
Check the wheel speed sensor head alignment to the tone wheel. Also check the gap between the speed sensor head and the tone wheel to ensure it is at specification. Refer to Wheel Speed Sensor Clearance in the Specification Section in this section of the service manual.
NS
PROPORTIONING VALVE
CAUTION: Proportioning valves (Fig. 18) should never be disassembled.
Fig. 18 Brake Proportioning Valve Identification
If premature rear wheel skid occurs on hard brake application, it could be an indication that a malfunction has occurred with one of the proportioning valves.
If a malfunctioning proportioning valve is suspected on a vehicle, refer to Proportioning Valve Test in the Proportioning Valves Section in this group of the service manual for the required test procedure.
BRAKE FLUID CONTAMINATION
Indications of fluid contamination are swollen or deteriorated rubber parts.
Swollen rubber parts indicate the presence of petroleum in the brake fluid.
To test for contamination, put a small amount of drained brake fluid in clear glass jar. If fluid separates into layers, there is mineral oil or other fluid contamination of the brake fluid.
If brake fluid is contaminated, drain and thoroughly flush system. Replace master cylinder, proportioning valve, caliper seals, wheel cylinder seals,
Antilock Brakes hydraulic unit and all hydraulic fluid hoses.
TEST DRIVING ABS COMPLAINT VEHICLE
Most ABS complaints will require a test drive as a part of the diagnostic procedure. The purpose of the test drive is to duplicate the condition.
NOTE: Remember conditions that result in the turning on of the Red BRAKE Warning Lamp may indicate reduced braking ability. The following procedure should be used to test drive an ABS complaint vehicle.
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DIAGNOSIS AND TESTING (Continued)
Before test driving a brake complaint vehicle, note whether the Red or Amber Brake Warning Lamp is turned on. If it is the Red Brake Warning Lamp, refer to the hydraulic system section in the brake group of this manual. If the ABS Warning lamp was/is on, test drive the vehicle as described below, to verify the complaint. While the ABS Warning Lamp is on, the ABS is not functional. The standard brake system and the ability to stop the car may not be affected if only the ABS Warning Lamp is on.
Discuss with the owner of the vehicle or note any other electrical problems or conditions that may be occurring on the vehicle. They may have an effect on the antilock brake system’s function.
(1) Turn the key to the off position and then back to the on position. Note whether the ABS Warning
Lamp continues to stay on. If it does, refer to the diagnostic manual covering the ITT Teves Mark 20
ABS system for the required test procedures.
(2) If the ABS Warning Lamp goes out, shift into gear and drive the car to a speed of 20 kph (12 mph) to complete the ABS start up cycle. If at this time the
ABS Warning Lamp goes on refer to the ITT Teves
Mark 20 Diagnostic Manual.
(3) If the ABS Warning Lamp remains OUT, drive the vehicle a short distance. During this test drive be sure that the vehicle achieves at least 40 mph. Brake to at least one complete stop in an ABS cycle, and again accelerate to 25 mph.
(4) If a functional problem with the ABS system is determined while test driving a vehicle, refer to the diagnostic manual covering the ITT Teves Mark 20
ABS system for the required test procedures and proper use of the DRB diagnostic scan tool.
ABS SERVICE PRECAUTIONS
The ABS uses an electronic control module, the
CAB. This module is designed to withstand normal current draws associated with vehicle operation.
Care must be taken to avoid overloading the CAB circuits. In testing for open or short circuits, do not ground or apply voltage to any of the circuits unless instructed to do so for a diagnostic
procedure. These circuits should only be tested using a high impedance multi-meter or the DRB tester as described in this section. Power should never be removed or applied to any control module with the ignition in the ON position. Before removing or connecting battery cables, fuses, or connectors, always turn the ignition to the OFF position.
CAUTION: Use only factory wiring harnesses. Do not cut or splice wiring to the brake circuits. The addition of after-market electrical equipment (car phone, radar detector, citizen band radio, trailer lighting, trailer brakes, ect.) on a vehicle equipped with antilock brakes may affect the function of the antilock brake system.
SERVICE PROCEDURES
BRAKES 5 - 99
BRAKE FLUID LEVEL INSPECTION
CAUTION: Use only Mopar brake fluid or an equivalent from a tightly sealed container. Brake fluid must conform to DOT 3 specifications. Do not use petroleum-based fluid because seal damage in the brake system will result.
For the specific procedure covering the inspection of the brake fluid level and adding brake fluid to the reservoir, refer to the Service Adjustments Section in this group of the service manual.
BLEEDING TEVES MARK 20 HYDRAULIC SYSTEM
The base brake system must be bled anytime air is permitted to enter the hydraulic system, due to disconnection of brake lines, hoses or components. The
ABS system, particularly the HCU, should only be bled when the HCU is replaced or removed from the vehicle, or if there is reason to believe the HCU has ingested air. Under most circumstances that would require brake bleeding, only the base brake system needs to be bled.
It is important to note that excessive air in the brake system will cause a soft or spongy feeling brake pedal.
During bleeding operations, be sure that the brake fluid level remains close to the FULL level in the reservoir. Check the fluid level periodically during the bleeding procedure and add DOT 3 brake fluid as required.
The Teves Mark 20 ABS hydraulic system and the base brake hydraulic system must be bled as two independent braking systems. The non ABS portion of the brake system is to be bled the same as any non ABS system. Refer to the Service Adjustments section in this manual for the proper bleeding procedure to be used. This brake system can be either pressure bled or manually bled.
The ABS portion of the brake system MUST be bled separately. This bleeding procedure requires the use of the DRB Diagnostic Tester and the bleeding sequence procedure outlined below.
ABS BLEEDING PROCEDURE
When bleeding the ABS system, the following bleeding sequence MUST be followed to insure complete and adequate bleeding. The ABS system can be bled using a manual bleeding procedure or standard pressure bleeding equipment.
5 - 100 BRAKES
SERVICE PROCEDURES (Continued)
If the brake system is to be bled using pressurized bleeding equipment, refer to Bleeding Brake System in the Service Adjustments section at the beginning of this group for proper equipment usage and procedures.
(1) Assemble and install all brake system components on the vehicle making sure all hydraulic fluid lines are installed and properly torqued.
(2) Connect the DRB Diagnostics Tester to the diagnostics connector. The Teves Mark 20 ABS diagnostic connector is located under the instrument panel to the left of the steering column cover.
(3) Using the DRB, check to make sure the CAB does not have any fault codes stored. If it does, remove them using the DRB.
WARNING: WHEN BLEEDING THE BRAKE SYS-
TEM WEAR SAFETY GLASSES. A CLEAR BLEED
TUBE MUST BE ATTACHED TO THE BLEEDER
SCREWS AND SUBMERGED IN A CLEAR CON-
TAINER FILLED PART WAY WITH CLEAN BRAKE
FLUID. DIRECT THE FLOW OF BRAKE FLUID AWAY
FROM THE PAINTED SURFACES OF THE VEHICLE.
BRAKE FLUID AT HIGH PRESSURE MAY COME
OUT OF THE BLEEDER SCREWS WHEN OPENED.
(4) Bleed the base brake system using the standard pressure or manual bleeding procedure as outlined in the Service Adjustments section of this service manual.
(5) Using the DRB, go to the 9 Bleed ABS 9 routine.
Apply the brake pedal firmly and initiate the 9 Bleed
ABS 9 cycle one time. Release the brake pedal.
(6) Bleed the base brake system again, as in step
Step 4 above.
(7) Repeat steps Step 5 and Step 6 above until brake fluid flows clear and is free of any air bubbles.
Check brake fluid level in reservoir periodically to prevent reservoir from running low on brake fluid.
(8) Test drive the vehicle to be sure brakes are operating correctly and that brake pedal is solid.
REMOVAL AND INSTALLATION
ABS GENERAL SERVICE PRECAUTIONS
CAUTION: Review this entire section prior to performing any mechanical work on a vehicle equipped with the ITT Tevis Mark 20 ABS brake system. This section contains information on precautions pertaining to potential component damage, vehicle damage and personal injury which could result when servicing an ABS equipped vehicle.
CAUTION: Only the recommended jacking or hoisting positions for this vehicle are to be used when-
NS ever it is necessary to lift a vehicle. Failure to raise a vehicle from the recommended locations could result in lifting a vehicle by the hydraulic control unit mounting bracket. Lifting a vehicle by the hydraulic control unit mounting bracket will result in damage to the mounting bracket and the hydraulic control unit.
CAUTION: Certain components of the ABS System are not intended to be serviced individually.
Attempting to remove or disconnect certain system components may result in improper system operation.
Only those components with approved removal and installation procedures in this manual should be serviced.
CAUTION: Brake fluid will damage painted surfaces. If brake fluid is spilled on any painted surfaces, wash off with water immediately.
CAUTION: When performing any service procedure on a vehicle equipped with ABS do not apply a 12 volt power source to the ground circuit of the pump motor in the CAB. Doing this will damage the pump motor and will require replacement of the HCU.
The following are general cautions which should be observed when servicing the ABS system and/or other vehicle systems. Failure to observe these precautions may result in ABS System component damage.
If welding work is to be performed on the vehicle, using an electric arc welder, the CAB connector should be disconnected during the welding operation.
The CAB 25 way connector connector should never be connected or disconnected with the ignition switch in the ON position.
Many components of the ABS System are not serviceable and must be replaced as an assembly. Do not disassemble any component which is not designed to be serviced.
HYDRAULIC CONTROL UNIT
REMOVE
(1) Disconnect the negative (ground) cable from the battery and isolate cable.
(2) Using a brake pedal depressor, move and lock the brake pedal to a position past the first inch of pedal travel. This will prevent brake fluid from draining out of the master cylinder when the brake tubes are removed from the HCU.
(3) Raise vehicle. Vehicle is to be raised and supported on jackstands or on a frame contact type
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REMOVAL AND INSTALLATION (Continued) hoist. See Hoisting in the Lubrication And Maintenance section of this service manual.
(4) Remove the routing clip attaching the HCU wiring harness to the HCU mounting bracket (Fig.
19).
BRAKES 5 - 101
(6) Thoroughly clean all surfaces of the HCU, and all brake tube nuts located on the HCU. Use only a solvent such as Mopar Brake Parts Cleaner or an equivalent to clean the HCU.
(7) Remove the brake tubes (6) from the inlet and outlet ports on the HCU. (Fig. 21).
CAUTION: Do not apply a 12 volt power source to any terminals of the 25 way HCU connector when disconnected.
(5) Remove the 25 way connector (Fig. 19) from the CAB. The 25 way connector is removed from the
CAB using the following procedure. Grasp the lock on the 25 way connector (Fig. 19) and pull it as far out as possible (Fig. 20). This will raise and unlock the 25 way connector from the socket on the CAB.
Fig. 21 Brake Tube Connections To HCU
(8) Remove the 3 bolts (Fig. 22) attaching the
HCU mounting bracket to the front suspension crossmember.
Fig. 19 CAB 25 Way Connector
Fig. 20 Unlocked 25 Way CAB Connector
CAUTION: Before removing the brake tubes from the HCU, the HCU must be thoroughly cleaned. This must be done to prevent dirt particles from falling into the ports of HCU or entering the brake tubes.
Fig. 22 HCU To Suspension Cradle Mounting Bolts
(9) Remove HCU and the mounting bracket as a unit from the vehicle.
(10) Remove the 3 bolts (Fig. 23) mounting the
HCU to the mounting bracket. Separate the HCU from the mounting bracket.
(11) Remove the CAB (Fig. 19) from the bottom of the HCU for installation on the replacement HCU.
Refer to Controller Antilock Brakes (CAB) in the
Removal And Installation Section in this group of the service manual for the required procedure.
5 - 102 BRAKES
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 23 HCU Mounting Bolts
INSTALL
(1) Install the CAB (Fig. 19) on the bottom of the
HCU. Refer to Controller Antilock Brakes (CAB) in the Removal And Installation Section in this group of the service manual for the required procedure.
(2) Install the HCU on the mounting bracket (Fig.
23). Install the 3 bolts (Fig. 23) attaching the HCU to the mounting bracket. Tighten the 3 mounting bolts to a torque of 11 N·m (97 in. lbs.).
CAUTION: The HCU mounting bracket to front suspension cradle mounting bolts have a unique corrosion protection coating and a special aluminum washer. For this reason, only the original, or original equipment Mopar replacement bolts can be used to mount the HCU bracket to the front suspension crossmember.
(3) Install the HCU and its mounting bracket as an assembly on the front suspension crossmember.
Install the 3 bolts attaching the HCU bracket to the crossmember (Fig. 22). Tighten the 3 mounting bolts to a torque of 28 N·m (250 in. lbs.).
CAUTION: Because of the flexible section in the primary and secondary brake tubes, and the brake tubes between the HCU and the proportioning valve, the brake tubes must be held in proper orientation when tightened and torqued. These tubes must not contact each other or other vehicle components when installed. Also, after the brake tubes are installed on the HCU, ensure all spacer clips are reinstalled on the brake tubes.
CAUTION: When installing the chassis brake tubes on the HCU valve block, they must be located correctly in the valve block to ensure proper ABS operation. Refer to (Fig. 21) for the correct chassis brake tube locations.
NOTE: The chassis brake tube attachment locations to the HCU, are marked on the bottom of the
HCU mounting bracket.
(4) Install the 6 chassis brake tubes into their correct port locations on the HCU valve block as shown in (Fig. 21). Tighten the tube nuts to a torque of 17
N·m (145 in. lbs.).
NOTE: Before installing the 25 way connector in the CAB be sure the seal is properly installed in the connector.
(5) Install the 25 way connector (Fig. 19) on the
CAB using the following procedure. Position the 25 way connector in the socket of the CAB and carefully push it down as far as possible. When connector is fully seated by hand into the CAB socket, push in the connector lock (Fig. 20). This will pull the connector into the socket of the CAB and lock it in the installed position.
NOTE: The CAB wiring harness must be clipped to the HCU mounting bracket. This will ensure the wiring harness is properly routed and does not contact the brake tubes or the body of the vehicle.
(6) Clip the cab wiring harness (Fig. 19) to the
HCU mounting bracket.
(7) Install the routing clips (Fig. 24) on the brake tubes.
Fig. 24 Brake Tube Routing Clips
(8) Lower vehicle.
(9) Connect negative cable back on negative post of the battery.
(10) Bleed the base brakes and the ABS brakes hydraulic system. Refer to the Bleeding ABS System in this section of the manual for the proper bleeding procedure.
(11) Road test vehicle to ensure proper operation of the base and ABS systems.
NS
REMOVAL AND INSTALLATION (Continued)
CONTROLLER ANTILOCK BRAKES (CAB)
REMOVE
(1) Disconnect the negative (ground) cable from the battery and isolate cable.
(2) Using a brake pedal depressor, move and lock the brake pedal to a position past the first inch of pedal travel. This will prevent brake fluid from draining out of the master cylinder when the brake tubes are removed from the HCU.
(3) Raise vehicle. Vehicle is to be raised and supported on jackstands or on a frame contact type hoist. See Hoisting in the Lubrication And Maintenance section of this service manual.
CAUTION: Do not apply a 12 volt power source to any terminals of the 25 way HCU connector when disconnected.
(4) Remove the 25 way connector (Fig. 25) from the CAB located on the bottom of the HCU. The 25 way connector is removed from the CAB using the following procedure. Grasp the lock on the 25 way connector (Fig. 25) and pull it as far out as possible
(Fig. 26). This will unlock and raise the 25 way connector from the socket on the CAB.
BRAKES 5 - 103
Fig. 26 Unlocking CAB 25 Way Connector
Fig. 27 Brake Tube Connections To HCU
(7) Remove the 3 bolts (Fig. 28) attaching the
HCU mounting bracket to the front suspension crossmember.
Fig. 25 CAB 25 Way Connector
CAUTION: Before removing the brake tubes from the HCU, the HCU must be thoroughly cleaned. This must be done to prevent dirt particles from falling into the ports of HCU or entering the brake tubes.
(5) Thoroughly clean all surfaces of the HCU, and all brake tube nuts located on the HCU. Use only a solvent such as Mopar Brake Parts Cleaner or an equivalent to clean the HCU.
(6) Remove the brake tubes (6) from the inlet and outlet ports on the HCU. (Fig. 27).
Fig. 28 HCU To Suspension Cradle Mounting Bolts
5 - 104 BRAKES
REMOVAL AND INSTALLATION (Continued)
(8) Remove HCU and the mounting bracket as a unit from the vehicle.
(9) Remove the 3 bolts (Fig. 29) mounting the
HCU to the mounting bracket. Separate the HCU from the mounting bracket.
NS
Fig. 31 CAB Attaching Bolts
Fig. 29 HCU Mounting Bolts
(10) Unplug the pump motor wiring harness (Fig.
30) from the CAB.
Fig. 30 Pump Motor To CAB Wiring Harness
(11) Remove the 4 bolts (Fig. 31) attaching the
CAB to the valve block of the HCU.
(12) Remove the CAB from the valve block of the
HCU (Fig. 32).
INSTALL
(1) Install the CAB (Fig. 32) on the valve block of the HCU.
(2) Install the 4 bolts mounting the CAB (Fig. 31) to the valve block of the HCU. Tighten the CAB mounting bolts to a torque of 2 N·m (17 in. lbs.).
(3) Plug the pump/motor wiring harness into the
CAB (Fig. 30).
Fig. 32 Remove/Install CAB
(4) Install the HCU on the mounting bracket (Fig.
29). Install the 3 bolts (Fig. 29) attaching the HCU to the mounting bracket. Tighten the 3 mounting bolts to a torque of 11 N·m (97 in. lbs.).
CAUTION: The HCU mounting bracket to front suspension cradle mounting bolts have a unique corrosion protection coating and a special aluminum washer. For this reason, only the original, or original equipment Mopar replacement bolts can be used to mount the HCU bracket to the front suspension crossmember.
(5) Install the HCU and its mounting bracket as an assembly on the front suspension crossmember.
Install the 3 bolts attaching the HCU bracket to the crossmember (Fig. 28). Tighten the 3 mounting bolts to a torque of 28 N·m (250 in. lbs.).
NS
REMOVAL AND INSTALLATION (Continued)
CAUTION: Because of the flexible section in the primary and secondary brake tubes, and the brake tubes between the HCU and the proportioning valve, the brake tubes must be held in proper orientation when tightened and torqued. These tubes must not contact each other or other vehicle components when installed.
BRAKES 5 - 105
(9) Lower vehicle.
(10) Connect negative cable back on negative post of the battery.
(11) Bleed the base brakes and the ABS brakes hydraulic system. Refer to the Bleeding ABS System in this section of the manual for the proper bleeding procedure.
(12) Road test vehicle to ensure proper operation of the base and ABS brake systems.
CAUTION: When installing the chassis brake tubes on the HCU valve block, they must be located correctly in the valve block to ensure proper ABS operation. Refer to (Fig. 27) for the correct chassis brake tube locations.
WHEEL SPEED SENSOR (FRONT)
NOTE: The chassis brake tube attachment locations to the HCU, are marked on the bottom of the
HCU mounting bracket.
(6) Install the 6 chassis brake tubes into their correct port locations on the HCU valve block as shown in (Fig. 27). Tighten the tube nuts to a torque of 17
N·m (145 in. lbs.).
REMOVE
(1) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this service manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the tire and wheel assembly from the vehicle.
(3) Remove the 2 screws (Fig. 34) attaching front channel bracket and grommet retainer to the outer frame rail.
NOTE: Before installing the 25 way connector in the CAB be sure the seal is properly installed in the connector.
(7) Install the 25 way connector on the CAB using the following procedure. Position the 25 way connector in the socket of the CAB and carefully push it down as far as possible. When connector is fully seated by hand into the CAB socket, push in the connector lock (Fig. 26). This will pull the connector into the socket of the CAB and lock it in the installed position.
(8) Install the routing clips (Fig. 33) on the brake tubes.
Fig. 33 Brake Tube Routing Clips
Fig. 34 Front Speed Sensor Cable Channel Bracket
CAUTION: When disconnecting the wheel speed sensor from vehicle wiring harness, be careful not to damage pins on connector
(4) Pull speed sensor cable grommet and connector through the hole in the strut tower (Fig. 35). Disconnect speed sensor cable from vehicle wiring harness
(Fig. 35).
(5) Remove the wheel speed sensor head to steering knuckle attaching bolt (Fig. 36).
(6) Remove sensor head from steering knuckle. If the sensor has seized, due to corrosion, DO NOT
USE PLIERS ON SENSOR HEAD. Use a hammer and a punch and tap edge of sensor ear, rocking the sensor side to side until free.
5 - 106 BRAKES
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 35 Speed Sensor Cable To Vehicle Wiring
Harness
Fig. 36 Front Wheel Speed Sensor Attaching Bolt
(7) Remove the wheel speed sensor cable grommets from the retaining bracket (Fig. 37).
(8) Remove front wheel speed sensor assembly from the vehicle.
INSTALL
CAUTION: Proper installation of wheel speed sensor cables is critical to continued system operation.
Be sure that cables are installed in retainers. Failure to install cables in retainers as shown in this section may result in contact with moving parts and/or over extension of cables, resulting in an open circuit.
(1) Connect the front wheel speed sensor cable to the vehicle wiring harness connector (Fig. 35). Be sure speed sensor cable connector is fully seated and locked into vehicle wiring harness connector, then insert cable and grommet into hole in strut tower
(Fig. 35).
CAUTION: When installing channel bracket, do not pinch the speed sensor cable under the channel bracket.
(2) Install the channel bracket and grommet retainer on the frame rail (Fig. 34).
(3) Install the 2 bolts (Fig. 34) attaching the channel bracket to frame. Tighten the 2 attaching bolts to a torque of 11 N·m (95 in. lbs.).
(4) Insert speed sensor cable grommets into intermediate bracket on strut (Fig. 37). Route cable from strut to steering knuckle on the rearward side of the stabilizer bar link.
(5) Install the wheel speed sensor to steering knuckle attaching bolt (Fig. 36). Tighten the speed sensor attaching bolt to a torque of 12 N·m (105 in.
lbs.)
(6) Check the air gap between the face of the wheel speed sensor and the top surface of the tonewheel. Air gap must be less then the maximum allowable tolerance of 1.2 mm (.047 in.).
(7) Install the wheel and tire assembly on vehicle.
(8) Road test vehicle to ensure proper operation of the base and ABS brake systems.
WHEEL SPEED SENSOR (REAR FWD)
REMOVE
(1) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the tire and wheel assembly from the vehicle.
Fig. 37 Front Wheel Speed Sensor Cable Routing
NS
REMOVAL AND INSTALLATION (Continued)
CAUTION: When unplugging speed sensor cable from vehicle wiring harness be careful not to damage pins on the electrical connectors. Also inspect connectors for any signs of previous damage.
BRAKES 5 - 107 axle flange, the brake tube clip and the routing clip from the track bar bracket on the axle (Fig. 40).
(3) Remove grommet from floor pan of vehicle and unplug speed sensor cable connector from vehicle wiring harness (Fig. 38).
Fig. 38 Rear Speed Sensor Cable Connection To
Vehicle Wiring Harness
CAUTION: When removing rear wheel speed sensor cable from routing clips on rear brake flex hose, be sure not to damage the routing clips. Routing clips are molded onto the hose and will require replacement of the brake flex hose if damaged during removal of the speed sensor cable.
(4) Carefully remove the speed sensor cable from the rear brake flex hose routing clips (Fig. 39).
Fig. 40 Right Rear Speed Sensor Cable Routing
(6) Remove the 2 rear wheel speed sensor cable/ brake tube routing clips (Fig. 41). Then un-clip the speed sensor cable from the routing clips on rear brake tube (Fig. 41).
Fig. 39 Speed Sensor Cable Attachment To Brake
Flex Hose
(5) If removing the right rear speed sensor cable, remove the speed sensor cable grommet from the
Fig. 41 Rear Speed Sensor Routing Brackets And
Clips
CAUTION: If the speed sensor has seized, due to corrosion, do not use pliers on speed sensor head in a attempt to remove it. Use a hammer and a punch and tap edge of sensor, rocking the sensor from side to side until free.
(7) Remove the wheel speed sensor head to rear bearing attaching bolt (Fig. 42). If sensor head does not come loose, do not use pliers. Tap with screw driver and hammer.
(8) Remove the wheel speed sensor head from the rear bearing assembly.
(9) Remove speed sensor assembly from vehicle.
5 - 108 BRAKES
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 42 Rear Wheel Speed Sensor Attaching Bolt
INSTALL
CAUTION: Proper installation of wheel speed sensor cables is critical to continued system operation.
Be sure that cables are installed in retainers. Failure to install cables in retainers as shown in this section may result in contact with moving parts and/or over extension of cables, resulting in an open circuit.
(1) Install wheel speed sensor head. Note, the plastic anti rotation pin must be fully seated prior to installing the attaching bolt.
CAUTION: Prior to installing the speed sensor head attaching bolt, the plastic anti-rotation pin must be fully seated into the bearing flange.
(2) Install the wheel speed sensor head to bearing flange attaching bolt (Fig. 42). Tighten the attaching bolt to a torque 12 N·m (105 in. lbs.)
(3) Check the air gap between the face of the wheel speed sensor and the top surface of the tonewheel. Air gap must be less then the maximum allowable tolerance of 1.2 mm (.047 in.).
(4) Install the 2 routing brackets attaching the speed sensor cable and brake tube to the rear axle
(Fig. 41). The rear wheel speed sensor cable should be routed under the rear brake tube
(Fig. 41).
CAUTION: When installing rear wheel speed sensor cable in the routing clips on rear brake flex hose, be sure not to damage the routing clips.
Routing clips are molded onto the hose and will require replacement of the brake flex hose if damaged during installation of the wheel speed sensor cable.
(5) Install speed sensor cable into routing clips on rear brake flex hose (Fig. 41).
(6) If installing a right rear speed sensor cable, install the speed sensor cable grommet on the axle brake flex hose bracket (Fig. 40).
CAUTION: The wheel speed sensor cable connectors for the left and right rear wheel speed sensors are keyed differently. Therefore, when connecting a wheel speed sensor cable to the vehicle wiring harness, do not force the connectors together. If the connectors are forced together, damage to the connectors will occur.
(7) Plug speed sensor cable connector into vehicle wiring harness (Fig. 38). Be sure speed sensor cable connector is fully seated and locked into vehicle wiring harness connector.
(8) Install the speed sensor cable grommet into the body, being sure the grommet is fully seated into the body hole.
(9) Install the tire and wheel assembly on vehicle.
(10) Road test vehicle to ensure proper operation of the base and ABS braking systems.
WHEEL SPEED SENSOR (REAR AWD)
REMOVE
(1) Raise vehicle on jack stands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this manual, for the required lifting procedure to be used for this vehicle.
(2) Remove the tire and wheel assembly from the vehicle.
CAUTION: When unplugging speed sensor cable from vehicle wiring harness be careful not to damage pins on the electrical connectors. Also inspect connectors for any signs of previous damage.
(3) Remove grommet from floor pan of vehicle and unplug speed sensor cable connector from vehicle wiring harness (Fig. 43).
CAUTION: When removing rear wheel speed sensor cable from routing clips on rear brake flex hose, be sure not to damage the routing clips. Routing clips are molded onto the hose and will require replacement of the brake flex hose if damaged during removal of the speed sensor cable.
NS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 109
Fig. 43 Speed Sensor Cable Connection To Vehicle
Wiring Harness
(4) Carefully remove the speed sensor cable from the rear brake flex hose routing clips (Fig. 44).
Fig. 45 Rear Speed Sensor Routing Brackets And
Clips
Fig. 44 Speed Sensor Cable Attachment To Brake
Flex Hose
(5) Remove the rear wheel speed sensor cable/ brake tube routing clips (Fig. 45). Then un-clip the speed sensor cable from the routing clips on rear brake tube (Fig. 45).
CAUTION: If the speed sensor has seized, due to corrosion, do not use pliers on speed sensor head in a attempt to remove it. Use a hammer and a punch and tap edge of sensor, rocking the sensor from side to side until free.
(6) Remove the wheel speed sensor attaching bolt
(Fig. 46). If sensor head does not come loose, do not use pliers on the sensor head to loosen. Tap sensor head from side to side to loosen.
(7) Remove the wheel speed sensor from the rear bearing assembly.
Fig. 46 Speed Sensor Attaching Bolt
(8) Remove the speed sensor assembly from the vehicle.
INSTALL
CAUTION: Proper installation of wheel speed sensor cables is critical to continued system operation.
Be sure that cables are installed in retainers. Failure to install cables in retainers as shown in this section may result in contact with moving parts and/or over extension of cables, resulting in an open circuit.
(1) Install wheel speed sensor head. Note, the plastic anti rotation pin must be fully seated prior to installing the attaching bolt.
CAUTION: Prior to installing the speed sensor head attaching bolt, the plastic anti-rotation pin must be fully seated into the bearing flange.
5 - 110 BRAKES
REMOVAL AND INSTALLATION (Continued)
(2) Install the wheel speed sensor head attaching bolt (Fig. 46). Tighten the attaching bolt to a torque
12 N·m (105 in. lbs.)
(3) Check the air gap between the face of the wheel speed sensor and the top surface of the tonewheel. Air gap must be less then the maximum allowable tolerance of 1.2 mm (.047 in.).
(4) Install the routing brackets attaching the speed sensor cable and brake tube to the rear axle (Fig.
45). The rear wheel speed sensor cable should be routed under the rear brake tube (Fig. 45).
CAUTION: When installing rear wheel speed sensor cable in the routing clips on rear brake flex hose, be sure not to damage the routing clips.
Routing clips are molded onto the hose and will require replacement of the brake flex hose if damaged during installation of the wheel speed sensor cable.
(5) Install speed sensor cable into routing clips on rear brake flex hose (Fig. 44).
NS
Fig. 47 Rear Wheel Speed Sensor
(5) Remove the 4 bolts (Fig. 48) attaching the hub/ bearing assembly to the flange of the rear axle.
CAUTION: The wheel speed sensor cable connectors for the left and right rear wheel speed sensors are keyed differently. Therefore, when connecting a wheel speed sensor cable to the vehicle wiring harness, do not force the connectors together. If the connectors are forced together, damage to the connectors will occur.
(6) Plug speed sensor cable connector into vehicle wiring harness (Fig. 43). Be sure speed sensor cable connector is fully seated and locked into vehicle wiring harness connector.
(7) Install the speed sensor cable grommet into the body, being sure the grommet is fully seated into the body hole.
(8) Install the tire and wheel assembly on vehicle.
(9) Road test vehicle to ensure proper operation of the base and ABS braking systems.
TONE WHEEL (REAR FWD)
REMOVE
(1) Raise vehicle on jackstands or centered on a frame contact type hoist. See Hoisting in the Lubrication and Maintenance section of this service manual for required lifting procedure.
(2) Remove the wheel and tire assembly.
(3) Remove rear brake drum from the hub/bearing assembly.
(4) Remove the rear wheel speed sensor from the rear hub/bearing flange (Fig. 47). This will prevent damage to the speed sensor during removal and installation of the hub/bearing assembly.
Fig. 48 Rear Hub/Bearing Mounting Bolts
(6) Remove the hub/bearing assembly from the rear axle and brake support plate (Fig. 49).
Fig. 49 Removing Rear Hub/Bearing From Axle
NS
REMOVAL AND INSTALLATION (Continued)
(7) Install wheel lug nuts on 3 of the wheel mounting studs to protect the stud threads from damage by the vise jaws. Mount the hub/bearing assembly in a vise (Fig. 50). Using Puller, Special Tool C-4693 installed as shown in (Fig. 50) remove the tone wheel from the hub/bearing assembly.
BRAKES 5 - 111
Fig. 50 Tone Wheel Removal From Hub/Bearing
Assembly
INSTALL
(1) Place hub/bearing assembly in an arbor press supported by Receiver, Special Tool, 6062A–3 (Fig.
51). Position Driver, Special Tool 6908–1 with undercut side facing up (Fig. 51) on top of the tone wheel.
Fig. 51 Installing Tone Wheel On Hub/Bearing
Assembly
(2) Press the tone wheel onto the hub/bearing assembly until it is flush with the end of hub shaft
(Fig. 52).
(3) Install the 4 hub/bearing to axle flange mounting bolts into the 4 mounting holes in the flange of the rear axle.
Fig. 52 Correctly Installed Tone Wheel
(4) Install the rear brake support plate on the 4 mounting bolts installed in the flange of the rear axle.
(5) Align the rear hub/bearing assembly with the 4 mounting bolts and start mounting bolts into hub/ bearing assembly. Tighten the 4 bolts in a criss-cross pattern until the hub/bearing and brake support plate is fully and squarely seated onto flange of rear axle.
(6) Tighten the 4 hub/bearing mounting bolts (Fig.
48) to a torque of 129 N·m (95 ft. lbs.)
(7) Install the rear wheel speed sensor on the rear hub/bearing flange (Fig. 47). Install the speed sensor attaching bolt and tighten to a torque of 12 N·m (105 in. lbs.).
(8) Check the air gap between the face of the wheel speed sensor and the top surface of the tonewheel. Air gap must be less then the maximum allowable tolerance of 1.2 mm (.047 in.).
(9) Install the brake drum onto the rear hub/bearing assembly.
(10) Install rear wheel and tire assembly, tighten wheel stud nuts to 129 N·m (95 ft. lbs.).
(11) Adjust the rear brakes, (See Adjusting Service
Brakes) in Service Adjustments section in this group of the service manual.
TONE WHEEL (REAR AWD)
The rear tone wheel on all wheel drive applications is an integral part of each rear axle outer C/V joint.
If the rear tone wheel on an all wheel drive vehicle requires replacement it can not be replace as a separate component of the rear axle. Tone wheel replacement will require the replacement of the rear axle.
Refer to Differential And Driveline in this service manual for the rear axle replacement procedure.
5 - 112 BRAKES NS
SPECIFICATIONS
SPEED SENSOR TONE WHEEL RUNOUT
The total indicator runout allowed for both the front and rear tone wheel measured using a dial indicator is 0.15 mm (.006 in.).
WHEEL SPEED SENSOR TO TONE WHEEL
CLEARANCE
FRONT WHEEL
Minimum Clearance .35mm (.014 in.)
Maxamum Clearance 1.2 mm (.047 in.)
BRAKE FASTENER TORQUE SPECIFICATIONS
DESCRIPTION TORQUE
BRAKE TUBES:
Tube Nuts To Fittings And
Components . . . . . . . . . . . . . .17 N·m (145 in. lbs.)
BRAKE HOSE:
To Caliper Banjo Bolt . . . . . . . . . .48 N·m (35 ft. lbs.)
Intermediate Bracket . . . . . . . . .12 N·m (105 in. lbs.)
MASTER CYLINDER:
To Vacuum Booster
Mounting Nut . . . . . . . . . . . .25 N·m (225 in. lbs.)
FIXED PROPORTIONING VALVE:
To Frame Rail Attaching
Bolts. . . . . . . . . . . . . . . . . . . .14 N·m (125 in. lbs.)
HEIGHT SENSING PROPORTIONING VALVE:
To Mounting Bracket
Attaching Bolts . . . . . . . . . . .23 N·m (200 in. lbs.)
Actuator Assembly
Adjustment Nut . . . . . . . . . . . . .5 N·m (45 in. lbs.)
Mounting Bracket To
Frame Rail Bolts . . . . . . . . . .17 N·m (150 in. lbs.)
JUNCTION BLOCK (NON-ABS BRAKES)
To Suspension Cradle
Mounting Bolt . . . . . . . . . . . .28 N·m (250 in. lbs.)
VACUUM BOOSTER:
To Dash Panel Mounting
Nuts . . . . . . . . . . . . . . . . . . . .28 N·m (250 in. lbs.)
REAR WHEEL
Minimum Clearance .40mm (.016 in.)
Maxamum Clearance 1.2 mm (.047 in.)
DESCRIPTION
REAR WHEEL CYLINDER:
TORQUE
To Support Plate Mounting
Bolts . . . . . . . . . . . . . . . . . . . . .8 N·m (75 in. lbs.)
Bleeder Screw . . . . . . . . . . . . . . .10 N·m (80 in. lbs.)
BRAKE SUPPORT PLATE:
To Rear Axle Mounting Bolts . . .130 N·m (95 ft. lbs.)
DISC BRAKE CALIPER:
Guide Pin Bolts . . . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Bleeder Screw . . . . . . . . . . . . . .15 N·m (125 in. lbs.)
ABS HYDRAULIC CONTROL UNIT:
Mounting Bracket To
Suspension Cradle Bolts. . . . .28 N·m (250 in. lbs.)
To Mounting Bracket Isolator
Attaching Bolts . . . . . . . . . . . .11 N·m (97 in. lbs.)
CAB To HCU Mounting Screws . . .2 N·m (17 in. lbs.)
WHEEL SPEED SENSOR:
To Axle Or Steering Knuckle
Mounting Bolt . . . . . . . . . . . .12 N·m (105 in. lbs.)
PARKING BRAKE:
Pedal Assembly Mounting
Bolts. . . . . . . . . . . . . . . . . . . .28 N·m (250 in. lbs.)
REAR HUB AND BEARING:
To Axle Mounting Bolts. . . . . . . .129 N·m (95 ft. lbs.)
WHEEL:
Stud Lug Nut . . . . . . . .115–156 N·m (84-115 ft. lbs.)
NS/GS BRAKES 5 - 1
BRAKES
GENERAL INFORMATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION AND OPERATION
MASTER CYLINDER . . . . . . . . . . . . . . . . . . . . . 1
DIAGNOSIS AND TESTING
MASTER CYLINDER FLUID LEVEL CHECK . . . 2
CONTENTS page page
REAR DRUM BRAKE ADJUSTMENT . . . . . . . . 1
REMOVAL AND INSTALLATION
BRAKE PEDAL TORQUE SHAFT ASSEMBLY . . 4
FRONT PARK BRAKE CABLE AND LEVER
ASSEMBLY-RHD&LHD VEHICLES . . . . . . . . 2
GENERAL INFORMATION
BASE BRAKE SYSTEM COMPONENT DESCRIPTION
The standard brake system on this vehicle contains the same components as brake systems described in group 5 of the service manual, with the exception of the brake pedal system and master cylinder. These differences are mainly related to service procedures.
The major differences are as follows:
• Use of a torque shaft assembly to transfer brake pedal travel to the power brake booster and master cylinder on the left side of the vehicle
•
A unique power brake booster and master cylinder.
Refer to the Base Brake System Component
Description in the General Information section of group 5 for more information on components used in the base brake system.
DESCRIPTION AND OPERATION
MASTER CYLINDER
The master cylinder used on this vehicle functions the same as master cylinders used in other brake systems. Refer to the Master Cylinder in the Description and Operation section of group 5 for more information.
Fig. 1 Master Cylinder Assembly
DIAGNOSIS AND TESTING
REAR DRUM BRAKE ADJUSTMENT
The rear drum brakes on front wheel drive vehicles automatically adjust, when required, during the normal operation of the vehicle every time the brakes are applied. Use the following procedure to test the operation of the automatic adjuster.
Place the vehicle on a hoist with a helper in the driver’s seat to apply the brakes. Remove the access plug from the adjustment slot in each brake support plate to provide visual access of brake adjuster star wheel. Disconnect parking brake cable from one side of the vehicle at the equalizer under the vehicle at the left frame rail. Working on the side of the vehicle that parking brake cable is connected to, hold the adjuster lever off the star wheel with a suitable tool, and loosen the star wheel approximately 30 notches in relation to the adjuster lever. This is to eliminate the possibility that the brake is already properly adjusted. Reconnect the parking brake cable and repeat the procedure for the other side of the vehicle.
5 - 2 BRAKES
DIAGNOSIS AND TESTING (Continued)
Upon application of the brake pedal, the lever should move down, turning the star wheel. A definite rotation of the star wheel should be seen if the automatic adjuster is working properly. If no rotation of the star wheel is observed when the pedal is consecutively pressed and released, the respective drum will have to be removed and the adjuster serviced.
MASTER CYLINDER FLUID LEVEL CHECK
The master cylinder used in this vehicle has the same fluid level markings as the master cylinders used in other brake systems on the side of the fluid resevoir. Refer to the Master Cylinder Fluid Level
Check in the Diagnosis and Testing section of group
5 for more information
NS/GS
REMOVAL AND INSTALLATION
FRONT PARK BRAKE CABLE AND LEVER
ASSEMBLY-RHD&LHD VEHICLES
REMOVE
(1) Raise vehicle on jackstands or centered on a hoist. See Hoisting in the Lubrication and Maintenance group of this service manual.
(2) Remove the intermediate and left rear park brake cable from the park brake cable equalizer (Fig.
2).
Fig. 3 Front Park Brake Cable Attachment To Body
(4) Remove the two (2) retaining nuts and (2) retaining bolts from the bottom of the parking brake/ gearshift lever bracket.
(5) Lower vehicle.
Fig. 2 Park Brake Cable Attachment To Equalizer
(3) Remove the front park cable housing retainer from body outrigger bracket (Fig. 3). Cable is removable by sliding a 14 mm box wrench over cable retainer and compressing the three retaining fingers.
Alternate method is to use an aircraft type hose clamp and screwdriver.
Fig. 4 Console and Gearshift boot
(6) Carefully lift the base of the gearshift boot from the gearshift console to access the screws (Fig.
4).
NS/GS
REMOVAL AND INSTALLATION (Continued)
BRAKES 5 - 3
Fig. 5 Console Retaining Screws
(7) Remove the four (4) retaining screws (Fig. 5).
(8) Pull the parking brake lever to the “up” position and lift the console (Fig. 5).
(9) Tilt the base of the gearshift boot and carefully push through the opening in the console while lifting.
(10) Remove the three (3) nuts at the base of the parking brake assembly.
(11) Release the parking brake assembly and lift assembly off of the parking brake/gearshift lever bracket.
(12) Unhook the loop on the end of the parking brake from the equalizer bar on the parking brake/ gearshift lever bracket.
(13) Compress the parking brake cable retainer by sliding a 14 mm box wrench over the cable retainer and compress the three (3) retaining fingers.
(14) Remove the three (3) screws from the parking brake grommet on the floor pan of the passenger compartment.
(15) Lift the parking brake /gearshift lever bracket and slide the parking brake cable out.
(16) Pull the cable through the floor pan from inside the vehicle.
INSTALL
(1) Pass park brake cable assembly through hole in floor pan from the inside of the vehicle.
(2) Pass cable strand button through the hole in the pedal assembly bracket.
(3) Install parking brake cable to the brake/gearshift lever bracket by lifting the bracket and sliding the cable in.
(4) Install the three (3) screws to the parking brake grommet on the floor pan of the passenger compartment.
(5) Compress the parking brake cable retainer by sliding a 14 mm box wrench over the cable retainer and compress the three (3) retaining fingers.
(6) Hook the loop on the end of the parking brake to the equalizer bar on the parking brake/gearshift lever bracket.
(7) Attach the parking brake assembly and place assembly on the parking brake/gearshift lever bracket.
(8) Install the three (3) nuts at the base of the parking brake assembly.
(9) Pull the parking brake lever to the “up” position.
(10) Place the console over the parking brake/gearshift lever and tilt the base of the gearshift boot and carefully pull it through the opening in the console.
(11) Install the four (4) retaining screws (Fig. 5).
(12) Carefully press the three (3) clips at the base of the gearshift boot into the slots on the gearshift console.
(13) Raise the vehicle.
(14) install the two (2) retaining nuts and (2) retaining bolts to the bottom of the parking brake/ gearshift lever bracket.
(15) Install the front park cable housing retainer to the body outrigger bracket (Fig. 3). Cable is installed by sliding a 14 mm box wrench over cable retainer and compressing the three retaining fingers.
Alternate method is to use an aircraft type hose clamp and screwdriver.
(16) Install the intermediate and left rear park brake cable to the park brake cable equalizer (Fig. 2).
(17) Lower the vehicle.
5 - 4 BRAKES
REMOVAL AND INSTALLATION (Continued)
BRAKE PEDAL TORQUE SHAFT ASSEMBLY
REMOVE
(1) Disconnect Brake Pedal Switch Electrical Connector
(2) Loosen the six (6) retaining nuts from the
Brake Pedal Bracket. Do not remove nuts from studs.
(Fig. 6)
(3) Remove steering column intermediate shaft.
Loosen 72 and 36 way electrical connector brackets.
Move components out of the way of the brake pedal bracket.
NS/GS
Fig. 6 Torque Shaft and Brake Pedal Assembly
(4) Access the brake booster bracket inside the passenger compartment. Remove the retaining clip from brake pedal torque shaft. Discard retaining clip. It is not to be re-used. Replace only with a
new clip when reassembled. (Fig. 7)
Fig. 7 Brake Vacuum Booster Bracket
(5) Loosen the retaining nut (1) from the Brake
Booster Bracket in the engine compartment. Do not remove nut from stud. Loosen the four Brake Booster retaining nuts from inside the passenger compartment. Do not remove nuts from stud (Fig. 6)
(6) The pedal arm, link and pedal bracket can be disconnected from the torque shaft to make it easier to remove.
(7) Remove torque shaft from vehicle
INSTALL
(1) Install torque shaft. Reconnect pedal arm, link and pedal bracket assembly to torque shaft as necessary.
(2) Tighten the retaining nut (1) for the Brake
Booster Bracket in the engine compartment. Tighten the four (4) Brake Booster retaining nuts from inside the passenger compartment.
(3) Install new retaining clip on torque shaft.
(4) Install steering column intermediate shaft.
Install 72 and 36 way connector brackets.
(5) Tighten the six (6) retaining nuts for the Brake
Pedal Bracket assembly.
(6) Connect the Brake Pedal Switch connector.
NS/GS CLUTCH 6 - 1
CLUTCH
GENERAL INFORMATION
CLUTCH COMPONENTS . . . . . . . . . . . . . . . . . . 1
CLUTCH DISC AND COVER APPLICATION . . . 3
CLUTCH REPLACEMENT . . . . . . . . . . . . . . . . . 3
DESCRIPTION AND OPERATION
CLUTCH PEDAL POSITION SWITCH . . . . . . . . 4
. . . . . . . . . . . . . . 4
DIAGNOSIS AND TESTING
COMPLAINTS . . . . . . . . . . . . . . . . . . . . . . . . 8
CLUTCH CHATTER COMPLAINTS . . . . . . . . . . 8
CLUTCH COVER AND DISC RUNOUT . . . . . . . 8
CLUTCH DIAGNOSIS . . . . . . . . . . . . . . . . . . . . 6
CLUTCH PEDAL POSITION SWITCH . . . . . . . . 4
DRIVE PLATE MISALIGNMENT . . . . . . . . . . . . 7
REMOVAL AND INSTALLATION
. . . . . . . 13
CLUTCH CABLE SYSTEM — LHD . . . . . . . . . . 8
CLUTCH PEDAL POSITION SWITCH . . . . . . . 10
GENERAL INFORMATION
CLUTCH COMPONENTS
The clutch used in the 2.0 liter and 2.4 liter gasoline engine is a single, dry-disc modular clutch assembly. The modular clutch assembly combines the pressure plate cover, pressure plate, disc, and flywheel into one unit. The unit rides on the input shaft of the transmission and is bolted to the drive plate mounted on the rear of the crankshaft. The clutch used in the 2.5 liter diesel engine is a conventional clutch and pressure plate arrangement.
CLUTCH CABLE AND PEDAL — LHD
The clutch cable has a unique self-adjuster mechanism built into the cable which compensates for clutch disc wear. The cable requires no maintenance or lubrication. There are no serviceable components on the cable assembly.
CONTENTS page page
CLUTCH RELEASE BEARING AND FORK
. . . 14
HYDRAULIC CLUTCH LINKAGE SYSTEM —
RHD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
— RHD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
MODULAR CLUTCH ASSEMBLY (2.0L AND
2.4L GASOLINE) . . . . . . . . . . . . . . . . . . . . . 13
— RHD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
— RHD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
CLEANING AND INSPECTION
CLEANING PRECAUTIONS . . . . . . . . . . . . . . . 15
. . . . . . . . . . . . . . 15
ADJUSTMENTS
. . . . . . . . . . . . . . . . 16
CLUTCH PEDAL POSITION SWITCH . . . . . . . 16
SPECIFICATIONS
CLUTCH TIGHTENING REFERENCE . . . . . . . . 16
The clutch pedal is connected to the cable through a plastic spacer (Fig. 1). The upper end of the clutch pedal pivots in the pedal bracket on two nylon bushings and a shaft (Fig. 2). These bushings are greased during assembly and do not require periodic lubrication.
Fig. 1 Upstop/Spacer and Cable — LHD
6 - 2 CLUTCH
GENERAL INFORMATION (Continued)
NS/GS
Fig. 2 Clutch Pedal Components — LHD
The clutch pedal on the 2.0L is fitted with a return spring (Fig. 3). The spring hook that attaches to the pedal is coated with nylon. Push the hook all the way through the hole in the pedal to prevent it from walking out. No service lubrication is required.
The clutch pedal on the 2.4L and 2.5L VM diesel is fitted with an assist spring (Fig. 4) to reduce clutch pedal effort. The assist spring has two plastic end fittings which locate to pins on the clutch pedal and bracket. The plastic which the fittings are made of includes PTFE lubricant. No service lubrication is required.
HYDRAULIC LINKAGE AND COMPONENTS —
RHD
The hydraulic clutch linkage is a prefilled system free of air, contamination, and leaks. There is no routine maintenance required. The hydraulic clutch linkage is serviced as an assembly and the individual components cannot be overhauled or serviced separately. The hydraulic linkage consists of a clutch master cylinder with integral reservoir, a clutch slave cylinder and an interconnecting fluid line with quick disconnect coupling (Fig. 5).
The clutch master cylinder push rod is connected to the clutch pedal (Fig. 6). The clutch pedal is fitted with a return spring. The spring hook that attaches to the pedal is coated with nylon. No service lubrication is necessary. The slave cylinder push rod is connected to the clutch release fork (Fig. 5).
Fig. 3 Clutch Pedal Return Spring — 2.0L LHD
Fig. 4 Assist Spring — 2.4L and 2.5L VM Diesel LHD
NS/GS
GENERAL INFORMATION (Continued)
CLUTCH 6 - 3
Fig. 5 Hydraulic Clutch Linkage System — RHD
CLUTCH DISC AND COVER APPLICATION
The 2.0 liter and 2.4 liter gasoline engines use a
240 mm (9.5 in.) modular clutch assembly. The 2.5
liter diesel engine uses a 240 mm (9.5 in.) standard clutch and pressure plate arrangement. Although the clutches are the same size they do not interchange.
CLUTCH REPLACEMENT
The transaxle must be removed to service the clutch assembly, fork, or bearing.
Fig. 6 Clutch Master Cylinder Mounting — RHD
6 - 4 CLUTCH NS/GS
DESCRIPTION AND OPERATION
CLUTCH RELEASE SYSTEM
CLUTCH CABLE — LHD
The manual transaxle clutch release system has a unique self-adjusting mechanism to compensate for clutch disc wear (Fig. 7). This adjuster mechanism is located within the clutch cable assembly. The preload spring maintains tension on the cable. This tension keeps the clutch release bearing continuously loaded against the fingers of the clutch cover assembly.
Slave cylinder force causes the release lever to move the release bearing into contact with the diaphragm spring. As additional force is applied, the bearing presses the diaphragm spring fingers inward on the fulcrums. This action moves the pressure plate rearward relieving clamp force on the disc. The clutch disc is disengaged and not driven at this point.
The process of clutch engagement is simply the reverse of what occurs during disengagement. Releasing pedal pressure removes clutch linkage pressure.
The release bearing moves away from the diaphragm spring which allows the pressure plate to exert clamping force on the clutch disc.
CLUTCH PEDAL POSITION SWITCH
The clutch pedal position switch functions as a safety interlock device. It prevents possible engine cranking with the clutch engaged.
The clutch pedal position switch is wired in series between the starter relay coil and the ignition switch.
The clutch pedal position switch is mounted to a bracket located behind the clutch pedal. The switch is held in place by four plastic wing tabs.
The clutch pedal position switch IS NOT adjustable. The pedal blade contacts the switch in the down position (Fig. 8).
Fig. 7 Clutch Cable — LHD
HYDRAULIC CLUTCH — RHD
Leverage, clamping force, and friction are what make the clutch work. The disc serves as the friction element and a diaphragm spring and pressure plate provide the clamping force. The clutch pedal, hydraulic linkage, release lever and bearing provide the leverage to disengage and engage the modular clutch assembly.
The modular clutch assembly contains the cover, diaphragm spring, pressure plate, disc and flywheel in one unit. The modular clutch also uses a drive plate and is bolted to and driven by the drive plate.
The clutch linkage uses hydraulic pressure to operate the clutch. The clutch master cylinder push rod is connected to the clutch pedal and the slave cylinder push rod is connected to the release lever in the clutch housing.
Depressing the clutch pedal develops fluid pressure in the clutch master cylinder. This pressure is transmitted to the slave cylinder through a connecting line. In turn, the slave cylinder operates the clutch release lever.
The clutch release bearing is mounted on the transmission front bearing retainer. The bearing is attached to the release lever, which moves the bearing into contact with the clutch cover diaphragm spring.
Fig. 8 Clutch Pedal Position Switch and
Components — LHD Shown
DIAGNOSIS AND TESTING
CLUTCH PEDAL POSITION SWITCH
CLUTCH PEDAL POSITION
SWITCH–ELECTRICAL TEST
Disconnect clutch pedal position switch harness from instrument panel wiring harness. Using an ohmmeter, check for continuity between the two terminals in the connector on the switch harness. There should be no continuity between the terminals when
NS/GS
DIAGNOSIS AND TESTING (Continued) the switch is in its normal (fully extended) position.
When the switch is depressed more than 1.25 mm
(0.050), the ohmmeter should show continuity (zero ohms).
If ohmmeter readings do not fall within these ranges, the switch is defective, and must be replaced.
CLUTCH PEDAL POSITION
SWITCH–MECHANICAL TEST
With the park brake set and the vehicle IN NEU-
TRAL, turn the key to the start position. The vehicle should not crank. If the vehicle cranks, the switch is defective (shorted out) and must be replaced. If the vehicle does not crank proceed to the next step.
WARNING: BEFORE PERFORMING THIS STEP, BE
SURE THAT THE AREA IN FRONT OF THE VEHICLE
IS CLEAR OF OBSTRUCTIONS AND PEOPLE. VEHI-
CLE MAY MOVE WHEN PERFORMING THIS TEST.
CLUTCH 6 - 5
With the park brake set and the vehicle IN GEAR, turn the key to the start position and hold it there.
Slowly depress the clutch pedal and feel for any vehicle motion when the starter is energized. If there is no motion the switch is working properly.
If motion is felt, check to see if the switch is making contact when the pedal is between 25 mm (1.0
in.) and 6 mm (0.25 in.) from the floor. If this condition is met, then the problem is either the clutch or the clutch actuation system (See “Clutch Will Not
Disengage Properly”). If this condition is not met, then the switch mounting tab on the brake bracket is bent, and the brake bracket must be replaced.
If vehicle will not crank, even with clutch pedal pressed to the floor, refer to “Service Diagnosis-
Clutch Pedal Position Switch” chart in this section.
SERVICE DIAGNOSIS–CLUTCH PEDAL POSITION SWITCH
CONDITION
ENGINE WON’T CRANK WHEN
CLUTCH PEDAL IS PRESSED TO
THE FLOOR
POSSIBLE CAUSES
Switch does not have continuity when plunger is depressed 1.25 mm
Switch plunger is not depressed when clutch pedal is pushed to the floor
Problem is related to other components in the starting circuit
CORRECTION
Defective switch. Replace switch.
Floor mat interferes with clutch pedal movement. Move floor mat out of the way.
Switch mounting bracket is bent.
Replace brake bracket assembly
Check other components in the starting circuit. Refer to Section 8A,
Battery/Starting/Charging System.
6 - 6 CLUTCH
DIAGNOSIS AND TESTING (Continued)
CLUTCH DIAGNOSIS
Problem diagnosis will generally require a road test to determine the type of fault. Component inspection will then determine the problem after road testing.
Drive the vehicle at normal speeds during road test. Shift the transaxle through all gear ranges and
NS/GS observe clutch action. If chatter, grab, slip, or improper release is experienced, remove and inspect the clutch components. If the problem is noise or hard shifting, further diagnosis may be needed. The transaxle or other driveline components may actually be at fault.
CONDITION
CLUTCH DISC FACING
COVERED WITH OIL OR
GREASE
NO FAULT FOUND WITH
CLUTCH
COMPONENTS
PARTIAL ENGAGEMENT
OF CLUTCH DISC
SERVICE DIAGNOSIS–CLUTCH GRAB/CHATTER
POSSIBLE CAUSES
Oil leak at engine rear main or transaxle input shaft seal
CORRECTION
Correct leak and replace clutch assembly
Problem actually related to suspension or driveline component
Engine related problems
Clutch cover, spring, or release fingers bent, distorted (rough handling, improper assembly)
Clutch disc damaged or distorted
Clutch misalignment
Further diagnosis required. Check engine/transmission mounts, suspension attaching parts and other driveline components as needed.
Check EFI and ignition systems
Replace clutch assembly
Replace clutch assembly
Check alignment and runout of flywheel, disc, or cover. Check clutch housing to engine dowels and dowel holes for damage. Correct as necessary.
CONDITION
DISC FACING WORN
OUT
SERVICE DIAGNOSIS–CLUTCH SLIPS
POSSIBLE CAUSES
Normal wear.
CORRECTION
Replace clutch assembly.
CLUTCH DISC FACING
CONTAMINATED WITH
OIL OR GREASE
Driver frequently rides (slips) clutch, results in rapid wear overheating.
Insufficient clutch cover diaphragm spring tension
Leak at rear main oil seal or transaxle input shaft seal
Replace clutch assembly
Replace clutch assembly
Replace leaking seals. Replace clutch assembly.
CLUTCH IS RUNNING
PARTIALLY
DISENGAGED
Road splash, water entering housing
Release bearing sticking or binding, does not return to normal running position.
Seal housing. Inspect clutch assembly.
Verify that bearing is actually binding.
Then, replace bearing and transmission front bearing retainer if sleeve surface is damaged.
Verify that self-adjuster is free to move
(LHD Applications only)
CLUTCH DISC FACINGS
HAVE FRACTURED INTO
SMALL PIECES
Cable self-adjuster mechanism sticking or binding causing high preload (LHD
Applications only)
Driver performs a 5-1 downshift at vehicle speed in excess of 60 miles per hour
Excessive heat from slippage
Alert driver to problem cause. Replace clutch assembly.
Replace clutch assembly
NS/GS
DIAGNOSIS AND TESTING (Continued)
SERVICE DIAGNOSIS–IMPROPER CLUTCH RELEASE
CLUTCH 6 - 7
CONDITION
CLUTCH DISC BINDS ON
INPUT SHAFT SPLINES
CLUTCH DISC RUSTED
TO FLYWHEEL AND/OR
PRESSURE PLATE
CLUTCH WILL NOT
DISENGAGE PROPERLY
POSSIBLE CAUSES
Clutch disc hub splines damaged during installation
Input shaft splines rough, damaged.
Corrosion or rust formations on splines of input shaft and disc
Occurs in vehicles stored or not driven for extended period of time. Also occurs after steam cleaning if vehicle is not used for extended period.
Disc bent, distorted during transaxle installation
Clutch cover diaphragm spring damaged during transaxle installation
Release fork and (or) bushings damaged
Clutch cable binding or routed incorrectly
Self-adjuster in cable not functioning properly, resulting in excess cable slack
CORRECTION
Clean, smooth, and lubricate disc and shaft splines. Replace clutch assembly and/or input shaft if splines are severely damaged.
Clean input shaft splines. Then lube.
Clean input shaft splines and disc splines, then lube
Replace clutch assembly
Replace clutch assembly
Replace clutch assembly
Replace fork and (or) bushings if worn or damaged
Check and correct cable routing
Clutch pedal travel restricted
Pull on cable conduit at transaxle (as if disconnecting cable) to check adjuster operation
Verify clutch pedal can travel all the way to the downstop on the bracket
SERVICE DIAGNOSIS–CLUTCH PEDAL NOISE
CONDITION
CLUTCH PEDAL MAKES
REPEATED 9 POP 9 NOISE
IN THE FIRST INCH OF
TRAVEL
CLUTCH PEDAL
SQUEAKS WHEN
DEPRESSED TO FLOOR
POSSIBLE CAUSES
Self-adjusting mechanism in cable defective (LHD Applications)
Pedal bushings worn out or inadequate lubrication
CORRECTION
Replace clutch cable (LHD Applications)
Replace or lubricate bushings
Clutch pedal assist spring fittings worn out
Clutch release shaft bushings in the bellhousing are worn out
Replace assist spring fittings
Replace release shaft and bushings
DRIVE PLATE MISALIGNMENT
Common causes of misalignment are:
• Heat warping
• Mounting drive plate on a dirty crankshaft flange
• Incorrect bolt tightening
• Improper seating on the crankshaft shoulder
• Loose crankshaft bolts
Clean the crankshaft flange before mounting the drive plate. Dirt and grease on the flange surface may misalign the flywheel, causing excessive runout.
Use new bolts when mounting drive plate to crankshaft. Tighten drive plate bolts to specified torque only. Over-tightening can distort the drive plate hub causing excessive runout.
6 - 8 CLUTCH
DIAGNOSIS AND TESTING (Continued)
CLUTCH COVER AND DISC RUNOUT
Check condition of the clutch cover before installation. A warped cover or diaphragm spring will cause grab and/or incomplete release or engagement. Use care when handling the clutch assembly. Impact can distort the cover, diaphragm spring, and release fingers.
CLUTCH CHATTER COMPLAINTS
For all clutch chatter complaints, do the following:
(1) Check for loose, misaligned, or broken engine and transmission mounts. If present, they should be corrected at this time. Test vehicle for chatter. If chatter is gone, there is no need to go any further. If chatter persists:
(2) Check to see if clutch cable routing is correct and operates smoothly (LHD applications).
(3) Check for loose connections in drivetrain. Correct any problems and determine if clutch chatter complaints have been satisfied. If not:
(4) Remove transaxle. See Group 21, Manual Transaxle for procedure.
(5) Check to see if the release bearing is sticky or binding. Replace bearing, if needed.
(6) Check linkage for excessive wear on the pivot shaft, fork, and bushings. Replace all worn parts.
(7) Check clutch assembly for contamination (dirt, oil). Replace clutch assembly, if required.
(8) Check to see if the clutch disc hub splines are damaged. Replace with new clutch assembly, if necessary.
(9) Check input shaft splines for damage. Replace, if necessary.
(10) Check for uneven wear on clutch fingers.
(11) Check for broken clutch cover diaphragm spring fingers. Replace with new clutch assembly, if necessary.
CLASH–INTO–REVERSE COMPLAINTS
(1) Depress clutch pedal to floor and hold. After three seconds, shift to reverse. If clash is present, clutch has excessive spin time.
NOTE: Verify that nothing is obstructing pedal travel. Floormats or other articles located underneath the clutch pedal could prevent the clutch from disengaging fully.
(2) Remove transaxle. See Group 21, Manual Transaxle for procedure.
(3) Check the input shaft spline, clutch disc splines, and release bearing for dry rust. If present, clean rust off and apply a light coat of bearing grease to the input shaft splines. Apply grease on the input shaft splines only where the clutch disc slides. Verify that the clutch disc slides freely along the input shaft spline.
(4) Check to see if the clutch disc hub splines are damaged, and replace with new clutch assembly if required.
(5) Check the input shaft for damaged splines.
Replace as necessary.
(6) Check for broken clutch cover diaphragm spring fingers.
(7) Install clutch assembly and transaxle.
REMOVAL AND INSTALLATION
CLUTCH CABLE SYSTEM — LHD
NS/GS
REMOVAL
(1) Hoist vehicle
(2) Using a pair of pliers, grasp end of clutch cable and pull downward.
(3) Remove clutch cable retaining clip from clutch release lever (Fig. 9).
Fig. 9 Clutch Cable Retaining Clip — LHD
(4) Guide cable through slot in transaxle and disconnect (Fig. 10).
(5) Unsnap cable from the cable guide located at the left shock tower (Fig. 10).
(6) Inside the vehicle, remove the driver side lower dash cover and steel support plate. This provides access to the top of the clutch pedal.
(7) Disconnect clutch cable upstop/spacer with cable strand from clutch pedal (Fig. 11) (Fig. 12).
NS/GS
REMOVAL AND INSTALLATION (Continued)
CLUTCH 6 - 9
Fig. 10 Clutch Cable Routing — LHD
NOTE: Depressing the clutch pedal to the floor provides access to the clutch cable strand. Disconnect the cable upstop/spacer from the pedal pivot pin by removing the retaining clip at the top of the clutch pedal. Wedge a flat blade pry tool in the clip slot to remove the clip. Remove the clutch pedal upstop/ spacer from the pedal by wedging a flat blade pry tool between the spacer and pedal. It may be necessary to push the steel support bracket supporting the electrical junction block slightly to the left for clearance to remove the upstop/spacer from the pedal. Push the cable end fitting out of upstop/ spacer.
Fig. 11 Clutch Cable Retaining (Upstop) Clip — LHD
CAUTION: Use caution if lifting the clutch pedal once the clutch pedal/upstop spacer has been removed. The clutch pedal assist spring provides enough pedal force to cause an injury. Also, on 2.5L
Turbo Diesel vehicles, lifting the clutch pedal with the upstop/spacer removed may bend the cruise control cutout switch bracket located near the top of the clutch pedal. This will result in non-operational cruise control.
CAUTION: Do not pull on the clutch cable to remove it from the dash panel. Damage to the cable self-adjuster may occur.
Fig. 12 Upstop/Spacer — LHD
NOTE: It may be helpful to remove the battery and clutch cable guide from the left shock tower to improve access to the clutch cable dash panel grommet.
6 - 10 CLUTCH NS/GS
REMOVAL AND INSTALLATION (Continued)
(8) Use a slight twisting motion while grasping the grommet and body to remove the cable from the dash panel and clutch bracket.
INSTALLATION
(1) Using a slight twisting motion, insert the self-
–adjuster mechanism end of the clutch cable through the dash panel hole and into the bracket.
CLUTCH PEDAL POSITION SWITCH
The clutch pedal position switch is mounted to a bracket located behind the clutch pedal. The switch is held in place by four plastic wing tabs.
The clutch pedal position switch IS NOT adjustable. The pedal blade contacts the switch in the down position (Fig. 13).
NOTE: It may be helpful to lubricate the dash panel grommet using Mopar T Door-Ease or equivalent to aid installation.
(2) Seat the cylindrical part of the cable grommet in the dash panel. Be sure the self–adjuster is firmly seated against the clutch bracket to ensure proper adjuster mechanism function.
(3) Connect the clutch cable to the upstop/spacer.
(4) Connect the upstop/spacer to the clutch pedal.
(5) Replace the upstop/spacer retainer clip.
(6) Lift the clutch pedal and perform the Adjuster
Mechanism Function Check before finishing installation.
NOTE: If the adjuster mechanism does not function properly, the most likely cause is that the cable is not properly seated in the bracket.
ADJUSTER MECHANISM FUNCTION CHECK — LHD
(1) With slight pressure, pull the clutch release lever end of the cable to draw the cable taut. Push the clutch cable housing toward the dash panel (With less than 20 lbs. of effort, the cable housing should move 30-50mm.). This indicates proper adjuster mechanism function. If the cable does not adjust, determine if the mechanism is properly seated on the bracket.
(2) If the adjust mechanism functions properly, route cable to the transaxle. Install battery and cable guide.
(3) Snap cable into cable guide located at the left shock tower.
(4) Insert cable into transaxle and through clutch release lever. Ensure the cable is routed through the smaller hole in the transaxle deck (Fig. 10).
(5) Pull down on cable and insert cable retaining clip onto clutch cable end.
(6) Check clutch pedal position switch operation.
Fig. 13 Clutch Pedal Position Switch and
Components (LHD Shown)
REMOVAL
(1) Disconnect electrical harness to switch connector.
(2) Depress wing tabs on switch and push switch out of mounting bracket. Then slide wires through slot in bracket.
INSTALLATION
(1) Slide switch wires through slot in switch bracket.
(2) Line up switch tab with slot in switch bracket and push switch into position. Do not pull on the switch wires to seat switch into bracket, switch damage may occur.
(3) Attach switch wiring harness to vehicle wiring harness. Attach switch panel to the dash panel bracket (Fig. 13).
(4) After installation, the switch must be checked for proper operation. Refer to Diagnosis and Testing section for proper testing procedures.
NS/GS
REMOVAL AND INSTALLATION (Continued)
CLUTCH 6 - 11
Fig. 14 Hydraulic Clutch Linkage System — RHD
HYDRAULIC CLUTCH LINKAGE SYSTEM — RHD
CAUTION: Do not actuate the master cylinder or step on the clutch pedal before the quick connect coupling is joined or an over pressure condition could result in damage to the master cylinder, the quick connect coupling, or the dash panel.
3. Remove the slave cylinder assembly. Refer to the slave cylinder removal and installation procedure in this section for detailed instructions on removal and installation of the slave cylinder.
NOTE: The hydraulic clutch linkage system is prefilled by the supplier who warrants the system to be free of air, contamination, and leaks. No routine maintenance is required. Except for the self-retaining snap-on master cylinder pushrod bushing, the hydraulic system is serviced only as a complete assembly and individual components cannot be overhauled or replaced.
REMOVAL
1. Disconnect the quick connect coupling to facilitate the removal of the master cylinder assembly and slave cylinder assembly separately (Fig. 14). Refer to the removal and installation procedure in this section for detailed instructions on disconnecting and connecting the quick connect coupling.
2. Remove the master cylinder assembly (Fig. 15).
Refer to the master cylinder removal and installation procedure in this section for detailed instructions on removal of the master cylinder assembly.
Fig. 15 Self-Retaining Snap-on Bushing — RHD
INSTALLATION
1. For installation of the hydraulic clutch linkage system, reverse the above procedure.
6 - 12 CLUTCH
REMOVAL AND INSTALLATION (Continued)
NS/GS
Fig. 16 Clutch Master Cylinder — RHD
QUICK CONNECT COUPLING — RHD
CAUTION: Do not actuate the master cylinder or step on the clutch pedal before the quick connect coupling is joined, or an over pressure condition could result in damage to the master cylinder, the quick connect coupling, or the dash panel.
REMOVAL
1. Disconnect the quick connect coupling by lightly pushing down on the black release collar on the male side of the quick connect coupling while separating it from the female side of the quick connect coupling
(Fig. 14).
INSTALLATION
1. Connect the male side of the quick connect coupling (part of the master cylinder assembly) by holding the clutch tube at the rear and inserting it into the female side of the quick connect coupling (part of the slave cylinder assembly) until an audible click is heard (Fig. 14). Do not push on the black release collar on the male side of the quick connect coupling while inserting it into the female side of the quick connect coupling.
2. Confirm the connection by pulling firmly on the clutch tube.
MASTER CYLINDER SYSTEM — RHD
REMOVAL
(1) Disconnect the quick connect coupling. Refer to the “Quick Connect Coupling” removal and installation procedure in this section.
(2) Remove the master cylinder pushrod from the clutch pedal pin by prying between the self-retaining snap-on bushing, located in the master cylinder pushrod, and the clutch pedal pin (Fig. 15).
(3) Disconnect the hydraulic line from the weld stud clips (Fig. 14).
(4) Remove the rubber grommet at the master cylinder pass through in the dash panel (Fig. 16).
(5) Remove the master cylinder assembly from the engine compartment by rotating it clockwise from the
12 o’clock lock position to the 2 o’clock unlock position and pulling the master cylinder out tilted 20 degrees down. NOTE: A “Twist and Lock” type mechanism is used to secure the master cylinder to the clutch pedal bracket which is attached to the dash panel.
INSTALLATION
(1) Position the master cylinder assembly to the clutch pedal bracket by tilting it 20 degrees upward and at the 2 o’clock unlocked position.
(2) Rotate the master cylinder counterclockwise to the 12 o’clock locked position.
(3) Install the rubber grommet into the dash panel at the master cylinder pass through (Fig. 16).
(4) Connect the hydraulic line to the weld stud clips in the engine compartment (Fig. 14).
(5) Connect the quick connect coupling. Refer to the “Quick Connect Coupling” removal and installation procedure in this section.
(6) Install the self-retaining snap-on bushing into the master cylinder pushrod, if necessary.
(7) Install the master cylinder pushrod with selfretaining snap-on bushing onto the clutch pedal pin by pressing it onto the clutch pedal pin until seats in the groove of the clutch pedal pin.
SLAVE CYLINDER ASSEMBLY — RHD
REMOVAL
1. Disconnect the quick connect coupling. Refer to the “Quick Connect Coupling” removal and installation procedure in this section.
2. Remove the nut and washer assemblies (2) retaining the slave cylinder and mounting bracket assembly to the transaxle (Fig. 14).
3. Remove the slave cylinder assembly from the transaxle.
NS/GS
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
1. Position the slave cylinder assembly to the transaxle deck and secure with the nut and washer assemblies (2) and tighten to specifications (Fig. 14).
2. Make sure the slave cylinder pushrod is properly seated in the cup end of the clutch release lever.
3. Connect the quick connect coupling. Refer to the
“Quick Connect Coupling” removal and installation procedure in this section.
MODULAR CLUTCH ASSEMBLY (2.0L AND 2.4L
GASOLINE)
The transaxle must be removed to service the modular clutch assembly and components (Fig. 17). Refer to Group 21 for the “A-558 Manual Transaxle” removal procedure.
CLUTCH 6 - 13
To service the flywheel, refer to Group 9, Engine.
Fig. 18 Clutch Disc, Cover and Pressure Plate
INSPECTION
Inspect for oil leakage through engine rear main bearing oil seal and transaxle input shaft seal. If leakage is noted, it should be corrected at this time.
The friction faces of the flywheel and pressure plate should not have:
• Excessive discoloration
• Burned areas
• Small cracks
• Deep grooves
• Ridges
Replace parts as required.
CAUTION: Do not polish flywheel to a mirror like surface. Clean the flywheel face with medium sandpaper (80-160 grade), then wipe the surface with mineral spirits. If the surface is severely scored, heat checked, or warped, replace the flywheel.
Fig. 17 Modular Clutch Assembly — 2.0L and 2.4L
CLUTCH ASSEMBLY (2.5L DIESEL)
The transaxle must be removed to service the clutch disc assembly and components.
REMOVAL
(1) Remove the transaxle, refer to Group 21, Transaxle.
(2) Install universal clutch alignment tool into the clutch assembly (this will prevent the clutch from inadvertently being dropped).
(3) To avoid distortion of the pressure plate, remove the clutch pressure plate bolts a few turns at a time. Use a crisscross pattern until all bolts are loosened.
(4) Carefully remove the clutch pressure plate and disc (Fig. 18).
CAUTION: Do not flat-machine the flywheel face.
The surface profile is slightly tapered and has a
0.30 mm step.
The disc assembly should be handled without touching the facings. Replace disc if the facings show evidence of grease or oil soakage, or wear to within less than .38 mm (.015 inch) of the rivet heads. The splines on the disc hub and transaxle input shaft should be a snug fit without signs of excessive wear.
Metallic portions of disc assembly should be dry and clean, and not been discolored from excessive heat.
Each of the arched springs between the facings should not be broken and all rivets should be tight.
Wipe the friction surface of the pressure plate with mineral spirits.
Using a straight edge, check clutch cover (pressure plate) for flatness. The clutch cover (pressure plate)
6 - 14 CLUTCH NS/GS
REMOVAL AND INSTALLATION (Continued) friction area should be slightly concave, with the inner diameter 0.02 mm to 0.1 mm (.0008 in. to .0039
in.) below the outer diameter. It should also be free from discoloration, burned areas, cracks, grooves, or ridges.
Using a surface plate, test cover for flatness. All sections around attaching bolt holes should be in contact with surface plate within .015 inch.
The cover should be a snug fit on flywheel dowels.
If the clutch assembly does not meet these requirements, it should be replaced.
CLUTCH RELEASE BEARING AND FORK
Remove the transaxle from the vehicle. See Group
21, for removal and installation procedures.
REMOVAL
(1) Remove clutch release shaft E-clip (Fig. 20).
INSTALLATION
(1) Position the clutch and pressure plate onto the flywheel.
(2) Insert the universal clutch alignment tool into the clutch disc.
(3) To avoid distortion of the pressure plate, bolts should be tightened a few turns at a time (Fig. 19).
Use a crisscross pattern until all bolts are seated.
Tighten pressure plate bolts to 27 N·m (20 ft. lbs.).
Fig. 20 E-clip at Clutch Release Lever Shaft
(2) Remove the clutch release shaft and then slide the fork and bearing assembly off the bearing pilot
(Fig. 21).
Fig. 19 2.5 Diesel Clutch Assembly
(4) Remove the universal clutch alignment tool.
(5) Install the transaxle, refer to Group 21, Transaxle.
(6) Fill transaxle to the proper level with the specified lubricant.
(7) While the vehicle is elevated slightly, run the transaxle through all the forward gears. Apply brakes and shift into reverse. Run the transaxle through reverse gear.
(8) Check the transaxle for leaks and recheck the level of the transaxle lubricant.
Fig. 21 Clutch Release Shaft
NS/GS
REMOVAL AND INSTALLATION (Continued)
(3) Remove the fork from the bearing thrust plate
(Fig. 22).
CLUTCH
CLEANING AND INSPECTION
6 - 15
CLUTCH 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.
During inspection, note if any components are contaminated. Look for evidence of oil, grease, or water/ road splash on clutch components.
OIL CONTAMINATION
Oil contamination indicates a leak at the rear main seal and/or transaxle input shaft. Oil leaks produce a residue of oil on the transaxle housing interior, clutch cover and flywheel. Heat buildup caused by slippage can bake the oil residue onto the components. This glaze-like residue ranges in color from amber to black.
Fig. 22 Clutch Release Fork
(4) Examine the condition of the bearing. It is prelubricated and sealed and should not be immersed in oil or solvent.
(5) The bearing should turn smoothly when held in the hand under a light thrust load. A light drag caused by the lubricant fill is normal. If the bearing is noisy, rough, or dry, replace the complete bearing assembly with a new bearing.
(6) The bearing has a plastic sleeve pre-lubricated at assembly. Wipe out the old grease. Refill the sleeve cavities and coat the inner surface with multipurpose grease. If the liner is cracked or worn, replace the bearing assembly.
(7) Check the condition of the spring clips. If the clips are broken or distorted, replace the bearing assembly.
INSTALLATION
(1) Before assembling the fork, lubricate the rounded thrust pads and the spring clip cavities with multipurpose grease.
(2) Assemble the fork to the bearing by sliding the thrust pads under the spring clips. Be careful to avoid distorting the spring clips. These clips prevent the bearing thrust plate from rotating with the bearing.
(3) Slide the bearing and fork assembly onto the input shaft bearing retainer.
(4) Position the release shaft bushings in the housing and install the release shaft. A small amount of bearing grease between the release shaft bushing and the shaft is beneficial but not required. Install the retainer clip in the shaft groove near the large bushing.
(5) Install the release lever and retaining clip on the outer end of the release shaft.
GREASE CONTAMINATION
Grease contamination is usually a product of overlubrication. During clutch service, apply only a small amount of grease to the input shaft splines. Excess grease may be thrown off during operation, contaminating the disc.
ROAD SPLASH/WATER CONTAMINATION
Road splash contamination is usually caused by driving the vehicle through deep water puddles.
Water can be forced into the clutch housing, causing clutch components to become contaminated. Facing of disc will absorb moisture and bond to the flywheel and/or, pressure plate, if vehicle is allowed to stand for some time before use. If this condition occurs, replacement of clutch assembly may be required.
Drive the vehicle until normal clutch operating temperature has been obtained. This will dry off disc assembly, pressure plate, and flywheel.
CLEANING PRECAUTIONS
Condensation from steam vapors tend to accumulate on the internal clutch mechanism when the vehicle is steam cleaned. Facing of disc will absorb moisture and will bond to flywheel and/or pressure plate, if vehicle is allowed to stand for some time before use. If this condition occurs, it may require replacement of clutch assembly. After cleaning, drive the vehicle to its normal clutch operating temperature. This will dry off disc assembly, pressure plate, and flywheel.
6 - 16 CLUTCH NS/GS
ADJUSTMENTS
CLUTCH CABLE — LHD
The manual transaxle clutch release system has a unique self-adjusting mechanism to compensate for clutch disc wear. This adjuster mechanism is located within the clutch cable assembly. The preload spring maintains tension on the cable. This tension keeps the clutch release bearing continuously loaded against the fingers of the clutch cover assembly.
ADJUSTER MECHANISM FUNCTION CHECK —
LHD
(1) With slight pressure, pull the clutch release lever end of the cable to draw the cable taut. Push the clutch cable housing toward the dash panel (With less than 20 lbs. of effort, the cable housing should move 30-50mm.). This indicates proper adjuster mechanism function. If the cable does not adjust, determine if the mechanism is properly seated on the bracket.
(2) If the adjust mechanism functions properly, route cable to the transaxle.
(3) Insert cable into transaxle and through clutch release lever. Ensure the cable is routed through the smaller hole in the transaxle deck (Fig. 10).
(4) Pull down on cable and insert cable retaining clip onto clutch cable end.
(5) Check clutch pedal position switch operation.
CLUTCH PEDAL POSITION SWITCH
The clutch pedal position switch is mounted to a bracket located behind the clutch pedal. The switch is held in place by four plastic wing tabs.
The clutch pedal position switch IS NOT adjustable. The pedal blade contacts the switch in the down position.
SPECIFICATIONS
CLUTCH TIGHTENING REFERENCE
2.0/2.4 LITER GASOLINE ENGINE
DESCRIPTION TORQUE
Drive Plate Bolts . . . . . . . . . . . . 95 N·m (70 ft. lbs.)
Lower Trans. Cover . . . . . . . . . 12 N·m (105 in. lbs.)
Modular Clutch Bolts . . . . . . . . . 74 N·m (55 ft. lbs.)
Upper Trans. Cover . . . . . . . . . 12 N·m (105 in. lbs.)
2.5 LITER DIESEL ENGINE
DESCRIPTION TORQUE
Flywheel Bolts . . . . . . . . . . . . . . 95 N·m (70 ft. lbs.)
Lower Trans. Cover . . . . . . . . . 12 N·m (105 in. lbs.)
Clutch Pressure Plate Bolts . . . . 27 N·m (20 ft. lbs.)
Upper Trans. Cover . . . . . . . . . 12 N·m (105 in. lbs.)
NS COOLING SYSTEM 7 - 1
GENERAL INFORMATION
ACCESSORY DRIVE BELTS . . . . . . . . . . . . . . . . 1
AUTOMATIC TRANSMISSION OIL COOLER—
2.4L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
COOLANT RECOVERY SYSTEM (CRS) . . . . . . . 3
COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 2
ENGINE BLOCK HEATER . . . . . . . . . . . . . . . . . . 5
ENGINE THERMOSTAT . . . . . . . . . . . . . . . . . . . . 3
RADIATOR PRESSURE CAP . . . . . . . . . . . . . . . . 4
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
WATER PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . 3
DESCRIPTION AND OPERATION
COOLANT PERFORMANCE . . . . . . . . . . . . . . . . . 6
RADIATOR HOSES AND CLAMPS . . . . . . . . . . . 6
WATER PIPES—3.0L ENGINE . . . . . . . . . . . . . . 6
WATER PUMP—3.3/3.8L ENGINES . . . . . . . . . . 7
WATER PUMP—2.4L ENGINE . . . . . . . . . . . . . . 6
WATER PUMP—3.0L ENGINE . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING
ACCESSORY DRIVE BELT . . . . . . . . . . . . . . . . . . 7
COOLING SYSTEM DIAGNOSIS . . . . . . . . . . . . . 8
DEAERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 16
ELECTRIC FAN MOTOR TEST . . . . . . . . . . . . . . 14
LOW COOLANT LEVEL AERATION . . . . . . . . . . 15
PRESSURE TESTING RADIATOR CAP . . . . . . . 15
RADIATOR CAP TO FILLER NECK SEAL
PRESSURE RELIEF CHECK . . . . . . . . . . . . . . 15
RADIATOR COOLANT FLOW TEST . . . . . . . . . . 14
RADIATOR FAN CONTROL . . . . . . . . . . . . . . . . 14
TEMPERATURE GAUGE INDICATION . . . . . . . . 16
TESTING COOLING SYSTEM FOR LEAKS . . . . 14
SERVICE PROCEDURES
COOLANT LEVEL CHECK—ROUTINE . . . . . . . . 16
COOLANT LEVEL SERVICE . . . . . . . . . . . . . . . . 16
GENERAL INFORMATION
ACCESSORY DRIVE BELTS
The accessory drive system utilizes two different style of drive belts. The conventional V-belt and the
Poly-V belt are used to drive the generator, air conditioning compressor, power steering pump and water
COOLING SYSTEM
CONTENTS page page
COOLANT—ADDING ADDITIONAL . . . . . . . . . . 16
COOLING SYSTEM—DRAINING . . . . . . . . . . . . 16
COOLING SYSTEM—REFILLING . . . . . . . . . . . 16
REMOVAL AND INSTALLATION
ACCESSORY DRIVE BELTS—2.4L . . . . . . . . . . 23
ACCESSORY DRIVE BELTS—3.0L . . . . . . . . . . 24
ACCESSORY DRIVE BELT—3.3/3.8L . . . . . . . . 24
ENGINE BLOCK HEATER . . . . . . . . . . . . . . . . . 23
FAN MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . 22
RADIATOR DRAINCOCK . . . . . . . . . . . . . . . . . . 21
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
THERMOSTAT—2.4L ENGINE . . . . . . . . . . . . . 19
THERMOSTAT—3.0L ENGINE . . . . . . . . . . . . . 20
THERMOSTAT—3.3/3.8L ENGINES . . . . . . . . . 20
WATER PUMP INLET TUBE—2.4L ENGINE . . . 17
WATER PUMP—3.3/3.8L ENGINES . . . . . . . . . 19
. . . . . . . . . . . . 17
WATER PUMP—3.0L ENGINE . . . . . . . . . . . . . 18
CLEANING AND INSPECTION
ACCESSORY DRIVE BELT . . . . . . . . . . . . . . . . . 25
CHEMICAL CLEANING . . . . . . . . . . . . . . . . . . . 25
COOLING SYSTEM CLEANING . . . . . . . . . . . . . 25
RADIATOR PRESSURE CAP . . . . . . . . . . . . . . . 25
REVERSE FLUSHING THE ENGINE . . . . . . . . . 25
REVERSE FLUSHING THE RADIATOR . . . . . . . 25
WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . . 24
ADJUSTMENTS
BELT TENSION CHART . . . . . . . . . . . . . . . . . . . 26
BELT TENSION GAUGE METHOD . . . . . . . . . . . 26
PROPER BELT TENSION . . . . . . . . . . . . . . . . . 25
SPECIFICATIONS
COOLING SYSTEM CAPACITY . . . . . . . . . . . . . 26
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 26
SPECIAL TOOLS
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
pump.
Satisfactory performance of these belts depends on belt condition and proper belt tension.
Belt tensioning should be performed with the aid of a
Burroughs gauge Special Tool C-4162. Because of space limitations in the engine compartment, the use of the gauge may be restricted. Raise the vehicle on a hoist and then remove the splash shield to gain access to the drive belts.
7 - 2 COOLING SYSTEM
GENERAL INFORMATION (Continued)
NS
Fig. 1 Cooling System Operation 2.4L and 3.3/3.8L Engines
COOLING SYSTEM
The cooling system has a radiator, coolant, electric fan motor, shroud, pressure cap, thermostat, coolant reserve system, transmission oil cooler, a water pump to circulate the coolant, hoses, and clamps to complete the circuit.
• When Engine is cold: thermostat is closed, cooling system has no flow through the radiator. The coolant bypass flows through the engine only.
• When Engine is warm: thermostat is open, cooling system has bypass flow and coolant flow through radiator.
Its primary purpose is to maintain engine temperature in a range that will provide satisfactory engine performance and emission levels under all expected driving conditions. It also provides hot water (coolant) for heater performance and cooling for automatic transmission oil. It does this by transferring heat from engine metal to coolant, moving this heated coolant to the radiator, and then transferring this heat to the ambient air.
Coolant flow circuits for 2.4L and 3.3/3.8L engines are shown in (Fig. 1), and 3.0L engine coolant routing is shown in (Fig. 2)
Fig. 2 Cooling System Operation 3.0L Engine
NS
GENERAL INFORMATION (Continued)
COOLANT RECOVERY SYSTEM (CRS)
This system works with the radiator pressure cap to use thermal expansion and contraction of the coolant to keep the coolant free of trapped air. Provides a convenient and safe method for checking coolant level and adjusting level at atmospheric pressure without removing the radiator pressure cap. It also provides some reserve coolant to cover deaeration and evaporation or boiling losses. All vehicles are equipped with this system and take various shapes and forms. (Fig. 3) shows a typical system in the typical location.
COOLING SYSTEM 7 - 3
Fig. 3 Coolant Recovery System
See Coolant Level Service, and Deaeration, and
Pressure Cap sections for operation and service.
AUTOMATIC TRANSMISSION OIL COOLER—2.4L
Oil cooler is internal oil to coolant type, mounted in the radiator left tank (Fig. 4). Rubber oil lines feed the oil cooler and the automatic transmission. Use only approved transmission oil cooler hose. Since these are molded to fit space available, molded hoses are recommended.
ENGINE THERMOSTAT
The engine cooling thermostats are a wax pellet driven, reverse poppet choke type. They are designed to provide the fastest warm up possible by preventing leakage through them and to guarantee a minimum engine operating temperature of 88 to 93°C
(192 to 199°F). They also automatically reach wide open so they do not restrict flow to the radiator as temperature of the coolant rises in hot weather to around 104°C (220°F). Above this temperature the coolant temperature is controlled by the fan, the radiator, and the ambient temperature, not the thermostat.
Fig. 4 Automatic Transmission Oil Cooler
WATER PUMPS
A quick test to tell whether the pump is working is to see if the heater warms properly. A defective pump can not circulate heated coolant through the long heater hose. The water pump on all models can be replaced without discharging the air conditioning system.
COOLANT
The cooling system is designed around the coolant.
The coolant must accept heat from engine metal, in the cylinder head area near the exhaust valves. Coolant then carries this heat to the radiator, where the tube/fin assemblies of these components can give it up to the air.
The use of aluminum cylinder heads, intake manifolds, and water pumps requires special corrosion protection. Mopar t Antifreeze or the equivalent is recommended for best engine cooling without corrosion, when mixed only to a freeze point of -37°C
(-35°F) to -59°C (-50°F). If it loses color or becomes contaminated, drain, flush, and replace with fresh properly mixed solution.
CAUTION: Do not use well water, or suspect water supply in cooling system. A 50/50 ethylene glycol and distilled water mix is recommended.
RADIATOR
The radiators are cross-flow types (horizontal tubes) with design features that provide greater strength along with sufficient heat transfer capabili-
7 - 4 COOLING SYSTEM
GENERAL INFORMATION (Continued)
NS ties to keep the engine satisfactorily cooled (Fig. 5),
(Fig. 6), (Fig. 7) and (Fig. 8).
CAUTION: Plastic tanks, while stronger then brass are subject to damage by impact, such as wrenches etc., or by excessive torque on hose clamps.
If the plastic tank is damaged, replace the radiator.
RADIATOR PRESSURE CAP
Fig. 5 Cooling Module—2.4L
The radiator is equipped with a pressure cap that releases excessive cooling system pressure; maintaining a range of 97-124 kPa (14-18 psi).
The cooling system will operate at higher than atmospheric pressure. The higher pressure raises the coolant boiling point thus, allowing increased radiator cooling capacity.
There is also a vent valve in the center of the cap.
This valve also opens when coolant is cooling and contracting allowing coolant to return to radiator from coolant reserve system tank by vacuum through connecting hose. If valve is stuck shut, or the coolant recovery hose is pinched, the radiator hoses will be collapsed on cool down. Clean the vent valve (Fig. 9) and inspect coolant recovery hose routing, to ensure proper sealing when boiling point is reached.
The gasket in the cap seals the filler neck, so that vacuum can be maintained, allowing coolant to be drawn back into the radiator from the reserve tank.
Fig. 6 Cooling Module—Trailer Tow (With Rear A/C)
NS
GENERAL INFORMATION (Continued)
COOLING SYSTEM 7 - 5
Fig. 7 Cooling Module—3.0L (Front A/C Only)
Fig. 8 Cooling Module—3.0/3.3/3.8L (With Rear A/C)
If the gasket is dirty or damaged, a vacuum may not be achieved, resulting is loss of coolant and eventual overheating due to low coolant level in radiator and engine.
ENGINE BLOCK HEATER
The engine block heater is available as an optional accessory on all models. The heater is operated by ordinary house current (110 Volt A.C.) through a power cord located behind the radiator grille. This provides easier engine starting and faster warm-up when vehicle is operated in areas having extremely low temperatures. The heater is mounted in a core hole (in place of a core hole plug) in the engine block, with the heating element immersed in coolant.
Fig. 9 Radiator Pressure Cap Filler Neck
7 - 6 COOLING SYSTEM NS
DESCRIPTION AND OPERATION
WATER PIPES—3.0L ENGINE
The 3.0L engine uses metal piping beyond the lower radiator hose to route (suction) coolant to the water pump, which is located in the V of the cylinder banks (Fig. 10).
These pipes are provided with inlet nipples for thermostat bypass and heater return coolant hoses, and brackets for rigid engine attachment. The pipes employ O-rings for sealing at their interconnection and to the water pump (Fig. 10).
CAUTION: Do not use well water, or suspect water supply in cooling system. A 50/50 ethylene glycol and distilled water mix is recommended.
Where required, a 56 percent glycol and 44 percent water mixture will provide a freeze point of -59°C
(-50°F).
CAUTION: Richer mixtures cannot be measured with field equipment. This can lead to problems associated with 100 percent glycol.
Fig. 10 Engine Inlet Coolant Pipes 3.0L Engine
COOLANT PERFORMANCE
Performance is measurable. For heat transfer pure water excels (Formula = 1 btu per minute for each degree of temperature rise for each pound of water).
This formula is altered when necessary additives to control boiling, freezing, and corrosion are added as follows:
•
Pure Water (1 btu) boils at 100°C (212°F) and freezes at 0°C (32°F)
•
100 percent Glycol (.7 btu) can cause a hot engine and detonation and will lower the freeze point to -22°C (-8°F).
• 50/50 Glycol and Water (.82 btu) is the recommended combination that provides a freeze point of
-37°C (-35°F). The radiator, water pump, engine water jacket, radiator pressure cap, thermostat, temperature gauge, sending unit and heater are all designed for 50/50 glycol.
RADIATOR HOSES AND CLAMPS
WARNING: IF VEHICLE HAS BEEN RUN
RECENTLY, WAIT 15 MINUTES BEFORE WORKING
ON VEHICLE. RELIEVE PRESSURE BY PLACING A
SHOP TOWEL OVER THE CAP AND WITHOUT
PUSHING DOWN ROTATE IT COUNTERCLOCKWISE
TO THE FIRST STOP. ALLOW FLUIDS AND STEAM
TO ESCAPE THROUGH THE OVERFLOW TUBE.
THIS WILL RELIEVE SYSTEM PRESSURE
The hoses are removed by using constant tension clamp pliers to compress the hose clamp.
A hardened, cracked, swollen or restricted hose should be replaced. Do not damage radiator inlet and outlet when loosening hoses.
Radiator hoses should be routed without any kinks and indexed as designed. The use of molded hoses is recommended.
Spring type hose clamps are used in all applications. If replacement is necessary replace with the original MOPAR t equipment spring type clamp.
WATER PUMP—2.4L ENGINE
The water pump has a diecast aluminum body and housing with a stamped steel impeller. The water pump bolts directly to the block. Cylinder block to water pump sealing is provided by a rubber O-ring.
The water pump is driven by the timing belt. Refer to Timing Belt in Group 9, Engine for component removal providing access to water pump.
WATER PUMP—3.0L ENGINE
The pump bolts directly to the engine block, using a gasket for pump to block sealing (Fig. 11). The pump is serviced as a unit.
The water pump is driven by the timing belt. See
Timing Belt in Group 9, Engine for component removal providing access to water pump.
NS
DESCRIPTION AND OPERATION (Continued)
COOLING SYSTEM 7 - 7
WATER PUMP—3.3/3.8L ENGINES
The pump has a die cast aluminum body and a stamped steel impeller. It bolts directly to the chain case cover, using an O-ring for sealing. It is driven by the back surface of the Poly-V Drive Belt.
Fig. 11 Water Pump—3.0L Engine
DIAGNOSIS AND TESTING
CONDITION
INSUFFICIENT ACCESSORY
OUTPUT DUE TO BELT SLIPPAGE
BELT SQUEAL WHEN
ACCELERATING ENGINE
BELT SQUEAK AT IDLE
BELT ROLLED OVER IN GROOVE
OR BELT JUMPS OFF
ACCESSORY DRIVE BELT
POSSIBLE CAUSES
1. Belt too loose
2. Belt excessively glazed or worn
1. Belts too loose
2. Belt glazed
1. Belts too loose
2. Dirt or paint imbedded in belt
3. Non-uniform belt
4. Misaligned pulleys
5. Non-uniform groove or eccentric pulley
1. Broken cord in belt
2. Belt too loose, or too tight
3. Misaligned pulleys
4. Non-uniform groove or eccentric pulley
CORRECTIONS
1. Adjust belt tension (4 cyl. engine).
Replace belt (6 cyl. engine)
2. Replace and tighten as specified
1. Adjust belt tension (4 cyl. engine).
Replace belt (6 cyl. engine)
2. Replace belts
1. Adjust belt tension (4 cyl. engine).
Replace belt (6 cyl. engine)
2. Replace belt
3. Replace belt
4. Align accessories
5. Replace pulley
1. Replace belt
2. Adjust belt tension (4 cyl. engine).
Replace belt (6 cyl. engine)
3. Align accessories
4. Replace pulley
7 - 8 COOLING SYSTEM
DIAGNOSIS AND TESTING (Continued)
COOLING SYSTEM DIAGNOSIS
NS
NS
DIAGNOSIS AND TESTING (Continued)
COOLING SYSTEM 7 - 9
7 - 10 COOLING SYSTEM
DIAGNOSIS AND TESTING (Continued)
NS
NS
DIAGNOSIS AND TESTING (Continued)
COOLING SYSTEM 7 - 11
7 - 12 COOLING SYSTEM
DIAGNOSIS AND TESTING (Continued)
NS
NS
DIAGNOSIS AND TESTING (Continued)
COOLING SYSTEM 7 - 13
CONDITION - AND CHECKS
Battery Dead - Suspect Fan Current Draw as Cause
(1) With a good, fully charged battery.
DIAGNOSIS
Inadequate Air Conditioning Performance - Cooling System Suspected
(1) Check for plugged air side of condenser and radiator front and rear.
(1) Wash out with low-velocity water.
(2) Repair as necessary.
(2) Assure fan runs whenever A/C head pressure exceeds 1724 kPa (250 psi).
(3) Check for missing air seals-recirculating air path.
(4) Assure correct cooling system parts.
(1) a - Assure fan control is operating properly.
(1) b - See charging system in Electrical, Group 8B.
Hot Smell - Suspect Cooling System
(1) Was temperature gauge high?
(2) Heat shields all in place?
(3) Fan control operating properly?
(1) a - Yes, See
9
Gauge Reads High
9
(1) b - No. See 2, 3, 4, and 5.
(2) a - Yes, See 3, 4, and 5.
(2) b - Repair or replace heat shields.
(3) a - Yes, See 4 and 5.
(3) b - No, See Radiator Fan Control this section.
(4) Clean as required.
(5) Repair as required.
(4) Heat exchanger air side plugged?
(5) Engine missing or running rich?
Poor Driveability - Suspect Failed Open Thermostat.
(1) Check diagnostics - is code 17 set? (Engine too cold for too long)
(1) If yes, change thermostat.
Poor Heater Performance - Suspect Failed Open Thermostat
(1) Does gauge read low?
(1) See 3
(2) Check coolant level.
(3) Check diagnostics - is code 17 set? (Engine too cold for too long)
(2) See 3
(3) If yes, change thermostat. If no, check heater bypass valve, which should be closed except in Max
A/C or off mode; if not, see Heater and Air Conditioning
Group, 24.
Steaming, Observe Water Vapor Through Grill or Head Gap at Standstill at Idle - In Wet Weather
(1) This is normal. It is moisture, snow, or water on the outside of the radiator that evaporates when the thermostat opens to put hot coolant into the radiator.
This usually occurs in cold weather with no fan or air flow to blow it away.
(1) Normal condition - no service required.
7 - 14 COOLING SYSTEM
DIAGNOSIS AND TESTING (Continued)
RADIATOR COOLANT FLOW TEST
To determine whether coolant is flowing through the cooling system, use the following procedure:
(1) If engine is cold, idle engine until normal operating temperature is reached. Then feel the upper radiator hose. If it is hot, coolant is circulating.
WARNING: DO NOT REMOVE RADIATOR PRES-
SURE CAP WITH THE SYSTEM HOT AND UNDER
PRESSURE BECAUSE SERIOUS BURNS FROM
COOLANT CAN OCCUR.
(2) Remove radiator pressure cap when engine is cold, idle engine until thermostat opens, you should observe coolant flow while looking down the filler neck. Once flow is detected install radiator pressure cap.
RADIATOR FAN CONTROL
Fan control is accomplished two ways. A pressure transducer on the compressor discharge line sends a signal to the Powertrain Control Module (PCM) which will activate the fan. In addition to this control, the fan is turned on by the temperature of the coolant which is sensed by the coolant temperature sensor which sends the message to the PCM. The fan will not run during cranking until the engine starts no matter what the coolant temperature is.
CAUTION: The solid state fan relay is attached to the left frame rail near the lower radiator support.
The relay bracket, and fastener are used to dissipate heat from the relay. Ensure the relay is properly attached to prevent the following:
• Intermittent engine overheating.
• Relay “thermal” shutdown, or relay damage.
ELECTRIC FAN MOTOR TEST
Refer to Powertrain Diagnostic Manual for procedure.
TESTING COOLING SYSTEM FOR LEAKS
With engine not running, wipe the radiator filler neck sealing seat clean. The radiator should be full.
Attach the Radiator Pressure Tool to the radiator, as shown in (Fig. 12) and apply 104 kPa (15 psi) pressure. If the pressure drops more than 2 psi in 2 minutes, inspect all points for external leaks.
All radiator and heater hoses should be shaken while at 104 kPa (15 psi), since some leaks occur only while driving due to engine movement.
If there are no external leaks, after the gauge dial shows a drop in pressure, detach the tester. Start engine and run the engine up to normal operating temperature to open the thermostat and allow the coolant to expand. Reattach the tester. If the needle
NS
RADIATOR FAN OPERATION
Radiator Fan Control
Fan
Operation
Low
Fan
Speed
30%
High
Fan
Speed
100%
On: 104°C
(220°F)
110°C
(230°F)
Fan
Speed
Duty-
Cycles
(Rampsup) from
31% to
99%
Off: 101°C
(214°F)
Fan
Speed
Duty-
Cycles
(Rampsdown) from
99% to
31%
A/C Pressure
Low
Fan
Speed
30%
High
Fan
Speed
100%
1,724
Kpa
(250 psi)
2,068
Kpa
(300 psi)Fan
Speed
Duty-
Cycles
(Rampsup) from
31% to
99%
1,710
Kpa
(248 psi)
Fan
Speed
Duty-
Cycles
(Rampsdown) from
99% to
31%
Fig. 12 Pressure Testing Cooling System on the dial fluctuates it indicates a combustion leak, usually a head gasket leak.
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DIAGNOSIS AND TESTING (Continued)
WARNING: WITH TOOL IN PLACE, PRESSURE
WILL BUILD UP FAST. EXCESSIVE PRESSURE
BUILT UP, BY CONTINUOUS ENGINE OPERATION,
MUST BE RELEASED TO A SAFE PRESSURE
POINT. NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
If the needle on the dial does not fluctuate, race the engine a few times. If an abnormal amount of coolant or steam emits from the tail pipe, it may indicate a coolant leak caused by a faulty head gasket, cracked engine block, or cracked cylinder head.
There may be internal leaks that can be determined by removing the oil dipstick. If water globules appear intermixed with the oil it will indicate an internal leak in the engine. If there is an internal leak, the engine must be disassembled for repair.
RADIATOR CAP TO FILLER NECK SEAL PRESSURE
RELIEF CHECK
The pressure cap upper gasket (seal) pressure relief can be checked by removing the overflow hose at the radiator filler neck nipple (Fig. 13). Attach the
Radiator Pressure Tool to the filler neck nipple and pump air into the radiator. Pressure cap upper gasket should relieve at 69-124 kPa (10-18 psi) and hold pressure at 55 kPa (8 psi) minimum.
COOLING SYSTEM 7 - 15
WARNING: IF VEHICLE HAS BEEN RUN
RECENTLY, WAIT 15 MINUTES BEFORE REMOVING
CAP. THEN PLACE A SHOP TOWEL OVER THE CAP
AND WITHOUT PUSHING DOWN ROTATE COUN-
TERCLOCKWISE TO THE FIRST STOP. ALLOW FLU-
IDS TO ESCAPE THROUGH THE OVERFLOW TUBE
AND WHEN THE SYSTEM STOPS PUSHING COOL-
ANT AND STEAM INTO THE CRS TANK AND PRES-
SURE DROPS PUSH DOWN AND REMOVE THE CAP
COMPLETELY. SQUEEZING THE RADIATOR INLET
HOSE WITH A SHOP TOWEL (TO CHECK PRES-
SURE) BEFORE AND AFTER TURNING TO THE
FIRST STOP IS RECOMMENDED.
PRESSURE TESTING RADIATOR CAP
Dip the pressure cap in water, clean any deposits off the vent valve or its seat and apply cap to end of
Radiator Pressure Tool. Working the plunger, bring the pressure to 104 kPa (15 psi) on the gauge. If the pressure cap fails to hold pressure of at least 97 kPa
(14 psi) replace cap. See CAUTION.
If the pressure cap tests properly while positioned on Radiator Pressure Tool (Fig. 14), but will not hold pressure or vacuum when positioned on the radiator.
Inspect the radiator filler neck and cap top gasket for irregularities that may prevent the cap from sealing properly.
CAUTION: Radiator Pressure Tool is very sensitive to small air leaks that 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 the tool. Turn tool upside down and recheck pressure cap to confirm that cap is bad.
Fig. 13 Radiator Pressure Cap Filler Neck
WARNING: THE WARNING WORDS “DO NOT
OPEN HOT” ON THE RADIATOR PRESSURE CAP IS
A SAFETY PRECAUTION. WHEN HOT, PRESSURE
BUILDS UP IN COOLING SYSTEM. TO PREVENT
SCALDING OR INJURY, THE RADIATOR CAP
SHOULD NOT BE REMOVED WHILE THE SYSTEM
IS HOT OR UNDER PRESSURE.
There is no need to remove the radiator cap at any time except for the following purposes:
(1) Check and adjust coolant freeze point. By adding or subtracting coolant through CRS bottle.
(2) Refill system with new coolant.
(3) Conducting service procedures.
(4) Checking for vacuum leaks.
Fig. 14 Pressure Testing Radiator Cap
LOW COOLANT LEVEL AERATION
Low coolant level in a cross flow radiator will equalize in both tanks with engine off. With engine
7 - 16 COOLING SYSTEM
DIAGNOSIS AND TESTING (Continued) at running operating temperature the high pressure inlet tank runs full and the low pressure outlet tank drops:
• Transmission oil will become hotter.
• High reading shown on the temperature gauge.
• Air in the coolant can cause loss of flow through the heater.
• Exhaust gas leaks into the coolant also can cause the same problems.
DEAERATION
Air can only be removed from the system by gathering under the pressure cap. On the next heat up it will be pushed past the pressure cap into the CRS tank by thermal expansion of the coolant. It then escapes to the atmosphere in the CRS tank and is replaced with solid coolant on cool down.
TEMPERATURE GAUGE INDICATION
At idle with Air Conditioning off the temperature gauge will rise slowly to about 5/8 gauge travel, the fan will come on and the gauge will quickly drop to about 1/2 gauge travel. This is normal.
NS
Recovery System (CRS) Tank. Coolant level in the
CRS tank should drop slightly. Then remove the radiator cap. The radiator should be full to the top. If not, and the coolant level in the CRS tank is at the
MIN mark there is an air leak in the CRS system.
Check hose or hose connections to the CRS tank, radiator filler neck or the pressure cap seal to the radiator filler neck for leaks.
COOLING SYSTEM—DRAINING
Without removing radiator pressure cap and
with system not under pressure, shut engine off and open draincock. The coolant reserve tank should empty first, then remove radiator pressure cap. (if not, see Testing Cooling System for leaks). To vent
2.4L engine remove the coolant temperature sensor located above water outlet housing (Fig. 15). The 3.0/
3.3/3.8L engines have an air bleed vent on the thermostat.
SERVICE PROCEDURES
COOLANT LEVEL CHECK—ROUTINE
Do not remove radiator cap for routine coolant level inspections.
The coolant reserve system provides a quick visual method for determining the coolant level without removing the radiator cap. With the engine cold
and not running, simply observe the level of the coolant in the reserve tank (Fig. 3). The coolant level should be between the minimum and maximum marks.
COOLANT—ADDING ADDITIONAL
The radiator cap should not be removed.
When additional coolant is needed to maintain this level, it should be added to the coolant reserve tank.
Use only 50/50 mix of ethylene glycol type antifreeze and water.
CAUTION: Do not use well water, or suspect water supply in cooling system. A 50/50 ethylene glycol and distilled water mix is recommended.
COOLANT LEVEL SERVICE
The cooling system is closed and designed to maintain coolant level to the top of the radiator.
When servicing requires a coolant level check in the radiator, the engine must be off and not under pressure. Drain several ounces of coolant from the radiator draincock while observing the Coolant
Fig. 15 Coolant Temperature Sensor—2.4L Engine
Drain/Fill
Removal of a sensor is required because the thermostat does not have an air vent. Sensor removal allows an air bleed for coolant to drain from the engine block.
COOLING SYSTEM—REFILLING
First clean system to remove old coolant, see Cooling System Cleaning.
Fill the system, using the correct antifreeze as described in the Coolant Section. Fill the system to
50 percent of its capacity with 100 percent glycol.
Then complete filling system with water. The 2.4L
engine requires venting by removal of the coolant sensor on top of the water outlet connector (Fig. 15).
When coolant reaches this hole:
• Install coolant sensor and tighten to 7 N·m (60 in. lbs.) for 2.4L Engines.
NS
SERVICE PROCEDURES (Continued)
Continue filling system until full, this provides better heater performance. Be careful not to spill coolant on drive belts or the generator.
Fill coolant reserve system to at least the MAX mark with 50/50 solution. It may be necessary to add coolant to the reserve tank after three or four warm up/cool down cycles to maintain coolant level between the MAX and MIN mark. This will allow trapped air to be removed from the system.
REMOVAL AND INSTALLATION
WATER PUMP—2.4L ENGINE
REMOVAL
(1) Disconnect negative cable from battery.
(2) Raise vehicle on a hoist. Remove right inner splash shield.
(3) Remove accessory drive belts. Refer to Accessory Drive Belt service in this section.
(4) Drain cooling system. Refer to Cooling System
Draining in this section.
(5) Support engine from the bottom and remove right engine mount.
(6) Remove right engine mount bracket.
(7) Remove timing belt. Refer to Group 9, Engine for procedure.
(8) Remove timing belt idler pulley.
(9) Hold camshaft sprocket with Special tool
C-4687 and adaptor C-4687-1 while removing bolt.
Remove both cam sprockets.
(10) Remove rear timing belt cover.
(11) Remove water pump attaching screws to engine (Fig. 16).
Fig. 16 Water Pump—2.4L Engine
INSTALLATION
(1) Install new O-ring gasket in water pump body
O-ring groove (Fig. 17).
CAUTION: Make sure O-ring is properly seated in water pump groove before tightening screws. An improperly located O-ring may cause damage to the
O-ring and cause a coolant leak.
COOLING SYSTEM 7 - 17
(2) Assemble pump body to block and tighten screws to 12 N·m (105 in. lbs.) (Fig. 16). Pressurize cooling system to 15 psi with pressure tester and check water pump shaft seal and O-ring for leaks.
(3) Rotate pump by hand to check for freedom of movement.
(4) Install rear timing belt cover.
(5) Install camshaft sprockets and torque bolts to
101 N·m (75 ft. lbs.).
(6) Install timing belt idler pulley and torque mounting bolt to 61 N·m (45 ft. lbs.).
(7) Install timing belt. Refer to Group 9, Engine,
2.4L Timing Belt.
(8) Install right engine mount bracket and engine mount. Refer to Group 9 for procedure.
(9) Fill cooling system. See Cooling System Fill- ing.
(10) Install accessory drive belts, Refer to Accessory Drive Belts, in this section.
(11) Lower vehicle and connect battery cable.
Fig. 17 Water Pump Body
WATER PUMP INLET TUBE—2.4L ENGINE
REMOVAL
(1) Drain cooling system. Refer to procedure outlined in this section.
(2) Remove upper radiator hose to access the hose connections at the inlet tube.
(3) Remove lower radiator hose and heater hose from the inlet tube (Fig. 18).
(4) Remove the 2 fasteners that hold the inlet tube to the block.
(5) Rotate tube while removing the tube from the engine block (Fig. 19).
INSTALLATION
(1) Inspect the O-ring for damage before installing the tube into the cylinder block (Fig. 19).
(2) Lube O-ring with coolant and install into the cylinder block opening.
(3) Install 2 fasteners and tighten to 12 N·m (105 in. lbs.).
(4) Connect lower radiator hose and heater hose to inlet tube (Fig. 18).
7 - 18 COOLING SYSTEM
REMOVAL AND INSTALLATION (Continued)
(5) Install upper radiator hose.
(6) Fill cooling system. Refer to procedure outlined in this section.
Fig. 18 Water Pump Inlet Tube Hose Connections
Fig. 20 Water Pump—3.0L Engine
(3) Impeller rubs the inside of pump.
(4) Loose or rough turning bearing.
NS
Fig. 19 Water Pump Inlet Tube —Service
WATER PUMP—3.0L ENGINE
REMOVAL
(1) Drain cooling system. Refer to Draining Cooling System in this group.
(2) To gain access to water pump refer to Group 9,
Engine for Timing Belt Removal.
(3) Remove mounting bolts.
(4) Separate pump from water inlet pipe (Fig. 20) and (Fig. 21) and remove.
INSPECTION
Replace the water pump if it has any of the following defects.
(1) Damage or cracks on the pump body.
(2) Coolant leaks, if the shaft seal is leaking, evident by traces of coolant leaks from vent hole A in
(Fig. 21).
Fig. 21 Water Pump Inspection
Fig. 22 Water Pipe O-Ring
NS
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
(1) Clean all gasket and O-ring surfaces on pump and water pipe inlet tube.
(2) Install new O-ring on water inlet pipe (Fig.
22). Wet the O-ring (with water) to ease assembly.
CAUTION: Keep the O-ring free of oil or grease.
(3) Install new gasket on water pump and install pump inlet opening over water pipe, press assembly to cause water pipe insertion into pump housing.
(4) Install pump to block mounting bolts and tighten to 27 N·m (20 ft. lbs.).
(5) See Timing Belt in Engine, Group 9 and install timing belt. Reassemble engine.
(6) Fill cooling system. See Refilling Cooling System.
WATER PUMP—3.3/3.8L ENGINES
REMOVAL
(1) Drain Cooling System. Refer to Draining Cooling System in this group.
(2) Remove Poly-V Drive Belt.
(3) Remove right front lower fender shield.
(4) Remove pump pulley bolts and remove pulley.
(5) Remove pump mounting screws (Fig.
23).
Remove water pump.
(6) Remove and discard O-ring seal.
(7) Clean O-ring groove and O-ring surfaces on pump and chain case cover. Take care not to scratch or gouge sealing surface.
COOLING SYSTEM 7 - 19
Fig. 24 Water Pump Body
(4) Position pulley on pump. Install screws and torque to 30 N·m (250 in. lbs.).
(5) Install drive belt. See Accessory Drive Belts in this group.
(6) Install right front lower fender shield.
(7) Refill Cooling System. See Refilling Cooling
System.
THERMOSTAT—2.4L ENGINE
REMOVAL
(1) Drain cooling system down below the thermostat level. Refer to Draining Cooling System in this group.
(2) Remove thermostat housing bolts and housing
(Fig. 25).
(3) Remove thermostat, discard gasket and clean both gasket sealing surfaces.
Fig. 23 Water Pump —3.3/3.8L Engines
INSTALLATION
(1) Install new O-ring into groove (Fig. 24).
(2) Install pump to chain case cover. Torque screws to 12 N·m (105 in. lbs.)
(3) Rotate pump by hand to check for freedom of movement.
Fig. 25 Thermostat, Housing, and Outlet
Connector—2.4L Engine
7 - 20 COOLING SYSTEM NS
REMOVAL AND INSTALLATION (Continued)
INSTALLATION—2.4L ENGINE
(1) Place a new gasket (dipped in clean water) on the engine outlet connector surface. Center the thermostat in thermostat housing (Fig. 25).
(2) Place the engine outlet connector and gasket over the thermostat, making sure thermostat is seated in the thermostat housing.
(3) Bolt outlet connector to thermostat housing
(Fig. 25). Tighten bolts to 28 N·m (250 in. lbs.).
(4) Refill the cooling system to the proper level.
Refer to Cooling System Refilling outlined in this section for procedure
(4) Refill the cooling system to the proper level.
Refer to Cooling System Refilling outlined in this section for procedure.
THERMOSTAT—3.0L ENGINE
REMOVAL
(1) Drain cooling system down below the thermostat level. Refer to Draining Cooling System in this group.
(2) Remove thermostat housing bolts and housing
(Fig. 26).
(3) Remove thermostat, discard gasket and clean both gasket sealing surfaces.
Fig. 27 Thermostat Installed—3.0L Engine
THERMOSTAT—3.3/3.8L ENGINES
REMOVAL
(1) Drain cooling system down below the thermostat level. Refer to Cooling System Draining in this section.
(2) Remove thermostat housing bolts and housing
(Fig. 28).
(3) Remove thermostat, discard gasket and clean both gasket sealing surfaces.
Fig. 26 Thermostat, Housing, and Water Box—3.0L
Engine
INSTALLATION—3.0L ENGINE
(1) Center thermostat in water box pocket. Check that the flange is seated correctly in the countersunk portion of the intake manifold water box (Fig. 26) and (Fig. 27).
(2) Install new gasket on water box.
(3) Install housing over gasket and thermostat and tighten bolts to 12 N·m (105 in. lbs.).
Fig. 28 Thermostat, Housing, and Water Box—3.3/
3.8L Engines
NS
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
(1) Place a new gasket (dipped in water) on the thermostat housing surface, center thermostat into opening in the intake manifold water box.
(2) Place housing and gasket over the thermostat, making sure thermostat is in the recess provided
(Fig. 28).
(3) Bolt housing to intake manifold, tighten bolts to 28 N·m (250 in. lbs.).
(4) Refill the cooling system to the proper level.
Refer to Cooling System Refilling outlined in this section for procedure.
RADIATOR
REMOVAL
(1) Disconnect negative cable from battery.
WARNING: DO NOT REMOVE THE CYLINDER
BLOCK PLUG OR THE RADIATOR DRAINCOCK
WITH THE SYSTEM HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM COOLANT CAN
OCCUR.
(2) Drain cooling system. Refer to Draining Cooling System of this section.
(3) Remove air intake resonator.
(4) Remove coolant reserve system tank to filler neck tube hose.
(5) Disconnect fans from the connector located on the left side of the fan module.
(6) Remove the Coolant Recovery System (CRS) tank retaining screw from the upper radiator closure panel crossmember.
(7) Disconnect the upper radiator mounting screws from the crossmember. Disconnect the engine block heater wire if equipped.
(8) Remove the upper radiator closure panel crossmember. Refer to Group 23 Body for procedure.
(9) Remove air cleaner assembly.
(10) Disconnect automatic transmission oil cooler lines at radiator and plug.
(11) Disconnect inlet and outlet hoses from the radiator. Remove the lower hose clip from the fan module.
(12) Remove A/C condenser fasteners and separate the condenser from the radiator (Fig. 29). Verify the condenser is supported in position.
(13) Remove A/C filter/dryer mounting bracket, 2 bolts to the fan module, and 2 nuts to the filter/dryer.
(14) Radiator can now be lifted free from engine compartment. Care should be taken not to dam- age radiator cooling fins or water tubes during removal.
Fig. 29 Air Conditioning Condenser Mounting
Fasteners
INSTALLATION
(1) Be sure the air seals are in position before
radiator is installed. Slide radiator down into position behind closure panel. Seat the radiator with the rubber isolators into the mounting holes provided, with a 10 lbs. force.
(2) Install A/C filter/dryer and mounting bracket onto fan module.
(3) Install Air Conditioning Condenser onto the radiator (Fig. 29).
(4) Unplug and connect automatic transmission oil cooler lines to radiator.
(5) Install inlet and outlet radiator hoses (including coolant reserve hose) and connect the fan motor electrical connection.
(6) Install air cleaner assembly.
(7) Install the upper radiator closure panel crossmember. Refer to Group 23 Body for procedure.
(8) Install the upper radiator mounting screws.
Tighten radiator mounting bolts to 12 N·m (105 in.
lbs.). Connect the engine block heater wire if equipped.
(9) Install the Coolant Recovery System (CRS) tank retaining screw to the upper radiator closure panel crossmember.
(10) Install air intake resonator.
(11) Fill cooling system. Refer to Cooling System
Filling in this section.
(12) Connect negative cable to battery.
RADIATOR DRAINCOCK
REMOVAL
COOLING SYSTEM 7 - 21
CAUTION: Use of pliers on draincock is not recommended. Damage may occur to part. Draincock should not be removed unless leakage observed.
(1) Turn the draincock stem counterclockwise to unscrew the stem. When the stem is unscrewed to
7 - 22 COOLING SYSTEM NS
REMOVAL AND INSTALLATION (Continued) the end of the threads turn back 1/8 turn and, pull the stem (Fig. 30) from the radiator tank.
(12) Disconnect and plug the transmission line from the radiator fitting on the lower left side.
(13) Raise vehicle on the hoist and remove the filter/drier, fan module and radiator mounting bolts located on the lower right of the module.
(14) Lower the vehicle on hoist and remove the upper fan module to radiator retaining clips.
(15) Remove the fan module from the vehicle.
Fig. 30 Draincock Disassembled
INSTALLATION
(1) Push the draincock assembly body into the tank opening until it snaps into place.
(2) Tighten the draincock stem by turning clockwise until it stops.
FAN MODULE
REMOVAL
There are no repairs to be made to the fan or shroud assembly. If the fan is warped, cracked, or otherwise damaged, it must be replaced as a assembly (Fig. 31).
(1) Raise the vehicle on hoist.
(2) Remove the radiator outlet hose from hose retaining clip and remove clip from shroud.
(3) Remove lower auxiliary transmission cooler lines from retaining clips on the fan module shroud, if equipped.
(4) Lower the vehicle. Remove the air intake resonator from the throttle body and air cleaner assembly.
(5) Disconnect the fans electrical connector located on the left side of the fan module.
(6) Remove the Coolant Recovery System (CRS) attaching screw from the upper crossmember.
(7) Remove upper grill to crossmember valence panel.
(8) Disconnect the upper radiator mounts from the crossmember. Remove the upper crossmember. Refer to Group 23 Body for procedure.
(9) Remove the air cleaner assembly.
(10) Remove fan module retaining fasteners (Fig.
31).
(11) Remove upper auxiliary transmission cooler lines from retaining clips on the fan module shroud, if equipped.
Fig. 31 Fan Module
INSTALLATION
(1) Install fan module assembly into attaching clips on the radiator.
(2) Install the upper fan module to radiator retaining clips.
(3) Raise vehicle on the hoist and install the filter/drier, fan module and radiator mounting fasteners located on the lower right of the module.
(4) Lower the vehicle. Connect the transmission line to the radiator fitting on the lower left side.
(5) Install the upper auxiliary transmission cooler lines to the retaining clips on the fan module shroud, if equipped.
(6) Install fan module retaining fasteners (Fig.
31). Tighten to 12 N·m (105 in. lbs.).
(7) Install the air cleaner assembly.
(8) Install the crossmember. Refer to Group 23
Body for procedure. Connect the upper radiator mounts to the crossmember. Tighten fasteners to 12
N·m (105 in. lbs.).
(9) Install the Coolant Recovery System (CRS) attaching screw to the upper crossmember. Tighten to 2 N·m (18 in. lbs.).
(10) Install upper grill to crossmember valence panel.
(11) Connect the fans to the connector located on the left side of the fan module.
(12) Install the air intake resonator to the throttle body and air cleaner assembly.
NS
REMOVAL AND INSTALLATION (Continued)
(13) Raise the vehicle. Install the lower auxiliary transmission cooler lines to the retaining clips on the fan module shroud, if equipped.
(14) Install outlet hose retainer clip to the shroud.
Install the radiator outlet hose to the retaining clip.
(15) Lower the vehicle.
ENGINE BLOCK HEATER
REMOVAL
(1) Drain coolant from radiator and cylinder block.
Refer to Cooling System Drain, Clean, Flush and
Refill of this section for procedure.
(2) Remove power cord plug from heater.
(3) Loosen screw in center of heater. Remove heater assembly.
INSTALLATION
(1) Thoroughly clean core hole and heater seat.
(2) Insert heater assembly with element loop positioned upward.
(3) With heater seated, tighten center screw securely to assure a positive seal.
(4) Fill cooling system with coolant to the proper level, vent air, and inspect for leaks. Pressurize system with Radiator Pressure Tool before looking for leaks.
(5) Install power cord plug to heater.
ACCESSORY DRIVE BELTS—2.4L
REMOVAL/INSTALLATION-ADJUST
GENERATOR AND AIR CONDITIONING
(1) Loosen lower generator pivot bolt and upper locking nut, then loosen adjusting bolt (Fig. 32) to remove belt tension.
CAUTION: Belt damage may occur if the following procedure is not performed.
(2) Tighten lock nut to 21 N·m (180 in. lbs.) and torque generator pivot bolt to 54 N·m (40 ft. lbs.). To assure proper alignment of generator assembly.
Adjust belt tension by tightening the adjusting bolt until proper belt tension is obtained. Refer to tension specification in Belt Tension Chart.
(3) Torque lock nut to 54 N·m (40 ft. lbs.).
POWER STEERING PUMP
(1) From on top of the vehicle loosen locking nuts
D and F (Fig. 33).
(2) From under the vehicle loosen the pivot bolt E.
Loosen adjusting bolt G until belt can be removed.
(3) After installing a new belt, adjust belt tension by tightening the adjusting bolt until the proper ten-
COOLING SYSTEM 7 - 23
Fig. 32 Air Conditioning Compressor/Generator
Belts—2.4L
sion obtained. Refer to tension specification in Belt
Tension Chart.
(4) Tighten locking nuts D and F to 54 N·m (40 ft.
lbs.).
(5) Tighten pivot bolt E to 54 N·m (40 ft. lbs.)
Fig. 33 Power Steering Pump Adjustment
7 - 24 COOLING SYSTEM
REMOVAL AND INSTALLATION (Continued)
ACCESSORY DRIVE BELTS—3.0L
GENERATOR/POWER STEERING PUMP BELT
NS
Proper Belt Tension and Belt Tension Chart in this
Section for procedure. Tighten pulley lock nut to 54
N·m (40 ft. lbs.) after adjustment.
REMOVAL/INSTALLATION
The Poly-V generator/power steering pump belt is provided with a dynamic tensioner (Fig. 34) to maintain proper belt tension. To remove or install this belt, apply force in a clockwise direction to the tensioner pulley bolt (Fig. 34).
ACCESSORY DRIVE BELT—3.3/3.8L
REMOVE/INSTALL
GENERATOR, POWER STEERING PUMP, AIR CONDITIONING
COMPRESSOR AND WATER PUMP DRIVE BELT
The Poly-V Drive belt is provided with a dynamic tensioner (Fig. 36) to maintain proper belt tension.
To remove or install this belt.
(1) Raise vehicle on hoist.
(2) Remove right front splash shield.
(3) Release tension by rotating the tensioner clockwise (Fig. 36).
(4) Reverse above procedure to install.
Fig. 34 Release Belt Tensioner—3.0L
AIR CONDITIONING BELT
REMOVAL
To remove the air conditioning compressor drive belt, first loosen the idler pulley lock nut, then turn the adjusting screw to lower the idler pulley (Fig.
35).
Fig. 35 Air Conditioning Drive Belt—3.0L Engine
INSTALLATION/ADJUSTMENT
To adjust the air conditioning drive belt, loosen the idler pulley lock nut (Fig. 35) and adjust belt tension by tightening adjusting screw. Refer to
Fig. 36 Accessory Drive Belt—3.3/3.8L Engines
CLEANING AND INSPECTION
WATER PUMP
Replace the water pump if it has any of the following defects.
(1) Damage or cracks on the pump body.
(2) Coolant leaks; if the seal is leaking, this will be evident by traces of thick deposits of greenish-brown dried glycol running down the pump body and components below. A thin black stain below pump weep hole is considered normal operation.
(3) Impeller rubs inside of chain case cover
3.3/3.8L or cylinder block 2.4L engines.
(4) Excessively loose or rough turning bearing.
NS
CLEANING AND INSPECTION (Continued)
NOTE: It is normal for the water pump to weep a small amount of coolant from the weep hole (black stain on water pump body). Do not replace the water pump if this condition exists. Replace the water pump if a heavy deposit or a steady flow of green/brown engine coolant is evident on water pump body from the weep hole (shaft seal failure).
Be sure to perform a thorough analysis before replacing water pump.
ACCESSORY DRIVE BELT
When inspecting serpentine drive belts, small cracks that run across the ribbed surface of the belt from rib to rib (Fig. 37), are considered normal. these are not reasons to replace the belt. However, cracks running along the rib (not across) are not normal.
Any belt with cracks running along the rib must be replaced (Fig. 37). Also replace the belt if it has excessive wear, frayed cords or severe glazing.
COOLING SYSTEM 7 - 25 neck top surface. This design assures coolant return to radiator.
COOLING SYSTEM CLEANING
Drain cooling system (see: Cooling System
Draining ) and refill with clean water (see: Cooling
System Refilling ). Run engine with radiator cap installed until upper radiator hose is hot. Stop engine and drain water from system. If water is dirty; fill, run, and drain system again, until water runs clear.
REVERSE FLUSHING THE RADIATOR
Drain cooling system and remove radiator hoses from engine. Install suitable flushing gun in radiator lower hose. Fill radiator with clean water and turn on air in short blasts.
CAUTION: Internal radiator pressure must not exceed 138 kPa (20 psi) as damage to radiator may result. Continue this procedure until water runs clear.
Fig. 37 Serpentine Drive Belt Wear Patterns
RADIATOR PRESSURE CAP
INSPECTION
Hold the cap in hand, right side up. The vent valve at the bottom of the cap should open. If the rubber gasket has swollen and prevents the valve from opening, replace the cap.
Hold the cleaned cap in hand upside down. If any light shows between vent valve and rubber gasket, replace cap. Do not use a replacement cap that has a spring to hold the vent shut.
Replacement cap must be of the type designed for coolant reserve system with a completely sealed diaphragm spring, and rubber gasket to seal to filler
REVERSE FLUSHING THE ENGINE
Drain radiator (see: Draining Cooling System ) and remove hoses from radiator. Remove engine thermostat and reinstall thermostat housing. Install suitable flushing gun to thermostat housing hose. Turn on water, and when engine is filled, turn on air, but no higher than 138 kPa (20 psi) in short blasts. Allow engine to fill between blasts of air. Continue this procedure until water runs clean. Reinstall thermostat using a new housing gasket. Fill cooling system (See
Refilling).
CHEMICAL CLEANING
One type of corrosion encountered with aluminum cylinder heads is aluminum hydroxide deposits. Corrosion products are carried to the radiator and deposited when cooled off. They appear as dark grey when wet and white when dry. This corrosion can be removed with a two part cleaner (oxalic acid and neutralizer) available in auto parts outlets. Follow manufacturers directions for use.
ADJUSTMENTS
PROPER BELT TENSION
Satisfactory performance of the belt driven accessories depends on proper belt tension. Belt tensioning should be performed with the aid of a Burroughs gauge Special Tool C-4162. Because of space limitations in the engine compartment, the use of the gauge may be restricted. Raise the vehicle on a hoist
7 - 26 COOLING SYSTEM
ADJUSTMENTS (Continued) and the remove the splash shield to gain access to the drive belts.
BELT TENSION GAUGE METHOD
Use belt tensioning Special Tool Kit C-4162 for:
CAUTION: The Burroughs gauge for the Poly-V belt is not to be used on the V-belt. These gauges are not interchangeable.
• For conventional V-belts affix the Burroughs gauge (Special Tool C-4162) to the belt. Adjust the belt tension for New or Used belt as prescribed in the
Belt Tension Chart.
•
For a Poly-V belt affix the Poly-V Burroughs gauge to the belt and then apply specified tension to the belt as prescribed in the Belt Tension Chart
Adjust belt tension for a New or Used belt as prescribed in the Belt Tension Chart.
BELT TENSION CHART
ACCESSORY DRIVE
BELT
GAUGE
2.4L ENGINE
A/C COMPRESSOR /
GENERATOR
NEW 190 LB.
USED 115 LB.
POWER STEERING NEW 140 LB.
USED 90 LB.
3.0L ENGINE
A/C COMPRESSOR NEW 150 LB.
GENERATOR / POWER
STEERING
USED 80 LB.
DYNAMIC TENSIONER
3.3/3.8L ENGINES
A/C COMPRESSOR DYNAMIC TENSIONER
GENERATOR / WATER
PUMP / POWER
STEERING
DYNAMIC TENSIONER
NS
SPECIFICATIONS
COOLING SYSTEM CAPACITY
Engine Standard Duty
2.4L
3.0L
3.3/3.8L
Front
Heater
10.6
liters*
(11.23
qts.)*
12.3
liters*
(13.0
qts.)*
12.5
liters*
(13.23
qts.)*
Rear
Heater
N/A
N/A
15.26
liters*
(16.13
qts.)*
Trailer Tow or
Heavy Duty
Front
Heater
N/A
N/A
12.5
liters*
(13.23
qts.)*
Rear
Heater
N/A
15.0
liters*
(15.9
qts.)*
15.26
liters*
(16.13
qts)*
*Includes Heater and Coolant Recovery Tank Filled to
Max Level.
TORQUE CHART
DESCRIPTION TORQUE
Thermostat Housing
Bolts—2.4L & 3.3/3.8L . . . . . .28 N·m (250 in. lbs.)
Bolts—3.0L . . . . . . . . . . . . . . .12 N·m (105 in. lbs.)
Water Pump Mounting
Bolts—2.4L & 3.3/3.8L . . . . . .12 N·m (250 in. lbs.)
Bolts—3.0L . . . . . . . . . . . . . . .27 N·m (240 in. lbs.)
Water Pump Inlet Tube
Bolts—2.4L . . . . . . . . . . . . . . .12 N·m (250 in. lbs.)
Bolts—3.0L . . . . . . . . . . . . . . . .11 N·m (94 in. lbs.)
Water Pump Pulley
Bolts—3.3/3.8L . . . . . . . . . . . .28 N·m (250 in. lbs.)
Transaxle Oil Cooler Hose
Clamps—All Engines . . . . . . . . .2 N·m (18 in. lbs.)
Radiator Mounting Upper Bracket
Nut—All Engines . . . . . . . . . .12 N·m (105 in. lbs.)
SPECIAL TOOLS
COOLING
Belt Tension Gauge C-4162
NS/GS COOLING SYSTEM 7 - 1
COOLING SYSTEM
GENERAL INFORMATION
COOLANT PRESSURE BOTTLE . . . . . . . . . . . . 1
COOLING SYSTEM — 2.0L GASOLINE . . . . . . 1
COOLING SYSTEM — 2.5L VM DIESEL . . . . . 1
LOW COOLANT LEVEL SENSOR . . . . . . . . . . . 1
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DESCRIPTION AND OPERATION
AUTOMATIC BELT TENSIONER . . . . . . . . . . . . 6
BELT TENSION . . . . . . . . . . . . . . . . . . . . . . . . . 5
. . . . . . . . . . . . . . . 5
PRESSURE/VENT CAP . . . . . . . . . . . . . . . . . . . 4
. . . . . . . . . . . . . . . 4
. . . . . . . . . . . . . . . . . . . . . . . . . 6
WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . . 3
SERVICE PROCEDURES
ADDING ADDITIONAL COOLANT . . . . . . . . . . . 7
DRAINING COOLING SYSTEM . . . . . . . . . . . . . 7
. . . . . . . . . . . . 7
REMOVAL AND INSTALLATION
ENGINE THERMOSTAT— 2.0L GASOLINE
. . . 9
CONTENTS page page
GENERATOR/POWER STEERING BELT — 2.5L
VM DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . 10
. . . . . . . . . . . 9
THERMOSTAT — 2.5L VM DIESEL . . . . . . . . . 9
WATER PUMP BELT — 2.5L VM DIESEL . . . 10
WATER PUMP — 2.0L GASOLINE . . . . . . . . . 7
. . . . . . . . 8
CLEANING AND INSPECTION
WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . 10
ADJUSTMENTS
. . . . . . . . . . . . . . . . . 11
. . . . . . . . . 11
SPECIFICATIONS
COOLING SYSTEM CAPACITY . . . . . . . . . . . . 12
. . . . . . . . . . . . . . . . . . . . . . 12
SPECIAL TOOLS
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
GENERAL INFORMATION
COOLING SYSTEM — 2.0L GASOLINE
The 2.0L gasoline engine cooling system consists of an engine cooling module, thermostat, coolant, a water pump to circulate the coolant. The engine cooling module may consist of a radiator, electric fan motors, fan, shroud, coolant reserve system, hoses, clamps, air condition condenser.
• When the Engine is cold: The thermostat is closed; the cooling system has no flow through the radiator. The coolant flows through the engine, heater system and bypass.
• When the Engine is warm: Thermostat is open; the cooling system has flow through radiator, engine, heater system and bypass.
COOLING SYSTEM — 2.5L VM DIESEL
The cooling system has a radiator, coolant, electric fan motors, shroud, pressure cap, thermostat, coolant pressure bottle, hoses, a water pump to circulate the coolant, to complete the circuit. Coolant flow for the
VM diesel engine is shown in (Fig. 1).
COOLANT PRESSURE BOTTLE
2.5L VM DIESEL
This system works with the pressure cap to use thermal expansion and contraction of the coolant to keep the coolant free of trapped air. It provides some reserve coolant to cover minor leaks and evaporation or boiling losses. The coolant pressure bottle location for 2.5L diesel is above the cylinder head cover (Fig.
2).
LOW COOLANT LEVEL SENSOR
The low coolant level sensor checks for low coolant level in the coolant tank. A signal will be sent from this sensor to the Body Control Module (BCM). When the BCM determines low coolant level for 30 continuous seconds, the instrument panel mounted low coolant level warning lamp will be illuminated. The sensor is located on the front side of the coolant tank
(Fig. 4). For information, refer to Group 8E, Instrument Panel and Gauges.
If this lamp is illuminated, it indicates the need to fill the coolant tank and check for leaks.
7 - 2 COOLING SYSTEM
GENERAL INFORMATION (Continued)
NS/GS
Fig. 1 Cooling System Operation – 2.5L VM Diesel
Fig. 2 Coolant Pressure Bottle – 2.5L VM Diesel
Fig. 3 Low Coolant Warning Sensor Connector –
2.5L VM Diesel
RADIATOR
The radiators are cross-flow types (horizontal tubes) with design features that provide greater strength along with sufficient heat transfer capabili-
NS/GS
GENERAL INFORMATION (Continued)
COOLING SYSTEM 7 - 3
Fig. 4 Low Coolant Level Sensor ties to keep the engine satisfactorily cooled (Fig. 5) and (Fig. 6).
CAUTION: Plastic tanks, while stronger then brass are subject to damage by impact, such as wrenches etc., or by excessive torque on hose clamps.
If the plastic tank is damaged, replace the radiator.
Fig. 6 Cooling Module —VM Diesel bolts directly to the block (Fig. 7). Cylinder block to water pump sealing is provided by a rubber O-ring.
The water pump is driven by the timing belt. Refer to Group 9, Engine section for component removal to access the water pump.
NOTE: The water pump on all models can be replaced without discharging the air conditioning system.
2.5L VM DIESEL
The Diesel engine water pump has an aluminum body and housing with a stamped steel impeller. The pump uses an O-ring gasket between body and housing. The water pump is driven by the accessory drive belt, and the pump housing is bolted to the cylinder block (Fig. 9).
WATER PUMP
Fig. 5 Cooling Module —2.0LGasoline
DESCRIPTION AND OPERATION NOTE: The water pump on all models can be replaced without discharging the air conditioning system.
2.0L GASOLINE
The water has a diecast aluminum body and housing with a stamped steel impeller. The water pump
7 - 4 COOLING SYSTEM
DESCRIPTION AND OPERATION (Continued)
NS/GS
Fig. 7 Water Pump—2.0L Gasoline Engine
Fig. 8 Water Pump—2.0L Gasoline Engine
Fig. 9 Water Pump—2.5L VM Diesel
THERMOSTAT OPERATION
2.5 VM DIESEL
The engine cooling thermostats are wax pellet driven, reverse poppet choke type. They are designed to provide the fastest warm up possible by preventing leakage through them and to guarantee a minimum engine operating temperature (Fig. 10). The thermostat has a hole to bleed off air in the cooling system during engine warm up. The thermostat begins to open at 80° C 6 2° (176° F 6 4°).
Fig. 10 Thermostat and Housing — 2.5L VM Diesel
PRESSURE/VENT CAP
WARNING: Engine coolant can reach temperatures of 200° fahrenheit or greater. If the cooling system is opened with coolant at a high temperature, hot coolant can be forced out of the system under high pressures, causing personal injury. Allow system to cool down prior to removing the pressure cap.
The pressure/vent cap is secured to the coolant tank neck by a means of a cam lock system. This cap releases excess pressure at some point within a range of 90-117 kPa (13- 17 psi) for gasoline engines, and 110–124 kPa (16–18 psi) for diesel engines. The actual pressure relief point (in pounds) is labeled on top of the cap (Fig. 11).
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. 11) contains a spring-loaded pressure relief valve. This valve opens when system pressure reaches approximately 103 kPa (15 psi).
When the engine is cooling down, vacuum is formed within the cooling system. To prevent collapse of the radiator and coolant hoses from this vacuum, a vacuum valve is used within the cap. This valve prevents excessive pressure differences from occurring between the closed cooling system and the atmosphere. If the vacuum valve is stuck shut, the radiator and/or cooling system hoses will collapse on cooldown.
NS/GS
DESCRIPTION AND OPERATION (Continued)
Fig. 11 Coolant Tank Pressure/Vent Cap
NOTE: Do not use any type of tool when tightening the cap. Hand tighten only (approximately 5 N·m or 44 in. lbs.) torque.
COOLANT PERFORMANCE
ETHYLENE-GLYCOL MIXTURES
The required ethylene-glycol (antifreeze) and water mixture depends upon the climate and vehicle operating conditions. The recommended mixture of 50/50 ethylene-glycol and water will provide protection against freezing to -37 deg. C (-35 deg. F). The antifreeze concentration must always be a minimum of
44 percent, year-round in all climates. If percentage is lower than 44 percent, engine parts may be eroded by cavitation, and cooling system components may be severely damaged by corrosion.
Maximum protection against freezing is provided with a 68 percent antifreeze concentration, which prevents freezing down to -67.7 deg. C (-90 deg. F). A higher percentage will freeze at a warmer temperature.
100 Percent Ethylene-Glycol—Should Not Be Used in
Chrysler Vehicles
Use of 100 percent ethylene-glycol will cause formation of additive deposits in the system, as the corrosion inhibitive additives in ethylene-glycol require the presence of water to dissolve. The deposits act as insulation, causing temperatures to rise to as high as
149 deg. C (300) deg. F). This temperature is hot enough to melt plastic and soften solder. The increased temperature can result in engine detonation. In addition, 100 percent ethylene-glycol freezes at 22 deg. C (-8 deg. F ).
Propylene-glycol Formulations—Should Not Be Used in
Chrysler Vehicles
Propylene-glycol formulations do not meet
Chrysler coolant specifications. It’s overall effective temperature range is smaller than that of ethylene-glycol. The freeze point of 50/50 propylene-glycol and water is -32 deg. C (-26 deg. F). 5 deg. C higher than ethylene-glycol’s freeze point. The boiling point
(protection against summer boil-over) of propyleneglycol is 125 deg. C (257 deg. F ) at 96.5 kPa (14 psi), compared to 128 deg. C (263 deg. F) for ethylene-glycol. Use of propylene-glycol can result in boil-over or freeze-up in Chrysler vehicles, which are designed for ethylene-glycol. Propylene glycol also has poorer heat transfer characteristics than ethylene glycol. This can increase cylinder head temperatures under certain conditions.
Propylene-glycol/Ethylene-glycol Mixtures—Should Not Be
Used in Chrysler Vehicles
Propylene-glycol/ethylene-glycol Mixtures can cause the destabilization of various corrosion inhibitors, causing damage to the various cooling system components. Also, once ethylene-glycol and propylene-glycol based coolants are mixed in the vehicle, conventional methods of determining freeze point will not be accurate. Both the refractive index and specific gravity differ between ethylene glycol and propylene glycol.
CAUTION: Richer antifreeze mixtures cannot be measured with normal field equipment and can cause problems associated with 100 percent ethylene-glycol.
BELT TENSION
COOLING SYSTEM 7 - 5
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 power steering assist, loss of air conditioning capacity, reduced generator output rate and greatly reduced belt life.
7 - 6 COOLING SYSTEM NS/GS
DESCRIPTION AND OPERATION (Continued)
Initial belt adjustment is done with a adjustable tensioner pulley. After the initial adjustment is performed, an automatic belt tensioner is used to maintain correct belt tension at all times. Do not attempt to check belt tension with a belt tension gauge on vehicles equipped with an automatic belt tensioner.
Refer to Automatic Belt Tensioner in this group.
AUTOMATIC BELT TENSIONER
Drive belt tension is controlled by a spring loaded automatic belt tensioner located below and to the front of the engine oil filter (Fig. 12). This tensioner is connected to a pivot bracket and a pulley (Fig. 12).
The pivot bracket rotates on a pivot pin attached to the engine. Special machined washers with rubber o-rings (Fig. 12) are used at each side of the pivot bracket to help keep dirt and water away from the pivot pin.
If a defective belt tensioner is suspected, a check of this pivot bracket and pivot pin should be made. Corrosion may have formed at the pin and may cause the pivot bracket to stick. Belt slippage will result.
THERMOSTAT
DIAGNOSIS
Diesel engines, due to their inherent efficiency are slower to warm up than gasoline powered engines, and will operate at lower temperatures when the vehicle is unloaded. Because of this, lower temperature gauge readings for diesel versus gasoline engines may, at times be normal.
Typically, complaints of low engine coolant temperature are observed as low heater output when combined with cool or cold outside temperatures.
To help promote faster engine warm-up, an electric engine block heater must be used with cool or cold outside temperatures. This will help keep the engine coolant warm when the vehicle is parked. Use the block heater if the outside temperature is below 4°C
(40°F). Do not use the block heater if the out- side temperature is above 4°C (40°F).
TESTING
WARNING: BECAUSE OF HIGH SPRING PRES-
SURE, DO NOT ATTEMPT TO DISASSEMBLE THE
AUTOMATIC BELT TENSIONER. UNIT IS SERVICED
AS AN ASSEMBLY.
NOTE: The DRB scan tool shoud be used to monitor engine coolant temperature on the diesel engine. Refer to the 1998 GS Powertrain Diagnostic
Manual for thermostat diagnosis procedure.
Fig. 12 Automatic Belt Tensioner Assembly
NS/GS
SERVICE PROCEDURES
ADDING ADDITIONAL COOLANT
2.5L VM DIESEL
Do not remove coolant bottle pressure cap when the engine is hot. Remove pressure cap and fill coolant bottle between Min and Max lines inside filler neck. Use only 50/50 mix of ethylene glycol type antifreeze and water (Fig. 13). Squeezing radiator hoses may help purge air from the cooling system.
COOLING SYSTEM 7 - 7
Fig. 13 Coolant Pressure Bottle—2.5L VM Diesel
DRAINING COOLING SYSTEM
2.0L GASOLINE
To drain cooling system move temperature selector for heater to full heat with engine running. Without removing radiator pressure cap and with sys-
tem not under pressure, Shut engine off and open draincock. The coolant reserve tank should empty first, then remove radiator pressure cap and let the radiator drain (if not, see Testing Cooling System for leaks).
2.5L VM DIESEL
The cooling system does not have a radiator mounted pressure cap. Instead the pressure cap is mounted on the coolant pressure bottle (Fig. 14).
(1) Shut off engine.
(2) Remove radiator pressure cap.
(3) Open draincock and allow coolant to drain.
Fig. 14 Pressure Cap and Bottle—VM Diesel
REFILLING COOLING SYSTEM
2.0L GASOLINE
Refer to the gasoline engine cooling system information in this manual. Cooling system capacity is 6.0
liters (6.34 qts.) which includes the heater and coolant recovery tank.
2.5L VM DIESEL
First clean system to remove old glycol, see Cooling
System Cleaning.
(1) Disconnect upper radiator hose at thermostat housing.
(2) Remove pressure cap from coolant expansion tank.
(3) Fill cooling system through upper radiator hose until coolant starts to leak out at the thermostat housing. Reconnect hose and re-install clamp.
(4) Fill expansion tank to top of bottle. Run engine at idle without pressure cap installed for 5 minutes.
Squeeze upper radiator hose several times.
(5) Shut off engine. Top off coolant and install pressure cap.
(6) Inspect system for leaks.
REMOVAL AND INSTALLATION
WATER PUMP — 2.0L GASOLINE
REMOVAL
(1) Remove accessory drive belts and power steering pump.
(2) Drain cooling system.
7 - 8 COOLING SYSTEM
REMOVAL AND INSTALLATION (Continued)
(3) Remove power steering pump bracket bolts and set pump and bracket assembly aside. Power steering lines do not need to be disconnected.
(4) Remove timing belt.
(5) Remove inner timing belt cover.
(6) Remove water pump attaching screws to engine
(Fig. 15).
NS/GS
Fig. 16 Water Pump Body — 2.0L Gasoline
Fig. 15 Water Pump — 2.0L Gasoline
INSTALLATION
(1) Install new O-ring gasket in water pump body
O-ring groove (Fig. 16). Use small dabs of Mopar Silicone Rubber Adhesive Sealant around the water pump body to secure O-ring in place during installation.
CAUTION: Make sure O-ring gasket is properly seated in water pump groove before tightening screws. An improperly located O-ring may cause damage to the O-ring and cause a coolant leak.
(2) Assemble pump body to block and tighten screws to 12 N·m (105 in. lbs.). Pressurize cooling system to 15 psi with pressure tester and check water pump shaft seal and O-ring for leaks.
(3) Rotate pump by hand to check for freedom of movement.
(4) Install inner timing belt cover.
(5) Install timing belt.
(6) Fill cooling system. See Filling Cooling Sys- tem.
(7) Install power steering pump and accessory drive belts.
WATER PUMP — 2.5L VM DIESEL
REMOVAL
(1) Drain cooling system. Refer to Draining Cooling System in this Group.
(2) Remove the right inner splash shield (Fig. 17).
(3) Loosen the water pump pulley attaching bolts
(Fig. 18) before the accessory drive belt is removed.
(4) Loosen water pump accessory drive belts (Fig.
19). Remove water pump pulley.
Fig. 17 Right Side Splash Shield
Fig. 18 Water Pump and Pulley — 2.5 L VM Diesel
(5) Remove water pump attaching bolts and remove pump.
INSTALLATION
(1) Install a new water pump to housing O-ring gasket. Install pump and tighten the attaching bolts to 22.6 N·m (205 in. lbs.)
NS/GS
REMOVAL AND INSTALLATION (Continued)
COOLING SYSTEM
(2) Remove radiator hose at thermostat cover.
(3) Remove thermostat cover bolts (Fig. 20).
(4) Remove Thermostat.
7 - 9
Fig. 19 Water Pump Drive Belt— 2.5 L VM Diesel
(2) Install water pump pulley.
(3) Install drive belt, Refer to Accessory Drive
Belts, this Group. Tighten water pump pulley attaching bolts to 27.5 N·m (240 in. lbs.)
(4) Install right inner splash shield.
(5) Refill cooling system. Refer to Refilling Cooling
System in this Group.
ENGINE THERMOSTAT— 2.0L GASOLINE
REMOVAL
(1) Drain cooling system to the thermostat level or below.
(2) Remove coolant recovery system (CRS) hose and thermostat/engine outlet connector bolts.
(3) Remove thermostat and seal, and clean sealing surfaces.
INSTALLATION
(1) Place the new thermostat assembly into the thermostat housing/outlet connector. Align air bleed vent with notch in cylinder head.
(2) Install thermostat housing/outlet connector onto cylinder head and tighten bolts to 12.5 N·m (110 in. lbs.). Connect the upper radiator hose.
(3) Refill cooling system (see Refilling System).
THERMOSTAT — 2.5L VM DIESEL
REMOVAL
(1) Drain cooling system down below the thermostat level. Refer to Draining Cooling System in this section.
Fig. 20 Thermostat and Housing — 2.5L VM Diesel
INSTALLATION
(1) Remove old gasket material from thermostat housing and cover.
(2) Install new thermostat gasket.
(3) Install thermostat and tighten cover bolts to
10.8 N·m (96 in. lbs.).
(4) Install radiator hose.
(5) Refill cooling system. Refer to Refilling Cooling
System in this section.
RADIATOR — 2.5L VM DIESEL
REMOVAL
(1) Disconnect battery.
(2) Remove power steering reservoir attaching bolts, and reposition reservoir.
(3) Remove radiator closure panel crossmember
(Fig. 21).
(4) Remove air cleaner housing and intake hose.
(5) Unplug fan module 4 pin wiring connector.
(6) Drain cooling system. Refer to Draining cooling system in this section for procedure.
(7) Remove upper and lower Radiator Hoses.
(8) Remove radiator attaching bolts.
(9) Loosen A/C receiver/dryer lower bolt.
(10) Remove Radiator.
(11) Remove fan module from radiator.
7 - 10 COOLING SYSTEM
REMOVAL AND INSTALLATION (Continued)
NS/GS
Fig. 21 Radiator Closure Panel Crossmember
INSTALLATION
(1) Install fan module on radiator.
(2) Install radiator.
(3) Tighten receiver/dryer lower bolt.
(4) Install radiator attaching bolts.
(5) Install lower and upper radiator hoses.
(6) Connect fan module.
(7) Install air cleaner housing and intake hose.
(8) Install radiator closure panel crossmember.
(9) Install power steering reservoir attaching bolts.
(10) Refill cooling system. Refer to Refilling cooling system in this section for procedure.
(11) Connect battery.
WATER PUMP BELT — 2.5L VM DIESEL
REMOVAL
(1) Remove generator/power steering belt. Refer to procedure in this section.
(2) Raise vehicle on hoist.
(3) Remove right side splash shield (Fig. 22).
(4) Loosen belt tensioner bracket bolts (Fig. 23).
Fig. 23 Water Pump Belt Removal — 2.5L VM Diesel
(5) Loosen adjuster lock nut.
(6) Loosen adjusting bolt, and remove belt.
INSTALLATION
(1) Install water pump belt.
(2) Turn adjusting bolt clockwise to tighten belt.
(3) Tighten lock nut.
(4) Tighten belt tensioner bracket bolts
(5) Lower vehicle.
(6) Install generator/power steering belt. Refer to procedure in this section.
GENERATOR/POWER STEERING BELT — 2.5L VM
DIESEL
REMOVAL
(1) Loosen generator pivot bolt (Fig. 24).
(2) Loosen adjusting bracket bolt.
(3) Loosen adjusting nut.
(4) Remove generator/power steering belt.
INSTALLATION
(1) Install generator/power steering belt.
(2) Tighten adjusting nut.
(3) Tighten adjusting bracket bolt.
(4) Tighten generator pivot bolt.
Fig. 22 Right Side Splash Shield
CLEANING AND INSPECTION
WATER PUMP
Replace the water pump if it has any of the following defects.
(1) Damage or cracks on the pump body.
NS/GS
CLEANING AND INSPECTION (Continued)
COOLING SYSTEM 7 - 11
Fig. 24 Generator/Power Steering Removal – 2.5L
VM Diesel
(2) Coolant leaks; if the seal is leaking, this will be evident by traces of thick deposits of greenish-brown dried glycol running down the pump body and components below. A thin black stain below pump weep hole is considered normal operation.
(3) Impeller rubs inside of the cylinder block 2.0L
engine. Impeller rubs inside of the water pump housing 2.5L VM diesel engine.
(4) Excessively loose or rough turning bearing.
NOTE: It is normal for the water pump to weep a small amount of coolant from the weep hole (black stain on water pump body). Do not replace the water pump if this condition exists. Replace the water pump if a heavy deposit or a steady flow of green/brown engine coolant is evident on water pump body from the weep hole (shaft seal failure).
Be sure to perform a thorough analysis before replacing water pump.
ADJUSTMENTS
BELT TENSION GAUGE METHOD
Use belt tensioning Special Tool Kit C-4162 for:
CAUTION: The Burroughs gauge for the Poly-V belt is not to be used on the V-belt. These gauges are not interchangeable.
• For conventional V-belts affix the Burroughs gauge (Special Tool C-4162) to the belt. Adjust the belt tension for New or Used belt as prescribed in the
Belt Tension Chart. For a Poly-V belt affix the Poly-V
Burroughs gauge to the belt and then apply specified tension to the belt as prescribed in the Belt Tension
Chart
Adjust the belt tension for a New or Used belt as prescribed in the Belt Tension Chart.
BELT TENSION CHART
ACCESSORY DRIVE
BELT
2.0L GASOLINE ENGINE
GENERATOR AND AIR
CONDITIONING
POWER STEERING
GAUGE
NEW 667 6 44 N (150
6 10 LBS).
USED 556 N (125 LBS.)
NEW 578 6 44 N (130
6 10 LBS).
USED 489 N (110 LBS).
2.5L VM DIESEL
WATER PUMP
GENERATOR /AIR
CONDITIONING/
POWER STEERING
NEW N/A LBS.
USED N/A LBS.
NEW 667 6 44 N (150
6 10 LBS).
USED 556 N (125 LBS).
7 - 12 COOLING SYSTEM
SPECIFICATIONS
COOLING SYSTEM CAPACITY
2.0L Gasoline *10.6 liters (11 qts.)
2.5L VM Diesel *10.0 liters (10.6 qts.)
*Includes Heater and Coolant recovery/pressure Tank.
TORQUE CHART
COMPONENT 2.0L
GASOLINE
105 in-lbs Thermostat
Cover Bolts
Water Pump
Mounting Bolts
Water Pump
Pulley Bolts
Upper Radiator
Mounting
Bracket Bolts
Turbocharger
Oil Supply Line
Turbocharger
Oil Return Line
Water Pump
Housing Nuts
Water Manifold
Bolts
Coolant Bottle
Bolts
12 N·m (105 in.
lbs.)
N/A
12 N·m (105 in.
lbs.)
N/A
N/A
N/A
N/A
2.0 N·m (18 in.
lbs.)
SPECIAL TOOLS
2.5L VM
10.8 N·m (96 in.
lbs.)
22.6 N·m (204 in. lbs.)
27.5 N·m (240 in. lbs.)
12 N·m (105 in.
lbs.)
24.5 N·m (215 in. lbs.)
10.8 N·m (96 in.
lbs.)
9.5 N·m (84 in.
lbs.)
11.2 N·m (96 in.
lbs.)
10.8 N·m (96 in.
lbs.)
COOLING
Belt Tension Gauge C-4162
NS/GS
NS BATTERY 8A - 1
BATTERY
GENERAL INFORMATION
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY PRECAUTIONS AND WARNINGS . . . . . 1
DESCRIPTION AND OPERATION
BATTERY IGNITION OFF DRAW (IOD) . . . . . . . . 1
CHARGING TIME REQUIRED . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING
BATTERY BUILT-IN TEST INDICATOR . . . . . . . . 2
BATTERY IGNITION OFF DRAW (IOD) . . . . . . . . 3
BATTERY LOAD TEST . . . . . . . . . . . . . . . . . . . . . 4
BATTERY OPEN CIRCUIT VOLTAGE TEST . . . . . 6
GENERAL INFORMATION
INTRODUCTION
The battery stores, stabilizes, and delivers electrical current to operate various electrical systems in the vehicle. The determination of whether a battery is good or bad is made by its ability to accept a charge. It also must supply high-amperage current for a long enough period to be able to start the vehicle. The capability of the battery to store electrical current comes from a chemical reaction. This reaction takes place between the sulfuric acid solution
(electrolyte) and the lead +/- plates in each cell of the battery. As the battery discharges, the plates react with the acid from the electrolyte. When the charging system charges the battery, the water is converted to sulfuric acid in the battery. The concentration of acid in the electrolyte is measured as specific gravity using a hydrometer. The original equipment (OE) battery is equipped with a hydrometer (test indicator) built into the battery cover. The specific gravity indicates the battery’s state-of-charge. The OE battery is sealed and water cannot be added.
The battery is vented to release gases that are created when the battery is being charged and discharged. The battery top, posts, and terminals should be cleaned when other under hood maintenance is performed.
When the electrolyte level is below the top of the plates, Clear in the test Indicator, the battery must be replaced. The battery must be completely charged, and the battery top, posts, and cable clamps must be cleaned before diagnostic procedures are performed.
CONTENTS page page
SERVICE PROCEDURES
BATTERY CHARGING . . . . . . . . . . . . . . . . . . . . . 6
CHARGING COMPLETELY DISCHARGED
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
VISUAL INSPECTION . . . . . . . . . . . . . . . . . . . . . 7
REMOVAL AND INSTALLATION
BATTERY TRAY . . . . . . . . . . . . . . . . . . . . . . . . . . 9
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
SPECIFICATIONS
BATTERY SPECIFICATIONS . . . . . . . . . . . . . . . 10
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
SAFETY PRECAUTIONS AND WARNINGS
WARNING: DO NOT ALLOW JUMPER CABLE
CLAMPS TO TOUCH EACH OTHER WHEN CON-
NECTED 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 THE DISABLED VEHICLE’S BAT-
TERY TO EXCEED 16 VOLTS. PERSONAL INJURY
OR DAMAGE TO ELECTRICAL SYSTEM CAN
RESULT.
TO PROTECT THE HANDS FROM BATTERY ACID, A
SUITABLE PAIR OF HEAVY DUTY RUBBER
GLOVES, NOT THE HOUSEHOLD TYPE, SHOULD
BE WORN WHEN REMOVING OR SERVICING A
BATTERY. SAFETY GLASSES ALSO SHOULD BE
WORN.
DESCRIPTION AND OPERATION
BATTERY IGNITION OFF DRAW (IOD)
A completely normal vehicle will have a small amount of current drain on the battery with the key out of the ignition. It can range from 5 to 25 milliamperes after all the modules time out. If a vehicle will not be operated for approximately a 20 days, the
IOD fuse should be pulled to eliminate the vehicle electrical drain on the battery. The IOD fuse is
8A - 2 BATTERY
DESCRIPTION AND OPERATION (Continued) located in the Power Distribution Center (PDC).
Refer to the PDC cover for proper fuse.
CHARGING TIME REQUIRED
WARNING: NEVER EXCEED 20 AMPS WHEN
CHARGING A COLD -1°C (30°F) BATTERY. PER-
SONAL INJURY MAY RESULT.
The time required to charge a battery will vary depending upon the following factors.
SIZE OF BATTERY
A completely discharged large heavy-duty battery may require more recharging time than a completely discharged small capacity battery, refer to the Battery Charging Timetable for charging times.
BATTERY CHARGING TIMETABLE
Charging
Amperage
5
Amperes
10
Amperes
20
Amperes
Open Circuit
Voltage
12.25 to 12.39
Hours Charging at 21°C (70°F)
6 hours 3 hours 1.5 hours
12.00 to 12.24
11.95 to 11.99
8 hours 4 hours
12 hours 6 hours
2 hours
3 hours
10.00 to 11.94
14 hours 7 hours 3.5 hours less than 10.00
See Charging Completely
Discharged Battery
TEMPERATURE
A longer time will be needed to charge a battery at
-18°C (0°F) than at 27°C (80°F). When a fast charger is connected to a cold battery, current accepted by battery will be very low at first. In time, the battery will accept a higher rate as battery temperature warms.
CHARGER CAPACITY
A charger which can supply only five amperes will require a much longer period of charging than a charger that can supply 20 amperes or more.
STATE OF CHARGE
A completely discharged battery requires more charging time than a partially charged battery. Electrolyte is nearly pure water in a completely discharged battery. At first, the charging current amperage will be low. As water is converted back to sulfuric acid inside the battery, the current amp rate will rise. Also, the specific gravity of the electrolyte will rise, bringing the green ball (Fig. 1) into view at approximately 75 percent state-of-charge.
NS
Fig. 1 Reading Test Indicator
DIAGNOSIS AND TESTING
BATTERY BUILT-IN TEST INDICATOR
USING TEST INDICATOR
The Test Indicator (Fig. 1), (Fig. 2) and (Fig. 3) measures the specific gravity of the electrolyte. Specific Gravity (SG) of the electrolyte will show stateof-charge (voltage). The test indicator WILL NOT show cranking capacity of the battery. Refer to Battery Load Test for more information. Look into the sight glass (Fig. 1), (Fig. 3) and note the color of the indicator. Refer to the following description of colors:
NOTE: GREEN = 75 to 100% state-of-charge
Fig. 2 Battery Construction and Test Indicator
The battery is adequately charged for further testing and may be returned to use. If the vehicle will not crank for a maximum 15 seconds, refer to BAT-
TERY LOAD TEST in this Group for more information.
NOTE: BLACK OR DARK = 0 to 75% state-of-charge
The battery is INADEQUATELY charged and must be charged until green dot is visible, (12.4 volts or greater) before the battery is tested or returned to
NS
DIAGNOSIS AND TESTING (Continued)
BATTERY 8A - 3
Fig. 3 Test Indicator use. Refer to Causes of Battery Discharging in this
Group for more information.
NOTE: CLEAR COLOR = Replace Battery
WARNING: DO NOT CHARGE, ASSIST BOOST,
LOAD TEST, OR ADD WATER TO THE BATTERY
WHEN CLEAR COLOR DOT IS VISIBLE. PERSONAL
INJURY MAY OCCUR.
A clear color dot shows electrolyte level in battery is below the test indicator (Fig. 1). Water cannot be added to a maintenance free battery. The battery must be replaced. A low electrolyte level may be caused by an over charging condition. Refer to Generator Test Procedures on Vehicle.
CAUSES OF BATTERY DISCHARGING
It is normal to have a small 5 to 25 milliamperes continuous electrical draw from the battery. This draw will take place with the ignition in the OFF position, and the courtesy, dome, storage compartments, and engine compartment lights OFF. The continuous draw is due to various electronic features or accessories that require electrical current with the ignition OFF to function properly. When a vehicle is not used over an extended period of approximately 20 days the IOD fuse should be pulled. The fuse is located in the power distribution center. Disconnection of this fuse will reduce the level of battery discharge. Refer to Battery Diagnosis and Testing table and to the proper procedures.
ABNORMAL BATTERY DISCHARGING
• Corroded battery posts, cables or terminals.
• Loose or worn generator drive belt.
• Electrical loads that exceed the output of the charging system due to equipment or accessories installed after delivery.
•
Slow driving speeds in heavy traffic conditions or prolonged idling with high-amperage electrical systems in use.
• Defective electrical circuit or component causing excess Ignition Off Draw (IOD). Refer to Battery
Ignition Off Draw (IOD).
• Defective charging system.
• Defective battery.
BATTERY IGNITION OFF DRAW (IOD)
High current draw on the battery with the ignition
OFF will discharge a battery. After a dead battery is serviced the vehicle Ignition Off Draw (IOD) should be checked. Determine if a high current draw condition exists first check the vehicle with a test lamp.
(1) Verify that all electrical accessories are OFF.
•
Remove key from ignition switch
•
Turn off all lights
•
Liftgate and glove box door is closed
•
Sun visor vanity lights are OFF
•
All doors are closed
• Allow the Illuminated Entry System to time out in approximately 30 seconds, if equipped.
• During Transmission Control Module (TCM) power down there will be 500 milliamperes present for 20 minutes. Afterwards less than 1.0 milliampere.
(2) Disconnect battery negative cable (Fig. 4).
CAUTION: Always disconnect the meter before opening a door.
(3) Using an multimeter, that has least a milliampere range of 200 mA. Set meter to the highest mA range. Install meter between the battery negative cable and battery negative post (Fig. 5). Carefully remove the test lamp without disconnecting the meter. After all modules time-out the total vehicle
IOD should be less than 25 milliamperes. If ignition off draw is more than 25 milliamperes go to Step 4.
(4) Each time the test lamp or milliampere meter is disconnected and connected, all electronic timer functions will be activated for approximately one minute. The Body Control Module (BCM) ignition off draw can reach 90 milliamperes.
(5) Remove the PDC fuses:
•
Interior lamps
•
Brake lamp
• IOD
(6) If there is any reading, with fuses removed there is a short circuit in the wiring. Refer to Group
8W, wiring diagrams. If reading is less than 25 mA go to Step 8.
(7) Install all fuses. After installing fuse, the current can reach 90 mA. After time-out the reading should not exceed 25 mA. If OK go to. If not, disconnect:
• Radio
• Body Control Module
• Remote Keyless Entry Module
8A - 4 BATTERY
DIAGNOSIS AND TESTING (Continued)
BATTERY DIAGNOSIS AND TESTING
NS
STEPS
VISUAL INSPECTION
Check for possible damage to battery and clean battery.
TEST INDICATOR
Check Charge Eye Color
BATTERY OPEN CIRCUIT
VOLTAGE TEST
BATTERY CHARGING
BATTERY LOAD TEST
CHARGING A COMPLETELY
DISCHARGED BATTERY
IGNITION OFF DRAW TEST
POSSIBLE CAUSE
(1) Loose battery post, Cracked battery cover or case, Leaks or Any other physical
(2) Battery OK.
(1) GREEN
(2) BLACK
(3) CLEAR
(1) Battery is above 12.40 Volts
(2) Battery is below 12.40 Volts.
(1) Battery accepted Charge.
(2) Battery will not accept charge
(1) Acceptable minimum voltage.
(2) Unacceptable minimum voltage
(1) Battery accepted charge.
(2) Battery will not accept charge.
CORRECTION
(1) Replace Battery
(2) Check state of charge. Refer to
Test Indicator.
(1) Battery is charged. Perform
Battery 0pen Circuit Voltage Test
(2) Perform Battery Charging procedure.
(3) Replace Battery.
(1) Perform the Battery Load Test.
(2) Perform Battery Charging procedure.
(1) Ensure that the indicator eye is
GREEN and perform Battery 0pen
Circuit Voltage Test
(2) Perform Charging a Completely
Discharged Battery.
(1) Battery is OK to put in use, perform Battery Ignition Off Draw
Test.
(2) Replace Battery and perform
Battery Ignition Off Draw Test.
(1) Ensure that the indicator eye is
GREEN and perform Battery 0pen
Circuit Voltage Test.
(2) Replace Battery.
(1) Vehicle is normal.
(2) Eliminate excess IOD draw.
(1) IOD is 5-25 Milliamperes.
(2) IOD Exceeds 25 Milliamperes.
(c) If reading does not change, disconnect the
TCM.
(d) If reading is OK, replace TCM.
(e) If reading stays, there is a short circuit to one of the modules. Refer to Group 8W, Wiring
Diagrams.
Fig. 4 Disconnect Battery Negative Cable
(8) Disconnect one component at time, to see if any component is at fault. If the high reading is not eliminated there is a short circuit in the wiring. Refer to
Group 8W, wiring diagrams.
(9) Remove interior and brake lamp fuses. Install the fuses. The milliampere reading should be 2-4 mA.
If reading is higher than 4 mA:
(a) Disconnect PCM.
(b) If reading is OK, replace PCM.
BATTERY LOAD TEST
A fully charged battery must have cranking capacity, to provide the starter motor and ignition system enough power to start the engine over a broad range of ambient temperatures. A battery load test will verify the actual cranking capability of the battery.
WARNING: IF BATTERY SHOWS SIGNS OF FREEZ-
ING, LEAKING, LOOSE POSTS, OR EXCESSIVELY
LOW ELECTROLYTE LEVEL, DO NOT TEST. ACID
BURNS OR AN EXPLOSIVE CONDITION MAY
RESULT.
(1) Remove both battery cables, negative cable first. The battery top, cables and posts should be
NS
DIAGNOSIS AND TESTING (Continued)
BATTERY 8A - 5
Fig. 7 Remove Surface Charge From Battery
Fig. 5 Milliampere Meter Connection clean. If green dot is not visible in indicator, charge the battery. Refer to Battery Charging Procedures.
(2) Connect a Volt/Ammeter/Load tester to the battery posts (Fig. 6). Rotate the load control knob of the
Carbon pile rheostat to apply a 300 amp load. Apply this load for 15 seconds to remove the surface charge from the battery, and return the control knob to off
(Fig. 7).
Fig. 6 Volt-Ammeter Load Tester Connections
(3) Allow the battery to stabilize for 2 minutes, and then verify open circuit voltage.
(4) Rotate the load control knob on the tester to maintain 50% of the battery cold crank rating for 15 seconds (Fig. 8). Record the loaded voltage reading and return the load control to off. Refer to the Battery Specifications at the rear of this Group.
(5) Voltage drop will vary according to battery temperature at the time of the load test. Battery
Fig. 8 Load 50% Cold Crank Rating temperature can be estimated by the temperature of exposure over the preceding several hours. If the battery has been charged or boosted a few minutes prior to the test, the battery would be slightly warmer.
Refer to Battery Load Test Temperature Table:
BATTERY LOAD TEST TEMPERATURE
Minimum Voltage
9.6 volts
9.5 volts
9.4 volts
9.3 volts
9.1 volts
8.9 volts
8.7 volts
8.5 volts
°F
70° and above 21° and above
60°
50°
40°
30°
20°
10°
0°
Temperature
°C
16°
10°
4°
-1°
-7°
-12°
-18°
(6) If battery passes load test, it is in good condition and further tests are not necessary. If it fails load test, it should be replaced.
8A - 6 BATTERY
DIAGNOSIS AND TESTING (Continued)
BATTERY OPEN CIRCUIT VOLTAGE TEST
An open circuit voltage no load test shows the state of charge of a battery and whether it is ready for a load test at 50 percent of the battery’s cold crank rating. Refer to Battery Load Test. If a battery has open circuit voltage reading of 12.4 volts or greater, and will not pass the load test, replace the battery because it is defective. To test open circuit voltage, perform the following operation.
(1) Remove both battery cables, negative cable first. Battery top, cables and posts should be clean. If green dot is not visible in indicator, charge the battery. Refer to Battery Charging Procedures.
(2) Connect a Volt/Ammeter/Load tester to the battery posts (Fig. 6). Rotate the load control knob of the
Carbon pile rheostat to apply a 300 amp load. Apply this load for 15 seconds to remove the surface charge from the battery, and return the control knob to off
(Fig. 7).
(3) Allow the battery to stabilize for 2 minutes, and then verify the open circuit voltage (Fig. 9).
(4) This voltage reading will approximate the state of charge of the battery. It will not reveal battery cranking capacity. Refer to Battery Open Circuit
Voltage table.
SERVICE PROCEDURES
BATTERY CHARGING
NS
WARNING: DO NOT CHARGE A BATTERY THAT
HAS EXCESSIVELY LOW ELECTROLYTE LEVEL.
BATTERY MAY SPARK INTERNALLY AND
EXPLODE. EXPLOSIVE GASES FORM OVER THE
BATTERY. DO NOT SMOKE, USE FLAME, OR CRE-
ATE SPARKS NEAR BATTERY. DO NOT ASSIST
BOOST OR CHARGE A FROZEN BATTERY. BAT-
TERY CASING MAY FRACTURE. BATTERY ACID IS
POISON, AND MAY CAUSE SEVERE BURNS. BAT-
TERIES CONTAIN SULFURIC ACID. AVOID CON-
TACT WITH SKIN, EYES, OR CLOTHING. IN THE
EVENT OF CONTACT, FLUSH WITH WATER AND
CALL PHYSICIAN IMMEDIATELY. KEEP OUT OF
REACH OF CHILDREN.
CAUTION: Disconnect the battery NEGATIVE cable first. (Fig. 4) before charging battery to avoid damage to electrical systems. Do not exceed 16.0 volts while charging battery. Refer to the instructions supplied with charging equipment
Fig. 9 Testing Open Circuit Voltage
BATTERY OPEN CIRCUIT VOLTAGE
Open Circuit Volts
11.7 volts or less
12.0 volts
12.2 volts
12.4 volts
12.6 volts or more
Charge Percentage
0%
25%
50%
75%
100%
NOTE: The battery cannot be refilled with water, it must be replaced.
A battery is considered fully charged when it will meet all the following requirements.
• It has an open circuit voltage charge of at least
12.4 volts.
• It passes the 15 second load test, refer to the
Load Test Temperature chart.
• The built in test indicator dot is GREEN (Fig.
1).
Battery electrolyte will bubble inside of battery case while being charged properly. If the electrolyte boils violently, or is discharged from the vent holes while charging, immediately reduce charging rate or turn off charger. Evaluate battery condition. Battery damage may occur if charging is excessive.
Some battery chargers are equipped with polarity sensing devices to protect the charger or battery from being damaged if improperly connected. If the battery state of charge is too low for the polarity sensor to detect, the sensor must be bypassed for charger to operate. Refer to operating instructions provided with battery charger being used.
CAUTION: Charge battery until test indicator appears green. Do not overcharge.
It may be necessary to jiggle the battery or vehicle to bring the green dot in the test indicator into view.
NS
SERVICE PROCEDURES (Continued)
After the battery has been charged to 12.4 volts or greater, perform a load test to determine cranking capacity. Refer to Battery Load Test in this Group. If the battery passes the load test, return the battery to use. If battery will not endure a load test, it must be replaced. Properly clean and inspect battery hold downs, tray, terminals, cables, posts, and top before completing service.
CHARGING COMPLETELY DISCHARGED BATTERY
The following procedure should be used to recharge a completely discharged battery. Unless procedure is properly followed, a good battery may be needlessly replaced. Refer to Battery Charging Rate table.
BATTERY CHARGING RATE
Voltage
16.0 volts maximum
14.0 to 15.9 volts
13.9 volts or less
Hours up to 4 hours up to 8 hours up to 16 hours
(1) Measure the voltage at battery posts with a voltmeter accurate to 1/10 volt (Fig. 10). If below 10 volts, charge current will be low, and it could take some time before it accepts a current in excess of a few milliamperes. Such low current may not be detectable on amp meters built into many chargers.
BATTERY 8A - 7 charge current is measurable during charging time, the battery may be good, and charging should be completed in the normal manner.
VISUAL INSPECTION
CAUTION: Do not allow baking soda solution to enter vent holes, as damage to battery can result.
(1) Clean top of battery with a solution of warm water and baking soda.
(2) Apply soda solution with a bristle brush and allow to soak until acid deposits loosen (Fig. 11).
Fig. 10 Voltmeter Accurate to 1/10 Volt (Connected)
(2) Connect charger leads. Some chargers feature polarity protection circuitry that prevents operation unless charger is connected to battery posts correctly.
A completely discharged battery may not have enough voltage to activate this circuitry. This may happen even though the leads are connected properly.
(3) Battery chargers vary in the amount of voltage and current they provide. For the time required for the battery to accept measurable charger current at various voltages, refer to Battery Charging Rate table. If charge current is still not measurable after charging times, the battery should be replaced. If
Fig. 11 Cleaning Battery
(3) Rinse soda solution from battery with clear water and blot battery dry with paper toweling. Dispose of toweling in a safe manner. Refer to the
WARNINGS on top of battery.
(4) Inspect battery case and cover for cracks, leakage or damaged hold down ledge. If battery is damaged replace it.
(5) Inspect battery tray for damage caused by acid from battery. If acid is present, clean area with baking soda solution.
(6) Clean battery posts with a battery post cleaning tool (Fig. 12).
(7) Clean battery cable clamps with a battery terminal cleaning tool (Fig. 13). Replace cables that are frayed or have broken clamps.
8A - 8 BATTERY
SERVICE PROCEDURES (Continued)
NS
ING A BATTERY. SAFETY GLASSES ALSO SHOULD
BE WORN.
REMOVAL
(1) Verify that the ignition switch and all accessories are OFF.
(2) Disconnect battery cable terminals from the battery posts, negative first (Fig. 14).
Fig. 12 Cleaning Battery Post
Fig. 14 Battery Cable Disconnected
(3) Remove battery heat shield (Fig. 15).
Fig. 13 Cleaning Battery Cable Terminal
REMOVAL AND INSTALLATION
BATTERY
WARNING: TO PROTECT THE HANDS FROM BAT-
TERY ACID, A SUITABLE PAIR OF HEAVY DUTY
RUBBER GLOVES, NOT THE HOUSEHOLD TYPE,
SHOULD BE WORN WHEN REMOVING OR SERVIC-
Fig. 15 Battery Heat Shield
(4) Remove battery hold down (Fig. 16).
(5) Remove battery from vehicle (Fig. 17).
INSTALLATION
Inspect and clean battery and attaching components before installation.
(1) Install battery in vehicle making sure that battery is properly positioned on battery tray.
(2) Install battery hold down.
NS
REMOVAL AND INSTALLATION (Continued)
BATTERY 8A - 9
(5) Tighten terminal nuts to 8.5 N·m (75 in. lbs.).
BATTERY TRAY
REMOVAL
(1) Remove battery, refer to the above procedures.
(2) Remove nut and two bolts from battery tray
(Fig. 18).
(3) Remove battery tray from vehicle.
(4) Remove speed control servo attaching bolt from battery tray (if equipped). Use care when disconnecting vacuum lines from reservoir (Fig. 19).
INSTALLATION
For installation, reverse the above procedures.
Fig. 16 Battery Hold Down
Fig. 17 Remove Battery
(3) Place battery heat shield over battery. The top inside surface of heat shield must be flush with top of battery.
(4) Connect battery cable terminals, positive cable first. Make sure the top of battery terminals are flush with top of posts.
WARNING: DO NOT OVER TIGHTEN BATTERY
CABLE CLAMPS, DAMAGE TO CLAMPS CAN
RESULT.
Fig. 18 Battery Tray Removal
8A - 10 BATTERY
REMOVAL AND INSTALLATION (Continued)
NS
CRANKING RATING
The current battery can deliver for 30 seconds and maintain a terminal voltage of 7.2 volts or greater at specified temperature.
RESERVE CAPACITY RATING
The length of time a battery can deliver 25 amps and maintain a minimum terminal voltage of 10.5
volts at 27°C (80°F).
TORQUE
DESCRIPTION
Battery Hold Down Bolt Clamp
TORQUE
Bolt . . . . . . . . . . . . . . . . . . . .14 N·m (125 in. lbs.)
Fig. 19 Speed Control Servo Removal
SPECIFICATIONS
BATTERY SPECIFICATIONS
Load Test
(Amps)
250 Amp
300 Amp
340 Amp
Cold Cranking
Rating @ 0°F
500 Amp
600 Amp
685 Amp
Reserve
Capacity
110 Minutes
120 Minutes
125 Minutes
NS/GS BATTERY 8A - 1
BATTERY
GENERAL INFORMATION
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY PRECAUTIONS AND WARNINGS . . . . 1
DESCRIPTION AND OPERATION
BATTERY IGNITION OFF DRAW (IOD) . . . . . . . 2
CHARGING TIME REQUIRED . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING
BATTERY DISCHARGING . . . . . . . . . . . . . . . . . 3
BATTERY IGNITION OFF DRAW . . . . . . . . . . . . 3
. . . . . . . . . . . . . . . . . . . 5
BATTERY OPEN CIRCUIT VOLTAGE TEST . . . . 6
CONTENTS page page
SERVICE PROCEDURES
BATTERY CHARGING . . . . . . . . . . . . . . . . . . . . 6
CHARGING COMPLETELY DISCHARGED
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
VISUAL INSPECTION . . . . . . . . . . . . . . . . . . . . 7
REMOVAL AND INSTALLATION
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
. . . . . . . . . . . . . . . . . . . . . . . . 9
SPECIFICATIONS
BATTERY SPECIFICATIONS . . . . . . . . . . . . . . . 9
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
GENERAL INFORMATION
INTRODUCTION
The battery stores, stabilizes, and delivers electrical current to operate various electrical systems in the vehicle (Fig. 1). The determination of whether a battery is good or bad is made by its ability to accept a charge. It also must supply high-amperage current for a long enough period to be able to start the vehicle. The capability of the battery to store electrical current comes from a chemical reaction. This reaction takes place between the sulfuric acid solution
(electrolyte) and the lead +/- plates in each cell of the battery. As the battery discharges, the plates react with the acid from the electrolyte. When the charging system charges the battery, the water is converted to sulfuric acid in the battery. The concentration of acid in the electrolyte is measured as specific gravity using a hydrometer. The specific gravity indicates the battery’s state-of-charge.
The battery is vented to release gases that are created when the battery is being charged and discharged.
The battery top, posts, and terminals should be cleaned when other under hood maintenance is performed.
The battery top, posts, cable clamps must be cleaned and battery must be completely charged before diagnostic procedures are performed.
Fig. 1 Battery Construction
SAFETY PRECAUTIONS AND WARNINGS
WARNING:
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 ACCI-
DENTAL ARCING OF BATTERY CURRENT.
WHEN USING A HIGH OUTPUT BOOSTING
DEVICE, DO NOT ALLOW THE DISABLED VEHI-
CLE’S BATTERY TO EXCEED 16 VOLTS. PER-
SONAL INJURY OR DAMAGE TO ELECTRICAL
SYSTEM CAN RESULT.
TO PROTECT THE HANDS FROM BATTERY
ACID, A SUITABLE PAIR OF HEAVY DUTY RUB-
8A - 2 BATTERY
GENERAL INFORMATION (Continued)
BER GLOVES, NOT THE HOUSEHOLD TYPE,
SHOULD BE WORN WHEN REMOVING OR SER-
VICING A BATTERY. SAFETY GLASSES ALSO
SHOULD BE WORN.
DESCRIPTION AND OPERATION
BATTERY IGNITION OFF DRAW (IOD)
A completely normal vehicle will have a small amount of current drain on the battery with the key out of the ignition. It can range from 5 to 25 milliamperes after all the modules time out. If a vehicle will not be operated for approximately a 20 days, the
IOD fuse should be pulled to eliminate the vehicle electrical drain on the battery. The IOD fuse is located in the Power Distribution Center (PDC).
Refer to the PDC cover for proper fuse.
CHARGING TIME REQUIRED
WARNING: NEVER EXCEED 20 AMPS WHEN
CHARGING A COLD -1°C (30°F) BATTERY. PER-
SONAL INJURY MAY RESULT.
The time required to charge a battery will vary depending upon the following factors.
SIZE OF BATTERY
A completely discharged large heavy-duty battery may require more recharging time than a completely discharged small capacity battery, refer to (Fig. 2) for charging times.
Fig. 2 Battery Charging Time
TEMPERATURE
A longer time will be needed to charge a battery at
-18°C (0°F) than at 27°C (80°F). When a fast charger is connected to a cold battery, current accepted by battery will be very low at first. In time, the battery will accept a higher rate as battery temperature warms.
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CHARGER CAPACITY
A charger which can supply only five amperes will require a much longer period of charging than a charger that can supply 20 amperes or more.
STATE OF CHARGE
A completely discharged battery requires more charging time than a partially charged battery. Electrolyte is nearly pure water in a completely discharged battery. At first, the charging current amperage will be low. As water is converted back to sulfuric acid inside the battery, the current amp rate will rise. Also, the specific gravity of the electrolyte will rise. The electrolyte should be tested with a
Hydrometer to check the specific gravity.
USING HYDROMETER
Before performing a hydrometer test, remove the battery caps and check the electrolyte level. Add distilled water as required.
NOTE: Periodically disassemble the hydrometer and wash components with soap and water. Inspect the float for possible leaks. If the paper inside has turned brown, the float is defective.
Before testing, visually inspect the battery for any damage:
• Cracked container or cover
• Loose post
• Corrosion and any other thing that would cause the battery to be unserviceable. To interpret the hydrometer correctly, hold it with the top surface of the electrolyte in the hydrometer at eye level.
Disregard the curvature of the liquid where the surface rises against the float because of surface cohesion (Fig. 3). Remove only enough electrolyte from the battery to keep the float off the bottom of the hydrometer barrel with pressure on the bulb released. Keep the hydrometer in a vertical position while drawing the electrolyte into the hydrometer and observing the specific gravity. Exercise care when inserting the tip of the hydrometer into a cell to avoid damage to the separators. Damaged separators can cause premature battery failure.
Hydrometer floats are generally calibrated to indicate the specific gravity correctly only at one fixed temperature, 20°C (68°F). When testing the specific gravity at any other temperature, a correction factor is required, otherwise specific gravity readings will not indicate the true state of charge.
The correction factor is approximately a specific gravity value of 0.004, referred to as 4 points of specific gravity for every 5.5°C (10°F). If electrolyte temperature is below 20°C (68°F) you subtract. If the temperature is above 20°C (68°F) you add to the
NS/GS
DESCRIPTION AND OPERATION (Continued)
BATTERY 8A - 3
When the specific gravity of all cells is above 1.235
and variation between cells is less than 50 points
(0.050), the battery may be tested under heavy load.
Fig. 3 Battery Hydrometer hydrometer reading. Always correct the specific gravity for temperature variation. Test the specific gravity of the electrolyte in each battery cell. Refer to the information with the Hydrometer.
Example 1:
• Hydrometer reading: 1.260
• Electrolyte temperature: -7°C (20°F)
• Subtract specific gravity: -0.019
• Correction specific gravity: 1.241
Example 2:
• Hydrometer reading: 1.225
• Electrolyte temperature: -38°C (100°F)
• Add specific gravity: +0.013
• Correction specific gravity: 1.238
A fully charged relatively new battery has a specific gravity reading of 1.285 plus 0.015 or minus
0.010.
If the specific gravity of all cells is above 1.235, but variation between cells is more than 50 points
(0.050), it is an indication that the battery is unserviceable.
If the specific gravity of one or more cells is less than 1.235, recharge the battery at a rate of approximately 5 amperes. Continue charging until three consecutive specific gravity tests, taken at one-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.
DIAGNOSIS AND TESTING
BATTERY DISCHARGING
CAUSE OF BATTERY DISCHARGING
It is normal to have a small 5 to 25 milliamperes continuous electrical draw from the battery. This draw will take place with the ignition in the OFF position, and the courtesy, dome, storage compartments, and engine compartment lights OFF. The continuous draw is due to various electronic features or accessories that require electrical current with the ignition OFF to function properly. When a vehicle is not used over an extended period of approximately 20 days the IOD fuse should be disconnected. The fuse is located in the power distribution center. Disconnection of this fuse will reduce the level of battery discharge. Refer to Battery Diagnosis and Testing Chart and to the proper procedures.
ABNORMAL BATTERY DISCHARGING
• Corroded battery posts, cables or terminals.
• Loose or worn generator drive belt.
• Electrical loads that exceed the output of the charging system due to equipment or accessories installed after delivery.
• Slow driving speeds in heavy traffic conditions or prolonged idling with high-amperage electrical systems in use.
• Defective electrical circuit or component causing excess Ignition Off Draw (IOD). Refer to Battery
Ignition Off Draw (IOD).
• Defective charging system.
• Defective battery.
BATTERY IGNITION OFF DRAW
High current draw on the battery with the ignition
OFF will discharge a battery. After a dead battery is serviced the vehicle Ignition Off Draw (IOD) should be checked. Determine if a high current draw condition exists first check the vehicle with a test lamp.
(1) Verify that all electrical accessories are OFF.
• Remove key from ignition switch
• Turn off all lights
• Liftgate and glove box door is closed
• Sun visor vanity lights are OFF
• All doors are closed
• Allow the Illuminated Entry System to time out in approximately 30 seconds, if equipped.
(2) Disconnect battery negative cable (Fig. 4).
8A - 4 BATTERY
DIAGNOSIS AND TESTING (Continued)
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STEPS
VISUAL INSPECTION
Check for possible damage to battery and clean battery.
PERFORM BATTERY
HYDROMETER TEST
BATTERY OPEN CIRCUIT
VOLTAGE TEST
BATTERY CHARGING
BATTERY LOAD TEST
CHARGING A COMPLETELY
DISCHARGED BATTERY
IGNITION OFF DRAW TEST
BATTERY DIAGNOSIS AND TESTING
POSSIBLE CAUSE
(1) Corroded post(s) or terminal(s)
(2) Loose terminal(s)
(3) Loose battery post, Cracked battery cover or case, Leaks or Any other physical
(4) Battery OK.
(1) 1.285
(2) 1.235
(3) 1.175 or a variation between cells of 0.050 or greater
(1) Battery is above 12.40 Volts
(2) Battery is below 12.40 Volts.
(1) Battery accepted Charge.
(2) Battery will not accept charge
(1) Acceptable minimum voltage.
(2) Unacceptable minimum voltage
(1) Battery accepted charge.
(2) Battery will not accept charge.
(1) IOD is 5-25 Milliamperes.
(2) IOD Exceeds 25 Milliamperes.
CORRECTION
(1) Clean post(s) or terminal(s)
(2) Clean and tighten
(3) Replace Battery
(4) Check state of charge. Refer to
Hydrometer Test
(1) Battery is charged. Perform
Battery 0pen Circuit Voltage Test
(2) Perform Battery Charging procedure.
(3) Replace Battery.
(1) Perform the Battery Load Test.
(2) Perform Battery Charging procedure.
(1) Pass Hydrometer Test and perform Battery 0pen Circuit Voltage
Test
(2) Perform Charging a Completely
Discharged Battery.
(1) Battery is OK to put in use, perform Battery Ignition Off Draw
Test.
(2) Replace Battery and perform
Battery Ignition Off Draw Test.
(1) Pass Hyrometer Test and perform Battery 0pen Circuit Voltage
Test.
(2) Replace Battery.
(1) Vehicle is normal.
(2) Eliminate excess IOD draw.
Fig. 4 Disconnect Battery Negative Cable
CAUTION: Always disconnect the meter before opening a door.
(3) Using an multimeter, that has least a milliampere range of 200 mA. Set meter to the highest mA range. Install meter between the battery negative cable and battery negative post (Fig. 5). Carefully remove the test lamp without disconnecting the meter. After all modules time-out the total vehicle
IOD should be less than 25 milliamperes. If ignition off draw is more than 25 milliamperes go to Step 4.
(4) Each time the test lamp or milliampere meter is disconnected and connected, all electronic timer functions will be activated for approximately one minute. The Body Control Module (BCM) ignition off draw can reach 90 milliamperes.
(5) Remove the PDC fuses:
•
Interior lamps
•
Brake lamp
•
IOD
(6) If there is any reading, with fuses removed there is a short circuit in the wiring. Refer to Group
8W, wiring diagrams. If reading is less than 25 mA go to Step 8.
(7) Install all fuses. After installing fuse, the current can reach 90 mA. After time-out the reading should not exceed 25 mA. If OK go to. If not, disconnect:
• Radio
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DIAGNOSIS AND TESTING (Continued)
BATTERY 8A - 5
(2) Connect a Volt/Ammeter/Load tester to the battery posts (Fig. 6). Rotate the load control knob of the
Carbon pile rheostat to apply a 300 amp load. Apply this load for 15 seconds to remove the surface charge from the battery, and return the control knob to off
(Fig. 7).
Fig. 5 Milliampere Meter Connection
• Body Control Module
• Remote Keyless Entry Module
(8) Disconnect one component at time, to see if any component is at fault. If the high reading is not eliminated there is a short circuit in the wiring. Refer to
Group 8W, wiring diagrams.
(9) Remove interior and brake lamp fuses. Install the fuses. The milliampere reading should be 2-4 mA.
If reading is higher than 4 mA:
(a) Disconnect PCM.
(b) If reading is OK, replace PCM.
(c) If reading does not change there is a short circuit to the PCM. Refer to Group 8W, Wiring Diagrams.
BATTERY LOAD TEST
A fully charged battery must have cranking capacity, to provide the starter motor and ignition system enough power to start the engine over a broad range of ambient temperatures. A battery load test will verify the actual cranking capability of the battery.
WARNING: IF BATTERY SHOWS SIGNS OF FREEZ-
ING, LEAKING, LOOSE POSTS, OR EXCESSIVELY
LOW ELECTROLYTE LEVEL, DO NOT TEST. ACID
BURNS OR AN EXPLOSIVE CONDITION MAY
RESULT.
(1) Remove both battery cables, negative cable first. The battery top, cables and posts should be clean. Test battery with a hydrometer. If battery charge is low the charge battery. Refer to Battery
Charging Procedures.
Fig. 6 Volt-Ammeter Load Tester Connections
Fig. 7 Remove Surface Charge From Battery
(3) Allow the battery to stabilize for 2 minutes, and then verify open circuit voltage.
(4) Rotate the load control knob on the tester to maintain 50% of the battery cold crank rating for 15 seconds (Fig. 8). Record the loaded voltage reading and return the load control to off. Refer to the Battery Specifications at the rear of this Group.
(5) Voltage drop will vary according to battery temperature at the time of the load test. Battery temperature can be estimated by the temperature of exposure over the preceding several hours. If the battery has been charged or boosted a few minutes prior to the test, the battery would be slightly warmer.
Refer to Load Test Voltage Chart for proper loaded voltage reading.
8A - 6 BATTERY
DIAGNOSIS AND TESTING (Continued)
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(3) Allow the battery to stabilize for 2 minutes, and then verify the open circuit voltage (Fig. 9).
(4) This voltage reading will approximate the state of charge of the battery. It will not reveal battery cranking capacity (Fig. 10).
Fig. 8 Load 50% Cold Crank Rating
Load Test Temperature
Temperature
Minimum Voltage
9.6 volts
9.5 volts
9.4 volts
9.3 volts
9.1 volts
8.9 volts
8.7 volts
8.5 volts
°F
70° and above
60°
50°
40°
30°
20°
10°
0°
°C
21° and above
16°
10°
4°
-1°
-7°
-12°
-18°
(6) If battery passes load test, it is in good condition and further tests are not necessary. If it fails load test, it should be replaced.
BATTERY OPEN CIRCUIT VOLTAGE TEST
An open circuit voltage no load test shows the state of charge of a battery and whether it is ready for a load test at 50 percent of the battery’s cold crank rating. Refer to Battery Load Test. If a battery has open circuit voltage reading of 12.4 volts or greater, and will not pass the load test, replace the battery because it is defective. To test open circuit voltage, perform the following operation.
(1) Remove both battery cables, negative cable first. Battery top, cables and posts should be clean. If green dot is not visible in indicator, charge the battery. Refer to Battery Charging Procedures.
(2) Connect a Volt/Ammeter/Load tester to the battery posts (Fig. 6). Rotate the load control knob of the
Carbon pile rheostat to apply a 300 amp load. Apply this load for 15 seconds to remove the surface charge from the battery, and return the control knob to off
(Fig. 7).
Fig. 9 Testing Open Circuit Voltage
Fig. 10 Battery Open Circuit Voltage
SERVICE PROCEDURES
BATTERY CHARGING
WARNING: DO NOT CHARGE A BATTERY THAT
HAS EXCESSIVELY LOW ELECTROLYTE LEVEL.
BATTERY MAY SPARK INTERNALLY AND
EXPLODE. EXPLOSIVE GASES FORM OVER THE
BATTERY. DO NOT SMOKE, USE FLAME, OR CRE-
ATE SPARKS NEAR BATTERY. DO NOT ASSIST
BOOST OR CHARGE A FROZEN BATTERY. BAT-
TERY CASING MAY FRACTURE. BATTERY ACID IS
POISON, AND MAY CAUSE SEVERE BURNS. BAT-
TERIES CONTAIN SULFURIC ACID. AVOID CON-
TACT WITH SKIN, EYES, OR CLOTHING. IN THE
EVENT OF CONTACT, FLUSH WITH WATER AND
CALL PHYSICIAN IMMEDIATELY. KEEP OUT OF
REACH OF CHILDREN.
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SERVICE PROCEDURES (Continued)
CAUTION: Disconnect the battery NEGATIVE cable first (Fig. 4) before charging battery to avoid damage to electrical systems. Do not exceed 16.0 volts while charging battery. Refer to the instructions supplied with charging equipment
A battery is considered fully charged when it will meet all the following requirements.
• It has an open circuit voltage charge of at least
12.4 volts (Fig. 10).
• It passes the 15 second load test, refer to the
Load Test Temperature chart.
• The specific gravity reading is 1.285 plus 0.015
or minus 0.010.
Battery electrolyte will bubble inside of battery case while being charged properly. If the electrolyte boils violently, or is discharged from the vent holes while charging, immediately reduce charging rate or turn off charger. Evaluate battery condition. Battery damage may occur if charging is excessive.
Some battery chargers are equipped with polarity sensing devices to protect the charger or battery from being damaged if improperly connected. If the battery state of charge is too low for the polarity sensor to detect, the sensor must be bypassed for charger to operate. Refer to operating instructions provided with battery charger being used.
CAUTION: Do not overcharge Battery.
Test the battery until the specific gravity reading is 1.285 plus 0.015 or minus 0.010.
After the battery has been charged to 12.4 volts or greater, perform a load test to determine cranking capacity. Refer to Battery Load Test in this Group. If the battery passes the load test, return the battery to use. If battery will not endure a load test, it must be replaced. Properly clean and inspect battery hold downs, tray, terminals, cables, posts, and top before completing service.
CHARGING COMPLETELY DISCHARGED BATTERY
The following procedure should be used to recharge a completely discharged battery. Unless procedure is properly followed, a good battery may be needlessly replaced (Fig. 11).
(1) Measure the voltage at battery posts with a voltmeter accurate to 1/10 volt (Fig. 12). If below 10 volts, charge current will be low, and it could take some time before it accepts a current in excess of a few milliamperes. Such low current may not be detectable on amp meters built into many chargers.
(2) Connect charger leads. Some chargers feature polarity protection circuitry that prevents operation unless charger is connected to battery posts correctly.
A completely discharged battery may not have
BATTERY
Fig. 11 Charging Rate
8A - 7
Fig. 12 Voltmeter Accurate to 1/10 Volt (Connected) enough voltage to activate this circuitry. This may happen even though the leads are connected properly.
(3) Battery chargers vary in the amount of voltage and current they provide. For the time required for the battery to accept measurable charger current at various voltages, refer to (Fig. 11). If charge current is still not measurable after 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.
VISUAL INSPECTION
CAUTION: Do not allow baking soda solution to enter vent holes, as damage to battery can result.
(1) Clean top of battery with a solution of warm water and baking soda.
(2) Apply soda solution with a bristle brush and allow to soak until acid deposits loosen (Fig. 13).
(3) Rinse soda solution from battery with clear water and blot battery dry with paper toweling. Dispose of toweling in a safe manner. Refer to the
WARNINGS on top of battery.
(4) Inspect battery case and cover for cracks, leakage or damaged hold down ledge. If battery is damaged replace it.
8A - 8 BATTERY
SERVICE PROCEDURES (Continued)
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Fig. 13 Cleaning Battery
(5) Inspect battery tray for damage caused by acid from battery. If acid is present, clean area with baking soda solution.
(6) Clean battery posts with a battery post cleaning tool (Fig. 14).
(7) Clean battery cable clamps with a battery terminal cleaning tool (Fig. 15). Replace cables that are frayed or have broken clamps.
Fig. 15 Cleaning Battery Cable Terminal
REMOVAL AND INSTALLATION
BATTERY
WARNING: TO PROTECT THE HANDS FROM BAT-
TERY ACID, A SUITABLE PAIR OF HEAVY DUTY
RUBBER GLOVES, NOT THE HOUSEHOLD TYPE,
SHOULD BE WORN WHEN REMOVING OR SERVIC-
ING A BATTERY. SAFETY GLASSES ALSO SHOULD
BE WORN.
Fig. 14 Cleaning Battery Post
REMOVAL
(1) Verify that the ignition switch and all accessories are OFF.
(2) Disconnect battery cable terminals from the battery posts, negative first (Fig. 16).
3
(3) Remove battery hold down (Fig. 17).
(4) Remove battery from vehicle (Fig. 18).
INSTALLATION
Inspect and clean battery and attaching components before installation.
(1) Install battery in vehicle making sure that battery is properly positioned on battery tray.
(2) Install battery hold down.
(3) Connect battery cable terminals, positive cable first. Make sure the top of battery terminals are flush with top of posts.
WARNING: DO NOT OVER TIGHTEN BATTERY
CABLE CLAMPS, DAMAGE TO CLAMPS CAN
RESULT.
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REMOVAL AND INSTALLATION (Continued)
BATTERY 8A - 9
Fig. 16 Battery Cable Disconnected
Fig. 18 Remove Battery
Fig. 17 Battery Hold Down
(4) Tighten terminal nuts to 8.5 N·m (75 in. lbs.).
BATTERY TRAY
REMOVAL
(1) Remove battery, refer to the above procedures.
(2) Remove nut and two bolts from battery tray
(Fig. 19).
(3) Remove battery tray from vehicle.
(4) Remove speed control servo attaching bolt from battery tray (if equipped). Use care when disconnecting vacuum lines from reservoir (Fig. 20).
INSTALLATION
For installation, reverse the above procedures.
Fig. 19 Battery Tray Removal
SPECIFICATIONS
BATTERY SPECIFICATIONS
CRANKING RATING
The current battery can deliver for 30 seconds and maintain a terminal voltage of 7.2 volts or greater at specified temperature.
8A - 10 BATTERY
SPECIFICATIONS (Continued)
Fig. 20 Speed Control Servo Removal
Reserve
(Amps)
200 Amp
Cold Cranking
Rating @ -17.8C (0.0F)
DIN/BCI
500 Amp
Reserve
Capacity
250 Amp
315 Amp
600 Amp
685 Amp
110
Minutes
120
Minutes
125
Minutes
TORQUE
DESCRIPTION TORQUE
Battery Hold Down Bolt Clamp
Bolt . . . . . . . . . . . . . . . . . . . 14 N·m (125 in. lbs.)
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NS STARTER 8B - 1
STARTER
GENERAL INFORMATION
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION AND OPERATION
SUPPLY CIRCUIT AND CONTROL CIRCUIT . . . . 1
DIAGNOSIS AND TESTING
CONTROL CIRCUIT TEST . . . . . . . . . . . . . . . . . . 1
FEED CIRCUIT RESISTANCE TEST . . . . . . . . . . . 3
FEED CIRCUIT TEST . . . . . . . . . . . . . . . . . . . . . . 4
GENERAL INFORMATION
INTRODUCTION
The starting system has (Fig. 1):
• Ignition switch
• Starter relay
• Powertrain Control Module (PCM) double start override
• Neutral starting and back up switch with automatic transmissions only
• Wiring harness
•
Battery
•
Starter motor with an integral solenoid
•
Positive Temperature Coefficient (PTC) is the circuit protection for the ignition feed to the starter relay coil. The PTC is located in the Junction Block.
These components form two separate circuits. A high amperage circuit that feeds the starter motor up to 300+ amps, and a control circuit that operates on less than 20 amps.
CONTENTS page page
REMOVAL AND INSTALLATION
STARTER—2.4L ENGINE . . . . . . . . . . . . . . . . . . 5
STARTER—3.0L ENGINE . . . . . . . . . . . . . . . . . . 6
STARTER—3.3/3.8L ENGINE . . . . . . . . . . . . . . . 6
SPECIFICATIONS
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DESCRIPTION AND OPERATION
SUPPLY CIRCUIT AND CONTROL CIRCUIT
The starter system consists of two separate circuits:
• A high amperage supply to feed the starter motor.
• A low amperage circuit to control the starter solenoid.
DIAGNOSIS AND TESTING
CONTROL CIRCUIT TEST
The starter control circuit has:
•
Starter solenoid
•
Starter relay
Fig. 1 Starting System Components
8B - 2 STARTER
DIAGNOSIS AND TESTING (Continued)
• Transmission range sensor, or Park/Neutral
Position switch with automatic transmissions
• Clutch Pedal Position Switch with manual transmissions
• Ignition switch
• Battery
• All related wiring and connections
CAUTION: Before performing any starter tests, the ignition and fuel systems must be disabled.
• To disable ignition and fuel systems, disconnect the Automatic Shutdown Relay (ASD). The ASD relay is located in the in the Power Distribution Center
(PDC). Refer to the PDC cover for the proper relay location.
STARTER SOLENOID
WARNING: CHECK TO ENSURE THAT THE TRANS-
MISSION IS IN THE PARK POSITION WITH THE
PARKING BRAKE APPLIED
(1) Verify battery condition. Battery must be in good condition with a full charge before performing any starter tests. Refer to Battery Tests.
(2) Perform Starter Solenoid test BEFORE performing the starter relay test.
(3) Raise the vehicle.
(4) Perform a visual inspection of the starter/ starter solenoid for corrosion, loose connections or faulty wiring.
(5) Lower the vehicle.
(6) Locate and remove the starter relay from the
Power Distribution Center (PDC). Refer to the PDC label for relay identification and location.
(7) Connect a remote starter switch or a jumper wire between the remote battery positive post and terminal 87 of the starter relay connector.
(a) If engine cranks, starter/starter solenoid is good. Go to the Starter Relay Test.
(b) If engine does not or solenoid chatters, check wiring and connectors from starter relay to starter solenoid for loose or corroded connections. Particularly at starter terminals.
(c) Repeat test. If engine still fails to crank properly, trouble is within starter or starter mounted solenoid, and replace starter.
STARTER RELAY
WARNING: CHECK TO ENSURE THAT THE TRANS-
MISSION IS IN THE PARK POSITION/NEUTRAL
WITH THE PARKING BRAKE APPLIED
NS
RELAY TEST
The starter relay is located in the Power Distribution Center (PDC) in the engine compartment. Refer to the PDC label for relay identification and location.
Remove the starter relay from the PDC as described in this group 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 Step 2. If not OK, replace the faulty relay.
(2) Resistance between terminals 85 and 86 (electromagnet) should be 75 6 5 ohms. If OK, go to Step
3. If not OK, replace the faulty relay.
(3) Connect a battery B+ lead to terminals 86 and a ground lead to terminal 85 to energize the relay.
The relay should click. Also test for continuity between terminals 30 and 87, and no continuity between terminals 87A and 30. If OK, refer to Relay
Circuit Test procedure. If not OK, replace the faulty relay.
Starter Relay
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is connected to battery voltage and should be hot at all times. If OK, go to Step 2. If not OK, repair the open circuit to the PDC fuse as required.
(2) The relay normally closed terminal (87A) is connected to terminal 30 in the de-energized position, but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is connected to the common feed terminal (30) in the energized position. This terminal supplies battery voltage to the starter solenoid field coils. There should be continuity between the cavity for relay terminal 87 and the starter solenoid terminal at all times. If OK, go to Step 4. If not OK, repair the open circuit to the starter 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 held in the Start position. On
NS
DIAGNOSIS AND TESTING (Continued) vehicles with a manual transmission, the clutch pedal must be fully depressed for this test. Check for battery voltage at the cavity for relay terminal 86 with the ignition switch in the Start position, and no voltage when the ignition switch is released to the
On position. If OK, go to Step 5. If not OK with an automatic transmission, check for an open or short circuit to the ignition switch and repair, if required.
If the circuit to the ignition switch is OK, see the
Ignition Switch Test procedure in this group. If not
OK with a manual transmission, check the circuit between the relay and the clutch pedal position switch for an open or a short. If the circuit is OK, see the Clutch Pedal Position Switch Test procedure in this group.
(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 only when the gearshift selector lever is in the Park or Neutral positions. On vehicles with a manual transmission, it is grounded at all times. Check for continuity to ground at the cavity for relay terminal 85. If not OK with an automatic transmission, check for an open or short circuit to the park/neutral position switch and repair, if required. If the circuit is OK, see the Park/Neutral
Position Switch Test procedure in this group. If not
OK with a manual transmission, repair the circuit to ground as required.
SAFETY SWITCHES
For diagnostics,
• Clutch Pedal Position Switch, refer to Group 6,
Clutch.
• Park/Neutral Position Switch, refer to Group 21,
Transaxle
IGNITION SWITCH
After testing starter solenoid and relay, test ignition switch and wiring. Refer to Group 8D, Ignition
Systems or Group 8W, Wiring Diagrams. Check all wiring for opens or shorts, and all connectors for being loose or corroded.
BATTERY
Refer to Group 8A, Battery for proper procedures.
ALL RELATED WIRING AND CONNECTORS
Refer to Group 8W, Wiring Diagrams,
STARTER 8B - 3
FEED CIRCUIT RESISTANCE TEST
Before proceeding with this operation, review Diagnostic Preparation and Starter Feed Circuit Tests.
The following operation will require a voltmeter, accurate to 1/10 of a volt.
CAUTION: Before performing any starter tests, the ignition and fuel systems must be disabled.
(1) To disable the ignition and fuel systems, disconnect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Center (PDC). Refer to the PDC cover for proper relay location.
(2) With all wiring harnesses and components properly connected, perform the following:
(a) Connect the negative lead of the voltmeter to the battery negative post, and positive lead to the battery negative cable clamp (Fig. 2). Rotate and hold the ignition switch in the START position.
Observe the voltmeter. If voltage is detected, correct poor contact between cable clamp and post.
(b) Connect positive lead of the voltmeter to the battery positive post, and negative lead to the battery positive cable clamp. Rotate and hold the ignition switch key in the START position. Observe the voltmeter. If voltage is detected, correct poor contact between the cable clamp and post.
(c) Connect negative lead of voltmeter to battery negative terminal, and positive lead to engine
Fig. 2 Test Battery Connection Resistance
8B - 4 STARTER
DIAGNOSIS AND TESTING (Continued) block near the battery cable attaching point (Fig.
3). Rotate and hold the ignition switch in the
START position. If voltage reads above 0.2 volt, correct poor contact at ground cable attaching point. If voltage reading is still above 0.2 volt after correcting poor contacts, replace ground cable.
NS key in the START position. If voltage reads above 0.2
volt, correct poor starter to engine ground.
(a) Connect the positive voltmeter lead to the battery positive terminal, and negative lead to battery cable terminal on starter solenoid (Fig. 5).
Rotate and hold the ignition switch in the START position. If voltage reads above 0.2 volt, correct poor contact at battery cable to solenoid connection. If reading is still above 0.2 volt after correcting poor contacts, replace battery positive cable.
(b) If resistance tests do not detect feed circuit failures, remove the starter motor and go to
Starter Solenoid Test in this Group.
Fig. 3 Test Ground Circuit Resistance
(3) Connect positive voltmeter lead to the starter motor housing and the negative lead to the battery negative terminal (Fig. 4). Hold the ignition switch
Fig. 5 Test Battery Positive Cable Resistance
FEED CIRCUIT TEST
The following procedure will require a suitable volt-ampere tester (Fig. 6).
Fig. 4 Test Starter Motor Ground
Fig. 6 Volt Ampere Tester
NS
DIAGNOSIS AND TESTING (Continued)
CAUTION: Before performing any starter tests, the ignition and fuel systems must be disabled.
(1) Connect a volt-ampere tester to the battery terminals (Fig. 7). Refer to the operating instructions provided with the tester being used.
STARTER 8B - 5 equipment and connect ASD relay or the Fuel Solenoid. Start the vehicle several times to assure the problem has been corrected.
REMOVAL AND INSTALLATION
STARTER—2.4L ENGINE
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 8).
Fig. 7 Volt-Ampere Tester Connections
(2) To disable the ignition and fuel systems, disconnect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Center (PDC). Refer to the PDC cover for proper relay location. The 2.5L Diesel Engine, to disable the engine from starting, disconnect wire connector from the Fuel Solenoid.
(3) Verify that all lights and accessories are OFF, and the transmission shift selector is in the PARK position or with the clutch pedal depressed and SET parking brake.
CAUTION: Do not overheat the starter motor or draw the battery voltage below 9.6 volts during cranking operations.
(4) Rotate and hold the ignition switch in the
START position. Observe the volt-ampere tester (Fig.
6).
• If voltage reads above 9.6 volts, and amperage draw reads above 280 amps or the Diesel engine above 450 amps, check for engine seizing or faulty starter.
• If voltage reads 12.4 volts or greater and amperage reads 0 to 10 amps, check for corroded cables and/or bad connections.
• Voltage below 9.6 volts and amperage draw above 300 amps or Diesel engine above 500 amps, the problem is the starter. Replace the starter refer to starter removal.
(5) After the starting system problems have been corrected, verify the battery state-of-charge and charge battery if necessary. Disconnect all testing
Fig. 8 Battery Negative Cable
(3) Hoist and support vehicle on safety stands.
(4) Disconnect solenoid wire connector from terminal.
(5) Remove nut holding B+ wire to terminal.
(6) Disconnect solenoid and B+ wires from starter terminals.
(7) Remove bolts holding starter to transaxle bellhousing (Fig. 9).
Fig. 9 Starter–2.4L Engine
(8) Remove starter.
8B - 6 STARTER
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
(1) Place starter in position on vehicle.
(2) Install bolts to hold starter to transaxle bellhousing.
(3) Place solenoid and B+ wires in position on starter terminals.
(4) Install nut to hold B+ wire to terminal.
(5) Connect solenoid wire connector onto terminal.
(6) Lower vehicle.
(7) Connect battery negative cable.
(8) Verify starter operation.
STARTER—3.0L ENGINE
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 8).
(3) Hoist and support vehicle on safety stands.
(4) Remove nut holding solenoid wire to terminal
(Fig. 10).
NS
Fig. 11 Starter–3.0L Engine
STARTER—3.3/3.8L ENGINE
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 8).
(3) Hoist and support vehicle on safety stands.
(4) Remove nut holding B+ terminal to starter solenoid (Fig. 12).
Fig. 10 Wire Connectors
(5) Remove nut holding B+ wire to terminal (Fig.
6)
(6) Disconnect solenoid and B+ wires from starter terminals.
(7) Remove bolts holding starter to transaxle bellhousing (Fig. 11).
(8) Remove starter.
INSTALLATION
(1) Place starter in position on vehicle.
(2) Install bolts to hold starter to transaxle bellhousing.
(3) Place solenoid and B+ wires in position on starter terminals.
(4) Install nut to hold B+ wire to terminal.
(5) Install nut to hold solenoid wire to terminal.
(6) Lower vehicle.
(7) Connect battery negative cable.
(8) Verify starter operation.
Fig. 12 Wire Connectors
(5) Disconnect solenoid connector from starter.
(6) Remove bolts holding starter to transaxle bellhousing (Fig. 13).
(7) Remove starter from bellhousing (Fig. 14).
(8) Separate starter spacer from transaxle bellhousing.
INSTALLATION
(1) Place starter spacer in position on transaxle bellhousing, flange toward flywheel.
(2) Place starter in position on bellhousing.
(3) Install bolts to hold starter to transaxle bellhousing.
NS
REMOVAL AND INSTALLATION (Continued)
STARTER 8B - 7
(8) Verify starter operation.
Fig. 13 Starter Bolts
Fig. 14 Starter–3.3/3.8L Engine
(4) Connect solenoid connector into starter.
(5) Install nut to hold B+ terminal to starter solenoid.
(6) Lower vehicle.
(7) Connect battery negative cable.
SPECIFICATIONS
STARTER
MANUFACTURER
Engine Application
Power rating
Voltage
No. of Fields
No. of Poles
Brushes
Drive
Free running Test
Voltage
Amperage Draw
Minimum Speed
SolenoidClosing Voltage
Cranking Amperage Draw test
NIPPONDENSO
2.4L /3.0L /3.3/3.8L
1.2 Kw
12 VOLTS
4
4
4
Conventional Gear Train
11
73 Amp
3401 RPM
7.5 Volts
150 - 200 Amps.
Engine should be up to operating temperature.
Extremely heavy oil or tight engine will increase starter amperage draw.
TORQUE
DESCRIPTION TORQUE
Starter Mounting Bolts. . . . . . . . .54 N·m (40 ft. lbs.)
Starter Solenoid Battery Nut . . . .10 N·m (90 in. lbs.)
NS/GS
STARTING SYSTEM
CONTENTS page
REMOVAL AND INSTALLATION
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
REMOVAL AND INSTALLATION
STARTER
2.0L ENGINE
REMOVAL
(1) Disconnect battery negative cable (Fig. 1).
STARTING SYSTEM 8B - 1
Fig. 1 Battery Negative Cable
(2) Raise vehicle.
(3) Disconnect solenoid wire connector from terminal.
(4) Remove nut holding B+ wire to terminal.
(5) Disconnect solenoid and B+ wires from starter terminals.
(6) Remove bolts holding starter to transaxle bellhousing (Fig. 2).
(7) Remove starter.
Fig. 2 Starter - 2.0L Engine
INSTALLATION
(1) Place starter in position on vehicle.
(2) Install starter attaching bolts to transaxle bellhousing and tighten to the proper torque.
(3) Place solenoid and B+ wires in position on starter terminals.
(4) Install nut to hold B+ wire to terminal.
(5) Connect solenoid wire connector onto terminal.
(6) Lower vehicle.
(7) Connect battery negative cable.
(8) Verify starter operation.
8B - 2 STARTING SYSTEM NS/GS
REMOVAL AND INSTALLATION (Continued)
2.4L ENGINE - With Manual Transaxle
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 1).
(3) Hoist and support vehicle on safety stands.
(4) Disconnect solenoid wire connector from terminal.
(5) Remove nut holding B+ wire to terminal.
(6) Disconnect solenoid and B+ wires from starter terminals.
(7) Remove bolts holding starter to transaxle bellhousing (Fig. 3).
(8) Remove starter.
INSTALLATION
(1) Place starter in position on vehicle.
(2) Install starter attaching bolts to transaxle bellhousing and tighten to the proper torque.
(3) Place solenoid and B+ wires in position on starter terminals.
(4) Install nut to hold B+ wire to terminal.
(5) Connect solenoid wire connector onto terminal.
(6) Lower vehicle.
(7) Connect battery negative cable.
(8) Verify starter operation.
2.4L ENGINE - With Automatic Transaxle
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 1).
(3) Hoist and support vehicle on safety stands.
(4) Disconnect solenoid wire connector from terminal.
(5) Remove nut holding B+ wire to terminal.
(6) Disconnect solenoid and B+ wires from starter terminals.
Fig. 3 Starter - 2.4L Engine with Manual Transaxle
NS/GS
REMOVAL AND INSTALLATION (Continued)
STARTING SYSTEM 8B - 3
Fig. 4 Starter - 2.4L Engine with Automatic Transaxle
(7) Remove bolts holding starter to transaxle bellhousing (Fig. 4).
(8) Remove starter.
INSTALLATION
(1) Place starter in position on vehicle.
(2) Install starter attaching bolts to transaxle bellhousing and tighten to the proper torque
(3) Place solenoid and B+ wires in position on starter terminals.
(4) Install nut to hold B+ wire to terminal.
(5) Connect solenoid wire connector onto terminal.
(6) Lower vehicle.
(7) Connect battery negative cable.
(8) Verify starter operation.
3.0L ENGINE
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 1).
(3) Hoist and support vehicle on safety stands.
(4) Remove nut holding solenoid wire to terminal
(Fig. 5).
Fig. 5 Wire Connectors
(5) Remove nut holding B+ wire to terminal (Fig.
6)
(6) Disconnect solenoid and B+ wires from starter terminals.
8B - 4 STARTING SYSTEM
REMOVAL AND INSTALLATION (Continued)
NS/GS
Fig. 6 Starter–3.0L Engine
(7) Remove bolts holding starter to transaxle bellhousing (Fig. 6).
(8) Remove starter.
INSTALLATION
(1) Place starter in position on vehicle.
(2) Install starter attaching bolts to transaxle bellhousing and tighten to the proper torque.
(3) Place solenoid and B+ wires in position on starter terminals.
(4) Install nut to hold B+ wire to terminal.
(5) Install nut to hold solenoid wire to terminal.
(6) Lower vehicle.
(7) Connect battery negative cable.
(8) Verify starter operation.
3.3/3.8L ENGINE
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 1).
(3) Hoist and support vehicle on safety stands.
(4) Remove nut holding B+ terminal to starter solenoid (Fig. 7).
(5) Disconnect solenoid connector from starter.
(6) Remove bolts holding starter to transaxle bellhousing.
(7) Remove starter from bellhousing (Fig. 8).
(8) Separate starter spacer from transaxle bellhousing.
Fig. 7 Wire Connectors
INSTALLATION
(1) Place starter spacer in position on transaxle bellhousing, flange toward flywheel.
(2) Place starter in position on bellhousing.
(3) Install starter attaching bolts to transaxle bellhousing and tighten to the proper torque.
(4) Connect solenoid connector into starter.
(5) Install nut to hold B+ terminal to starter solenoid.
(6) Lower vehicle.
(7) Connect battery negative cable.
(8) Verify starter operation.
NS/GS
REMOVAL AND INSTALLATION (Continued)
2.5L DIESEL ENGINE
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 1).
(3) Hoist and support vehicle on safety stands.
(4) Disconnect solenoid wire connector from terminal.
(5) Remove nut holding B+ wire to terminal.
(6) Disconnect solenoid and B+ wires from starter terminal.
(7) Remove three bolts holding starter to transaxle bellhousing (Fig. 9).
(8) Remove starter.
INSTALLATION
For installation, reverse the above procedures and verify the operation of the starter.
STARTING SYSTEM
Fig. 9 Starter–2.5L Diesel Engine
8B - 5
Fig. 8 Starter–3.3/3.8L Engine
NS CHARGING SYSTEM 8C - 1
CHARGING SYSTEM
GENERAL INFORMATION
OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION AND OPERATION
BATTERY TEMPERATURE SENSOR . . . . . . . . . . 2
CHARGING SYSTEM OPERATION . . . . . . . . . . . 1
ELECTRONIC VOLTAGE REGULATOR . . . . . . . . . 2
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING
CHARGING SYSTEM RESISTANCE TESTS . . . . . 4
CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION
OVERVIEW
The battery, starting, and charging systems operate with one another, and 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 the battery, Group 8B covers the starting system, and Group 8C covers the charging system. Refer to Group 8W - Wiring Diagrams for complete circuit descriptions and diagrams. We have separated these systems to make it easier to locate the information you are seeking within this Service
Manual. However, when attempting to diagnose any of these systems, it is important that you keep their interdependency in mind.
The diagnostic procedures used in these groups include the most basic conventional diagnostic methods to the more sophisticated On-Board Diagnostics
(OBD) built into the Powertrain Control Module
(PCM). Use of an induction ammeter, volt/ohmmeter, battery charger, carbon pile rheostat (load tester), and 12-volt test lamp may 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 the
On-Board Diagnostics Test in Group 8C - Charging
System for more information.
CONTENTS page page
CURRENT OUTPUT TEST . . . . . . . . . . . . . . . . . . 4
ON-BOARD DIAGNOSTIC SYSTEM TEST . . . . . . 7
REMOVAL AND INSTALLATION
GENERATOR—2.4L ENGINE . . . . . . . . . . . . . . . . 9
GENERATOR—3.0L ENGINE . . . . . . . . . . . . . . . . 9
GENERATOR—3.3/3.8 L ENGINE . . . . . . . . . . . 10
SPECIFICATIONS
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DESCRIPTION AND OPERATION
CHARGING SYSTEM OPERATION
The charging system consists of:
• Generator
• Electronic Voltage Regulator (EVR) circuitry within the Powertrain Control Module (PCM)
• Ignition switch (refer to Group 8D, Ignition System for information)
•
Battery (refer to Group 8A, Battery for information)
•
Temperature is measured by a sensor in the
PCM circuitry
• Wiring harness and connections (refer to Group
8W, Wiring for information)
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.
The amount of DC current produced by the generator is controlled by the EVR (field control) circuitry, contained within the PCM. This circuitry is connected in series with the second rotor field terminal and ground.
All vehicles are equipped with On-Board Diagnostics (OBD). All OBD-sensed systems, including the
EVR (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 On-
Board Diagnostic System Test in this group for more information.
8C - 2 CHARGING SYSTEM
DESCRIPTION AND OPERATION (Continued)
GENERATOR
The generator is belt-driven by the engine. It is serviced only as a complete assembly. If the generator fails for any reason, the entire assembly must be replaced.
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 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.
Noise emitting from the generator may be caused by:
•
Worn, loose or defective bearings
• Loose or defective drive pulley
• Incorrect, worn, damaged or misadjusted drive belt
• Loose mounting bolts
• Misaligned drive pulley
• Defective stator or diode
BATTERY TEMPERATURE SENSOR
The temperature sensor, in the PCM, is used to determine the battery temperature. This temperature data, along with data from monitored line voltage, is used by the PCM to vary the battery charging rate.
System voltage will be higher at colder temperatures and is gradually reduced at warmer temperatures.
ELECTRONIC VOLTAGE REGULATOR
The Electronic Voltage Regulator (EVR) is not a separate component. It is actually a voltage regulating circuit located within the Powertrain Control
Module (PCM). The EVR is not serviced separately. If replacement is necessary, the PCM must be replaced.
Operation: The amount of DC current produced by the generator is controlled by EVR circuitry contained within the PCM. This circuitry is connected in series with the generators second rotor field terminal and its ground.
Voltage is regulated by cycling the ground path to control the strength of the rotor magnetic field. The
EVR circuitry monitors system line voltage and battery temperature (refer to Battery Temperature Sensor for more information). It then compensates and regulates generator current output accordingly. Also refer to Charging System Operation for additional information.
DIAGNOSIS AND TESTING
NS
CHARGING SYSTEM
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 are possible symptoms of a charging system fault:
• 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 Test in Group 8A, Battery for more information.
The following procedures may be used to correct a problem diagnosed as a charging system fault.
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 receptacles. They should be properly installed and tight. Repair or replace as required.
(3) Inspect the electrolyte level in the battery.
Replace battery if electrolyte level is low.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Generator Removal/Installation section of this group 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 automatic belt tensioner (if equipped).
Refer to Group 7, Cooling System for information.
(7) 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.
NS
DIAGNOSIS AND TESTING (Continued)
CHARGING SYSTEM 8C - 3
8C - 4 CHARGING SYSTEM
DIAGNOSIS AND TESTING (Continued)
CHARGING SYSTEM RESISTANCE TESTS
These tests will show the amount of voltage drop across the generator output wire from the generator output (B+) terminal to the battery positive post.
They will also show the amount of voltage drop from the ground (-) terminal on the generator or case ground (Fig. 1) to the battery negative post.
A voltmeter with a 0–18 volt DC scale should be used for these tests. By repositioning the voltmeter test leads, the point of high resistance (voltage drop) can easily be found.
PREPARATION
(1) Before starting test, make sure battery is in good condition and is fully-charged. See Group 8A,
Battery for more information.
(2) Check condition of battery cables at battery.
Clean if necessary.
(3) Start the engine and allow it to reach normal operating temperature.
(4) Shut engine off.
(5) Connect an engine tachometer.
(6) Fully engage the parking brake.
TEST
(1) Start engine.
(2) Place heater blower in high position.
(3) Turn on headlamps and place in high-beam position.
(4) Turn rear window defogger on.
(5) Bring engine speed up to 2400 rpm and hold.
(6) Testing (+ positive) circuitry:
(a) Touch the negative lead of voltmeter directly to battery positive POST (Fig. 2).
(b) Touch the positive lead of voltmeter to the
B+ output terminal stud on the generator (not the terminal mounting nut). Voltage should be no higher than 0.6 volts. If voltage is higher than 0.6
volts, touch test lead to terminal mounting stud nut and then to the wiring connector. If voltage is now below 0.6 volts, look for dirty, loose or poor connection at this point. Also check condition of the generator output wire-to-battery bullet connector.
Refer to Group 8, Wiring for connector location. A voltage drop test may be performed at each (ground) connection in this circuit to locate the excessive resistance.
(7) Testing (- ground) circuitry:
(a) Touch the positive lead of voltmeter directly to battery negative POST.
(b) Touch the negative lead of voltmeter to the generator case. Voltage should be no higher than
0.3 volts. If voltage is higher than 0.3 volts, touch test lead to generator case and then to the engine block. If voltage is now below 0.3 volts, look for dirty, loose or poor connection at this point. A voltage drop test may be performed at each connection
NS in this circuit to locate the excessive resistance.
This test can also be performed between the generator case and the engine. If test voltage is higher than 0.3 volts, check for corrosion at generator mounting points or loose generator mounting.
CURRENT OUTPUT TEST
The current output test will determine if the charging system can deliver its minimum test current (amperage) output. Refer to the Specifications section at the end of this group for minimum test current (amperage) requirements.
The first part of this test will determine the combined amperage output of both the generator and the
Electronic Voltage Regulator (EVR) circuitry.
PREPARATION
(1) Determine if any Diagnostic Trouble Codes
(DTC) exist. To determine a DTC, refer to On-Board
Diagnostics in this group. For repair, refer to the appropriate Powertrain Diagnostic Procedures manual.
(2) Before starting test, make sure battery is in good condition and is fully-charged. See Group 8A,
Battery for more information.
(3) Check condition of battery cables at battery.
Clean if necessary.
(4) Perform the Voltage Drop Test. This will ensure clean and tight generator/battery electrical connections.
(5) Be sure the generator drive belt is properly tensioned. Refer to Group 7, Cooling System for information.
(6) A volt/amp tester equipped with both a battery load control (carbon pile rheostat) and an inductivetype pickup clamp (ammeter probe) will be used for this test. Refer to operating instructions supplied with tester. When using a tester equipped with an inductive-type clamp, removal of wiring at the generator will not be necessary.
(7) Start the engine and allow it to reach operating temperature.
(8) Shut engine off.
(9) Turn off all electrical accessories and all vehicle lighting.
(10) Connect the volt/amp tester leads to the battery. Be sure the carbon pile rheostat control is in the
OPEN or OFF position before connecting leads. See
Load Test in Group 8A, Battery for more information.
Also refer to the operating instructions supplied with test equipment.
(11) Connect the inductive clamp (ammeter probe).
Refer to the operating instructions supplied with test equipment.
(12) If volt/amp tester is not equipped with an engine tachometer, connect a separate tachometer to the engine.
NS
DIAGNOSIS AND TESTING (Continued)
CHARGING SYSTEM TEST
CHARGING SYSTEM 8C - 5
8C - 6 CHARGING SYSTEM
DIAGNOSIS AND TESTING (Continued)
OVERCHARGE TEST
NS
NS
DIAGNOSIS AND TESTING (Continued)
CHARGING SYSTEM 8C - 7
Fig. 1 Generator Terminals
Fig. 2 Battery Voltage Test—Typical
TEST
(1) Perform the previous test Preparation.
(2) Fully engage the parking brake.
(3) Start engine.
(4) Bring engine speed to 2500 rpm.
(5) With engine speed held at 2500 rpm, slowly adjust the rheostat control (load) on the tester to obtain the highest amperage reading. Do not allow voltage to drop below 12 volts. Record the reading.
This load test must be performed within 15 sec-
onds to prevent damage to test equipment. On certain brands of test equipment, this load will be applied automatically. Refer to the operating manual supplied with test equipment.
(6) The ammeter reading must meet the Minimum
Test Amps specifications as displayed in the Generator Ratings chart. This can be found in the Specifications section at the end of this group. A label stating a part reference number is attached to the generator case. On some engines this label may be located on the bottom of the case. Compare this reference number to the Generator Ratings chart.
(7) Rotate the load control to the OFF position.
(8) Continue holding engine speed at 2500. If EVR circuitry is OK, amperage should drop below 15–20 amps. With all electrical accessories and vehicle lighting off, this could take several minutes of engine operation. If amperage did not drop, refer to the appropriate Powertrain Diagnostic Procedures manual for testing.
(9) Remove volt/amp tester.
If minimum amperage could not be met, refer to the appropriate Powertrain Diagnostic Procedures manual for testing.
ON-BOARD DIAGNOSTIC SYSTEM TEST
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
Refer to Group 25, On Board Diagnostic for more information. A DTC description can be read using the
DRB scan tool. Refer to the appropriate Powertrain
Diagnostic Procedures manual for 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.
ERASING DIAGNOSTIC TROUBLE CODES
The DRB Scan Tool must be used to erase a DTC.
8C - 8 CHARGING SYSTEM
VOLTAGE DROP TEST
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REMOVAL AND INSTALLATION
GENERATOR—2.4L ENGINE
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 3).
(3) Remove accessory drive belt, refer to Group 7,
Cooling System for proper procedures.
(4) Disconnect the push-in field wire connector from back of generator (Fig. 4).
CHARGING SYSTEM 8C - 9
Fig. 3 Removal/Installation of Battery Cables
Fig. 4 Wire Connectors
(5) Remove nut holding B+ wire to terminal on back of generator.
(6) Separate B+ wire from generator terminal.
(7) Remove nut holding top of generator to adjustable T-bolt (Fig. 5).
(8) Remove bolt holding bottom generator pivot to lower mount.
(9) Remove generator.
INSTALLATION
(1) Place generator in position on vehicle.
(2) Install bolt to hold bottom generator pivot to lower mount.
Fig. 5 Generator–2.4L Engine
(3) Install nut to hold top of generator to adjustable T-bolt.
(4) Place B+ wire in position on generator terminal.
(5) Install nut to hold B+ wire to terminal on back of generator.
(6) Connect the push-in field wire connector onto back of generator.
(7) Install accessory drive belt, refer to Group 7,
Cooling System for proper procedures.
(8) Connect battery negative cable.
(9) Verify generator charge rate.
GENERATOR—3.0L ENGINE
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 3).
(3) Remove windshield wiper housing, refer to
Group 8K, Windshield Wipers and Washers for proper procedures.
(4) Remove accessory drive belt, refer to Group 7,
Cooling System for proper procedures.
(5) Remove bolt holding top of generator to mount bracket (Fig. 6).
(6) Remove bolt holding bottom of generator to lower pivot bracket (Fig. 4).
(7) Disengage push-in field wire connector from back of generator.
(8) Remove nut holding B+ wire terminal to back of generator.
(9) Remove B+ terminal from generator.
INSTALLATION
(1) Place B+ terminal in position on generator.
(2) Install nut to hold B+ wire terminal to back of generator
(3) Connect the push-in field wire connector into back of generator.
8C - 10 CHARGING SYSTEM
REMOVAL AND INSTALLATION (Continued)
Fig. 6 Generator–3.0L Engine
(4) Install bolt to hold bottom of generator to lower pivot bracket.
(5) Install bolt to hold top of generator to mount bracket.
(6) Install accessory drive belt, refer to Group 7,
Cooling System for proper procedures.
(7) Install windshield wiper housing, refer to
Group 8K, Windshield Wipers and Washers for proper procedures.
(8) Connect battery negative cable.
(9) Verify generator charge rate.
GENERATOR—3.3/3.8 L ENGINE
REMOVAL
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable (Fig. 3).
(3) Remove windshield wiper housing, refer to
Group 8K, Windshield Wipers and Washers for proper procedures.
(4) Remove accessory drive belt, refer to Group 7,
Cooling System for proper procedures.
(5) Remove bolt holding top of generator mount bracket to engine air intake plenum (Fig. 7).
(6) Remove bolts holding outside of generator mount bracket to generator mount plate.
(7) Remove bolt holding top of generator to mount bracket.
(8) Remove generator mount bracket from vehicle.
(9) Rotate generator toward rear dash panel.
(10) Disconnect the push-in field wire connector from back of generator (Fig. 6).
(11) Remove nut holding B+ wire terminal to back of generator.
(12) Separate B+ terminal from generator.
(13) Remove bolt holding bottom of generator to lower pivot bracket (Fig. 8).
(14) Remove generator from vehicle (Fig. 9).
Fig. 7 Generator Mounting Bracket
Fig. 8 Generator pivot Bolt
Fig. 9 Generator–3.3/3.8 L Engine
INSTALLATION
(1) Place generator in position on vehicle.
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REMOVAL AND INSTALLATION (Continued)
(2) Install bolt to hold bottom of generator to lower pivot bracket.
(3) Place B+ terminal in position on generator.
(4) Install nut to hold B+ wire terminal to back of generator.
(5) Connect the push-in field wire connector into back of generator.
(6) Rotate generator forward away from dash panel.
(7) Place generator mount bracket in position on vehicle.
(8) Install bolt to hold top of generator to mount bracket.
(9) Install bolts to hold outside of generator mount bracket to generator mount plate.
(10) Install bolt to hold top of generator mount bracket to engine air intake plenum.
(11) Install accessory drive belt, refer to Group 7,
Cooling System for proper procedures.
(12) Install windshield wiper housing, refer to
Group 8K, Windshield Wipers and Washers for proper procedures.
(13) Connect battery negative cable.
(14) Verify generator charge rate.
GENERATOR
TORQUE
Type
Nippondenso 90 A
HS
Nippondenso 120 A
HS
CHARGING SYSTEM
SPECIFICATIONS
Part Number
4727220
4727221
Amperage output
86 Amp
98 Amp
8C - 11
Part number is located on the side of the generator.
DESCRIPTION TORQUE
Battery Hold Down Bolt . . . . . . .14 N·m (125 in. lbs.)
Generator Mounting Bolts . . . . . .54 N·m (40 ft. lbs.)
Generator B+ Terminal . . . . . . . . .9 N·m (75 in. lbs.)
Starter Mounting Bolts. . . . . . . . .54 N·m (40 ft. lbs.)
Starter Solenoid Battery Nut . . . .10 N·m (90 in. lbs.)
NS IGNITION SYSTEM 8D - 1
IGNITION SYSTEM
CONTENTS page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . 1
2.4L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
page
3.3/3.8L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . 28
IGNITION SWITCH AND LOCK CYLINDER . . . . . 35
GENERAL INFORMATION
INDEX page
GENERAL INFORMATION
AUTOMATIC SHUTDOWN (ASD) RELAY . . . . . . . 4
CAMSHAFT POSITION SENSOR . . . . . . . . . . . . . 5
CRANKSHAFT POSITION SENSOR . . . . . . . . . . . 5
ENGINE COOLANT TEMPERATURE (ECT)
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
IGNITION COIL . . . . . . . . . . . . . . . . . . . . . . . . . . 4
IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 2
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1
KNOCK SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . 7
LOCK KEY CYLINDER . . . . . . . . . . . . . . . . . . . . . 7
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
POWERTRAIN CONTROL MODULE . . . . . . . . . . . 1
SPARK PLUG CABLE . . . . . . . . . . . . . . . . . . . . . . 3
SPARK PLUGS—2.4/3.0L . . . . . . . . . . . . . . . . . . . 2
SPARK PLUGS—3.3/3.8L . . . . . . . . . . . . . . . . . . . 2
THROTTLE POSITION SENSOR (TPS) . . . . . . . . 7
GENERAL INFORMATION
INTRODUCTION
This group describes the ignition systems for the
2.4, 3.0, and 3.3/3.8L engines.
On Board Diagnostics is described in Group 25 -
Emission Control Systems.
Group 0 - Lubrication and Maintenance, contains general maintenance information for ignition related items. The Owner’s Manual also contains maintenance information.
page
DIAGNOSIS AND TESTING
CRANKSHAFT POSITION SENSOR . . . . . . . . . 11
CHECK COIL TEST—2.4L . . . . . . . . . . . . . . . . . . 9
CHECK COIL TEST—3.3/3.8L . . . . . . . . . . . . . . . . 9
ENGINE COOLANT TEMPERATURE SENSOR . . 11
FAILURE TO START TEST . . . . . . . . . . . . . . . . . 10
IGNITION TIMING PROCEDURE . . . . . . . . . . . . 11
INTAKE AIR TEMPERATURE SENSOR . . . . . . . . 11
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR TEST . . . . . . . . . . . . . . . . . . . . . . . . 11
SPARK PLUG CONDITION . . . . . . . . . . . . . . . . . 11
TESTING FOR SPARK AT COIL—2.4/3.3/3.8L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
TESTING FOR SPARK AT COIL—3.0L . . . . . . . . . 8
THROTTLE POSITION SENSOR . . . . . . . . . . . . 13
SERVICE PROCEDURES
IGNITION TIMING PROCEDURE . . . . . . . . . . . . 15
POWERTRAIN CONTROL MODULE . . . . . . . . . . 13
SPARK PLUG GAP ADJUSTMENT . . . . . . . . . . . 13
POWERTRAIN CONTROL MODULE
The ignition system is regulated by the Powertrain
Control Module (PCM) (Fig. 1). The PCM supplies battery voltage to the ignition coil through the Auto
Shutdown (ASD) Relay. The PCM also controls ground circuit for the ignition coil. By switching the ground path for the coil on and off, the PCM adjusts ignition timing to meet changing engine operating conditions.
During the crank-start period the PCM advances ignition timing a set amount. During engine operation, the amount of spark advance provided by the
PCM is determined by the following input factors:
8D - 2 IGNITION SYSTEM
GENERAL INFORMATION (Continued)
• available manifold vacuum
• barometric pressure
• engine coolant temperature
• engine RPM
• intake air temperature (2.4L only)
• throttle position
The PCM also regulates the fuel injection system.
Refer to the Fuel Injection sections of Group 14.
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Do not use an ohm meter to check the resistance of the spark plugs. This will give an inaccurate reading.
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
Group O - Lubrication and Maintenance.
Spark plugs that have low mileage may be cleaned and reused if not otherwise defective, carbon or oil fouled. Refer to the Spark Plug Condition section of this group. After cleaning, file the center electrode flat with a small flat point file or jewelers file. Adjust the gap between the electrodes (Fig. 2) to the dimensions specified in the chart at the end of this section.
Special care should be used when installing spark plugs in the 2.4L cylinder head spark plug wells. Be sure the plugs do not drop into the wells, damage to the electrodes can occur.
Fig. 1 Powertrain Control Module
IGNITION SYSTEM
NOTE: The 2.4, 3.0 and 3.3/3.8L engines use a fixed ignition timing system. Basic ignition timing is not adjustable. All spark advance is determined by the
Powertrain Control Module (PCM).
The distributorless ignition system used on 2.4 and
3.3/3.8L engines is refered to as the Direct Ignition
System (DIS). The system’s three main components are the coil pack, crankshaft position sensor, and camshaft position sensor. The crankshaft position sensor and camshaft position sensor are hall effect devices.
The 3.0L engine uses a distributor, crankshaft sensor and ignition coil. The system’s main components are the distributor, distributor pickup, camshaft signal, crankshaft signal and ignition coil.
SPARK PLUGS—2.4/3.0L
All engines use resistor spark plugs. They have resistance values ranging from 6,000 to 20,000 ohms when checked with at least a 1000 volt spark plug tester.
Fig. 2 Setting Spark Plug Electrode Gap
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion resulting in a change in the spark plug gap. Overtightening can also damage the cylinder head. Tighten spark plugs to 28 N·m (20 ft. lbs.) torque.
SPARK PLUGS—3.3/3.8L
The 3.3/3.8L engines utilize platinum spark plugs.
Refer to the maintenance schedule in Group 0 of this service manual.
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GENERAL INFORMATION (Continued)
All engines use resistor spark plugs. They have resistance values ranging from 6,000 to 20,000 ohms when checked with at least a 1000 volt spark plug tester.
Do not use an ohm meter to check the resistance of the spark plugs. This will give an inaccurate reading.
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
Group O - Lubrication and Maintenance.
Spark plugs that have low mileage may be cleaned and reused if not otherwise defective, carbon or oil fouled. Refer to the Spark Plug Condition section of this group.
The spark plugs are double platinum and have a recommended service life of 100,000 miles for normal driving conditions per schedule A in this manual. The spark plugs have a recommended service life of
75,000 miles for serve driving conditions per schedule
B in this manual. A thin platinum pad is welded to both electrode ends as show in (Fig. 3). Extreme care must be used to prevent spark plug cross threading, mis-gaping and ceramic insulator damage during plug removal and installation.
CAUTION: Never attempt to file the electrodes or use a wire brush for cleaning platinum plugs. This would damage the platinum pads which would shorten spark plug life.
Apply a very small amount of anti-seize compound to the threads when reinstalling the vehicle’s original spark plugs that have been determined good. Do not apply anti-seize compound to new spark plugs.
NOTE: Anti-seize compound is electrically conductive and can cause engine misfires if not applied correctly. It is extremely important that the antiseize compound doesn’t make contact with the spark plug electrodes or ceramic insulator.
Never force a gap gauge between the platinum electrodes or adjust the gap on platinum spark plugs without reading the 3.3/3.8L Spark Plug Gap Measurement procedures in this section.
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion resulting in a change in the spark plug gap. Overtightening can also damage the cylinder head. Tighten spark plugs to 28 N·m (20 ft. lbs.) torque.
Due to the engine packaging environment for the
3.3/3.8L engines, extreme care should be used when
IGNITION SYSTEM 8D - 3 installing the spark plugs to avoid cross threading problems.
3.3/3.8L SPARK PLUG GAP MEASUREMENT
CAUTION: The Platinum pads can be damaged during the measurement of checking the gap if extreme care is not used.
• USE ONLY A TAPER GAP GAUGE (Fig. 2)
• Never force the gap gauge through the platinum pads. Only apply enough force until resistance is felt.
• Never use a wire brush or spark plug cleaner machine to clean platinum spark plugs
•
Use an OSHA approved air nozzle when drying gas fouled spark plugs.
If gap adjustment is required of platinum plug, bend only the ground electrode. DO NOT TOUCH the platinum pads. Use only a proper gapping tool and check with a taper gap gauge.
Fig. 3 Platinum Pads
CAUTION: Cleaning of the platinum plug may damage the platinum tip.
SPARK PLUG CABLE
Spark Plug cables are sometimes referred to as secondary ignition wires. The wires transfer electrical current from the ignition coil pack, distributor
(3.0L), to individual spark plugs at each cylinder. The resistive spark plug cables are of nonmetallic construction. The cables provide suppression of radio frequency emissions from the ignition system.
Check the spark plug cable connections for good contact at the coil, distributor cap towers (3.0L), and spark plugs. Terminals should be fully seated. The insulators should be in good condition and should fit tightly on the coil, distributor (3.0L) and spark plugs.
Spark plug cables with insulators that are cracked or torn must be replaced.
8D - 4 IGNITION SYSTEM
GENERAL INFORMATION (Continued)
Clean Spark Plug cables with a cloth moistened with a non-flammable solvent. Wipe the cables dry.
Check for brittle or cracked insulation.
SPARK PLUG CABLES—3.3/3.8L
The spark plug cables and spark plug boots are made from high temperature silicone materials. The spark plug boots utilize metal heat shields for thermal protection from the exhaust manifold. The heat shields slide over the spark plug boots. The notches on the heat shields ensure the spark plug boot and shield twist together during spark plug boot removal.
They also identify proper heat shield installation on the boot for service. Refer to 3.3/3.8L Spark Plug
Cable removal and installation. All spark plug cable leads are properly identified with cylinder numbers. The inside of the spark plug boot is coated with a special high temperature silicone grease for greater sealing and to minimize boot bonding to the spark plug insulator. The convoluted tubing on the rear plug cables are made of a high temperature plastic material. Under normal driving conditions, the spark plug cables have a recommended service life of a
100,000 miles. The spark plugs have a recommended service life of 75,000 miles for severe driving conditions per schedule B in this manual.
The spark plug heat shield can be reused if an ignition cable is replaced due to failure. Never reuse heat shield’s that have heat shield anti-twist, side or spark plug attachment tabs bent or missing. Ensure that the heat shield is properly attached to the spark plug to avoid RFI problems. The bottom of the spark plug heat shield must make contact with the spark plug hex.
The front ignition cables must not make contact with the oil dip stick tube and #5 cable must not touch the coil mounting bolt to avoid abrasion/dielectric failures.
IGNITION COIL
WARNING: THE DIRECT IGNITION SYSTEM GEN-
ERATES APPROXIMATELY 40,000 VOLTS.
PER-
SONAL INJURY COULD RESULT FROM CONTACT
WITH THIS SYSTEM.
The ignition coil assembly consists of 3 independent coils molded together (Fig. 4). The coil assembly is mounted on the intake manifold. Spark plug cables route to each cylinder from the coil. The coil fires two spark plugs every power stroke. One plug is the cylinder under compression, the other cylinder fires on the exhaust stroke. The Powertrain Control Module
(PCM) determines which of the coils to charge and fire at the correct time.
Coil 1 fires cylinders 1 and 4, coil 2 fires cylinders
2 and 5, coil 3 fires cylinders 3 and 6.
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The Auto Shutdown (ASD) relay provides battery voltage to the ignition coil. The PCM provides a ground contact (circuit) for energizing the coil. When the PCM breaks the contact, the energy in the coil primary transfers to the secondary causing the spark. The PCM will de-energize the ASD relay if it does not receive the crankshaft position sensor and camshaft position sensor inputs. Refer to Auto Shutdown (ASD) Relay—PCM Output, in this section for relay operation.
Fig. 4 Ignition Coil Pack
AUTOMATIC SHUTDOWN (ASD) RELAY
The Powertrain Control Module (PCM) operates the Auto Shutdown (ASD) relay by switching the ground path on and off.
The ASD relay supplies battery voltage to the fuel injectors, electronic ignition coil and the heating elements in the oxygen sensors.
The PCM controls the relay by switching the ground path for the solenoid side of the relay on and off. The PCM turns the ground path off when the ignition switch is in the Off position unless the 02
Heater Monitor test is being run. Refer to Group 25,
On-Board Diagnostics. When the ignition switch is in the On or Crank position, the PCM monitors the crankshaft position sensor and camshaft position sensor signals to determine engine speed and ignition timing (coil dwell). If the PCM does not receive the crankshaft position sensor and camshaft position sensor signals when the ignition switch is in the Run position, it will de-energize the ASD relay.
The ASD relay is located in the Power Distribution
Center (PDC). The PDC is located on the driver’s side inner fender well (Fig. 5). A label on the underside of the PDC cover identifies the relays and fuses in the PDC.
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GENERAL INFORMATION (Continued)
IGNITION SYSTEM 8D - 5
Fig. 7 Timing Slots
The crankshaft sensor is located on the passengers side of the transmission housing, above the differential housing (Fig. 8). The bottom of the sensor is positioned next to the drive plate.
Fig. 5 Power Distribution Center
CRANKSHAFT POSITION SENSOR
The crankshaft position sensor detects slots cut into the transmission driveplate extension (Fig. 6).
There are 3 sets of slots. Each set contains 4 slots, for a total of 12 slots (Fig. 7). Basic timing is set by the position of the last slot in each group. Once the
Powertrain Control Module (PCM) senses the last slot, it determines crankshaft position (which piston will next be at TDC) from the camshaft position sensor input. The 4 pulses generated by the crankshaft position sensor represent the 69°, 49°, 29°, and 9°
BTDC marks. It may take the PCM one engine revolution to determine crankshaft position.
Fig. 6 Crankshaft Position Sensor
The PCM uses crankshaft position reference to determine injector sequence, ignition timing and the presence of misfire. Once the PCM determines crankshaft position, it begins energizing the injectors in sequence.
Fig. 8 Crankshaft Position Sensor Location
CAMSHAFT POSITION SENSOR
The camshaft position sensor provides cylinder identification to the Powertrain Control Module
(PCM) (Fig. 9). The sensor generates pulses as groups of notches on the camshaft sprocket pass underneath it (Fig. 10). The PCM keeps track of crankshaft rotation and identifies each cylinder by the pulses generated by the notches on the camshaft sprocket. Four crankshaft pulses follow each group of camshaft pulses.
When the PCM receives 2 cam pulses followed by the long flat spot on the camshaft sprocket, it knows that the crankshaft timing marks for cylinder 1 are next (on driveplate). When the PCM receives one camshaft pulse after the long flat spot on the sprocket, cylinder number 2 crankshaft timing marks are next. After 3 camshaft pulses, the PCM knows
8D - 6 IGNITION SYSTEM
GENERAL INFORMATION (Continued)
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Fig. 9 Camshaft Position Sensor cylinder 4 crankshaft timing marks follow. One camshaft pulse after the 3 pulses indicates cylinder 5.
The 2 camshaft pulses after cylinder 5 signals cylinder 6 (Fig. 10). The PCM can synchronize on cylinders 1 or 4.
When metal aligns with the sensor, voltage goes low (less than 0.3 volts). When a notch aligns with the sensor, voltage switches high (5.0 volts). As a group of notches pass under the sensor, the voltage switches from low (metal) to high (notch) then back to low. The number of notches determine the amount of pulses. If available, an oscilloscope can display the square wave patterns of each timing event.
Top Dead Center (TDC) does not occur when notches on the camshaft sprocket pass below the cylinder. TDC occurs after the camshaft pulse (or pulses) and after the 4 crankshaft pulses associated with the particular cylinder. The arrows and cylinder call outs on Figure 4 represent which cylinder the flat spot and notches identify, they do not indicate
TDC position.
The camshaft position sensor is mounted in the front of the timing case cover (Fig. 11).
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
The MAP sensor reacts to absolute pressure in the intake manifold and provides an input voltage to the
Powertrain Control Module (PCM). As engine load changes, manifold pressure varies. The changes in engine load cause the MAP sensors resistance to change. The change in MAP sensor resistance results in a different input voltage to the PCM.
The input voltage level supplies the PCM with information relating to ambient barometric pressure during engine start-up (cranking) and engine load while its operating. Based on MAP sensor voltage and inputs from other sensors, the PCM adjusts spark advance and the air-fuel mixture.
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
The ECT sensor is located next to the thermostat housing (Fig. 12). The sensor provides an input voltage to the Powertrain Control Module (PCM). The
Fig. 10 Camshaft Sprocket
Fig. 11 Camshaft Position Sensor Location sensor is a variable resistance (thermistor) with a range of -40°F to 265°F. As coolant temperature varies, the sensors resistance changes, resulting in a different input voltage to the PCM.
The PCM contains different spark advance schedules for cold and warm engine operation. The schedules reduce engine emission and improve driveability.
When the engine is cold, the PCM will demand slightly richer air-fuel mixtures and higher idle speeds until normal operating temperatures are reached.
The ECT sensor input is also used for cooling fan control.
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GENERAL INFORMATION (Continued)
IGNITION SYSTEM 8D - 7
Fig. 12 Engine Coolant Temperature Sensor—3.3/
3.8L
THROTTLE POSITION SENSOR (TPS)
The TPS mounts to the side of the throttle body
(Fig. 13).
The TPS connects to the throttle blade shaft. The
TPS is a variable resistor that provides the Powertrain Control Module (PCM) with an input signal
(voltage). The signal 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 powertrain control module) represents throttle blade position. The TPS output voltage to the PCM varies from approximately 0.40 volt at minimum throttle opening (idle) to a maximum of 3.80 volts at wide open throttle.
Along with inputs from other sensors, the PCM uses the TPS input to determine current engine operating conditions. The PCM also adjusts fuel injector pulse width and ignition timing based on these inputs.
LOCK KEY CYLINDER
The lock cylinder is inserted in the end of the housing opposite the ignition switch. The ignition key rotates the cylinder to 5 different detents (Fig. 14):
• Accessory
• Off (lock)
• Unlock
•
On/Run
•
Start
Fig. 13 Throttle Position Sensor and Idle Air Control
Motor
Fig. 14 Ignition Lock Cylinder Detents
KNOCK SENSOR
The knock sensor threads into the side of the cylinder block in front of the starter motor. When the knock sensor detects a knock in one of the cylinders, it sends an input signal to the PCM. In response, the
PCM retards ignition timing for all cylinders by a scheduled amount.
Knock sensors contain a piezoelectric material which constantly vibrates and sends an input voltage
(signal) to the PCM while the engine operates. As the intensity of the crystal’s vibration increase, the knock sensor output voltage also increases.
8D - 8 IGNITION SYSTEM
GENERAL INFORMATION (Continued)
NOTE: Over or under tightening effects knock sensor performance, possibly causing improper spark control.
DIAGNOSIS AND TESTING
TESTING FOR SPARK AT COIL—2.4/3.3/3.8L
ENGINES
WARNING: THE DIRECT IGNITION SYSTEMS GEN-
ERATES APPROXIMATELY 40,000 VOLTS.
PER-
SONAL INJURY COULD RESULT FROM CONTACT
WITH THIS SYSTEM.
The coil pack contains independent coils. Each coil must be checked individually.
CAUTION: Spark plug wire damage may occur if the spark plug is moved more than 1/4 inch away from the engine ground.
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(3) Plug the test spark plug cable onto #1 coil tower. Make sure a good connection is made; there should be a click sound.
(4) Crank the engine and look for spark across the electrodes of the spark plug.
CAUTION: Always install the cable back on the coil tower after testing to avoid damage to the coil and catalytic converter.
(5) Repeat the above test for the remaining coils. If there is no spark during all cylinder tests, proceed to the Failure To Start Test.
(6) If one or more tests indicate irregular, weak, or no spark, proceed to Check Coil Test.
TESTING FOR SPARK AT COIL—3.0L
WARNING: APPLY PARKING BRAKE AND/OR
BLOCK THE WHEELS BEFORE PERFORMING ANY
TEST WITH THE ENGINE RUNNING.
CAUTION: Do not leave any one spark plug cable disconnected any longer than 30 seconds or possible heat damage to catalytic converter will occur.
CAUTION: Test must be performed at idle and in park only with the parking brake on.
Use a new spark plug and spark plug cable for the following test.
(1) Insert a new spark plug into the new spark plug boot. Ground the plug to the engine (Fig. 15).
Do not hold with your hand.
CAUTION: Spark plug cables may be damaged if this test is performed with more than 1/4 inch clearance between the cable and engine ground.
Remove the coil secondary cable from the distributor cap. Hold the end of cable about 6 mm (1/4-inch) away from a good engine ground using non-conductive ignition pliers (Fig. 16). Crank the engine and inspect for spark at the coil secondary cable.
Fig. 15 Testing For Spark
(2) Starting with coil insulator #1, remove it from the DIS coil.
Fig. 16 Checking for Spark
There must be a constant spark at the coil secondary cable. If spark is not constant or there is no spark, proceed to the failure to start test. If the spark is constant, continue to crank engine and, while slowly moving coil secondary cable away from ground, look for arcing at the coil tower. If arcing occurs at the tower, replace the coil.
If a constant spark is present and no arcing occurs at the coil tower, the ignition system is producing the necessary high secondary voltage. However, make
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DIAGNOSIS AND TESTING (Continued) sure that the spark plugs are firing. Inspect the distributor rotor, cap, spark plug cables, and spark plugs. If they are in proper working order, the ignition system is not the reason why the engine will not start. Inspect the fuel system and engine for proper operation.
CHECK COIL TEST—2.4L
Coil one fires cylinders 1 and 4, coil two fires cylinders 2 and 3. Each coil tower is labeled with the number of the corresponding cylinder.
(1) Remove ignition cables and measure the resistance of the cables. Resistance must be within the range shown in the Cable Resistance Chart in Specifications. Replace any cable not within tolerance.
(2) Disconnect the electrical connector from the coil pack.
(3) Measure the primary resistance of each coil. At the coil, connect an ohmmeter between the B+ pin and the pin corresponding to the cylinders in question (Fig. 17). Resistance on the primary side of each coil should be 0.45 - 0.65 ohm at (70° to 80° F).
Replace the coil if resistance is not within tolerance.
IGNITION SYSTEM
Fig. 18 Checking Ignition Coil Secondary
Resistance
8D - 9
Fig. 17 Terminal Identification
(4) Remove ignition cables from the secondary towers of the coil. Measure the secondary resistance of the coil between the towers of each individual coil
(Fig. 18). Secondary resistance should be 7,000 to
15,800 ohms. Replace the coil if resistance is not within tolerance.
CHECK COIL TEST—3.3/3.8L
Coil 1 fires cylinders 1 and 4, coil 2 fires cylinders 2 and 5, and coil 3 fires cylinders 3 and
6. Each coil tower is labeled with the number of the corresponding cylinder.
(1) Disconnect the electrical connector from the coil pack (Fig. 19).
(2) Measure the primary resistance of each coil. At the coil, connect an ohmmeter between the B+ pin
Fig. 19 Ignition Coil Electrical Connector and the pin corresponding to the cylinders in question (Fig. 20). Resistance on the primary side of each coil should be 0.45 - 0.65 ohm at 21° to 27°C (70° to
80°F). A coil that has not been allowed to cool off, would result in inaccurate measurement results.
Replace the coil if resistance is not within tolerance.
Fig. 20 Ignition Coil Terminal Identification
8D - 10 IGNITION SYSTEM
DIAGNOSIS AND TESTING (Continued)
(3) Remove ignition cables from the secondary towers of the coil. Measure the secondary resistance of the coil between the towers of each individual coil
(Fig. 21). Secondary resistance should be 7,000 to
15,800 ohms. Replace the coil if resistance is not within tolerance.
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Fig. 21 Checking Ignition Coil Secondary
Resistance
FAILURE TO START TEST
This no-start test checks the camshaft position sensor and crankshaft position sensor.
The Powertrain Control Module (PCM) supplies 8 volts to the camshaft position sensor and crankshaft position sensor through one circuit. If the 8 volt supply circuit shorts to ground, neither sensor will produce a signal (output voltage to the PCM).
When the ignition key is turned and left in the On position, the PCM automatically energizes the Auto
Shutdown (ASD) relay. However, the controller de-energizes the relay within one second because it has not received a camshaft position sensor signal indicating engine rotation.
During cranking, the ASD relay will not energize until the PCM receives a camshaft position sensor signal. Secondly, the ASD relay remains energized only if the controller senses a crankshaft position sensor signal immediately after detecting the camshaft position sensor signal.
(1) Check battery voltage.
Voltage should be approximately 12.66 volts or higher to perform failure to start test.
(2) Disconnect the harness connector from the coil pack.
(3) Connect a test light to the B+ (battery voltage) terminal of the coil electrical connector and ground as shown in (Fig. 22). The B+ wire for the DIS coil is dark green with an orange tracer. Do not spread the terminal with the test light probe.
Fig. 22 Ignition Coil Engine Harness Connector
(4) Turn the ignition key to the ON position. The test light should flash On and then Off. Do not turn the Key to off position, leave it in the On posi-
tion.
(a) If the test light flashes momentarily, the
PCM grounded the Auto Shutdown (ASD) relay.
Proceed to step 5.
(b) If the test light did not flash, the ASD relay did not energize. The cause is either the relay or one of the relay circuits. Use the DRB scan tool to test the ASD relay and circuits. Refer to the appropriate Powertrain Diagnostics Procedure Manual.
Refer to the wiring diagrams section for circuit information.
(5) Crank the engine. (If the key was placed in the off position after step 4, place the key in the On position before cranking. Wait for the test light to flash once, then crank the engine.)
(6) If the test light momentarily flashes during cranking, the PCM is not receiving a crankshaft position sensor signal. Use the DRB scan tool to test the crankshaft position sensor and sensor circuits. Refer to the appropriate Powertrain Diagnostics Procedure
Manual. Refer to the wiring diagrams section for circuit information.
(7) If the test light did not flash during cranking, unplug the crankshaft position sensor connector.
Turn the ignition key to the off position. Turn the key to the On position, wait for the test light to momentarily flash once, then crank the engine. If the test light momentarily flashes, the crankshaft position sensor is shorted and must be replaced. If the light did not flash, the cause of the no-start is in
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DIAGNOSIS AND TESTING (Continued) either the crankshaft position sensor/camshaft position sensor 8 volt supply circuit, or the camshaft position sensor output or ground circuits. Use the
DRB scan tool to test the camshaft position sensor and the sensor circuits. Refer to the appropriate Powertrain Diagnostics Procedure Manual. Refer to the wiring diagrams section for circuit information.
IGNITION TIMING PROCEDURE
The engines for this vehicle, use a fixed ignition system. The PCM regulates ignition timing. Basic ignition timing is not adjustable.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
TEST
Refer to Group 14, Fuel System for Diagnosis and
Testing.
CAMSHAFT POSITION SENSOR AND CRANKSHAFT
POSITION SENSOR
The output voltage of a properly operating camshaft position sensor or crankshaft position sensor switches from high (5.0 volts) to low (0.3 volts). By connecting an Moper Diagonostic System (MDS) and engine analyzer to the vehicle, technicians can view the square wave pattern.
ENGINE COOLANT TEMPERATURE SENSOR
Refer to Group 14, Fuel System for Diagnosis and
Testing.
INTAKE AIR TEMPERATURE SENSOR
Refer to Group 14, Fuel System, for Diagnosis and
Testing.
SPARK PLUG CONDITION
NORMAL OPERATING CONDITIONS
The few deposits present will be probably light tan or slightly gray in color with most grades of commercial gasoline (Fig. 23). 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 for non platinum spark plugs. Non-platnium spark plugs that have normal wear can usually be cleaned, have the electrodes filed and regapped, and then reinstalled.
CAUTION: Never attempt to file the electrodes or use a wire brush for cleaning platinum spark plugs.
This would damage the platinum pads which would shorten spark plug life.
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT) for unleaded fuel. During combustion, fuel with MMT may coat the entire tip of the spark plug with a rust
IGNITION SYSTEM 8D - 11
Fig. 23 Normal Operation and Cold (Carbon) Fouling colored deposit. The rust color deposits can be misdiagnosed as being caused by coolant in the combustion chamber. Spark plug performance is not affected by
MMT deposits.
COLD FOULING (CARBON FOULING)
Cold fouling is sometimes referred to as carbon fouling because the deposits that cause cold fouling are basically carbon (Fig. 23). A dry, black deposit on one or two plugs in a set may be caused by sticking valves or misfire conditions. Cold (carbon) fouling of the entire set may be caused by a clogged air cleaner.
Cold fouling is normal after short operating periods. The spark plugs do not reach a high enough operating temperature during short operating periods. Replace carbon fouled plugs with new spark plugs.
FUEL FOULING
A spark plug that is coated with excessive wet fuel is called fuel fouled. This condition is normally observed during hard start periods. Clean fuel fouled spark plugs with compressed air and reinstall them in the engine.
OIL FOULING
A spark plug that is coated with excessive wet oil is oil fouled. In older engines, wet fouling can be caused by worn rings or excessive cylinder wear.
Break-in fouling of new engines may occur before normal oil control is achieved. Replace oil fouled spark plugs with new ones.
OIL OR ASH ENCRUSTED
If one or more plugs are oil or ash encrusted, evaluate the engine for the cause of oil entering the combustion chambers (Fig. 24). Sometimes fuel additives can cause ash encrustation on an entire set of spark
8D - 12 IGNITION SYSTEM
DIAGNOSIS AND TESTING (Continued) plugs. Ash encrusted spark plugs can be cleaned and reused.
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Fig. 25 Electrode Gap Bridging
Fig. 24 Oil or Ash Encrusted
HIGH SPEED MISS
When replacing spark plugs because of a high speed miss condition; wide open throttle opera- tion should be avoided for approximately 80 km
(50 miles) after installation of new plugs. This will allow deposit shifting in the combustion chamber to take place gradually and avoid plug destroying splash fouling shortly after the plug change.
ELECTRODE GAP BRIDGING
Loose deposits in the combustion chamber can cause electrode gap bridging. The deposits accumulate on the spark plugs during continuous stopand-go driving.
When the engine is suddenly subjected to a high torque load, the deposits partially liquefy and bridge the gap between the electrodes
(Fig. 25). This short circuits the electrodes. Spark plugs with electrode gap bridging can be cleaned and reused.
SCAVENGER DEPOSITS
Fuel scavenger deposits may be either white or yellow (Fig. 26). They may appear to be harmful, but are 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, cleaned and reused.
Fig. 26 Scavenger Deposits
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 also can separate the insulator from the center electrode (Fig. 27). Spark plugs with chipped electrode insulators must be replaced.
PREIGNITION DAMAGE
Excessive combustion chamber temperature can cause preignition damage. First, the center electrode dissolves and the ground electrode dissolves somewhat later (Fig. 28). Insulators appear relatively deposit free. Determine if the spark plugs are the correct type, as specified on the VECI label, or if other operating conditions are causing engine overheating.
SPARK PLUG OVERHEATING
Overheating is indicated by a white or gray center electrode insulator that also appears blistered (Fig.
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DIAGNOSIS AND TESTING (Continued)
IGNITION SYSTEM 8D - 13
Fig. 27 Chipped Electrode Insulator Fig. 29 Spark Plug Overheating
With the ignition switch in the ON position, check the output voltage at the center terminal wire of the connector. Check the output voltage at idle and at
Wide-Open-Throttle (WOT). At idle, TPS output voltage should be approximately 0.38 volts to 1.2 volts.
At wide open throttle, TPS output voltage should be approximately 3.1 volts to 4.4 volts. The output voltage should gradually increase as the throttle plate moves slowly from idle to WOT.
Check for spread terminals at the sensor and PCM connections before replacing the TPS.
Fig. 28 Preignition Damage
29). The increase in electrode gap will be considerably in excess of 0.001 in per 1000 miles of operation.
This suggests that a plug with a cooler heat range rating should be used. Over advanced ignition timing, detonation and cooling system malfunctions also can cause spark plug overheating.
THROTTLE POSITION SENSOR
To perform a complete test of the this sensor and its circuitry, refer to the DRB scan tool and appropriate Powertrain Diagnostics Procedures manual. To test the throttle position sensor only, refer to the following:
The Throttle Position Sensor (TPS) can be tested with a digital voltmeter (DVM). The center terminal of the sensor is the output terminal. One of the other terminals is a 5 volt supply and the remaining terminal is ground.
Connect the DVM between the center and sensor ground terminal. Refer to Group 8W - Wiring Diagrams for correct pinout.
SERVICE PROCEDURES
SPARK PLUG GAP ADJUSTMENT
Check the spark plug gap with a gap gauge. If the gap is not correct, adjust it by bending the ground electrode (Fig. 30).
CAUTION: The Platinum pads can be damaged during the measurement of checking the gap if extreme care is not used.
Refer to 3.3/3.8L Spark Plug Gap Measurment in this section.
POWERTRAIN CONTROL MODULE
REMOVAL
(1) Disconnect both cables from battery, negative cable first.
(2) Remove 2 screws holding Power Distribution
Center (PDC) to bracket (Fig. 31).
(3) Remove heat shield from battery (Fig. 32).
(4) Remove nut and clamp holding battery to battery tray (Fig. 33).
(5) Remove battery from vehicle.
(6) Rotate PDC toward center of vehicle to remove from rear bracket (Fig. 34).
8D - 14 IGNITION SYSTEM
SERVICE PROCEDURES (Continued)
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Fig. 30 Setting Spark Plug Electrode Gap—Typical
Fig. 32 Battery Heat Shield
Fig. 31 Power Distribution Center Retaining Screws
(7) Pull PDC rearward to remove from front bracket. Lay PDC aside to allow access to Powertrain
Control Module (PCM).
(8) Squeeze tabs on 40-way connector. Pull connector rearward to remove from PCM (Fig. 35). Remove both way connectors.
(9) Remove 3 screws holding PCM to fender (Fig.
36).
(10) Remove PCM from vehicle.
Fig. 33 Battery Clamp
INSTALLATION
(1) Connect 2 40-Way electrical connectors to PCM
(Fig. 35).
(2) Install PCM. Tighten mounting screws.
(3) Install PDC bracket.
(4) Install battery.
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SERVICE PROCEDURES (Continued)
IGNITION SYSTEM 8D - 15
Fig. 34 PDC Rear Bracket
Fig. 36 PCM Removal/Installation
The Powertrain Control Module (PCM) regulates ignition timing.
Fig. 35 PCM 40-Way Connectors
IGNITION TIMING PROCEDURE
The 2.4, 3.0, and 3.3/3.8L engines use a fixed ignition system. Basic ignition timing is not adjustable.
8D - 16 IGNITION SYSTEM NS
2.4L ENGINE
DESCRIPTION AND OPERATION
CAMSHAFT POSITION SENSOR . . . . . . . . . . . . 17
CRANKSHAFT POSITION SENSOR . . . . . . . . . . 16
FIRING ORDER—2.4L . . . . . . . . . . . . . . . . . . . . 16
INTAKE AIR TEMPERATURE SENSOR—2.4L . . . 17
REMOVAL AND INSTALLATION
CAMSHAFT POSITION SENSOR . . . . . . . . . . . . 19
CRANKSHAFT POSITION SENSOR . . . . . . . . . . 19
ENGINE COOLANT TEMPERATURE SENSOR—
2.4L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
IGNITION COIL—2.4L . . . . . . . . . . . . . . . . . . . . . 18
INTAKE AIR TEMPERATURE SENSOR—2.4L . . . 21
INDEX page page
KNOCK SENSOR—2.4L . . . . . . . . . . . . . . . . . . . 21
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR—2.4/3.3/3.8L . . . . . . . . . . . . . . . . . . 20
SPARK PLUG CABLE SERVICE—2.4L . . . . . . . . 18
SPARK PLUG SERVICE . . . . . . . . . . . . . . . . . . . 18
THROTTLE POSITION SENSOR . . . . . . . . . . . . 20
SPECIFICATIONS
IGNITION COIL . . . . . . . . . . . . . . . . . . . . . . . . . 22
SPARK PLUG CABLE RESISTANCE—2.4L . . . . . 22
SPARK PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
DESCRIPTION AND OPERATION
FIRING ORDER—2.4L
FIRING ORDER—2.4L
CRANKSHAFT POSITION SENSOR
The PCM determines what cylinder to fire from the crankshaft position sensor input and the camshaft position sensor input. The second crankshaft counterweight has machined into it two sets of four timing reference notches and a 60 degree signature notch
(Fig. 1). From the crankshaft position sensor input the PCM determines engine speed and crankshaft angle (position).
Fig. 1 Timing Reference Notches
The notches generate pulses from high to low in the crankshaft position sensor output voltage. When a metal portion of the counterweight aligns with the crankshaft position sensor, the sensor output voltage goes low (less than 0.3 volts). When a notch aligns with the sensor, voltage switches high (5.0 volts). As a group of notches pass under the sensor, the output voltage switches from low (metal) to high (notch) then back to low.
If available, an oscilloscope can display the square wave patterns of each voltage pulse. From the width of the output voltage pulses, the PCM calculates engine speed. The width of the pulses represent the amount of time the output voltage stays high before switching back to low. The period of time the sensor output voltage stays high before switching back to low is referred to as pulse width. The faster the
NS
DESCRIPTION AND OPERATION (Continued) engine is operating, the smaller the pulse width on the oscilloscope.
By counting the pulses and referencing the pulse from the 60 degree signature notch, the PCM calculates crankshaft angle (position). In each group of timing reference notches, the first notch represents
69 degrees before top dead center (BTDC). The second notch represents 49 degrees BTDC. The third notch represents 29 degrees. The last notch in each set represents 9 degrees before top dead center
(TDC).
The timing reference notches are machined to a uniform width representing 13.6 degrees of crankshaft rotation. From the voltage pulse width the
PCM tells the difference between the timing reference notches and the 60 degree signature notch. The
60 degree signature notch produces a longer pulse width than the smaller timing reference notches. If the camshaft position sensor input switches from high to low when the 60 degree signature notch passes under the crankshaft position sensor, the
PCM knows cylinder number one is the next cylinder at TDC.
The crankshaft position sensor mounts to the engine block behind the generator, near the oil filter
(Fig. 8).
IGNITION SYSTEM 8D - 17
The camshaft position sensor attaches to the rear of the cylinder head (Fig. 2). A target magnet attaches to the rear of the camshaft and indexes to the correct position (Fig. 3). The target magnet has four different poles arranged in an asymmetrical pattern. As the target magnet rotates, the camshaft position sensor senses the change in polarity (Fig. 4).
The sensor output switch switches from high (5.0
volts) to low (0.30 volts) as the target magnet rotates.
When the north pole of the target magnet passes under the sensor, the output switches high. The sensor output switches low when the south pole of the target magnet passes underneath.
Fig. 3 Target Magnet
Fig. 2 Crankshaft Position Sensor
CAMSHAFT POSITION SENSOR
The PCM determines fuel injection synchronization and cylinder identification from inputs provided by the camshaft position sensor and crankshaft position sensor. From the two inputs, the PCM determines crankshaft position.
Fig. 4 Target Magnet Polarity
INTAKE AIR TEMPERATURE SENSOR—2.4L
The intake air temperature sensor measures the temperature of the air as it enters the engine. The sensor supplies one of the inputs the PCM uses to determine injector pulse width and spark advance.
The intake air temperature sensor threads into the intake manifold (Fig. 5).
8D - 18 IGNITION SYSTEM
DESCRIPTION AND OPERATION (Continued)
Fig. 5 Intake Air Temperature Sensor
REMOVAL AND INSTALLATION
SPARK PLUG CABLE SERVICE—2.4L
The cables insulate the spark plugs and covers the top of the spark plug tube (Fig. 6). To remove the cables, lightly grasp the top of the cable. Rotate the insulator 90° and pull straight up. To replace the cables, disconnect the cable from the ignition coil.
Ensure the #1 and #4 cables run under the #2 and #3 ignition coil towers. Keep #4 cable away from the oil fill cap.
Fig. 6 Spark Plug Cables
SPARK PLUG SERVICE
When replacing the spark plugs and spark plug cables, route the cables correctly and secure them in
NS the appropriate retainers. Failure to route the cables properly can cause the radio to reproduce ignition noise, cross ignition of the spark plugs or short cir- cuit the cables to ground.
Never Wire Brush Spark Plugs. The spark plug insulator tip is harder than the bristles of wire brushes. Bristles of wire brushes can leave a conductive, metallic film on the insulator which could lead to conductive deposits. Conductive deposits can cause spark plug failure and engine misfire. Use a jewelers file to remove deposits from the electrode gap or use a spark plug cleaning machine to clean spark plugs.
REMOVAL
Always remove cables by grasping at the boot, rotating the boot 1/2 turn, and pulling straight back in a steady motion.
(1) Prior to removing the spark plug, spray compressed air around the spark plug hole and the area around the spark plug.
(2) Remove the spark plug using a quality socket with a foam insert.
(3) Inspect the spark plug condition. Refer to
Spark Plug Condition in this section.
INSTALLATION
(1) To avoid cross threading, start the spark plug into the cylinder head by hand.
(2) Tighten spark plugs to 28 N·m (20 ft. lbs.) torque.
(3) Install spark plug cables over spark plugs. A click will be heard and felt when the cable properly attaches to the spark plug.
IGNITION COIL—2.4L
REMOVAL
REMOVAL
(1) Remove spark plug cables from coil (Fig. 7).
Always twist the coil boots to break the seal with the coil and pull straight back on the boot.
(2) Remove ignition coil electrical connector.
(3) Remove ignition coil mounting bolts, throttle cable bracket or clip.
(4) Remove ignition coil.
INSTALLATION
(1) Reverse the above procedure for installation.
Tighten mounting screws to 12 N·m (105 in. lbs.) torque.
(2) Transfer ignition cables to new coil pack. The coil pack towers and cables are numbered with cylinder identification.
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REMOVAL AND INSTALLATION (Continued)
IGNITION SYSTEM 8D - 19
Fig. 7 Ignition Coil Removal
CRANKSHAFT POSITION SENSOR
The crankshaft position sensor mounts to the engine block behind the generator, just behind the oil filter (Fig. 8).
REMOVAL
(1) Raise and support vehicle.
(2) Disconnect electrical connector from crankshaft position sensor.
(3) Remove sensor mounting screw.
(4) Pull crankshaft position sensor straight out.
INSTALLATION
NOTE: If the removed sensor is to be reinstalled, clean off the old spacer on the sensor face. A NEW
SPACER must be attached to the sensor face before installation. If the sensor is being replaced, confirm that the paper spacer is attached to the face of the new sensor.
(1) Install sensor and push sensor down until contact is made. While holding the sensor in this position, and install and tighten the retaining bolt to 11.9
N·m (105 in. lbs.) torque.
CAMSHAFT POSITION SENSOR
The camshaft position sensor is mounted to the rear of the cylinder head (Fig. 9).
REMOVAL
(1) Disconnect the filtered air tube from the throttle body and air cleaner housing. Disconnect the air
Fig. 8 Crankshaft Position Sensor
Fig. 9 Camshaft Position Sensor Location tube from the oil separator hose. Remove filtered air tube.
(2) Remove the air cleaner inlet tube.
(3) Disconnect engine harness connector from camshaft position sensor.
(4) Remove camshaft position sensor mounting screws. Remove sensor.
(5) Loosen screw attaching target magnet to rear of camshaft (Fig. 10).
INSTALLATION
The target magnet has locating dowels that fit into off-set machined locating holes in end of the camshaft (Fig. 11).
8D - 20 IGNITION SYSTEM
REMOVAL AND INSTALLATION (Continued)
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Fig. 10 Target Magnet Fig. 12 Map Absolute Pressure Sensor
THROTTLE POSITION SENSOR
Refer to Group 14, Fuel Injection Section, for
Removal/Installation.
ENGINE COOLANT TEMPERATURE SENSOR—2.4L
The coolant sensor threads into the top of the thermostat housing (Fig. 13). New sensors have sealant applied to the threads.
Fig. 11 Target Magnet Installation
(1) Install target magnet in end of camshaft.
Tighten mounting screw to 5.65 N·m (50 in. lbs.) torque.
(2) Install a new O-ring on sensor.
(3) Install camshaft position sensor. Tighten sensor mounting screws to 9.6 N·m (85 in. lbs.) torque.
(4) Attach engine harness connector to camshaft position sensor.
(5) Install air cleaner inlet tube and filtered air tube.
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR—2.4/3.3/3.8L
REMOVAL
(1) Disconnect electrical connector from MAP sensor (Fig. 12).
(2) Remove two screws holding sensor to the intake manifold.
INSTALLATION
(1) Reverse the above procedure for installation.
Fig. 13 Engine Coolant Temperature Sensor—2.4L
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOV-
ING THE COOLANT TEMPERATURE SENSOR.
REFER TO GROUP 7- COOLING.
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REMOVAL AND INSTALLATION (Continued)
REMOVAL
(1) With the engine cold, drain coolant until level drops below cylinder head. Refer to Group 7, Cooling
System.
(2) Disconnect coolant sensor electrical connector.
(3) Remove coolant sensor.
IGNITION SYSTEM 8D - 21
INTAKE AIR TEMPERATURE SENSOR—2.4L
The intake air temperature sensor threads into the intake manifold plenum (Fig. 15).
INSTALLATION
(1) Install coolant sensor. Tighten sensor to 7 N·m
(60 in. lbs.) torque.
(2) Attach electrical connector to sensor.
(3) Fill cooling system. Refer to Group 7, Cooling
System.
KNOCK SENSOR—2.4L
The knock sensor threads into the side of the cylinder block in front of the starter (Fig. 14).
REMOVAL
(1) Disconnect electrical connector from knock sensor.
(2) Use a crow foot socket to remove the knock sensors.
INSTALLATION
(1) Install knock sensor. Tighten knock sensor to
10 N·m (7 ft. lbs.) torque. Over or under tighten- ing effects knock sensor performance, possibly causing improper spark control.
(2) Attach electrical connector to knock sensor.
Fig. 15 Intake Air Temperature Sensor
REMOVAL
(1) Remove electrical connector from sensor.
(2) Remove sensor.
INSTALLATION
(1) Install sensor. Tighten sensor to 28 N·m (20 ft.
lbs.) torque.
(2) Attach electrical connector to sensor.
Fig. 14 Knock Sensor
8D - 22 IGNITION SYSTEM
SPECIFICATIONS
IGNITION COIL
Coil Manufacture
Weastec (Steel Towers)
NS
Primary Resistance at 21°C-27°C
(70°F-80°F)
0.45 to 0.65 Ohms
Secondary Resistance at 21°C-
27°C (70°F-80°F)
7,000 to 15,800 Ohms
Coil Polarity
SPARK PLUG
Engine
2.4L
Spark Plug
RC12YC5
Gap
0.048 TO 0.053
Thread Size
14mm (3/4 in.) reach
TORQUE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .TORQUE
2.4L Target Magnet Screw . . . . . . .3 N·m (30 in. lbs.)
2.4L Camshaft Position Sensoe Screw . .9 N·m (80 in.
lbs.)
Ignition Switch . . . . . . . . . . . . . . .2 N·m (17 in. lbs.)
Spark Plugs . . . . . . . . . . . . . . . . .28 N·m (60 in. lbs.)
SPARK PLUG CABLE RESISTANCE—2.4L
CABLE
#1 & #4
#2 & #3
Maximum
Resistance
4.2K ohms
3.2K ohms
NS IGNITION SYSTEM 8D - 23
3.0L ENGINE
DESCRIPTION AND OPERATION
CAMSHAFT POSITION SENSOR . . . . . . . . . . . . 23
FIRING ORDER—3.0L . . . . . . . . . . . . . . . . . . . . 23
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
REMOVAL AND INSTALLATION
CRANKSHAFT POSITION SENSOR . . . . . . . . . . 25
ENGINE COOLANT TEMPERATURE SENSOR—
3.0L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
IGNITION COIL—3.OL . . . . . . . . . . . . . . . . . . . . 24
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR—3.0L . . . . . . . . . . . . . . . . . . . . . . . . 24
INDEX page page
SPARK PLUG SERVICE . . . . . . . . . . . . . . . . . . . 24
THROTTLE POSITION SENSOR . . . . . . . . . . . . 25
DISASSEMBLY AND ASSEMBLY
DISTRIBUTOR—3.0L . . . . . . . . . . . . . . . . . . . . . 26
CLEANING AND INSPECTION
DISTRIBUTOR CAP . . . . . . . . . . . . . . . . . . . . . . 26
DISTRIBUTOR ROTOR—3.0L . . . . . . . . . . . . . . . 27
SPECIFICATIONS
SPARK PLUG CABLE RESISTANCE—3.0L . . . . . 27
SPARK PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
DESCRIPTION AND OPERATION
FIRING ORDER—3.0L
SPARK PLUG WIRE ROUTING—3.0L ENGINE
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
The MAP sensor reacts to absolute pressure in the intake manifold and provides an input voltage to the
Powertrain Control Module (PCM). As engine load changes, manifold pressure varies. The changes in engine load cause the MAP sensors resistance to change. The change in MAP sensor resistance results in a different input voltage to the PCM.
The input voltage level supplies the PCM with information relating to ambient barometric pressure during engine start-up (cranking) and engine load while its operating. Based on MAP sensor voltage and inputs from other sensors, the PCM adjusts spark advance and the air-fuel mixture.
CAMSHAFT POSITION SENSOR
The PCM determines fuel injection synchronization and cylinder identification from inputs provided by the camshaft position sensor and crankshaft position sensor. From the two inputs, the PCM determines crankshaft position.
The 3.0L engine is equipped with a camshaft driven mechanical distributor, containing a shaft driven distributor rotor. The distributor is also equipped with an internal camshaft position (fuel sync) sensor (Fig. 1). This sensor provides fuel injection synchronization and cylinder identification to the PCM.
The camshaft position sensor contains a hall effect device callled a sync signal generator. This sync signal generator detects a rotating pulse ring (shutter) on the distributor shaft. The pulse ring rotates 180 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 shutter enters the sync signal generator, the interruption of magnetic field causes the voltage to switch high. This causes a sync signal of approximately 5 volts.
When the trailing edge of the shutter leaves the sync signal generator, the change of magnetic field causes the sync signal voltage to switch low to 0 volts.
Since the shutter rotates at half crankshaft speed, it may take 1 engine revolution during cranking for the PCM to determine the position of piston number
6.
8D - 24 IGNITION SYSTEM
DESCRIPTION AND OPERATION (Continued)
NS
INSTALLATION
(1) To avoid cross threading, start the spark plug into the cylinder head by hand.
(2) Tighten spark plugs to 28 N·m (20 ft. lbs.) torque.
(3) Install spark plug cables over spark plugs. A click will be heard and felt when the cable properly attaches to the spark plug.
IGNITION COIL—3.OL
The ignition coil is located at the back of the intake manifold (Fig. 2).
Fig. 1 Camshaft Position Sensor—3.0L Engine
REMOVAL AND INSTALLATION
SPARK PLUG SERVICE
When replacing the spark plugs and spark plug 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, cross ignition of the spark plugs or short cir- cuit the cables to ground.
Never Wire Brush Spark Plugs. The spark plug insulator tip is harder than the bristles of wire brushes. Bristles of wire brushes can leave a conductive, metallic film on the insulator which could lead to conductive deposits. Conductive deposits can cause spark plug failure and engine misfire. Use a jewelers file to remove deposits from the electrode gap or use a spark plug cleaning machine to clean spark plugs.
REMOVAL
Always remove cables by grasping at the boot, rotating the boot 1/2 turn, and pulling straight back in a steady motion.
(1) Prior to removing the spark plug, spray compressed air around the spark plug hole and the area around the spark plug.
(2) Remove the spark plug using a quality socket with a foam insert.
(3) Inspect the spark plug condition. Refer to
Spark Plug Condition in this section.
Fig. 2 Ignition Coil—3.0L Engine
REMOVAL
(1) Remove air cleaner assembly.
(2) Disconnect ignition cable from coil.
(3) Disconnect wiring harness connector from coil.
(4) Remove coil mounting screws.
INSTALLATION
(1) Loosely install ignition coil on intake manifold.
Tighten the intake manifold fastener to 13 N·m (115 in. lbs.) torque. Tighten ignition coil bracket fasteners to 10 N·m (96 in. lbs.) torque.
(2) Connect the wiring harness connector.
(3) Connect the coil to distributor ignition cable.
(4) Install the air cleaner assembly. Tighten the air cleaner fasteners to 25 N·m (225 in. lbs.) torque.
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR—3.0L
REMOVAL
(1) Remove vacuum hose and mounting screws from manifold absolute pressure (MAP) sensor (Fig.
3).
(2) Disconnect electrical connector from sensor.
Remove sensor.
NS
REMOVAL AND INSTALLATION (Continued)
IGNITION SYSTEM 8D - 25
Fig. 3 Manifold Absolute Pressure Sensor
INSTALLATION
(1) Reverse the above procedure for installation.
ENGINE COOLANT TEMPERATURE SENSOR—3.0L
The sensor is installed next to the thermostat housing (Fig. 3).
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOV-
ING THE COOLANT TEMPERATURE SENSOR.
REFER TO GROUP 7- COOLING.
Fig. 4 Crankshaft Position Sensor Connector
INSTALLATION
NOTE: If the removed sensor is to be reinstalled, clean off the old spacer on the sensor face. A NEW
SPACER must be attached to the sensor face before installation. If the sensor is being replaced, confirm that the paper spacer is attached to the face of the new sensor (Fig. 5).
REMOVAL
(1) With the engine cold, drain coolant until level drops below cylinder head. Refer to Group 7, Cooling
System.
(2) Disconnect coolant sensor electrical connector.
(3) Remove coolant sensor.
INSTALLATION
(1) Install coolant sensor. Tighten sensor to 7 N·m
(60 in. lbs.) torque.
(2) Attach electrical connector to sensor.
(3) Fill cooling system. Refer to Group 7, Cooling
System.
CRANKSHAFT POSITION SENSOR
REMOVAL
(1) Raise and support vehicle.
(2) Disconnect crankshaft position sensor electrical connector from the wiring harness connector (Fig. 4).
(3) Remove crankshaft position sensor retaining bolt.
(4) Pull crankshaft position sensor straight up out of the transaxle housing.
Fig. 5 Crankshaft Position Sensor and Spacer
(1) Install sensor in transaxle and push sensor down until contact is made with the drive plate.
While holding the sensor in this position, and install and tighten the retaining bolt to 11.9 N·m (105 in.
lbs.) torque.
(2) Raise and support vehicle.
(3) Connect crankshaft position sensor electrical connector to the wiring harness connector.
THROTTLE POSITION SENSOR
Refer to Group 14, Fuel Injection Section, for
Removal/Installation.
8D - 26 IGNITION SYSTEM NS
DISASSEMBLY AND ASSEMBLY
DISTRIBUTOR—3.0L
REMOVAL
(1) Disconnect distributor connector from distributor (Fig. 6).
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 with new one.
(2) Carefully engage distributor drive with gear on camshaft. When the distributor is installed properly, the rotor will be in line with previously scribe line on air intake plenum. If engine was cranked while distributor was removed, it will be necessary to establish proper relationship between the distributor shaft and Number 1 piston position as follows:
(a) Rotate the crankshaft until number one piston is at top of compression stroke.
(b) Rotate rotor to number one rotor terminal
(Fig. 8).
(c) Lower the distributor into the opening, engaging distributor drive with drive on camshaft.
With distributor fully seated on engine, rotor should be under the number 1 terminal.
Fig. 6 Distributor Electrical Connector—3.0L Engine
(2) Loosen distributor cap retaining screws.
(3) Lift cap of off distributor.
(4) Rotate engine crankshaft until the distributor rotor points to the intake manifold plenum. Scribe a mark on the plenum in line with the rotor. The scribe line indicates where to position the rotor when reinstalling the distributor.
(5) Remove distributor hold down nut (Fig. 7).
(6) Carefully lift the distributor from the engine.
Fig. 8 Distributor Cap Terminal Routing, View from
Top of Cap
(3) Install the distributor cap. Ensure sure all high tension wires are firmly in the cap towers.
(4) Install hold-down nut and tighten (Fig. 7).
(5) Connect distributor electrical connector to distributor (Fig. 6).
Fig. 7 Distributor Hold-Down
CLEANING AND INSPECTION
DISTRIBUTOR CAP
Remove the distributor cap and inspect the inside for flashover, cracking of carbon button, lack of spring tension on carbon button, cracking of cap, and burned, worn terminals (Fig. 9). Also check for broken distributor cap towers. If any of these conditions are present the distributor cap and/or cables should be replaced.
NS
CLEANING AND INSPECTION (Continued)
IGNITION SYSTEM 8D - 27 solution of warm water and a mild detergent. Scrub the cap with a soft brush. Thoroughly rinse the cap and dry it with a clean soft cloth.
DISTRIBUTOR ROTOR—3.0L
Replace the rotor if it is cracked, the tip is excessively burned or heavily scaled (Fig. 10).
Fig. 9 Distributor Cap Inspection—Typical
When replacing the distributor cap, transfer spark plug wires from the original cap to the new cap one at a time. Ensure that each wire is installed into the tower of the new cap that corresponds to its tower position in the original cap. Fully seat the wires into the towers. If necessary, refer to the engine firing order diagram.
Light scaling of the terminals can be cleaned with a sharp knife. If the terminals are heavily scaled, replace the distributor cap.
A cap that is greasy, dirty or has a powder-like substance on the inside should be cleaned with a
SPECIFICATIONS
SPARK PLUG
Engine
3.0L
Spark Plug
RN11YC4
Fig. 10 Rotor Inspection—Typical
Gap
0.039 TO 0.044
Thread Size
14mm (3/4 in.) reach
TORQUE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .TORQUE
Distributor Hold Down. . . . . . . .14 N·m (124 in. lbs.)
Ignition Coil Bracket . . . . . . . . . .10 N·m (96 in. lbs.)
Ignition Switch . . . . . . . . . . . . . . .2 N·m (17 in. lbs.)
Spark Plugs . . . . . . . . . . . . . . . . .28 N·m (60 in. lbs.)
SPARK PLUG CABLE RESISTANCE—3.0L
CABLE
#1
#2
#3
#4
#5
#6
Coil Lead
Maximum
Resistance
14.0K ohms
10.4K ohms
14.9K ohms
11.5K ohms
17.5K ohms
10.3K ohms
11.1K ohms
8D - 28 IGNITION SYSTEM NS
3.3/3.8L ENGINE
DESCRIPTION AND OPERATION
FIRING ORDER—3.3/3.8L . . . . . . . . . . . . . . . . . 28
REMOVAL AND INSTALLATION
CAMSHAFT POSITION SENSOR . . . . . . . . . . . . 31
CRANKSHAFT POSITION SENSOR . . . . . . . . . . 30
ENGINE COOLANT TEMPERATURE SENSOR . . 32
IGNITION COIL . . . . . . . . . . . . . . . . . . . . . . . . . 30
KNOCK SENSOR—3.3/3.8L . . . . . . . . . . . . . . . . 32
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
INDEX page page
SPARK PLUG CABLE SERVICE—3.3/3.8L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
SPARK PLUG SERVICE—3.3/3.8L ENGINES . . . 29
THROTTLE POSITION SENSOR . . . . . . . . . . . . 32
SPECIFICATIONS
IGNITION COIL . . . . . . . . . . . . . . . . . . . . . . . . . 33
SPARK PLUG CABLE RESISTANCE—3.3/3.8L . . 34
SPARK PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
DESCRIPTION AND OPERATION
FIRING ORDER—3.3/3.8L
The firing order for 3.3L and 3.8L engines is 1-2-3-
4-5-6.
REMOVAL AND INSTALLATION
SPARK PLUG CABLE SERVICE—3.3/3.8L ENGINES
WARNING: The ignition cables should not be removed while the engine is hot. This could cause sever injury/burns and can cause damage to the ignition cables.
The spark plug boot heat shield needs to be installed correctly on the boot before being installed on the engine (Fig. 1). If it is not installed correctly engine misfire would occur.
Firing Order—3.3/3.8L
Fig. 1 Spark Plug Boot/Heat Shield Orientation
Do not use pliers to pull the boot/heat shield assembly from the spark plugs. This will damage the shield assembly.
Spark plug boot heat shields must be replaced if they are bent or damaged. It is extremely important the shield is reinstalled correctly as shown. The bottom of the spark plug heat shield must make contact with the spark plug socket hex.
NS
REMOVAL AND INSTALLATION (Continued)
CAUTION: Never coat the inside of spark plug boots with silicone grease. Some types of silicone grease can damage the ignition cable conductor.
SPARK PLUG CABLES #3 AND #5
IGNITION SYSTEM 8D - 29 terminal engagement is felt when the terminals are properly attached.
(2) Rotate Generator back into place.
(3) Install upper Generator bracket with the four bolts.
(4) Install the accessory drive belt, refer to Group
7, Cooling.
REMOVAL
(1) Remove the resonator.
(2) Grasp the spark plug boot/heat shield as close as possible to the spark plug. Twist the boot slightly to break its seal with the plug and pull straight back. Do not use pliers, pull on the ignition cable, or pull the spark plug boot at an
angle. This could damage the spark plug insulator, terminal, or the cable insulation. Wipe spark plug insulator clean with a dry cloth before installation.
(3) Remove the cable from the retaining bracket.
Make sure that they are also detached from the rear retaining clip mounted on the rear of the intake manifold.
SPARK PLUG SERVICE—3.3/3.8L ENGINES
WARNING: The ignition cables should not be removed while the engine is hot. This could cause server injury/burns and can cause damage to the ignition cables.
Use extreme care when removing and installing the spark plug cables.
The spark plug boot heat shield needs to be installed correctly on the boot before being installed on the engine (Fig. 1). If it is not installed correctly engine misfire would occur.
Do not use pliers to pull the boot/heat shield assembly from the spark plugs. This will damage the shield assembly.
INSTALLATION
(1) When installing the spark plug cables, make sure the coil and spark plug insulator and terminals are fully seated. A click sound should be heard or terminal engagement is felt when the terminals are properly attached.
(2) Install the cable into the retaining bracket.
Make sure that they are also attached to the rear retaining clip mounted on the rear of the intake manifold.
(3) Install the resonator.
SPARK PLUG CABLE #1
REMOVAL
(1) Remove the accessory drive belt, refer to Group
7, Cooling.
(2) Remove the four bolts from the upper half of the generator bracket.
(3) Push the Generator rearward.
(4) Grasp the spark plug boot/shield assembly as close as possible to the spark plug. Twist the boot slightly to break its seal with the plug and pull straight back. Do not use pliers, pull on the ignition cable, or pull the spark plug boot at an
angle. This could damage the spark plug insulator, terminal, or the cable insulation. Wipe spark plug insulator clean with a dry cloth before installation.
(5) Remove the cable from the retaining bracket.
INSTALLATION
(1) When installing the spark plug cables, make sure the coil and spark plug insulator and terminals are fully seated. A click sound should be heard or
SPARK PLUG #3 AND #5
REMOVAL
(1) Remove the resonator.
(2) Remove intake strut to cylinder head bolt at cylinder head.
(3) Loosen bolt for intake strut at intake.
(4) Swing strut away.
(5) Grasp the spark plug boot/shield assembly as close as possible to the spark plug. Twist the boot/ shield assembly slightly to break the seal with the plug and pull straight out. Do not use pliers, pull on the ignition cable, or pull the spark
plug boot at an angle. This could damage the spark plug insulator, terminal, heat shield or the insulation. Wipe spark plug insulator clean with a dry cloth before installation.
(6) Remove spark plug
INSTALLATION
(1) Install spark plug and tighten to 28 N·m (20 ft.
lbs.).
(2) When installing the spark plug cables, make sure spark plug insulator and terminals are fully seated. A click sound should be heard or felt when the terminals are properly attached.
(3) Install the cable into the retaining bracket.
Make sure that they are also attached to the rear retaining clip mounted on the rear of the intake manifold.
(4) Swing strut back into place.
8D - 30 IGNITION SYSTEM
REMOVAL AND INSTALLATION (Continued)
(5) Install intake strut bolt to cylinder head at cylinder head.
(6) Tighten bolt to intake strut at intake.
(7) Tighten bolt at cylinder head.
(8) Install the resonator.
SPARK PLUG #1
REMOVAL
(1) Remove the accessory drive belt, refer to Group
7, Cooling.
(2) Remove the 4 bolts from the upper half of the generator bracket.
(3) Push the Generator rearward.
(4) Grasp the spark plug boot/shield assembly as close as possible to the spark plug. Twist the boot/ shield assembly slightly to break its seal with the plug and pull straight out. Do not use pliers, pull on the ignition cable, or pull the spark
plug boot at an angle. This could damage the spark plug insulator, terminal, or the insulation.
Wipe spark plug insulator clean with a dry cloth before installation.
(5) Remove spark plug
INSTALLATION
(1) Install spark plug and tighten to 28 N·m (20 ft.
lbs.).
(2) When installing the spark plug cables, make sure the coil or spark plug insulator and terminals are fully seated. A click sound should be heard or felt when the terminals are properly attached.
(3) Pull Generator back into place.
(4) Install upper Generator bracket with the 4 bolts.
(5) Install the accessory drive belt, refer to Group
7, Cooling.
NS
Fig. 2 Ignition Coil Removal
CRANKSHAFT POSITION SENSOR
REMOVAL
(1) Raise and support vehicle.
(2) Disconnect crankshaft position sensor electrical connector from the wiring harness connector (Fig. 3).
IGNITION COIL
REMOVAL
(1) Remove spark plug cables from coil (Fig. 2).
Always twist the spark plug boots to break the seal with the plug and pull straight back on the boot.
(2) Remove ignition coil electrical connector.
(3) Remove ignition coil mounting screws.
(4) Remove ignition coil.
INSTALLATION
(1) Reverse the above procedure for installation.
Tighten mounting screws to 12 N·m (105 in. lbs.) torque.
(2) Transfer spark plug cables to new coil pack.
The coil pack towers and cables are numbered with the cylinder identification.
Fig. 3 Crankshaft Position Sensor Connector
(3) Remove crankshaft position sensor retaining bolt.
(4) Pull crankshaft position sensor straight up out of the transaxle housing.
INSTALLATION
NOTE: If the removed sensor is to be reinstalled, clean off the old spacer on the sensor face. A NEW
SPACER must be attached to the sensor face before installation. If the sensor is being replaced, confirm that the paper spacer is attached to the face of the new sensor (Fig. 4).
(1) Install sensor in transaxle and push sensor down until contact is made with the drive plate.
NS
REMOVAL AND INSTALLATION (Continued)
IGNITION SYSTEM 8D - 31
Fig. 4 Crankshaft Position Sensor and Spacer
While holding the sensor in this position, and install and tighten the retaining bolt to 11.9 N·m (105 in.
lbs.) torque.
(2) Raise and support vehicle.
(3) Connect crankshaft position sensor electrical connector to the wiring harness connector.
CAMSHAFT POSITION SENSOR
REMOVAL
(1) Disconnect camshaft position sensor electrical connector from the wiring harness connector (Fig. 5).
Fig. 6 Camshaft Sensor Bolt Removal/Installation
Fig. 5 Camshaft Position Sensor
(2) Remove bolt holding sensor (Fig. 6). There is a hole in the bracket for tool access to the sensor bolt.
(3) Rotate sensor away from block (Fig. 7).
(4) Pull sensor up out of the chain case cover. Do
not pull on the sensor lead. There is an O-ring on the sensor case. The O-ring may make removal difficult. A light tap to top of sensor prior to removal may reduce force needed for removal.
INSTALLATION
If the removed sensor is reinstalled, clean off the old spacer on the sensor face. A NEW
SPACER must be attached to the face before
Fig. 7 Camshaft Sensor Removal/Installation
installation. Inspect O-ring for damage, replace if necessary. If the sensor is being replaced, confirm that the paper spacer is attached to the face and Oring is positioned in groove of the new sensor (Fig. 8).
(1) Apply a couple drops of clean engine oil to the
O-ring prior to installation.
(2) Install sensor in the chain case cover and rotate into position.
(3) Push sensor down until contact is made with the camshaft gear. While holding the sensor in this position, install and tighten the retaining bolt 14
N·m (125 in. lbs.) torque.
(4) Connect camshaft position sensor electrical connector to harness connector.
8D - 32 IGNITION SYSTEM
REMOVAL AND INSTALLATION (Continued)
Fig. 8 Camshaft Position Sensor and Spacer
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
REMOVAL
(1) Disconnect electrical connector from MAP sensor.
(2) Remove 2 screws holding sensor to intake manifold (Fig. 9).
(3) Remove sensor from manifold.
INSTALLATION
Reverse the above procedure for installation.
Fig. 10 Engine Coolant Temperature Sensor
NS
Fig. 9 Manifold Absolute Pressure Sensor
ENGINE COOLANT TEMPERATURE SENSOR
The Engine Coolant Temperature (ECT) sensor is located below the ignition coil (Fig. 10).
REMOVAL
(1) Drain cooling system until coolant level is below sensor. Refer to Group 7, Cooling System.
(2) Remove electrical connector from coil (Fig. 11).
(3) Remove coil mounting screws.
(4) Rotate coil away from engine coolant temperature sensor.
(5) Disconnect electrical connector from engine coolant temperature sensor.
(6) Remove sensor from engine.
Fig. 11 Ignition Coil Removal
INSTALLATION
(1) Tighten the sensor to 7 N·m (60 in. lbs.) torque.
(2) Connect electrical connector to sensor.
(3) Fill cooling system. Refer to Group 7, Cooling
System.
(4) Install coil. Tighten coil mounting screws to 12
N·m (105 in. lbs.) torque.
(5) Connect electrical connector to coil.
THROTTLE POSITION SENSOR
Refer to Group 14, Fuel Injection Section, for
Removal/Installation.
KNOCK SENSOR—3.3/3.8L
The knock sensor threads into the side of the cylinder block in front of the starter (Fig. 12).
NS
REMOVAL AND INSTALLATION (Continued)
REMOVAL
(1) Disconnect electrical connector from knock sensor.
(2) Use a crow foot socket to remove the knock sensor.
INSTALLATION
(1) Install knock sensor. Tighten knock sensor to
10 N·m (7 ft. lbs.) torque. Over or under tighten- ing effects knock sensor performance, possibly causing improper spark control.
(2) Attach electrical connector to knock sensor.
IGNITION SYSTEM 8D - 33
SPECIFICATIONS
IGNITION COIL
Fig. 12 Knock Sensor
Coil Manufacture
Weastec (Aluminum Towers)
Diamond Electric (Brass Towers)
Primary Resistance at 21°C-27°C
(70°F-80°F)
0.45 TO 0.65 Ohms
0.45 TO 0.65 Ohms
Secondary Resistance at 21°C-
27°C (70°F-80°F)
7,000 to 15,800 Ohms
7,000 to 15,800 Ohms
Coil Polarity
Coil Polarity
8D - 34 IGNITION SYSTEM
SPECIFICATIONS (Continued)
SPARK PLUG
Engine
3.3L
3.8L
Spark Plug
RN14PMP5
RN14PMP5
* New Spark Plug Gap
TORQUE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .TORQUE
3.3L Camshaft Position
Sensor Screw . . . . . . . . . . . . .12 N·m (105 in. lbs.)
3.3L Engine Coolant Sensor. . . . . .7 N·m (60 in. lbs.)
3.3L Crankshaft Position
Sensor Screw . . . . . . . . . . . . .12 N·m (105 in. lbs.)
3.3/3.8L Ignition Coil . . . . . . . . .12 N·m (105 in. lbs.)
Ignition Switch . . . . . . . . . . . . . . .2 N·m (17 in. lbs.)
Spark Plugs . . . . . . . . . . . . . . . . .28 N·m (20 ft. lbs.)
Gap *
0.048 TO 0.053
0.048 TO 0.053
Thread Size
14mm (3/4 in.) reach
14mm (3/4 in. ) reach
#1
#2
#3
#4
#5
#6
SPARK PLUG CABLE RESISTANCE—3.3/3.8L
CABLE Maximum
Resistance
18.5K ohms
15.5K ohms
20.4K ohms
21.2K ohms
27.7K ohms
26.7K ohms
NS
NS IGNITION SYSTEM 8D - 35
IGNITION SWITCH AND LOCK CYLINDER
INDEX page
DESCRIPTION AND OPERATION
IGNITION INTERLOCK . . . . . . . . . . . . . . . . . . . . 35
LOCK KEY CYLINDER . . . . . . . . . . . . . . . . . . . . 35
REMOVAL AND INSTALLATION
IGNITION INTERLOCK . . . . . . . . . . . . . . . . . . . . 38
page
IGNITION SWITCH . . . . . . . . . . . . . . . . . . . . . . . 35
LOCK CYLINDER HOUSING . . . . . . . . . . . . . . . 38
LOCK KEY CYLINDER . . . . . . . . . . . . . . . . . . . . 38
DESCRIPTION AND OPERATION
IGNITION INTERLOCK
All vehicles equipped with automatic transaxles have an interlock system. The system prevents shifting the vehicle out of Park unless the ignition lock cylinder is in the Off, Run or Start position. In addition, the operator cannot rotate the key to the lock position unless the shifter is in the park position. On vehicles equipped with floor shift refer to Group 21 -
Transaxle for Automatic Transmission Shifter/Ignition Interlock.
LOCK KEY CYLINDER
The lock cylinder is inserted in the end of the housing opposite the ignition switch. The ignition key rotates the cylinder to 5 different detents (Fig. 1):
• Accessory
• Off (lock)
• Unlock
• On/Run
• Start
REMOVAL AND INSTALLATION
IGNITION SWITCH
The ignition switch attaches to the lock cylinder housing on the end opposite the lock cylinder (Fig. 2).
For ignition switch terminal and circuit identification, refer to Group 8W, Wiring Diagrams.
Fig. 1 Ignition Lock Cylinder Detents
Fig. 2 Ignition Switch—Viewed From Below Column
8D - 36 IGNITION SYSTEM
REMOVAL AND INSTALLATION (Continued)
REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove steering column cover retaining screws
(Fig. 3).
NS
Fig. 3 Steering Column Cover
(3) Remove parking brake release cable from handle (Fig. 4).
Fig. 5 Steering Column Shroud Screws
Fig. 4 Parking Brake Release Cable
(4) Remove screws holding steering column shrouds (Fig. 5) and remove lower shroud.
(5) Place key cylinder in RUN position. Depress lock cylinder retaining tab and remove key cylinder
(Fig. 6).
(6) Remove ignition switch mounting screw (Fig. 7) with a #10 Torx t tamper proof bit.
Fig. 6 Lock Cylinder Retaining Tab
(7) Depress retaining tab (Fig. 3) or (Fig. 8) and gently pry ignition switch from steering column (Fig.
9).
(8) Disconnect electrical connectors from ignition switch and remove switch (Fig. 10).
NS
REMOVAL AND INSTALLATION (Continued)
IGNITION SYSTEM 8D - 37
Fig. 7 Ignition Switch Mounting Screw
Fig. 8 Ignition Switch Retaining Tab
Fig. 10 Ignition Switch Connectors
(2) Install electrical connectors to ignition switch.
(3) Carefully install the ignition switch.
The switch will snap over the retaining tabs (Fig. 11).
Install mounting screw (Fig. 7).
(4) Install upper and lower shrouds.
(5) Install key cylinder (cylinder retaining tab will depress only in the RUN position).
(6) Connect negative cable to battery.
Fig. 9 Removing Ignition Switch
INSTALLATION
(1) Ensure the ignition switch is in the RUN position and the actuator shaft in the lock housing is in the RUN position.
Fig. 11 Ignition Switch Installation
(7) Check for proper operation of ignition switch and key-in warning switch.
8D - 38 IGNITION SYSTEM
REMOVAL AND INSTALLATION (Continued)
LOCK KEY CYLINDER
REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove steering column cover retaining screws
(Fig. 3).
(3) Remove screws holding steering column shrouds (Fig. 5) and remove lower shroud.
(4) Place key cylinder in RUN position. Depress lock cylinder retaining tab and remove key cylinder
(Fig. 6).
INSTALLATION
(1) Install key in lock cylinder. Turn key to run position (retaining tab on lock cylinder can be depressed).
(2) The shaft at the end of the lock cylinder aligns with the socket in the end of the housing. To align the socket with the lock cylinder, ensure the socket is in the Run position (Fig. 12).
(3) Align the lock cylinder with the grooves in the housing. Slide the lock cylinder into the housing until the tab sticks through the opening in the housing.
(4) Turn the key to the Off position. Remove the key.
(5) Install lower steering column shroud.
(6) Install steering column cover.
NS
Fig. 12 Socket in Lock Cylinder Housing
(7) Connect negative cable to battery.
IGNITION INTERLOCK
Refer to Group 21, Transaxle for Shifter/Ignition
Interlock Service.
LOCK CYLINDER HOUSING
Refer to Steering Column in Group 19, Steering, for Lock Cylinder Housing Service.
NS INSTRUMENT PANEL AND SYSTEMS 8E - 1
INSTRUMENT PANEL AND SYSTEMS
CONTENTS page
GENERAL INFORMATION
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION AND OPERATION
INSTRUMENT CLUSTER . . . . . . . . . . . . . . . . . . . 1
DIAGNOSIS AND TESTING
DIAGNOSTIC PROCEDURES . . . . . . . . . . . . . . . . 2
HEADLAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 2
SELF DIAGNOSTIC TEST . . . . . . . . . . . . . . . . . . 2
TRACTION CONTROL SWITCH . . . . . . . . . . . . . 17
REMOVAL AND INSTALLATION
BODY CONTROL MODULE (BCM) . . . . . . . . . . 18
CONVENIENCE BIN - CUP HOLDER . . . . . . . . . 17
CONVENIENCE BIN LAMP . . . . . . . . . . . . . . . . 17
CONVENIENCE BIN TRACK . . . . . . . . . . . . . . . 18
GLOVE BOX LAMP AND SWITCH . . . . . . . . . . 19
GLOVE BOX LOCK STRIKER . . . . . . . . . . . . . . 20
GLOVE BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
HEADLAMP SWITCH LAMP(S) . . . . . . . . . . . . 21
HEADLAMP SWITCH . . . . . . . . . . . . . . . . . . . . 20
HVAC CONTROL LAMP . . . . . . . . . . . . . . . . . . 21
INSTRUMENT CLUSTER BACK PANEL . . . . . . 21
INSTRUMENT CLUSTER BEZEL . . . . . . . . . . . . 21
ODOMETER AND TRANSMISSION RANGE
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 19
INSTRUMENT CLUSTER LAMPS . . . . . . . . . . . 22
INSTRUMENT CLUSTER LENS - MECHANICAL
(PRND21) . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
INSTRUMENT CLUSTER LENS . . . . . . . . . . . . . 22
GENERAL INFORMATION
INTRODUCTION
The instrumentation gauges on NS vehicles are contained in a subdial assemblies within the instrument cluster. The individual gauges are not serviced separately. If one of the cluster gauges becomes faulty the entire subdial would require replacement and all gauges will have to be calibrated. Refer to the proper Body Diagnostic Procedure Manual for calibration procedures.
page
INSTRUMENT CLUSTER PRINTED CIRCUIT
BOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
INSTRUMENT CLUSTER SUBDIAL . . . . . . . . . . 23
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 23
INSTRUMENT CLUSTER WITH ELECTRONIC
TRANSMISSION RANGE INDICATOR . . . . . . 23
INSTRUMENT CLUSTER WITH MECHANICAL
TRANSMISSION RANGE INDICATOR . . . . . . 24
INSTRUMENT PANEL LEFT END COVER . . . . . 27
INSTRUMENT PANEL LOUVERS . . . . . . . . . . . 27
INSTRUMENT PANEL RIGHT END COVER . . . . 29
INSTRUMENT PANEL TOP COVER . . . . . . . . . . 29
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . 25
JUNCTION BLOCK . . . . . . . . . . . . . . . . . . . . . . 30
KNEE BLOCKER REINFORCEMENT . . . . . . . . . 30
LOWER CONSOLE . . . . . . . . . . . . . . . . . . . . . . 30
LOWER INSTRUMENT PANEL . . . . . . . . . . . . . 31
LOWER STEERING COLUMN COVER . . . . . . . . 31
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 32
MESSAGE CENTER LAMP . . . . . . . . . . . . . . . . 32
MESSAGE CENTER . . . . . . . . . . . . . . . . . . . . . . 32
OUTLET (12 VOLT) BASE . . . . . . . . . . . . . . . . . 32
OVER STEERING COLUMN BEZEL . . . . . . . . . . 32
POWER MIRROR SWITCH LAMP . . . . . . . . . . 34
POWER MIRROR SWITCH . . . . . . . . . . . . . . . . 34
RADIO BEZEL AND HVAC CONTROL . . . . . . . . 34
REAR HEATER-A/C SWITCH LAMP . . . . . . . . . 35
REAR HEATER-A/C SWITCH . . . . . . . . . . . . . . . 35
TRACTION CONTROL SWITCH . . . . . . . . . . . . . 35
DESCRIPTION AND OPERATION
INSTRUMENT CLUSTER
The mechanical instrument cluster with a tachometer is equipped with a electronic vacuum fluorescent transmission range indicator (PRND3L), odometer, and trip odometer display.
The mechanical instrument cluster without a tachometer is equipped with a cable operated transmission range indicator (PRND21).
8E - 2 INSTRUMENT PANEL AND SYSTEMS
DESCRIPTION AND OPERATION (Continued)
The instrument cluster is equipped with the following warning lamps.
• Lift Gate Ajar
• Low Fuel Level
• Low Windshield Washer Fluid Level
• Cruise
• Battery Voltage
• Fasten Seat Belt
• Door Ajar
NS
DIAGNOSIS AND TESTING
DIAGNOSTIC PROCEDURES
NS vehicle instrument clusters are equipped with a self diagnostic test feature to help identify electronic problems. Prior to any test, perform Self Diagnostic
Test. The self diagnostic system monitors the CCD bus messages. If an electronic problem occurs, a
Diagnostic Trouble Code (DTC) will be displayed in the odometer window of the cluster.
The following CCD bus messages are continuously monitored by the diagnostic system:
• Body Control Module
• Powertrain Control Module
• Transmission Control Module, if equipped
HEADLAMP SWITCH
Using a Digital Multimeter, equipped with a diode test to perform the Headlamp Switch Test below (Fig.
1).
Switch position possibilities are open (no continuity), continuity, resistance value in ohms, or diode test. Use the values in the third column to determine meter setting. If Headlamp Switch is not within specifications replace as necessary.
The Chrysler Town and Country is available with optional Automatic Headlamps. For diagnosis, refer to the proper Body Diagnostic Procedures Manual.
SELF DIAGNOSTIC TEST
To activate self diagnostic program:
(1) With the ignition switch in the OFF position, depress the TRIP and RESET buttons.
(2) While holding the TRIP and RESET button turn the ignition switch to the ON position.
(3) Continue to hold the TRIP and RESET buttons until the word CODE appears in the odometer windows (about five seconds) then release the buttons. If a problem exists, the system will display Diagnostic
Trouble Codes (DTC’s). If no problem exists, the code
999 (End Test) will momentarily appear.
DIM TEST
When CHEC-0 is displayed in the odometer window, the cluster’s vacuum fluorescent (VF) displays
Fig. 1 Headlamp Switch Test will dim down. If the VF display brightness does no change, a problem exists in the cluster.
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DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS 8E - 3
INSTRUMENT CLUSTER DTC TABLE
DTC
110
111
905
921
940
999
DESCRIPTION
Memory Fault in cluster
Calibration fault in cluster
No CCD bus messages from TCM
Odometer fault from BCM
No CCD bus messages from PCM
End of Codes
CALIBRATION TEST
When CHEC-1 is displayed in the odometer window, each of the cluster’s gauge pointers will move sequentially through each calibration point. The Calibration Table contains the proper calibration points for each gauge. If the gauge pointers are not calibrated, a problem exists in the cluster. If any gauge is out of calibration it will have to be calibrated using a scan tool (DRB III). Refer to the proper Body Diagnostic Procedure Manual for calibration procedures.
CLUSTER CALIBRATION TABLE
Speedometer Calibration Point
1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 mph (0 Km/h)
2 . . . . . . . . . . . . . . . . . . . . . . . . . .20 mph (40 Km/h)
3 . . . . . . . . . . . . . . . . . . . . . . . . . .55 mph (80 Km/h)
4 . . . . . . . . . . . . . . . . . . . . . . . . .75 mph (120 Km/h)
Tachometer Calibration Point
1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 rpm
2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1000 rpm
3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3000 rpm
4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6000 rpm
ODOMETER SEGMENT TEST
When CHEC-2 is displayed in the odometer window, each digit of the odometer will illuminate sequentially. If a segment in the odometer does not illuminate normally, a problem exists in the display.
ELECTRONIC TRANSMISSION RANGE
INDICATOR SEGMENT TEST
When CHEC-3 is displayed in the odometer window, each segment of the transmission range indicator will illuminate sequentially. If a segment in the transmission range indicator does not illuminate normally, a problem exists in the display board.
Fuel Gauge Calibration Point
1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Empty (E)
2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1/8 Filled
3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1/4 Filled
4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Full (F)
Temperature Gauge Calibration Point
1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cold (C)
2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Low Normal
3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .High Normal
4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Hot (H)
CONDITIONS
Refer to the following tables:
• Instrument Cluster
• Speedometer
• Tachometer
• Fuel Gauge
• Temperature Gauge
• Odometer
• Electronic Transmission Range Indicator
(PRND3L)
• Mechanical Transmission Range Indicator
(PRND21) for possible/problems/causes and corrections.
INSTRUMENT CLUSTER DIAGNOSIS
CONDITION
INSTRUMENT CLUSTER
INOPERATIVE-NO
RESPONSE
POSSIBLE CAUSES
No CCD bus messages from the Body Control
Module (BCM).
Spread terminal(s) on wiring harness cluster connector.
Body Control Module
(BCM) is not receiving proper input from the ignition switch.
Internal cluster failure.
CORRECTION
1. Use a scan tool to check the BCM. If OK, look for another possible cause for cluster failure. If not OK, refer to the proper Body Diagnostic Procedure Manual.
1. Remove cluster from instrument panel and check wiring harness connector for spread terminal. If OK, look for another possible cause for the cluster failure. If not OK, repair connector.
1. Use a scan tool to verify ignition switch status into the BCM. If not OK, go to Step (2). If OK, look at another possible cause of failure.
2. Check ignition switch function and wiring.
1. Replace main cluster pc board and use a scan tool to calibrate cluster.
8E - 4 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
SPEEDOMETER DIAGNOSIS
CONDITION
NO POINTER
MOVEMENT
POSSIBLE CAUSES
1. Internal cluster failure.
2. No speed CCD Bus
Message or Zero mph
CCD Speed Bus
Message.
NS
CORRECTION
1. (a) Perform cluster self diagnostic test and check for fault codes.
• If speedometer pointer moves to calibration points during test and fault codes 110 or 111 don’t appear in the odometer display then failure is not in the cluster.
Look for another possible cause of failure.
• If the pointer doesn’t move during test, go to Step
(b).
• If fault code 110 is displayed in the odometer, go to
Step (b).
• If fault code 111 is displayed in the odometer then go to Step (f).
• If fault codes 905, 920, or 940 are displayed in the odometer display refer to the fault code chart to identify which module is causing the fault and repair module.
(b) Replace main cluster pc board. Go to Step (c).
(c) Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. Put in the top two mounting screws to hold the cluster in place. DO NOT COMPLETELY
INSTALL CLUSTER TO INSTRUMENT PANEL UNTIL
UNIT IS CALIBRATED AND TESTED. Go to Step (d).
(d) Use a scan tool to calibrate cluster and perform Self
Diagnostic Test. If OK, complete installation. If not OK, go to Step (e).
(e) Replace subdial assembly and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the speedometer failure.
(f) Use a scan tool to calibrate speedometer and perform Self Diagnostic Test. If OK, stop. If not OK, go to Step (b).
2. (a) Check the Body Control Module (BCM) using a scan tool. If OK, go to Step (b). If not OK, refer to the
BCM section of the service manual to repair the BCM.
(b) Check the Powertrain Control Module (PCM) using a scan tool. If OK, go to Step (c). If not OK, refer to the
PCM section of the service manual to repair the PCM.
(c) Check the speed signal input into the PCM. The speed signal originates from one of the following sources:
• A distance sensor for vehicles with 3 speed automatic transmission. Check continuity from distance sensor to
PCM. If OK, replace distance sensor. If not OK, repair wiring.
•
The Electronic Transmission Control Module (TCM) for vehicles with the 4 speed electronic transmissions.
Check continuity from TCM to PCM. If OK, use a scan tool to check TCM. Refer to the electronic TCM section of the service manual to repair the TCM. If not OK, repair wiring.
NS
DIAGNOSIS AND TESTING (Continued)
CONDITION
ERRATIC POINTER
MOVEMENT
INSTRUMENT PANEL AND SYSTEMS 8E - 5
POSSIBLE CAUSES CORRECTION
1. Erratic Message from another Module.
1. (a) Check the BCM using a scan tool If OK, go to
Step (b). If not OK, refer to the BCM section of the service manual to repair the BCM.
(b) Check the PCM using a scan tool. If OK, go to Step
(c). If not OK, refer to the PCM section of the service manual to repair the PCM.
(c) Check the speed signal input into the PCM. The speed signal originates from one of the following sources:
• A distance sensor for vehicles with 3 speed automatic transmission. Check continuity from distance sensor to
PCM. If OK, replace distance sensor. If not OK, repair wiring.
• The Electronic Transmission Control Module (TCM) vehicles with the 4 speed electronic transmissions.
Check continuity from TCM to engine controller. If OK, use a scan tool to check TCM. Refer to the electronic section of the service manual to repair the TCM. If not
OK, repair wiring.
2. Internal Cluster Failure.
2. (a) Perform cluster self diagnostic test and check for fault codes.
•
If the pointer moves during test but still appears erratic and fault codes 110 or 111 don’t appear in the odometer display, then go to Step (b).
•
If fault code 110 is displayed in the odometer, go to
Step (e).
•
If fault code 111 appears in the odometer display go to Step (d).
•
If fault codes 905, 920, or 940 are displayed in the odometer display refer to the fault code chart to identify which module is causing the fault and repair module.
(b) Replace cluster subdial assembly. To Step (c).
(c) Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. Put in the top two mounting screws to hold the cluster in place. DO NOT COMPLETELY
INSTALL CLUSTER TO INSTRUMENT PANEL UNTIL
UNIT IS CALIBRATED AND TESTED. Go to Step (d).
(d) Use a scan tool to calibrate cluster and perform Self
Diagnostic Test. If OK, continue installation. If not OK, go to Step (e).
Replace main cluster pc board and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the speedometer failure.
8E - 6 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
CONDITION
SPEEDOMETER
INACCURATE.
POSSIBLE CAUSES
1. Speedometer Out of
Calibration.
2. Wrong Speedometer
Pinion Size For Tire Size.
3. Bad Speed Sensor.
NS
CORRECTION
1. (a) Perform Cluster Self Diagnostic Test.
•
If speedometer is accurate to the calibration points then look for another possible cause of inaccuracy.
• If speedometer is not accurate to the calibration points, go to Step (b).
(b) Use a scan tool to calibrate speedometer.
2. (a) If vehicle has a 4 speed electronic transmission go to Step (c). Otherwise go to Step (b).
(b) Check if correct speedometer pinion is being used with tires on vehicle. Refer to transmission section of manual for test and repair procedure.
• If the incorrect pinion is in transmission then replace with correct pinion.
• If the correct pinion is in the transmission calibrate speedometer using a scan tool to correct for the inaccuracy.
(c) use a scan tool to check the TCM to see if the correct tire size has been programmed into the TCM.
• If the incorrect tire size was selected, select the proper tire size.
• If the correct tire size was selected, calibrate speedometer to correct for the inaccuracy.
3. Refer to the proper section of the service manual for test and repair procedure.
NS
DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS
TACHOMETER DIAGNOSIS
8E - 7
CONDITION
NO POINTER
MOVEMENT
POSSIBLE CAUSES CORRECTION
1. Internal Cluster Failure.
1. (a) Perform Cluster Self Diagnostic Test and check for fault codes.
• If tachometer pointer moves to calibration points during test and fault codes 110 or 111 don’t appear in the odometer display then failure is not in the cluster.
Look for another possible cause of failure.
• If the pointer doesn’t move during test, go to Step
(b).
• If fault code 110 is displayed in the odometer, go to
Step (b).
• If fault code 111 is displayed in the odometer then go to Step (f).
• If fault codes 920 or 940 are displayed in the odometer display refer to the fault code chart to identify which module is causing the fault an repair module.
(b) Replace main cluster pc board. Go to Step (c).
(c) Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. Put in the top two mounting screws to hold the cluster in place. DO NOT COMPLETELY
INSTALL CLUSTER TO INSTRUMENT PANEL UNTIL
UNIT IS CALIBRATED AND TESTED. Go to Step (d).
(d) use a scan tool to calibrate cluster and perform Self
Diagnostic Test. If OK, continue installation. If not OK, go to Step (e).
(e) Replace subdial assembly and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the tachometer failure.
(f) Use a scan tool to calibrate tachometer and perform
Self Diagnostic Test. If OK, stop. If not OK, go to Step
(b).
2. No rpm CCD Bus
Message or Zero rpm
CCD Bus Message from
Engine Controller.
2. Check the PCM using a scan tool. Refer to the PCM section of the manual to properly diagnose and repair.
8E - 8 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
CONDITION
ERRATIC POINTER
MOVEMENT.
TACHOMETER
INACCURATE.
NS
POSSIBLE CAUSES CORRECTION
1. Bad CCD Bus
Message from Engine
Controller.
1. Check the PCM using a scan tool. Refer to the PCM section of the manual to properly diagnose and repair.
2. Internal Cluster Failure.
2. (a) Perform Cluster Self Diagnostic Test and check for fault codes.
•
If the pointer moves during test but still appears erratic and fault codes 110 or 111 don’t appear in the odometer display, go to Step (b).
• If fault code 110 is displayed in the odometer, go to
Step (e).
• If fault code 111 appears in the odometer display go to Step (d).
• If fault codes 920 or 940 are displayed in the odometer display refer to the fault code chart to identify which module is causing the fault and repair module.
(b) Replace cluster subdial assembly. Go to Step (c).
(c) Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. Put in the top two mounting screws to hold the cluster in place DO NOT COMPLETELY
INSTALL CLUSTER TO INSTRUMENT PANEL UNTIL
UNIT IS CALIBRATED AND TESTED. Go to Step (d).
(d) Use a scan tool to calibrate cluster and perform Self
Diagnostic Test. If OK, continue installation. If not OK, go to Step (e).
(e) Replace main cluster pc board and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the tachometer failure.
1. Tachometer out of calibration.
1. Calibrate tachometer using a scan tool.
NS
DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS
FUEL GAUGE DIAGNOSIS
8E - 9
CONDITION
NO POINTER
MOVEMENT.
POSSIBLE CAUSES
1. Internal cluster failure.
2. No CCD Fuel Message or Empty CCD Bus
Message from Body
Controller.
CORRECTION
1. (a) Perform Cluster Self Diagnostic Test and check for fault codes.
• If fuel gauge pointer moves to calibration points during test and fault codes 110 or 111 don’t appear in the odometer display then failure is not in the cluster. Look for another possible cause of failure.
• If the pointer doesn’t move during test, go to Step (b).
• If fault code 110 is displayed in the odometer, go to
Step (b).
• If fault code 111 is displayed in the odometer then go to Step (f).
• If fault code 920 is displayed in the odometer refer to the fault code chart to identify which module is causing the fault and repair module.
(b) Replace main cluster pc board. Go to Step (c).
(c) Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. Put in the top two mounting screws to hold the cluster in place. DO NOT COMPLETELY
INSTALL CLUSTER TO INSTRUMENT PANEL UNTIL
UNIT IS CALIBRATED AND TESTED. Go to Step (d).
(d) Use a scan tool to calibrate cluster and perform Self
Diagnostic Test. If OK, continue installation. If not OK, go to Step (e).
(e) Replace subdial assembly and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the fuel gauge failure.
(f) Use a scan tool to calibrate fuel gauge and perform
Self Diagnostic Test. If OK, stop. If not OK, go to Step
(b).
2. (a) Check the BCM using a scan tool. If OK, go to
Step (b). If not OK, refer to the BCM section of the manual to properly diagnose and repair.
(b) Refer to the Fuel section of the service manual for the fuel level sending unit test procedure. Test unit and repair as instructed.
8E - 10 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
CONDITION
ERRATIC POINTER
MOVEMENT.
FUEL GAUGE
INACCURATE.
NS
POSSIBLE CAUSES
1. Bad CCD Fuel
Message from the Body
Controller.
CORRECTION
1. (a) Use a scan tool to check the BCM. If OK, go to
Step (b). If not OK, refer to the BCM section of the service manual to properly diagnose and repair.
(b) Refer to the Fuel section of the service manual for the fuel level sending unit test procedure. Test unit. If
OK, look for another possible cause for fuel gauge failure. If not OK, repair sending unit.
2. Internal Cluster Failure.
2. (a) Perform Cluster Self Diagnostic Test and check for fault codes.
• If the pointer moves during test but still appears erratic and fault codes 110 or 111 don’t appear in the odometer display, go to Step (b).
• If fault code 110 is displayed in the odometer, go to
Step (e).
• If fault code 111 appears in the odometer display to
Step (d).
• If fault code 920 is displayed in the odometer refer to the fault code chart to identify which module is causing the fault and repair module.
(b) Replace cluster subdial assembly. Go to Step (c).
(c) Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. Put in the top two mounting screws to hold the cluster in place. DO NOT COMPLETELY
INSTALL CLUSTER TO INSTRUMENT PANEL UNTIL
UNIT IS CALIBRATED AND TESTED. Go to Step (d).
(d) Use a scan tool to calibrate cluster and perform Self
Diagnostic Test. If OK, continue installation. If not OK, go to Step (e).
(e) Replace main cluster pc board and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the fuel gauge failure.
1. Fuel Gauge Out of
Calibration.
2. Fuel Level Sending
Unit is Out of Calibration.
1. (a) Perform Cluster Self Diagnostic Test. If pointer is accurate to the calibration points look for another possible cause of failure. If pointer is inaccurate to the calibration points, to Step (b).
(b) Use a scan tool to calibrate fuel gauge.
2. (a) Refer to the Fuel section of the service manual for test and repair procedure.
U
NS
DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS
TEMPERATURE GAUGE DIAGNOSIS
8E - 11
CONDITION
NO POINTER
MOVEMENT
POSSIBLE CAUSES CORRECTION
1. Internal Cluster Failure.
1. (a) Perform Cluster Self Diagnostic Test and check for fault codes.
• If temperature gauge pointer moves to calibration points during test and fault codes 110 or 111 don’t appear in the odometer display then failure is not in the cluster. Look for another possible cause of failure.
• If the pointer doesn’t move during test, go to Step
(b).
• If fault code 110 is displayed in the odometer, go to
Step (b).
• If fault code 111 is displayed in the odometer then go to Step (f).
• If fault codes 920 or 940 are displayed refer to the fault code chart to identify which module is causing the fault and repair module.
(b) Replace main cluster pc board. Go to Step (c).
(c) Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. Put in the top two mounting screws to hold the cluster in place. DO NOT COMPLETELY
INSTALL CLUSTER TO INSTRUMENT PANEL UNTIL
UNIT IS CALIBRATED AND TESTED. Go to Step (d).
(d) use a scan tool to calibrate cluster and perform Self
Diagnostic Test. If OK, continue installation. If not OK, go to Step (e).
(e) Replace subdial assembly and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the temperature gauge failure.
(f) Use a scan tool to calibrate temperature gauge and perform Self Diagnostic Test. If OK, stop. If not OK, go to Step (b).
2. No CCD Temperature
Message or Cold CCD
Bus Message from the
Body Control Module.
2. (a) Check BCM fault codes using a scan tool. If there are not faults, go to Step (b). If there are faults, refer to the BCM section of the manual to properly diagnose and repair.
(b) Check PCM fault codes using a scan tool. If there are no faults, go to Step (c). If there are faults, refer to the PCM section of the manual to properly diagnose and repair.
(c) Refer to the coolant sensor section of the service manual for the coolant sensor test procedure. Repair sensor as needed.
8E - 12 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
CONDITION
ERRATIC POINTER
MOVEMENT.
TEMPERATURE GAUGE
INACCURATE.
NS
POSSIBLE CAUSES CORRECTION
1. Bad CCD Bus
Message from the Body
Control Module.
1. (a) Check BCM fault codes using a scan tool. If there are no faults, go to Step (b). If there are faults, refer to the BCM section of the manual to properly diagnose and repair.
(b) Check PCM fault codes using a scan tool. If there are no faults, go to Step (c). If there are faults, refer to the PCM section of the manual to properly diagnose and repair.
(c) Refer to the coolant sensor section of the service manual for the coolant sensor test procedure. Repair sensor as needed.
2. Internal Cluster Failure.
2. (a) Perform Cluster Self Diagnostic Test and check for fault codes.
• If the pointer moves during test but still appears erratic and fault codes 110 or 111 don’t appear in the odometer display, go to Step (b).
• If fault code 110 is displayed in the odometer, go to
Step (e).
• If fault code 111 appears in the odometer display go to Step (d).
• If fault code 920 or 940 is displayed refer to the fault code chart to identify which mode is causing the fault and repair module.
(b) Replace cluster subdial assembly. Go to Step (c).
(c) Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. DO NOT COMPLETELY INSTALL
CLUSTER TO INSTRUMENT PANEL UNTIL UNIT IS
CALIBRATED AND TESTED. Go to Step (d).
(d) Use a scan tool to calibrate cluster and perform Self
Diagnostic Test. If OK, continue installation. If not OK, go Step (e).
(e) Replace main cluster pc board and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the temperature gauge failure.
1. Temperature Gauge
Out of Calibration.
2. Coolant Sensor Out of
Calibration.
1. (a) Perform Cluster Self-Diagnostic Test.
•
If pointer is accurate to the calibration points look for another possible cause of failure.
• If pointer is inaccurate to the calibration points, go the Step (b).
(b) Use a scan tool to calibrate temperature gauge.
2. Refer to the Cooling section of the service manual for test and repair procedure.
NS
DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS
ODOMETER DIAGNOSIS
8E - 13
CONDITION
NO DISPLAY
POSSIBLE
CAUSES
1. No CCD
Odometer Bus
Message from Body
Control Module.
2. Internal Cluster
Failure.
CORRECTION
1. Use a scan tool to check the BCM. Refer to the BCM section of the manual to properly diagnose and repair.
2. (a) Perform Cluster Self Diagnostic Test and check for fault codes.
• If odometer passes the dim test and segment check and fault codes 110 or 111 don’t appear in the odometer display then failure is not in the cluster. Look for another possible cause of failure.
• If odometer doesn’t work go to Step (b).
• If fault code 110 is displayed in the odometer, go to Step (b).
• If fault code 920 or 921 is displayed use a scan tool to check
BCM.
(b) Remove cluster from instrument panel and verify that odometer assembly is properly connected to main pc board. If
OK, go to Step (c). If not OK, reconnect odometer assembly to main pc board.
(c) Replace odometer assembly. Go to Step (d).
(d) Connect cluster into instrument panel wiring harness.
Place it back into the proper position in the instrument panel.
DO NOT COMPLETELY INSTALL CLUSTER TO INSTRUMENT
PANEL UNTIL UNIT IS TESTED. Go to Step (e).
(e) Perform Self Diagnostic Test. If OK, continue installation. If not OK, go to Step (f).
(f) Replace main cluster pc board and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the odometer failure.
8E - 14 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
NS
CONDITION
ERRATIC DISPLAY
POSSIBLE
CAUSES
1. Internal Cluster
Failure.
CORRECTION
1. (a) Perform Cluster Self Diagnostic Test and check for fault codes.
• If odometer passes the dim test and segment check and fault codes 110 or 111 don’t appear in the odometer displayed then failure is not in the cluster. Look for another possible cause of failure.
• If odometer doesn’t work go to Step (b).
• If fault code 110 is displayed in the odometer, go to Step (b).
• If fault code 920 or 921 is displayed use a scan tool to check
BCM.
(b) Remove cluster from instrument panel and verify that odometer assembly is properly connected to main pc board. If OK, go to
Step (c). If not OK, reconnect odometer assembly to main pc board.
(c) Replace odometer assembly. Go to Step (d).
(d) Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. DO NOT
COMPLETELY INSTALL CLUSTER TO INSTRUMENT PANEL
UNTIL UNIT TESTED. Go to Step (e).
(e) Perform Self diagnostic Test. If OK, continue installation. If not
OK, go to Step (f).
(f) Replace main cluster pc board and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the odometer failure.
2. Use a scan tool to check the BCM. Refer to the BCM section of the manual to properly diagnose and repair.
ODOMETER WON’T
GO INTO TRIP
MODE.
TRIP ODOMETER
WON’T RESET.
2. Bad CCD Bus
Message from Body
Controller Module.
1. Trip Switch
Doesn’t Work.
1. Reset Switch
Doesn’t Work.
1. Use a scan tool to perform trip switch activation test. If OK, look for another possible cause of failure. If not OK, replace odometer assembly.
1. Use a scan tool to perform reset switch activation test. If OK, look for another possible cause of failure. If not OK, replace odometer assembly.
NS
DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS
ELECTRONIC GEAR INDICATOR DISPLAY DIAGNOSIS
8E - 15
CONDITION
NO DISPLAY
POSSIBLE
CAUSES
1. Internal Cluster
Failure.
CORRECTION
1. (a) Perform Cluster Self Diagnostic Test and check for fault codes.
• If PRND3L passes the dim test and segment check and fault codes 110 or 111 don’t appear in the odometer display then failure is not in the cluster. Look for another possible cause of failure.
• If PRND3L doesn’t work go to Step (b).
• If fault code 110 is displayed in the odometer, go to Step (b)
• If fault code 905 is displayed use a scan tool to check electronic TCM.
(b) Remove cluster from instrument panel and verify that
PRND3L assembly is properly connected to main pc board. If
OK, go to Step (c). If not OK, reconnect PRND3L assembly to main pc board.
(c) Replace PRND3L assembly. Go to Step (d).
(d) Connect cluster into instrument panel wiring harness.
Place it back into the proper position in the instrument panel.
DO NOT COMPLETELY INSTALL CLUSTER TO INSTRUMENT
PANEL UNTIL UNIT IS TESTED. Go to Step (e).
(e) Perform Self Diagnostic Test. If OK, continue installation. If not OK, go to Step (f).
(f) Replace main cluster pc board and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the PRND3L failure.
8E - 16 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
CONDITION
ERRATIC DISPLAY
POSSIBLE
CAUSES
1. Internal Cluster
Failure.
NS
CORRECTION
1. (a) Perform Cluster Self Diagnostic Test and check for fault codes.
• If PRND3L passes the dim test and segment check and fault codes 110 or 111 don’t appear in the odometer display then failure is not in the cluster. Look for another possible cause of failure.
• If PRND3L doesn’t work go to Step (b).
• If fault code 110 is displayed in the odometer, go to Step (f).
• If fault code 111 is displayed in the odometer display then use a scan tool to calibrate cluster.
• If fault code 905 is displayed use a scan tool to check electronic
TCM.
(b) Remove cluster from instrument panel and verify that odometer assembly is properly connected to main pc board. If OK, go to
Step (c). If not OK, reconnect PRND3L assembly to main pc board.
(c) Replace PRND3L assembly. Go to Step (d).
(d) Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. DO NOT
COMPLETELY INSTALL CLUSTER TO INSTRUMENT PANEL
UNTIL UNIT IS TESTED. Go to Step (e).
(e) Perform Self Diagnostic Test. If OK, continue installation. If not
OK, go to Step (f).
(f) Replace main cluster pc board and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the PRND3L failure.
2. Use a scan tool to check the electronic TCM. Refer to the electronic TCM section of the manual to properly diagnose and repair.
ALL SEGMENTS
ARE ON
2. Bad CCD Bus
Message from the
Electronic
Transmission
Control Module
(TCM).
1. No CCD bus message from the electronic
Transmission
Control Module
(TCM).
1. (a) Perform Cluster Self Diagnostic test. If PRND3L passes test go to Step (b). If PRND3L fails test go to Step (c).
(b) Check electronic TCM using a scan tool. Refer to the electronic
TCM section of the manual to properly diagnose and repair.
(c) Replace PRND3L assembly. Connect cluster into instrument panel wiring harness. Place it back into the proper position in the instrument panel. DO NOT COMPLETELY INSTALL CLUSTER TO
INSTRUMENT PANEL UNTIL UNIT IS TESTED. Go to Step (d).
(d) Perform Self Diagnostic Test. If OK, continue installation. If not
OK, go to Step (e).
(e) Replace main cluster pc board and use a scan tool to calibrate cluster. If not OK, look at another possible cause for the PRND3L failure.
NS
DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS
TRACTION CONTROL SWITCH
MECHANICAL TRANSMISSION RANGE INDICATOR (PRND21) DIAGNOSIS
8E - 17
CONDITION
INDICATOR DOES NOT
SHOW PROPER GEAR
OR NO INDICATION.
INDICATOR DOES NOT
FOLLOW GEAR SHIFT
LEVER.
POSSIBLE CAUSES
Mis-adjusted.
Not attached.
INDICATOR DOES NOT
MAKE FULL TRAVEL (“P”
< > “1”).
1. Cable dislodged from its path on the indicator base.
2. Incorrect attachment of cable to shift lever pin.
CORRECTION
1. (a) Verify transmission shift system correctly adjusted.
(b) Verify correct routing and attachment of PRNDL cable and guide tube.
(c) Re-adjust PRNDL indicator in Neutral using adjuster wheel below steering column.
1. (a) Verify indicator cable connected to shift lever pin in the groove.
(b) Verify indicator clip secure and attached to steering column/transmission shift cable bracket and clip not broken. If broken, replace clip on indicator.
1. Verify correct attachment of indicator cable to shift lever pin (under hoop of trans. shift cable) and clip onto steering column/shift cable bracket.
2. Verify indicator travel by pulling on cable gently over full travel range. If still problem, remove cluster and lens to access indicator base and confirm cable path per attached sketch.
(1) Remove over steering column bezel. Refer to
Over Steering Column Bezel. Removal procedures.
(2) Using an ohmmeter check for continuity reading between pins. Refer to Switch Continuity Table.
Fig. 2 Traction Control Switch Connector
SWITCH CONTINUITY TABLE
SWITCH POSITION
ACTUATED
ILLUMINATION
CONTINUITY BETWEEN
PINS 1 AND 3
PINS 2 AND 3
REMOVAL AND INSTALLATION
CONVENIENCE BIN - CUP HOLDER
REMOVAL
(1) Pull the convenience bin open (Fig. 3).
(2) Push lock tab at rear center downward.
(3) Pull the convenience bin - cup holder from track in instrument panel.
Fig. 3 Convenience Bin – Cup Holder
(4) Remove convenience bin - cup holder.
INSTALLATION
For installation, reverse the above procedures.
CONVENIENCE BIN LAMP
If the lamp is not used refer to (Fig. 4).
REMOVAL
(1) Pull out and remove the convenience bin - cup holder. Refer to Convenience Bin - Cup Holder removal in this section.
8E - 18 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 4 Unused Convenience Bin Lamp Socket
Location
(2) Insert the trim stick (special tool #C-4755) between access cover and radio bezel, above convenience bin - cup holder.
(3) Carefully pry the access cover from the instrument panel (Fig. 5).
(4) Separate the access cover from the vehicle.
(5) Using needle-nose pliers, carefully squeeze the vertical metal legs of the lamp hood.
(6) Lift the lamp hood upward from the cup holder tray.
(7) Carefully pull the lamp and wiring rearward from the instrument panel (Fig. 6).
(8) Pull the lamp hood from the lamp socket.
(9) Pull bulb from socket.
INSTALLATION
For installation, for reverse the above procedures.
Fig. 6 Convenience Bin Lamp Bulb
(3) Remove the center bezel.
(4) Remove the convenience bin track attaching screws and pull the convenience bin track rearward to disengage the rear guide studs from instrument panel (Fig. 7).
(5) Disengage the clip holding convenience bin lamp to track.
(6) Remove the convenience bin track.
INSTALLATION
For installation, reverse the above procedures.
Fig. 5 Convenience Bin Access Cover
CONVENIENCE BIN TRACK
REMOVAL
(1) Remove the convenience bin - cup holder. Refer to Convenience Bin - Cup Holder Removal and
Installation procedure in this section.
(2) Remove the screw access cover from the bottom of the radio bezel (Fig. 5).
Fig. 7 Convenience Bin Track
BODY CONTROL MODULE (BCM)
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove lower steering column cover and knee blocker reinforcement.
NS
REMOVAL AND INSTALLATION (Continued)
(3) Disconnect two wire connectors from bottom of
Body Control Module (BCM)
(4) Remove bolts holding Junction Block to dash panel mounting bracket (Fig. 8).
INSTRUMENT PANEL AND SYSTEMS 8E - 19
INSTALLATION
(1) Install the shift indicator and screws to cluster lens.
(2) Position the lens on cluster and carefully guide the shift indicator cable and guide through cluster opening.
(3) Install the cluster lens and screws to the rear shell around perimeter of lens.
(4) Install the instrument cluster.
INSTRUMENT CLUSTER ELECTRONIC ODOMETER
AND TRANSMISSION RANGE INDICATOR
REMOVAL
(1) Remove instrument cluster.
(2) Remove cluster lens.
(3) Disconnect wire connector from odometer and transmission range indicator.
(4) Remove screws holding odometer and transmission range indicator to cluster shell.
(5) Remove odometer and transmission range indicator from cluster.
INSTALLATION
(1) Install odometer and transmission range indicator and attach to cluster shell.
(2) Connect wire connector into odometer and transmission range indicator.
(3) Install cluster lens.
(4) Install instrument cluster.
Fig. 8 Body Control Module Location
(5) Remove Junction Block from mounting bracket.
(6) Remove screws holding Body Control Module to
Junction Block.
(7) Slide Body Control Module downward to disengage guide studs on Junction Block from channels on
BCM mounting bracket.
(8) Remove Body Control Module from Junction
Block.
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT CLUSTER LENS - MECHANICAL
TRANSMISSION RANGE INDICATOR (PRND21)
REMOVAL
(1) Remove the instrument cluster and disconnect the range indicator cable at both attaching points.
Refer to Instrument Cluster with Mechanical Transmission Range Indicator Reval and Installation procedures.
(2) Remove the screws holding the cluster lens to the rear shell from around perimeter of lens.
(3) Remove the lens from the cluster, guide the shift indicator cable through cluster shell.
(4) Remove the screws holding the shift indicator to the lens.
GLOVE BOX
REMOVAL (FIG. 4)
(1) Open glove box (Fig. 9).
(2) Disengage clip holding checkstraps to glove box door.
(3) Pivot glove box downward and disengage hinge hooks from instrument panel.
(4) Remove glove box.
INSTALLATION
(1) Place glove box in position.
(2) Engage hinge hooks into instrument panel and pivot glove box upward.
(3) Engage clip to hold checkstraps to glove box door.
(4) Close glove box door.
GLOVE BOX LAMP AND SWITCH
REMOVAL
(1) Open glove box door (Fig. 10).
(2) Using a trim stick, lightly pry glove box lamp/ switch from instrument panel.
(3) Disengage wire connector from glove box lamp and switch.
8E - 20 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued)
GLOVE BOX LOCK STRIKER
REMOVAL
(1) Open glove box door (Fig. 12).
NS
Fig. 9 Glove Box
Fig. 12 Glove Box Lock Striker
(2) Disengage clip holding checkstraps to glove box door.
(3) Remove screws holding lock striker to instrument panel.
(4) Remove glove box lock striker.
INSTALLATION
For installation, reverse the above procedures.
HEADLAMP SWITCH
REMOVAL
(1) Remove instrument cluster bezel (Fig. 13).
Fig. 10 Glove Box Lamp and Switch
(4) Remove glove box lamp and switch.
(5) Remove lamp (Fig. 11).
Fig. 11 Glove Box Lamp
INSTALLATION
For installation, reverse the above procedures.
Fig. 13 Headlamp Switch
(2) Remove screws holding the headlamp switch bezel to cluster bezel.
(3) Disconnect the wire connectors from the headlamp switch and wire connector from the power mirror switch.
(4) Remove headlamp switch bezel from cluster bezel.
INSTALLATION
For installation, reverse the above procedures.
NS
REMOVAL AND INSTALLATION (Continued)
HEADLAMP SWITCH LAMP(S)
INSTRUMENT PANEL AND SYSTEMS 8E - 21
INSTALLATION
For installation, reverse the above procedures.
REMOVAL
(1) Remove instrument cluster bezel.
(2) Disconnect wire connectors.
(3) Remove headlamp switch bezel from instrument cluster bezel.
(4) Rotate bulb socket counterclockwise one quarter turn (Fig. 14).
INSTRUMENT CLUSTER BACK PANEL
REMOVAL
(1) Remove instrument cluster.
(2) Remove screws holding back panel to instrument cluster (Fig. 16).
Fig. 14 Headlamp Switch Lamp
(5) Pull bulb socket from headlamp switch.
INSTALLATION
For installation, reverse the above procedures.
HVAC CONTROL LAMP
REMOVAL
(1) Remove radio bezel and HVAC Control (Fig.
15).
(2) Remove rear cover from HVAC control.
Fig. 16 Instrument Cluster Back Panel
(3) Remove back panel.
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT CLUSTER BEZEL
REMOVAL
(1) Remove steering column cover.
(2) Remove over steering column bezel (Fig. 17).
Fig. 15 HVAC Control Lamps
(3) Rotate bulb socket counterclockwise one quarter turn.
(4) Pull bulb socket from HVAC.
Fig. 17 Instrument Cluster Bezel
(3) Remove left end cover.
(4) Remove screw at left end of cluster bezel and headlamp switch.
8E - 22 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 18 Cluster Lamp Location
(5) Remove screws holding cluster bezel to instrument panel from each side of steering column.
(6) Disconnect clip holding cluster bezel to instrument panel from above right vent louver.
(7) Separate cluster bezel from instrument panel.
(8) Disconnect wire connectors from back of the bezel.
INSTALLATION
(1) Connect wire connectors into back of the bezel.
(2) Place cluster bezel in position on instrument panel. Use care not to place hands on louvers.
(3) Connect clips to hold cluster bezel to instrument panel. Use care not to add pressure on the A/C louvers to seat the cluster bezel clips.
(4) Install screws to hold cluster bezel to instrument panel on each side of steering column.
(5) Install screw at left end of cluster bezel and headlamp switch.
(6) Install left end cover.
(7) Install over steering column bezel.
(8) Install lower steering column cover.
INSTALLATION
For installation, reverse the procedures.
INSTRUMENT CLUSTER LENS
REMOVAL
(1) Remove the instrument cluster.
(2) Remove the screws holding the lens to the instrument cluster (Fig. 19).
INSTRUMENT CLUSTER LAMPS
REMOVAL
(1) Remove the instrument cluster. Refer to Instrument Cluster Removal procedure.
(2) Locate the lamp (Fig. 18).
(3) Remove the lamps from cluster with a 1/4 turn twist.
Fig. 19 Instrument Cluster Lens
(3) Remove the lens from cluster.
INSTALLATION
For installation, reverse the procedures.
NS
REMOVAL AND INSTALLATION (Continued)
INSTRUMENT CLUSTER PRINTED CIRCUIT BOARD
REMOVAL
(1) Remove the instrument cluster.
(2) Remove the instrument cluster back panel.
(3) Disconnect the electronic cluster wire connector from the printed circuit board (Fig. 20).
INSTRUMENT PANEL AND SYSTEMS 8E - 23
Fig. 20 Instrument Cluster Printed Circuit Board
(4) Remove the screws holding wire connector insulator to the instrument cluster shell and the printed circuit board.
(5) Remove the screws holding printed circuit board to the cluster shell.
(6) Remove the printed circuit board from the cluster.
INSTALLATION
For installation, reverse the above procedures.
After installing the print circuit board it will have to be calibrated using a scan tool (DRB III). Refer to the proper Body Diagnostic Procedure Manual for calibration procedures.
NOTE: Speedometer and/or Tachometer will not operate properly until all gauges have been calibrated
INSTRUMENT CLUSTER SUBDIAL
REMOVAL
(1) Remove the instrument cluster.
(2) Remove the cluster lens.
(3) Disconnect the temperature/fuel gauge and the tachometer terminals from the connectors in cluster by pulling the subdial straight away from the cluster
(Fig. 21).
(4) Remove the subdial from the cluster.
Fig. 21 Instrument Cluster Subdial
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT CLUSTER SUBDIAL—MECHANICAL
TRANSMISSION RANGE INDICATOR
REMOVAL
(1) Remove instrument cluster.
(2) Remove screws holding cluster lens to the rear shell from around perimeter of lens.
(3) Remove lens from cluster, guide shift indicator cable through cluster shell.
(4) Remove gauge subdial from cluster.
INSTALLATION
(1) Position gauge subdial on cluster.
(2) Position lens on cluster, guide shift indicator cable through cluster shell.
(3) Install cluster lens and screws to the rear shell around perimeter of lens.
(4) Install instrument cluster.
INSTRUMENT CLUSTER WITH ELECTRONIC
TRANSMISSION RANGE INDICATOR
REMOVAL
(1) Remove instrument cluster bezel (Fig. 22).
(2) Remove screws holding instrument cluster to instrument panel.
(3) Rotate top of cluster outward.
(4) Remove instrument cluster from instrument panel.
(5) Disconnect wire connector from back of instrument cluster.
(6) Remove instrument cluster.
INSTALLATION
(1) Place instrument cluster in instrument panel, bottom first.
8E - 24 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 22 Instrument Panel –Electronic Transmission
Range Indicator
(2) Connect wire connector into back of instrument cluster.
(3) Position instrument cluster in instrument panel.
(4) Install instrument cluster mounting screws to instrument panel.
(5) Install instrument cluster bezel.
INSTRUMENT CLUSTER WITH MECHANICAL
TRANSMISSION RANGE INDICATOR
REMOVAL
(1) Remove the lower steering column cover.
(2) Remove the metal knee blocker panel.
(3) Disconnect the transmission range indicator cable end from shift lever by flexing the HOOP on the transmission shift cable rearward and slip the indicator cable loop off the lever pin (Fig. 23).
(4) Disconnect the clip holding the indicator cable to the steering column/transmission shift cable bracket.
(5) Remove the instrument cluster bezel.
(6) Rotate top of the cluster rearward.
(7) Disconnect the wire connector from back of the instrument cluster.
(8) Remove the instrument cluster carefully while guiding the range indicator cable and guide tube through the opening to avoid any damage (Fig. 24).
INSTALLATION
(1) Verify the free travel of the range indicator cable from P to 1 by gently pulling on the cable and relaxing the cable. DO NOT SNAP THE CABLE
ONCE IT IS PULLED.
(2) Position the instrument cluster in instrument panel and route the indicator cable and guide tube through the opening in the instrument panel. Posi-
Fig. 23 Range Indicator
Fig. 24 Removing and Installing Cluster tion the cluster by leading the bottom in first, connect the wire connector, and rotate upward.
(3) Install the screws to hold the instrument cluster to the instrument panel.
(4) Install the instrument cluster bezel.
(5) Connect the clip to hold the indicator cable to steering column/transmission shift cable bracket. The indicator cable and guide tube should BOW towards the passenger side of the vehicle (Fig. 25).
(6) Connect indicator cable loop end to shift lever by flexing the hoop on the transmission shift cable rearward, then slip the indicator cable loop over the shift lever pin and into the groove.
(7) Assuming the transmission shift system is properly adjusted, place the shift lever in neutral N position.
NOTE: The parking brake should have been engaged for safety purposes.
NS
REMOVAL AND INSTALLATION (Continued)
(8) Using the indicator adjuster thumbwheel on the indicator clip below the steering column. Rotate the indicator thumbwheel to position the indicator calibration arrow to the center of the N slot on the instrument cluster mask.
(9) After the indicator has been properly adjusted, move the shift lever through each gear position to verify the appropriate gear position has been selected and the slot is fully covered by the indicator. The left edge of the indicator will just peek at the left edge of the P slot in Park.
(10) If the indicator is not covering each of the selected gear positions when selected, place the shift lever back into neutral N and readjust the indicator.
Repeat the process until each gear is covered when selected.
(11) Install the metal knee blocker panel.
(12) Install the lower steering column cover.
INSTRUMENT PANEL AND SYSTEMS 8E - 25
Fig. 26 Heat Duct
Fig. 25 Range Indicator Cable
INSTRUMENT PANEL
The instrument panel is removed as a unit. The steering column and wiring harnesses are assembled into the panel before installation. Service procedures for interior trim not related to the instrument panel can be found in Group 23, Body.
REMOVAL
(1) Disconnect the battery, negative cable first.
(2) Remove the lower console.
(3) Remove the screw holding the lower heat duct to the instrument panel support (Fig. 26).
(4) Disconnect the heat duct from the vehicle.
(5) Remove the bolts holding the lower supports to the instrument panel frame (Fig. 27).
Fig. 27 Lower Supports
(6) Remove the bolts holding the lower supports to the floor pan.
(7) Remove the right and left end covers.
(8) Disconnect the wire connectors from the Passenger Airbag Module.
(9) Remove the front door sill trim covers.
(10) Remove the A-pillar trim covers.
(11) Remove the glove box.
(12) Disconnect the antenna lead connector from behind the glove box.
(13) Remove the lower steering column cover.
(14) Remove the knee blocker panel.
(15) Disconnect the lower two, forty pin wire harness connectors, from the main Junction Block near left cowl side panel (Fig. 28).
(16) Disconnect the instrument panel wire harness connector from the bottom of Body Control Module.
(17) Disconnect the two forty pin connectors from the right of the steering column (Fig. 29).
(18) Remove the clinch bolt holding upper the steering shaft to the lower steering shaft (Fig. 29).
8E - 26 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued)
NS
(b) Remove the clip holding gear shift cable end to the gear selector adapter.
(c) Pull the cable end from gear selector.
(d) Disconnect the clip for the indicator cable and guide tube from the shift cable bracket and move out of the way.
(22) Remove the nut holding gear shift cable bracket to the instrument panel frame.
(23) Remove the bracket from the instrument panel.
(24) Remove the screw holding hood release handle to the instrument panel.
(25) Remove the bolt holding the hood release handle to the instrument panel.
(26) Position the hood release handle out of the way.
(27) Remove the instrument panel top cover.
(28) Disconnect the wire connector from the HVAC wire harness behind the glove box area.
(29) Remove the bolts holding the instrument panel frame to the brackets on cowl side panels (Fig.
30) and (Fig. 31).
Fig. 28 Junction Block and Body Control Module
Connectors
Fig. 29 40 Way Connectors Location
(19) Separate the upper steering shaft from the lower steering shaft.
(20) Remove the nuts holding the instrument panel frame to the die-cast brake pedal support on each side of the steering column.
(21) With mechanical transmission range indicator:
(a) Remove the indicator cable loop.
Fig. 30 Passenger Side Instrument Panel
(30) Loosen, but do not remove, the pivot bolts holding the instrument panel to the cowl panels.
(31) Remove the bolts holding the instrument panel frame to the dash panel below windshield opening.
(32) Remove the instrument panel from vehicle.
INSTALLATION
For installation, reverse the above procedures.
NS
REMOVAL AND INSTALLATION (Continued)
Fig. 31 Driver’s Side instrument Panel
INSTRUMENT PANEL LEFT END COVER
REMOVAL
(1) Open driver side front door (Fig. 32).
INSTRUMENT PANEL AND SYSTEMS 8E - 27
(5) Remove instrument panel end cover and foam pad covering the A/C inlet projection of the end cover if equipped.
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT PANEL LOUVERS
CENTER LOUVER HOUSING
REMOVAL
(1) Remove the instrument cluster bezel. Refer to
Instrument Cluster Bezel removal and installation procedures.
(2) Place cluster bezel on a clean surface face down with the head lamp switch to the right side (Fig. 33).
(3) Using a flat bladed tool, release the louver housing locks tabs (Fig. 34).
(4) Release the upper left lock tab first, then the two lower louver tabs.
(5) Applying pressure on the housing, release the upper right lock tab and the lower right.
(6) Push out the louver housing from the cluster bezel.
Fig. 32 Instrument Panel Left End Cover
(2) Remove lower steering column cover as necessary to gain clearance for end cover removal.
(3) Remove attaching screw
(4) Disengage clips holding end cover to instrument panel.
Fig. 33 Instrument Cluster Bezel
INSTALLATION
(1) Verify the function of the vanes.
(2) Set louver housing into the cluster bezel.
(3) Using care do not push on the vanes, apply pressure on outer edge of the housing and push louver housing into place.
(4) After in place check function of the vanes.
LEFT LOUVER HOUSING
REMOVAL
(1) Remove the instrument cluster bezel. Refer to
Instrument Cluster Bezel Removal and Installation procedures.
8E - 28 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 34 Center Louver
(2) Place cluster bezel on a clean surface face down with the head lamp switch to the right side (Fig. 33).
(3) Using a flat bladed tool, release the louver housing locks tabs.
(4) Release the upper left lock tab first, then the other upper lock tab.
(5) Applying pressure on the housing, release the lower lock tabs.
(6) Push out the louver housing from the cluster bezel.
INSTALLATION
(1) Verify the function of the vanes.
(2) Set louver housing into the cluster bezel and align the slot of the housing with the T location pins.
(3) Using care do not push on the vanes, apply pressure on outer edge of the housing and push louver housing into place.
(4) After in place check function of the vanes.
PASSENGER SIDE LOUVERS
The inner, outer louver and inner, outer housing are serviceable.
REMOVAL
(1) Using medium flat blade tool, position it in between the right side of louver and the housing
(Fig. 35).
(2) Twist the tool to release the pivot pin from the louver and pull outward till released from pin.
(3) Place tool on the other side of louver and release the other pivot pin and pull housing free from the instrument panel. Use the same procedure for either inner or outer louver.
INSTALLATION
The inner and outer louvers have different size pivot pins on the housing. The outer housing has a larger pin on the right side then the inner housing
Fig. 35 Removing Passenger Louver
(Fig. 36). The louver have a surface cut out on the right side of the housings to note the proper side.
(1) The right pivot pin is slotted on both housings.
So when aligning louver tab with the pin ensure that they are lined up.
(2) Using care, apply pressure on outer edge of the louver and push into place.
(3) Rotate louver to ensure proper engagement.
Fig. 36 Passenger Side Louver and Housings
PASSENGER SIDE LOUVER OUTER HOUSINGS
REMOVAL
(1) Using a trim stick, insert trim stick between the outer edge of the housing and the pad/panel vinyl covering (Fig. 37).
NS
REMOVAL AND INSTALLATION (Continued)
(2) Lightly pry housing inward and by hand pull the housing free from panel (Fig. 38).
INSTRUMENT PANEL AND SYSTEMS 8E - 29
Fig. 37 Remove Housing
Fig. 39 Instrument Panel Top Cover
INSTALLATION
(1) Place instrument panel top cover in position on vehicle.
(2) Push top cover forward to engage hooks to hold front of top cover to instrument panel.
(3) Connect wire harness to message center.
(4) Engage clips to hold rear edge of top cover to instrument panel.
(5) Pull top cover rearward.
(6) Install A-pillar trim.
INSTRUMENT PANEL RIGHT END COVER
REMOVAL
(1) Open passenger side front door (Fig. 40).
Fig. 38 Housing Being Removed
INSTALLATION
(1) Place the slotted pin on the right side of the opening.
(2) Set housing in to position and push into place.
The housing may need to be rocked to get the best fit within the opening.
INSTRUMENT PANEL TOP COVER
REMOVAL
(1) Remove A-pillar trim.
(2) Using a trim stick, disengage clips holding rear edge of top cover to instrument panel (Fig. 39).
(3) Disconnect wire harness from message center.
(4) Pull top cover rearward to disengage hooks holding front of top cover to instrument panel.
(5) Remove top cover.
Fig. 40 Instrument Panel Right End Cover
8E - 30 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued)
(2) Disengage clips holding right end cover to instrument panel.
(3) Remove instrument panel end cover and foam pad covering the A/C inlet projection of the end cover if equipped.
INSTALLATION
For installation, reverse the above procedures.
JUNCTION BLOCK
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove lower steering column cover and knee blocker reinforcement.
(3) Disconnect four, forty-way connectors from
Junction Block (Fig. 41).
NS
Fig. 42 Knee Blocker Reinforcement
(3) Remove reinforcement.
INSTALLATION
(1) Place reinforcement in position.
(2) Install screws to hold knee blocker reinforcement to instrument panel.
(3) Install lower steering column cover.
LOWER CONSOLE
REMOVAL
(1) Remove screws holding lower console to floor bracket and instrument panel (Fig. 43).
Fig. 41 Junction Block
(4) Disconnect two wire connectors from bottom of
Body Control Module.
(5) Remove bolts holding Junction Block to dash panel mounting.
(6) Remove Junction Block from mounting bracket.
(7) Remove screws holding Body Control Module to
Junction Block.
(8) Slide Body Control Module downward to disconnect guide studs on Junction Block from BCM ting bracket.
(9) Separate Junction Block from Body Control
Module.
INSTALLATION
For installation, reverse the above procedures.
KNEE BLOCKER REINFORCEMENT
REMOVAL
(1) Remove lower steering column cover (Fig. 42).
(2) Remove screws holding knee blocker reinforcement to instrument panel.
Fig. 43 Lower Console
(2) Slide console rearward from around instrument panel supports.
(3) Remove lower console.
NS
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
(1) Place lower console in position.
(2) Slide console forward around instrument panel supports.
(3) Install screws to hold lower console to floor bracket and instrument panel.
INSTRUMENT PANEL AND SYSTEMS 8E - 31
(17) Remove the screws holding lower instrument panel to the support frame in floor console area.
(18) Separate the lower instrument from the upper instrument panel.
(19) Disconnect the wire connectors from back of the 12 volt outlet base.
(20) Remove the lower instrument from vehicle.
LOWER INSTRUMENT PANEL
INSTALLATION
For installation, reverse the above procedures.
REMOVAL
(1) Remove the right end cover.
(2) Remove the steering column bezel.
(3) Remove the radio bezel and the HVAC control.
(4) Remove the lower console.
(5) Remove the convenience cup holder and track.
(6) Remove the glove box.
(7) Remove the glove box latch striker.
(8) Remove the glove box lamp.
(9) Disconnect the wire connector from glove box lamp.
(10) Remove the screws holding the lower instrument panel to the reinforcement frame around the glove box opening (Fig. 44).
LOWER STEERING COLUMN COVER
REMOVAL
(1) Remove screws holding parking brake release handle to instrument panel (Fig. 45).
Fig. 45 Park Brake Release Handle
(2) Remove screws holding bottom of lower steering column cover to instrument panel (Fig. 46).
Fig. 44 Lower Instrument Panel
(11) Remove the screw holding the lower instrument panel to the right side of instrument panel.
(12) Remove the screw holding the lower instrument panel to the upper instrument panel at the left side panel above the accelerator pedal.
(13) Remove the instrument cluster bezel as necessary to gain access to the lower instrument panel screws.
(14) Remove the screw holding instrument panel to the upper panel below the instrument cluster.
(15) Remove the screws holding rear of storage pocket to the panel support frame.
(16) Remove the screws holding the lower instrument panel to the upper instrument panel from below radio.
Fig. 46 Lower Steering Column Cover
(3) Remove screw holding right side of lower steering column cover to instrument panel.
8E - 32 INSTRUMENT PANEL AND SYSTEMS NS
REMOVAL AND INSTALLATION (Continued)
(4) Disengage park brake release cable case from groove on end of release handle (Fig. 47).
(4) Remove screws holding message center to instrument panel top cover.
(5) Remove message center from instrument panel top cover.
INSTALLATION
(1) Place message center in position on top cover.
(2) Install screws to hold message center to instrument panel top cover.
(3) Connect wire connector into back of message center.
(4) Install instrument panel top cover.
(5) Install A-pillar trim.
MESSAGE CENTER LAMP
Fig. 47 Park Brake Release Handle
(5) Disengage cable end pivot from slot on release handle (Fig. 47).
INSTALLATION
For installation, reverse the above procedures,
MECHANICAL TRANSMISSION RANGE INDICATOR
REMOVAL
(1) Remove instrument cluster.
(2) Remove cluster lens.
(3) Remove screws holding mechanical transmission range indicator to back of cluster lens.
(4) Remove mechanical transmission range indicator from cluster lens.
INSTALLATION
(1) Position transmission range indicator on cluster lens.
(2) Install mechanical range indicator and attaching screws to back of cluster lens.
(3) Install cluster lens.
(4) Install instrument cluster.
MESSAGE CENTER
REMOVAL
(1) Remove A-pillar trim.
(2) Remove instrument panel top cover. Refer to instrument panel top cover removal procedures.
(3) Disconnect the wire connector from back of message center.
REMOVAL
(1) Remove instrument panel top cover. Refer to
Instrument Panel Top Cover Removal procedures.
(2) Locate the lamp in question (Fig. 48).
(3) Remove lamp and check lamp. If lamp is good test the power supply to the lamp.
INSTALLATION
For installation, reverse the above procedures.
OUTLET (12 VOLT) BASE
REMOVAL
(1) Look inside and note position of the retaining bosses (Fig. 49).
(2) Using external snap ring pliers with 90 degree tips. Insert pliers with tips against bosses and squeeze forcing bosses out of base.
(3) Pull out the base through mounting ring by gently rocking pliers. A tool can be made to do the same. Refer to (Fig. 50).
(4) Disconnect the base wires.
(5) Set base aside. Remove light ring and disconnect wire.
INSTALLATION
(1) Position mount ring to the instrument panel and feed the wires through ring. Index the cap and the mount ring with the index tab at 9 o’clock to the key in the instrument panel. Install the ring.
(2) Connect wires to base. Orient base alignment rib at 11 o’clock to mate the groove in mount ring at the same location
(3) Push base into the bezel till it locks.
(4) Install 12 volt outlet cap and check operation of outlet or element.
OVER STEERING COLUMN BEZEL
REMOVAL
(1) Remove the lower steering column cover.
NS
REMOVAL AND INSTALLATION (Continued)
INSTRUMENT PANEL AND SYSTEMS 8E - 33
Fig. 48 Message Center Lamp Location
(2) Remove the screws holding over steering column bezel to the cluster bezel (Fig. 51).
Fig. 49 Outlet Base Removal
Fig. 50 Tool For Outlet Removal
Fig. 51 Over Steering Column Bezel
(3) Remove over steering column bezel from vehicle.
(4) Disconnect the clips holding over column bezel to the cluster bezel.
(5) If equipped with traction control switch, disconnect the wire pigtail connector from the traction control switch.
(6) Remove the over steering column bezel.
INSTALLATION
(1) Place the over steering column bezel in position and engage clips to the cluster bezel. If equipped
8E - 34 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued) with traction control switch connect the wire pigtail before engaging clips.
(2) Install the screws to hold the over steering column bezel to the cluster bezel.
(3) Install the lower column cover.
POWER MIRROR SWITCH
REMOVAL
(1) Remove instrument cluster bezel (Fig. 52).
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Fig. 53 Power Mirror Switch Lamp
(2) Insert the trim stick (special tool #C-4755) between access cover and radio bezel, above convenience bin - cup holder.
(3) Carefully pry the access cover from the instrument panel (Fig. 54).
(4) Separate the access cover from the vehicle.
(5) Remove convenience bin - cup holder track.
Refer to Convenience Bin - Cup Holder Track
Removal and Installation procedures in this section.
Fig. 52 Power Mirror Switch
(2) Disconnect wire connector from back of power mirror switch.
(3) Disengage lock tabs above and below the mirror switch.
(4) Pull power mirror switch from headlamp switch bezel.
(5) Remove power mirror switch.
INSTALLATION
For installation, reverse the above procedures.
POWER MIRROR SWITCH LAMP
REMOVAL
(1) Remove instrument cluster bezel (Fig. 53).
(2) Rotate bulb socket counterclockwise one quarter turn.
(3) Pull bulb socket from back of power mirror switch.
INSTALLATION
For installation, reverse the above procedures.
RADIO BEZEL AND HVAC CONTROL
REMOVAL
(1) Remove convenience bin - cup holder. Refer to
Convenience Bin - Cup Holder Removal and Installation procedure in this section.
Fig. 54 Convenience Bin Access Cover
(6) Remove the attaching screws holding bottom of the bezel to instrument panel (Fig. 55).
(7) Remove the attaching screws holding top of the bezel to the instrument panel.
(8) Remove the bezel from the instrument panel.
(9) Disconnect the wire connector from back of the rear blower switch, if equipped.
(10) Disconnect the wire connector from the back of the HVAC Control.
(11) Remove the bezel.
NS
REMOVAL AND INSTALLATION (Continued)
INSTRUMENT PANEL AND SYSTEMS 8E - 35
Fig. 56 Rear Heater – A/C Switch
(2) Rotate bulb socket counterclockwise one quarter (Fig. 57).
Fig. 55 Radio Bezel and HVAC Control
INSTALLATION
(1) Hold the radio bezel up and connect the wire connector into the back of the HVAC control.
(2) Connect the wire connector into back of the rear blower switch, if equipped.
(3) Place the radio bezel in position on the instrument panel.
(4) Install screws to hold the top of radio bezel to instrument panel.
(5) Install screws to the hold bottom of the radio bezel to the instrument panel.
(6) Install the access cover.
REAR HEATER-A/C SWITCH
REMOVAL
(1) Remove radio bezel and HVAC Control (Fig.
56).
(2) Remove screw holding rear heater-A/C switch to radio bezel HVAC Control.
(3) Disengage hook holding bottom of switch to radio bezel HVAC Control.
(4) Remove switch from radio bezel HVAC Control.
INSTALLATION
For instrument, reverse the above procedures.
REAR HEATER-A/C SWITCH LAMP
REMOVAL
(1) Remove radio bezel HVAC Control.
Fig. 57 Rear Heater-A/C Switch Lamp Bulb
(3) Pull bulb socket from switch.
INSTALLATION
For installation, reverse the above procedures.
TRACTION CONTROL SWITCH
REMOVAL
(1) Remove the over steering column bezel (Fig.
51). Refer to Over Steering Column Bezel Removal procedure.
(2) Remove the two screws attaching traction control switch to the bezel.
INSTALLATION
For installation, reverse the above procedure.
NS/GS INSTRUMENT PANEL AND SYSTEMS 8E - 1
INSTRUMENT PANEL AND SYSTEMS
GENERAL INFORMATION
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION AND OPERATION
SWITCH LAMP(S) . . . . . . . . . . . . . . . . . . . . . 1
. . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING
. . . . . . . . . . . . . . 2
HEADLAMP SWITCH . . . . . . . . . . . . . . . . . . . . 2
SELF DIAGNOSTIC TEST . . . . . . . . . . . . . . . . . 3
REMOVAL AND INSTALLATION
BIN LAMP MODULE . . . . . . . . . . . . . . . . . . 15
BODY CONTROL MODULE (BCM) . . . . . . . . . 16
CIGAR LIGHTER BASE . . . . . . . . . . . . . . . . . . 16
. . . . . . . . . . . . . . . . . . . . 15
. . . . . . . 15
GLOVE BOX . . . . . . . . . . . . . . . . . . . . . . . . . . 17
GLOVE BOX LAMP AND SWITCH . . . . . . . . . 17
GLOVE BOX LOCK STRIKER . . . . . . . . . . . . . 17
HEADLAMP SWITCH . . . . . . . . . . . . . . . . . . . 18
HEADLAMP SWITCH LAMP(S) . . . . . . . . . . . 18
HVAC CONTROL LAMP . . . . . . . . . . . . . . . . . 18
. . . . . . . . . . . . . . . . 20
CONTENTS page page
INSTRUMENT CLUSTER BACK PANEL . . . . . 18
. . . . . . . . . . 18
. . . . . . . . . . . 19
CIRCUIT BOARD . . . . . . . . . . . . . . . . . . . . . 19
. . . . . . . . 20
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . 20
INSTRUMENT PANEL LEFT END COVER . . . . 22
INSTRUMENT PANEL LOUVERS . . . . . . . . . . 22
INSTRUMENT PANEL RIGHT END COVER . . 25
INSTRUMENT PANEL TOP COVER . . . . . . . . 24
JUNCTION BLOCK . . . . . . . . . . . . . . . . . . . . . 25
KNEE BLOCKER REINFORCEMENT . . . . . . . . 25
LOWER CONSOLE . . . . . . . . . . . . . . . . . . . . . 26
LOWER INSTRUMENT PANEL . . . . . . . . . . . . 26
. . . . . . 27
. . . . . . . . . . . . . . . . . . . . 27
. . . . . . . . 28
. . . . . . . . . . . . . . 28
POWER MIRROR SWITCH LAMP . . . . . . . . . 28
RADIO BEZEL AND HVAC CONTROL . . . . . . . 29
. . . . . . . . . . . . . 29
REAR HEATER-A/C SWITCH LAMP . . . . . . . . 29
GENERAL INFORMATION
INTRODUCTION
The instrumentation gauges on GS vehicles are contained in a subdial assemblies within the instrument cluster. The individual gauges are not serviced separately. If one of the cluster gauges becomes faulty the entire subdial would require replacement and all gauges will have to be calibrated. Refer to the proper Body Diagnostic Procedure Manual for calibration procedures.
DESCRIPTION AND OPERATION
HEADLAMP AND POWER MIRROR SWITCH
LAMP(S)
The Headlamp Switch and Power Mirror Switch lamps are shown in (Fig. 1). For replacement of the lamp(s) refer to Headlamp Switch Lamp(s) Removal and Installation procedures below. Refer to Group 8T,
Power Mirrors for mirror test procedures.
8E - 2 INSTRUMENT PANEL AND SYSTEMS
DESCRIPTION AND OPERATION (Continued)
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• Low Coolant
• Low Windshield Washer Fluid Level
• Door Ajar
• Glow Plug Indicator
• Low Fuel Level
Fig. 1 Headlamp and Mirror Switch Lamps
INSTRUMENT CLUSTER
The mechanical instrument cluster with a tachometer is equipped with a electronic vacuum fluorescent odometer, and trip odometer display.
The instrument cluster is equipped with the following warning lamps (Fig. 2).
• Battery Voltage
• Lift Gate Ajar
DIAGNOSIS AND TESTING
DIAGNOSTIC PROCEDURES
GS vehicle instrument clusters are equipped with a self diagnostic test feature to help identify electronic problems. Prior to any test, perform Self Diagnostic
Test. The self diagnostic system monitors the CCD bus messages. If an electronic problem occurs, a
Diagnostic Trouble Code (DTC) will be displayed in the odometer window of the cluster.
The following CCD bus messages are continuously monitored by the diagnostic system:
• Body Control Module
• Powertrain Control Module
HEADLAMP SWITCH
Using a Digital Multimeter, equipped with a diode test to perform the Headlamp Switch Test below (Fig.
3).
Switch position possibilities are open (no continuity), continuity, resistance value in ohms, or diode test. Use the values in the third column to determine meter setting. If Headlamp Switch is not within specifications replace as necessary.
Fig. 2 Instrument Cluster
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DIAGNOSIS AND TESTING (Continued)
Fig. 3 Headlamp Switch Test
INSTRUMENT PANEL AND SYSTEMS 8E - 3
SELF DIAGNOSTIC TEST
With the ignition switch in the OFF position, depress the TRIP and RESET buttons. While holding the TRIP and RESET button turn the ignition switch
ON. Continue to hold the TRIP and RESET buttons until the word CODE appears in the odometer windows (about five seconds). If a problem exists, the system will display diagnostic trouble codes. If no problem exists the code 999 (End Test) will momentarily appear.
INSTRUMENT CLUSTER DTC CHART
DTC
110
111
921
940
DESCRIPTION
Memory Fault in cluster
Calibration fault in cluster
Odometer fault from BCM
No tachometer messages from BCM
DIM TEST
When CHEC-0 is displayed in the odometer window, the cluster’s vacuum fluorescent (VF) displays will dim down. If the VF display brightness does not change, a problem exists in the cluster.
CLUSTER CALIBRATION TABLE
Speedometer Calibration Point
1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 Km/h (0 mph)
2 . . . . . . . . . . . . . . . . . . . . . . . . . 40 Km/h (20 mph)
3 . . . . . . . . . . . . . . . . . . . . . . . . . 80 Km/h (55 mph )
4 . . . . . . . . . . . . . . . . . . . . . . . . 120 Km/h (75 mph)
Tachometer Calibration Point
1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 rpm
2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 rpm
3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3000 rpm
4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4000 rpm
Fuel Gauge Calibration Point
1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Empty (E)
2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/8 Filled
3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4 Filled
4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Full (F)
Temp Gauge Calibration Point
1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cold (C)
2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low Normal
3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High Normal
4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hot (H)
8E - 4 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
CALIBRATION TEST
When CHEC-1 is displayed in the odometer window, each of the cluster’s gauge pointers will move sequentially through each calibration point. The Calibration Table contains the proper calibration points for each gauge. If the gauge pointers are not calibrated, a problem exists in the cluster. If any gauge is out of calibration it will have to be calibrated using a scan tool (DRB III). Refer to the proper Body Diagnostic Procedure Manual for calibration procedures.
ODOMETER SEGMENT TEST
When CHEC-2 is displayed in the odometer window, each digit of the odometer will illuminate sequentially. If a segment in the odometer does not illuminate normally, a problem exists in the display.
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CONDITIONS
Refer to the following charts for possible/problems/ causes and corrections.
• Instrument Cluster
• Speedometer
• Tachometer
• Fuel Gauge
• Temperature Gauge
• Odometer
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DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS 8E - 5
8E - 6 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
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DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS 8E - 7
8E - 8 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
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DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS 8E - 9
8E - 10 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
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DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS 8E - 11
8E - 12 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
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DIAGNOSIS AND TESTING (Continued)
INSTRUMENT PANEL AND SYSTEMS 8E - 13
8E - 14 INSTRUMENT PANEL AND SYSTEMS
DIAGNOSIS AND TESTING (Continued)
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REMOVAL AND INSTALLATION
CONVENIENCE BIN - CUP HOLDER
REMOVAL
(1) Pull the convenience bin open (Fig. 4).
INSTRUMENT PANEL AND SYSTEMS 8E - 15
INSTALLATION
For installation, reverse the above procedures.
Fig. 5 Ash Receiver Access Cover
Fig. 4 Convenience Bin – Cup Holder
(2) Push lock tab at rear center downward.
(3) Pull the convenience bin - cup holder from track in instrument panel.
(4) Remove convenience bin - cup holder.
INSTALLATION
For installation, reverse the above procedures.
ASH RECEIVER – CONVENIENCE BIN LAMP
MODULE
REMOVAL
(1) Pull out ash receiver/cup holder.
(2) Insert trim stick between access cover above cup holder and center console.
(3) Carefully pry access cover from center console
(Fig. 5).
(4) Separate access cover from vehicle.
(5) Remove screw from ash receiver lamp module.
(6) Carefully pull lamp module and wiring rearward from instrument panel (Fig. 6).
(7) Disconnect lamp module from the wiring connector.
Fig. 6 Ash Reveiver Lamp Module
CONVENIENCE BIN
REMOVAL
(1) Remove the ash receiver/cup holder from the instrument panel.
(2) Remove the screw access cover from the bottom of the radio bezel (Fig. 5).
(3) Remove the center bezel.
(4) Remove the ash receiver/cup holder attaching screws and pull the ash receiver/cup holder track rearward to disengage the rear guide studs from instrument panel (Fig. 7).
(5) Remove the ash receiver/cup holder.
8E - 16 INSTRUMENT PANEL AND SYSTEMS NS/GS
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
For installation, reverse the above procedures.
(7) Slide Body Control Module downward to disengage guide studs on Junction Block from channels on
BCM mounting bracket.
(8) Remove Body Control Module from Junction
Block.
INSTALLATION
For installation, reverse the above procedures.
CIGAR LIGHTER BASE
REMOVAL
(1) Look inside and note position of the retaining bosses (Fig. 9).
Fig. 7 Ash Receiver/Cup Holder Track RHD
BODY CONTROL MODULE (BCM)
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove lower steering column cover and knee blocker reinforcement.
(3) Disconnect two wire connectors from bottom of
Body Control Module (BCM)
(4) Remove bolts holding Junction Block to dash panel mounting bracket (Fig. 8).
Fig. 8 Body Control Module Location
(5) Remove Junction Block from mounting bracket.
(6) Remove screws holding Body Control Module to
Junction Block.
Fig. 9 Cigar Lighter Base Removal
(2) Using external snap ring pliers with 90 degree tips. Insert pliers with tips against bosses and squeeze forcing bosses out of base.
(3) Pull out base, through mounting ring, gently rocking pliers.
(4) Disconnect the base wires.
(5) Set base aside. Remove light ring and disconnect wire.
INSTALLATION
(1) Connect wire to light ring and install ring.
(2) Connect wires to base.
(3) Push base into the bezel till it locks.
(4) Install lighter element and check operation of element.
NS/GS
REMOVAL AND INSTALLATION (Continued)
GLOVE BOX
REMOVAL (FIG. 4)
(1) Open glove box (Fig. 10).
INSTRUMENT PANEL AND SYSTEMS 8E - 17
Fig. 11 Glove Box Lamp and Switch
Fig. 10 Glove Box
(2) Disengage clip holding checkstraps to glove box door.
(3) Pivot glove box downward and disengage hinge hooks from instrument panel.
(4) Remove glove box.
INSTALLATION
(1) Place glove box in position.
(2) Engage hinge hooks into instrument panel and pivot glove box upward.
(3) Engage clip to hold checkstraps to glove box door.
(4) Close glove box door.
GLOVE BOX LAMP AND SWITCH
REMOVAL
(1) Open glove box door (Fig. 11).
(2) Using a trim stick, lightly pry glove box lamp/ switch from instrument panel.
(3) Disengage wire connector from glove box lamp and switch.
(4) Remove glove box lamp and switch.
(5) Remove lamp (Fig. 12).
INSTALLATION
For installation, reverse the above procedures.
Fig. 12 Glove Box Lamp
GLOVE BOX LOCK STRIKER
REMOVAL
(1) Open glove box door (Fig. 13).
Fig. 13 Glove Box Lock Striker
(2) Disengage clip holding checkstraps to glove box door.
(3) Remove screws holding lock striker to instrument panel.
(4) Remove glove box lock striker.
INSTALLATION
For installation, reverse the above procedures.
8E - 18 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued)
HEADLAMP SWITCH
REMOVAL
(1) Remove instrument cluster bezel (Fig. 14).
NS/GS
Fig. 15 Headlamp Switch Lamp
Fig. 14 Headlamp Switch
(2) Remove screws holding the headlamp switch bezel to cluster bezel.
(3) Disconnect the wire connectors from the headlamp switch and wire connector from the power mirror switch.
(4) Remove headlamp switch bezel from cluster bezel.
INSTALLATION
For installation, reverse the above procedures.
HEADLAMP SWITCH LAMP(S)
REMOVAL
(1) Remove instrument cluster bezel.
(2) Disconnect wire connectors.
(3) Remove headlamp switch bezel from instrument cluster bezel.
(4) Rotate bulb socket counterclockwise one quarter turn (Fig. 15).
(5) Pull bulb socket from headlamp switch.
INSTALLATION
For installation, reverse the above procedures.
HVAC CONTROL LAMP
REMOVAL
(1) Remove radio bezel and HVAC Control (Fig.
16).
(2) Remove rear cover from HVAC control.
(3) Rotate bulb socket counterclockwise one quarter turn.
(4) Pull bulb socket from HVAC.
Fig. 16 HVAC Control Lamps
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT CLUSTER BACK PANEL
REMOVAL
(1) Remove instrument cluster.
(2) Remove screws holding back panel to instrument cluster (Fig. 17).
(3) Remove back panel.
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT CLUSTER BEZEL
REMOVAL
(1) Remove steering column cover.
(2) Remove over steering column bezel (Fig. 18).
(3) Remove left end cover.
(4) Remove screw at left end of cluster bezel and headlamp switch.
NS/GS
REMOVAL AND INSTALLATION (Continued)
INSTRUMENT PANEL AND SYSTEMS 8E - 19
INSTRUMENT CLUSTER LENS
REMOVAL
(1) Remove instrument cluster.
(2) Remove screws holding lens to instrument cluster (Fig. 19).
Fig. 17 Instrument Cluster Back Panel
Fig. 19 Instrument Cluster Lens
(3) Remove lens from cluster.
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT CLUSTER PRINTED CIRCUIT BOARD
REMOVAL
(1) Remove the instrument cluster.
(2) Remove the instrument cluster back panel.
(3) Disconnect the electronic cluster wire connector from the printed circuit board (Fig. 20).
Fig. 18 Instrument Cluster Bezel
(5) Remove screws holding cluster bezel to instrument panel from each side of steering column.
(6) Disconnect clip holding cluster bezel to instrument panel from above right vent louver.
(7) Separate cluster bezel from instrument panel.
(8) Disconnect wire connectors from back of the bezel.
INSTALLATION
(1) Connect wire connectors into back of the bezel.
(2) Place cluster bezel in position on instrument panel. Use care not to place hands on louvers.
(3) Connect clips to hold cluster bezel to instrument panel. Use care not to add pressure on the A/C louvers to seat the cluster bezel clips.
(4) Install screws to hold cluster bezel to instrument panel on each side of steering column.
(5) Install screw at left end of cluster bezel and headlamp switch.
(6) Install left end cover.
(7) Install over steering column bezel.
(8) Install lower steering column cover.
Fig. 20 Instrument Cluster Printed Circuit Board
(4) Remove the screws holding wire connector insulator to the instrument cluster shell and the printed circuit board.
8E - 20 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued)
(5) Remove the screws holding printed circuit board to the cluster shell.
(6) Remove the printed circuit board from the cluster.
INSTALLATION
For installation, reverse the above procedures.
After installing the print circuit board it will have to be calibrated using a scan tool (DRB III). Refer to the proper Body Diagnostic Procedure Manual for calibration procedures.
NOTE: Speedometer and/or Tachometer will not operate properly until all gauges have been calibrated
NS/GS
INSTRUMENT CLUSTER SUBDIAL
REMOVAL
(1) Remove instrument cluster.
(2) Remove cluster lens.
(3) Disconnect temperature/fuel gauge and tachometer terminals from connectors in cluster by pulling subdial straight away from cluster (Fig. 21).
Fig. 22 Instrument Panel
(5) Disconnect wire connector from back of instrument cluster.
(6) Remove instrument cluster.
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT PANEL
The instrument panel is removed as a unit. The steering column and wiring harnesses are assembled into the panel before installation. Service procedures for interior trim not related to the instrument panel can be found in Group 23, Body.
REMOVAL
(1) Disconnect the battery, negative cable first.
(2) Remove the lower console.
(3) Remove the screw holding the lower heat duct to the instrument panel support (Fig. 23).
Fig. 21 Instrument Cluster Subdial
(4) Remove subdial from cluster.
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT CLUSTER
REMOVAL
(1) Remove instrument cluster bezel (Fig. 22).
(2) Remove screws holding instrument cluster to instrument panel.
(3) Rotate top of cluster outward.
(4) Remove instrument cluster from instrument panel.
Fig. 23 Heat Duct
(4) Disconnect the heat duct from the vehicle.
(5) Remove the bolts holding the lower supports to the instrument panel frame (Fig. 24).
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REMOVAL AND INSTALLATION (Continued)
INSTRUMENT PANEL AND SYSTEMS 8E - 21
(16) Disconnect the instrument panel wire harness connector from the bottom of Body Control Module.
(17) Disconnect the two forty pin connectors from the right of the steering column (Fig. 26).
Fig. 24 Lower Supports
(6) Remove the bolts holding the lower supports to the floor pan.
(7) Remove the right and left end covers.
(8) Disconnect the wire connectors from the Passenger Airbag Module.
(9) Remove the front door sill trim covers.
(10) Remove the A-pillar trim covers.
(11) Remove the glove box.
(12) Disconnect the antenna lead connector from behind the glove box.
(13) Remove the lower steering column cover.
(14) Remove the knee blocker panel.
(15) Disconnect the lower two, forty pin wire harness connectors, from the main Junction Block near left cowl side panel (Fig. 25).
Fig. 25 Junction Block and Body Control Module
Connectors
Fig. 26 40 Way Connectors Location
(18) Remove the clinch bolt holding upper the steering shaft to the lower steering shaft (Fig. 26).
(19) Separate the upper steering shaft from the lower steering shaft.
(20) Remove the nuts holding the instrument panel frame to the die-cast brake pedal support on each side of the steering column.
(21) With mechanical transmission range indicator:
(a) Remove the indicator cable loop.
(b) Remove the clip holding gear shift cable end to the gear selector adapter.
(c) Pull the cable end from gear selector.
(d) Disconnect the clip for the indicator cable and guide tube from the shift cable bracket and move out of the way.
(22) Remove the nut holding gear shift cable bracket to the instrument panel frame.
(23) Remove the bracket from the instrument panel.
(24) Remove the screw holding hood release handle to the instrument panel.
(25) Remove the bolt holding the hood release handle to the instrument panel.
(26) Position the hood release handle out of the way.
(27) Remove the instrument panel top cover.
(28) Disconnect the wire connector from the HVAC wire harness behind the glove box area.
8E - 22 INSTRUMENT PANEL AND SYSTEMS NS/GS
REMOVAL AND INSTALLATION (Continued)
(29) Remove the bolts holding the instrument panel frame to the brackets on cowl side panels (Fig.
27) and (Fig. 28).
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT PANEL LEFT END COVER
REMOVAL
(1) Open driver side front door (Fig. 29).
Fig. 27 Passenger Side Instrument Panel
Fig. 28 Driver’s Side instrument Panel
(30) Loosen, but do not remove, the pivot bolts holding the instrument panel to the cowl panels.
(31) Remove the bolts holding the instrument panel frame to the dash panel below windshield opening.
(32) Remove the instrument panel from vehicle.
Fig. 29 Instrument Panel Left End Cover
(2) Remove lower steering column cover as necessary to gain clearance for end cover removal.
(3) Remove attaching screw
(4) Disengage clips holding end cover to instrument panel.
(5) Remove instrument panel end cover and foam pad covering the A/C inlet projection of the end cover if equipped.
INSTALLATION
For installation, reverse the above procedures.
INSTRUMENT PANEL LOUVERS
CENTER LOUVER HOUSING
REMOVAL
(1) Remove the instrument cluster bezel. Refer to
Instrument Cluster Bezel removal and installation procedures.
(2) Place cluster bezel on a clean surface face down with the head lamp switch to the right side (Fig. 30).
(3) Using a flat bladed tool, release the louver housing locks tabs (Fig. 31).
(4) Release the upper left lock tab first, then the two lower louver tabs.
NS/GS
REMOVAL AND INSTALLATION (Continued)
(5) Applying pressure on the housing, release the upper right lock tab and the lower right.
(6) Push out the louver housing from the cluster bezel.
INSTRUMENT PANEL AND SYSTEMS 8E - 23
(3) Using a flat bladed tool, release the louver housing locks tabs.
(4) Release the upper left lock tab first, then the other upper lock tab.
(5) Applying pressure on the housing, release the lower lock tabs.
(6) Push out the louver housing from the cluster bezel.
Fig. 30 Instrument Cluster Bezel
INSTALLATION
(1) Verify the function of the vanes.
(2) Set louver housing into the cluster bezel and align the slot of the housing with the T location pins.
(3) Using care do not push on the vanes, apply pressure on outer edge of the housing and push louver housing into place.
(4) After in place check function of the vanes.
PASSENGER SIDE LOUVERS
The inner, outer louver and inner, outer housing are serviceable.
REMOVAL
(1) Using medium flat blade tool, position it in between the right side of louver and the housing
(Fig. 32).
(2) Twist the tool to release the pivot pin from the louver and pull outward till released from pin.
(3) Place tool on the other side of louver and release the other pivot pin and pull housing free from the instrument panel. Use the same procedure for either inner or outer louver.
Fig. 31 Center Louver
INSTALLATION
(1) Verify the function of the vanes.
(2) Set louver housing into the cluster bezel.
(3) Using care do not push on the vanes, apply pressure on outer edge of the housing and push louver housing into place.
(4) After in place check function of the vanes.
LEFT LOUVER HOUSING
REMOVAL
(1) Remove the instrument cluster bezel. Refer to
Instrument Cluster Bezel Removal and Installation procedures.
(2) Place cluster bezel on a clean surface face down with the head lamp switch to the right side (Fig. 30).
Fig. 32 Removing Passenger Louver
8E - 24 INSTRUMENT PANEL AND SYSTEMS
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
The inner and outer louvers have different size pivot pins on the housing. The outer housing has a larger pin on the right side then the inner housing
(Fig. 33). The louver have a surface cut out on the right side of the housings to note the proper side.
(1) The right pivot pin is slotted on both housings.
So when aligning louver tab with the pin ensure that they are lined up.
(2) Using care, apply pressure on outer edge of the louver and push into place.
(3) Rotate louver to ensure proper engagement.
Fig. 34 Remove Housing
Fig. 33 Passenger Side Louver and Housings
PASSENGER SIDE LOUVER OUTER HOUSINGS
REMOVAL
(1) Using a trim stick, insert trim stick between the outer edge of the housing and the pad/panel vinyl covering (Fig. 34).
(2) Lightly pry housing inward and by hand pull the housing free from panel (Fig. 35).
INSTALLATION
(1) Place the slotted pin on the right side of the opening.
(2) Set housing in to position and push into place.
The housing may need to be rocked to get the best fit within the opening.
INSTRUMENT PANEL TOP COVER
REMOVAL
(1) Remove A-pillar trim.
(2) Using a trim stick, disengage clips holding rear edge of top cover to instrument panel (Fig. 36).
(3) Disconnect wire harness from message center.
(4) Pull top cover rearward to disengage hooks holding front of top cover to instrument panel.
(5) Remove top cover.
Fig. 35 Housing Being Removed
Fig. 36 Instrument Panel Top Cover
NS/GS
NS/GS
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
(1) Place instrument panel top cover in position on vehicle.
(2) Push top cover forward to engage hooks to hold front of top cover to instrument panel.
(3) Connect wire harness to message center.
(4) Engage clips to hold rear edge of top cover to instrument panel.
(5) Pull top cover rearward.
(6) Install A-pillar trim.
INSTRUMENT PANEL RIGHT END COVER
REMOVAL
(1) Open passenger side front door (Fig. 37).
INSTRUMENT PANEL AND SYSTEMS 8E - 25
Fig. 38 Junction Block
(4) Disconnect two wire connectors from bottom of
Body Control Module.
(5) Remove bolts holding Junction Block to dash panel mounting.
(6) Remove Junction Block from mounting bracket.
(7) Remove screws holding Body Control Module to
Junction Block.
(8) Slide Body Control Module downward to disconnect guide studs on Junction Block from BCM ting bracket.
(9) Separate Junction Block from Body Control
Module.
INSTALLATION
For installation, reverse the above procedures.
KNEE BLOCKER REINFORCEMENT
REMOVAL
(1) Remove lower steering column cover (Fig. 39).
Fig. 37 Instrument Panel Right End Cover
(2) Disengage clips holding right end cover to instrument panel.
(3) Remove instrument panel end cover and foam pad covering the A/C inlet projection of the end cover if equipped.
INSTALLATION
For installation, reverse the above procedures.
JUNCTION BLOCK
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove lower steering column cover and knee blocker reinforcement.
(3) Disconnect four, forty-way connectors from
Junction Block (Fig. 38).
Fig. 39 Knee Blocker Reinforcement
(2) Remove screws holding knee blocker reinforcement to instrument panel.
8E - 26 INSTRUMENT PANEL AND SYSTEMS NS/GS
REMOVAL AND INSTALLATION (Continued)
(3) Remove reinforcement.
INSTALLATION
(1) Place reinforcement in position.
(2) Install screws to hold knee blocker reinforcement to instrument panel.
(3) Install lower steering column cover.
INSTALLATION
(1) Place lower console in position.
(2) Slide console forward around instrument panel supports.
(3) Install screws to hold lower console to floor bracket and instrument panel.
LOWER INSTRUMENT PANEL
LOWER CONSOLE
REMOVAL
(1) Remove screws holding lower console to floor bracket and instrument panel (Fig. 40).
REMOVAL
(1) Remove right end cover.
(2) Remove steering column bezel.
(3) Remove radio bezel and HVAC control.
(4) Remove lower console.
(5) Remove ash receiver cup holder and track.
(6) Remove glove box.
(7) Remove glove box latch striker.
(8) Remove glove box lamp.
(9) Disconnect wire connector from glove box lamp.
(10) Remove screws holding lower instrument panel to reinforcement frame around glove box opening (Fig. 41).
Fig. 40 Lower Console
(2) Slide console rearward from around instrument panel supports.
(3) Remove lower console.
Fig. 41 Lower Instrument Panel
NS/GS
REMOVAL AND INSTALLATION (Continued)
(11) Remove screw holding lower instrument panel to right side of instrument panel.
(12) Remove screw holding lower instrument panel to upper instrument panel at left side panel above accelerator pedal.
(13) Remove instrument cluster bezel as necessary to gain access to lower instrument panel screws.
(14) Remove screw lower holding instrument panel to upper panel below instrument cluster.
(15) Remove screws holding rear of storage pocket to panel support frame.
(16) Remove screws holding lower instrument panel to upper instrument panel from below radio.
(17) Remove screws holding lower instrument panel to support frame in floor console area.
(18) Separate lower instrument from upper instrument panel.
(19) Disengage wire connectors from back of accessory plug.
(20) Separate lower instrument from vehicle.
INSTALLATION
For installation, reverse the above procedures.
LOWER STEERING COLUMN COVER
REMOVAL
(1) Remove screws holding parking brake release handle to instrument panel (Fig. 42).
INSTRUMENT PANEL AND SYSTEMS 8E - 27
Fig. 43 Lower Steering Column Cover
Fig. 42 Park Brake Release Handle
(2) Remove screws holding bottom of lower steering column cover to instrument panel (Fig. 43).
(3) Remove screw holding right side of lower steering column cover to instrument panel.
(4) Disengage park brake release cable case from groove on end of release handle (Fig. 44).
(5) Disengage cable end pivot from slot on release handle (Fig. 44).
Fig. 44 Park Brake Release Handle
INSTALLATION
For installation, reverse the above procedures,
MESSAGE CENTER
REMOVAL
(1) Remove A-pillar trim.
(2) Remove instrument panel top cover. Refer to instrument panel top cover removal procedures.
(3) Disconnect the wire connector from back of message center.
(4) Remove screws holding message center to instrument panel top cover.
(5) Remove message center from instrument panel top cover.
8E - 28 INSTRUMENT PANEL AND SYSTEMS NS/GS
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
(1) Place message center in position on top cover.
(2) Install screws to hold message center to instrument panel top cover.
(3) Connect wire connector into back of message center.
(4) Install instrument panel top cover.
(5) Install A-pillar trim.
POWER MIRROR SWITCH
REMOVAL
(1) Remove instrument cluster bezel (Fig. 46).
OVER STEERING COLUMN BEZEL
REMOVAL
(1) Remove the lower steering column cover.
(2) Remove the screws holding over steering column bezel to the cluster bezel (Fig. 45).
Fig. 46 Power Mirror Switch
(2) Disconnect wire connector from back of power mirror switch.
(3) Disengage lock tabs above and below the mirror switch.
(4) Pull power mirror switch from headlamp switch bezel.
(5) Remove power mirror switch.
INSTALLATION
For installation, reverse the above procedures.
POWER MIRROR SWITCH LAMP
REMOVAL
(1) Remove instrument cluster bezel (Fig. 47).
Fig. 45 Over Steering Column Bezel
(3) Remove over steering column bezel from vehicle.
(4) Disconnect the clips holding over column bezel to the cluster bezel.
(5) If equipped with traction control switch, disconnect the wire pigtail connector from the traction control switch.
(6) Remove the over steering column bezel.
INSTALLATION
(1) Place the over steering column bezel in position and engage clips to the cluster bezel. If equipped with traction control switch connect the wire pigtail before engaging clips.
(2) Install the screws to hold the over steering column bezel to the cluster bezel.
(3) Install the lower column cover.
Fig. 47 Power Mirror Switch Lamp
(2) Rotate bulb socket counterclockwise one quarter turn.
(3) Pull bulb socket from back of power mirror switch.
NS/GS
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
For installation, reverse the above procedures.
REAR HEATER-A/C SWITCH
REMOVAL
(1) Remove radio bezel and HVAC Control (Fig. 49).
RADIO BEZEL AND HVAC CONTROL
INSTRUMENT PANEL AND SYSTEMS 8E - 29
REMOVAL
(1) Remove screw access cover (Fig. 48).
Fig. 48 Radio Bezel and HVAC Control
(2) Remove the attaching screws holding bottom of the bezel to instrument panel.
(3) Remove the attaching screws holding top of the bezel to the instrument panel.
(4) Remove the bezel from the instrument panel.
(5) Disconnect the wire connector from back of the rear blower switch, if equipped.
(6) Disconnect the wire connector from the back of the HVAC Control.
(7) Remove the bezel.
INSTALLATION
(1) Hold the radio bezel up and connect the wire connector into the back of the HVAC control.
(2) Connect the wire connector into back of the rear blower switch, if equipped.
(3) Place the radio bezel in position on the instrument panel.
(4) Install screws to hold the top of radio bezel to instrument panel.
(5) Install screws to the hold bottom of the radio bezel to the instrument panel.
(6) Install the access cover.
Fig. 49 Rear Heater – A/C Switch
(2) Remove screw holding rear heater-A/C switch to radio bezel HVAC Control.
(3) Disengage hook holding bottom of switch to radio bezel HVAC Control.
(4) Remove switch from radio bezel HVAC Control.
INSTALLATION
For instrument, reverse the above procedures.
REAR HEATER-A/C SWITCH LAMP
REMOVAL
(1) Remove radio bezel HVAC Control.
(2) Rotate bulb socket counterclockwise one quarter (Fig. 50).
Fig. 50 Rear Heater-A/C Switch Lamp Bulb
(3) Pull bulb socket from switch.
INSTALLATION
For installation, reverse the above procedures.
NS AUDIO SYSTEMS 8F - 1
AUDIO SYSTEMS
GENERAL INFORMATION
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION AND OPERATION
ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CHOKE—INFINITY SPEAKERS . . . . . . . . . . . . . . 2
INTERFERENCE ELIMINATION . . . . . . . . . . . . . . 1
NAME BRAND SPEAKER RELAY . . . . . . . . . . . . 3
RADIO IGNITION INTERFERENCE . . . . . . . . . . . 2
RADIOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
REMOTE RADIO SWITCHES . . . . . . . . . . . . . . . . 3
DIAGNOSIS AND TESTING
ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION
INTRODUCTION
Operating instructions for the factory installed audio systems can be found in the Owner’s Manual provided with the vehicle.
NS vehicles are equipped with an Ignition Off
Draw (IOD) fuse in the power distribution center located in the engine compartment. After the IOD fuse or battery has been disconnected, the radio station sets and clock will require resetting.
DESCRIPTION AND OPERATION
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 antenna coaxial cable has an additional disconnect, located near the right end of the instrument panel. This additional disconnect allows the instrument panel assembly to be removed and installed without removing the radio.
The factory-installed Electronically Tuned Radios
(ETRs) automatically compensate for radio antenna trim. Therefore, no antenna trimmer adjustment is
CONTENTS page page
AUDIO SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 4
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
REMOTE RADIO SWITCHES . . . . . . . . . . . . . . . . 6
REMOVAL AND INSTALLATION
ANTENNA EXTENSION CABLE . . . . . . . . . . . . . . 7
ANTENNA MAST AND CABLE LEAD . . . . . . . . . 7
D–PILLAR SPEAKER . . . . . . . . . . . . . . . . . . . . 10
FRONT DOOR SPEAKER . . . . . . . . . . . . . . . . . . . 9
INSTRUMENT PANEL SPEAKER . . . . . . . . . . . . . 8
QUARTER PANEL SPEAKER . . . . . . . . . . . . . . . 10
RADIO/TAPE/CD PLAYER . . . . . . . . . . . . . . . . . . 8
REMOTE RADIO SWITCHES . . . . . . . . . . . . . . . . 9
required or possible when replacing the receiver or the antenna.
INTERFERENCE ELIMINATION
Some components used on the vehicles are equipped with a capacitor to suppress radio frequency interference/static.
Capacitors are mounted in various locations internal to the generator, instrument cluster and windshield wiper motor.
To eliminate radio interference, ground straps are used in different areas of the vehicle. These ground circuits should be securely tightened to assure good metal to metal contact. The ground straps conduct very small high frequency electrical signals to ground and require clean surface contact area. The radio ground is supplied from the instrument panel harness and is attached to the rear of the radio. Some engines have other ground straps to eliminate further radio interference:
• Radio chassis to instrument panel structure
• Engine to dash panel
• Engine to chassis
• A/C h valve to dash panel
Radio resistance type spark plug cables in the high tension circuit of the ignition system complete the interference suppression.
Faulty or deteriorated spark plug wires should be replaced.
RADIOS
Available factory-installed radio receivers for this model include an AM/FM/cassette (RAS sales code), an AM/FM/cassette/5-band graphic equalizer with CD changer control feature (RBN sales code), an AM/FM/
8F - 2 AUDIO SYSTEMS
DESCRIPTION AND OPERATION (Continued)
CD/3-band graphic equalizer (RBR sales code), or an
AM/FM/CD/cassette/3-band graphic equalizer (RAZ sales code).
All factory-installed radio receivers are stereo Electronically Tuned Radios (ETR) and include an electronic digital clock function.
All factory-installed radio receivers, except the
RAS model, communicate on the Chrysler Collision
Detection (CCD) data bus network through a separate two-way wire harness connector. The CCD data bus network allows the sharing of sensor information. This helps to reduce wire harness complexity, internal controller hardware, and component sensor current loads. At the same time, this system provides increased reliability, enhanced diagnostics, and allows the addition of many new feature capabilities.
In addition, radios connected to the CCD data bus have several audio system functions that can be diagnosed using a DRB scan tool. Refer to the proper
Diagnostic Procedures manual for more information on DRB testing of the audio systems.
The radio can only be serviced by an authorized radio repair station. Refer to the latest Warranty Policies and Procedures manual for a current listing of authorized radio repair stations.
For more information on radio features, setting procedures, and control functions refer to the owner’s manual in the vehicle glove box.
RADIO IGNITION INTERFERENCE
If receiving ignition/engine interference noise on the radio stations, check and clean all engine and body ground connections. Tighten properly after cleaning. Example (Fig. 1), (Fig. 2), (Fig. 3) and (Fig.
4).
Fig. 2 2.4L Engine Block Ground
Fig. 3 3.0L Engine Block Ground
NS
Fig. 1 Motor Mount to Frame Rail Ground
Ensure all ground connections are without corrosion.
Fig. 4 3.3/3.8L Engine Block Ground
CHOKE—INFINITY SPEAKERS
If the audio system is lacking bass response, check for continuity across the choke connector. If no continuity Replace choke. The choke is located on the
NS
DESCRIPTION AND OPERATION (Continued) bracket behind the junction block/body control module (Fig. 5).
AUDIO SYSTEMS 8F - 3 messages on the Chrysler Collision Detection (CCD) data bus network to the radio receiver. For diagnosis of the BCM or the CCD data bus, the use of a DRB scan tool and the proper Diagnostic Procedures manual are recommended. For more information on the operation of the remote radio switch controls, refer to the owner’s manual in the vehicle glove box.
NAME BRAND SPEAKER RELAY
Relay is located in the junction block. To test relay refer to the Audio Diagnostic Test Procedures or use a known good relay.
Fig. 5 Choke Location
REMOTE RADIO SWITCHES
A remote radio control switch option is available on
LXI models sold in North America with the AM/FM/ cassette/5-band graphic equalizer with CD changer control feature (RBN sales code), or the AM/FM/CD/ cassette/3-band graphic equalizer (RAZ sales code) radio receivers.
Two rocker-type switches are mounted on the back (instrument panel side) of the steering wheel spokes. The switch on the left spoke is the seek switch and has seek up, seek down, and preset station advance functions. The switch on the right spoke is the volume control switch and has volume up, and volume down functions (Fig. 6).
DIAGNOSIS AND TESTING
ANTENNA
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
The following four tests are used to diagnose the antenna with an ohmmeter:
• Test 1 - Mast to ground test
• Test 2 - Tip-of-mast to tip-of-conductor test
• Test 3 - Body ground to battery ground test
• Test 4 - Body ground to coaxial shield test.
The ohmmeter test lead connections for each test are shown in Antenna Tests (Fig. 7).
NOTE: This model has a two-piece antenna coaxial cable. Tests 2 and 4 must be conducted in two steps to isolate a coaxial cable problem; from the coaxial cable connection under the right end of the instrument panel near the right cowl side panel to the antenna base, and then from the coaxial cable connection to the radio chassis connection.
Fig. 6 Remote Radio Switch Operational View
These switches are resistor multiplexed units that are hard-wired to the Body Control Module (BCM) through the clockspring. The BCM sends the proper
TEST 1
Test 1 determines if the antenna mast is insulated from the base. Proceed as follows:
(1) Unplug the antenna coaxial cable connector from the radio chassis and isolate.
(2) Connect one ohmmeter test lead to the tip of the antenna mast. Connect the other test lead to the antenna base. Check for continuity.
(3) There should be no continuity. If continuity is found, replace the faulty or damaged antenna base and cable assembly.
8F - 4 AUDIO SYSTEMS
DIAGNOSIS AND TESTING (Continued)
NS
(1) Connect one ohmmeter test lead to the vehicle fender. Connect the other test lead to the outer crimp on the antenna coaxial cable connector.
(2) The resistance should be less then (1) ohm.
(3) If the resistance is more then (1) ohm, clean and/or tighten the antenna base to fender mounting hardware.
AUDIO SYSTEM
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
Fig. 7 Antenna Tests
TEST 2
Test 2 checks the antenna for an open circuit as follows:
(1) Unplug the antenna coaxial cable connector from the radio chassis.
(2) Connect one ohmmeter test lead to the tip of the antenna mast. Connect the other test lead to the center pin of the antenna coaxial cable connector.
(3) Continuity should exist (the ohmmeter should only register a fraction of an ohm). High or infinite resistance indicates damage to the base and cable assembly. Replace the faulty base and cable, if required.
TEST 3
Test 3 checks the condition of the vehicle body ground connection. This test should be performed with the battery positive cable removed from the battery. Disconnect both battery cables, the negative cable first. Reconnect the battery negative cable and perform the test as follows:
(1) Connect one ohmmeter test lead to the vehicle fender. Connect the other test lead to the battery negative post.
(2) The resistance should be less than (1) ohm.
(3) If the resistance is more than (1) ohm, check the braided ground strap connected to the engine and the vehicle body for being loose, corroded, or damaged. Repair the ground strap connection, if required.
TEST 4
Test 4 checks the condition of the ground between the antenna base and the vehicle body as follows:
RADIO
If the vehicle is equipped with remote radio switches located on the backs of the steering wheel spokes, and the problem being diagnosed is related to one of the symptoms listed below, be certain to check the remote radio switches and circuits as described in this group, prior to attempting radio diagnosis or repair.
• Stations changing with no remote radio switch input
• Radio memory presets not working properly
• Volume changes with no remote radio switch input
• Remote radio switch buttons taking on other functions
• CD player skipping tracks
• Remote radio switch inoperative.
For circuit descriptions and diagrams, refer to
Group 8W - Wiring Diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
CAUTION: The speaker output of the radio is a
“floating ground” system. Do not allow any speaker lead to short to ground, as damage to the radio may result.
NS
DIAGNOSIS AND TESTING (Continued)
AUDIO SYSTEM DIAGNOSIS
AUDIO SYSTEMS 8F - 5
CONDITION
NO AUDIO.
NO DISPLAY.
NO MEMORY.
POOR RADIO
RECEPTION.
NO/POOR TAPE
OPERATION.
NO COMPACT
DISC
OPERATION
POSSIBLE CAUSE
1. FUSE FAULTY.
2. RADIO CONNECTOR
FAULTY.
3. WIRING FAULTY.
4. GROUND FAULTY.
5. RADIO FAULTY.
6. SPEAKERS FAULTY.
1. FUSE FAULTY.
2. RADIO CONNECTOR
FAULTY.
3. WIRING FAULTY.
4. GROUND FAULTY.
5. RADIO FAULTY.
1. FUSE FAULTY.
2. RADIO CONNECTOR
FAULTY.
3. WIRING FAULTY.
4. GROUND FAULTY.
5. RADIO FAULTY.
1. ANTENNA FAULTY.
2. GROUND FAULTY.
3. RADIO FAULTY.
1. FAULTY TAPE.
2. FOREIGN OBJECTS
BEHIND TAPE DOOR.
3. DIRTY CASSETTE TAPE
HEAD.
4. FAULTY TAPE DECK.
1. FAULTY CD.
2. FOREIGN MATERIAL ON
CD.
3. CONDENSATION ON CD
OR OPTICS.
4. FAULTY CD PLAYER.
CORRECTION
1. CHECK RADIO FUSES IN FUSEBLOCK MODULE.
REPLACE FUSES, IF REQUIRED.
2. CHECK FOR LOOSE OR CORRODED RADIO
CONNECTOR. REPAIR, IF REQUIRED.
3. CHECK FOR BATTERY VOLTAGE AT RADIO
CONNECTOR. REPAIR WIRING, IF REQUIRED.
4. CHECK FOR CONTINUITY BETWEEN RADIO CHASSIS
AND A KNOWN GOOD GROUND. THERE SHOULD BE
CONTINUITY. REPAIR GROUND, IF REQUIRED.
5. EXCHANGE OR REPLACE RADIO, IF REQUIRED.
6. SEE SPEAKER DIAGNOSIS, IN THIS GROUP.
1. CHECK RADIO FUSES IN FUSEBLOCK MODULE.
REPLACE FUSES, IF REQUIRED.
2. CHECK FOR LOOSE OR CORRODED RADIO
CONNECTOR. REPAIR, IF REQUIRED.
3. CHECK FOR BATTERY VOLTAGE AT RADIO
CONNECTOR. REPAIR WIRING, IF REQUIRED.
4. CHECK FOR CONTINUITY BETWEEN RADIO CHASSIS
AND A KNOWN GOOD GROUND. THERE SHOULD BE
CONTINUITY. REPAIR GROUND, IF REQUIRED.
5. EXCHANGE OR REPLACE RADIO, IF REQUIRED.
1. CHECK IGNITION-OFF DRAW FUSE. REPLACE FUSE,
IF REQUIRED.
2. CHECK FOR LOOSE OR CORRODED RADIO
CONNECTOR. REPAIR, IF REQUIRED.
3. CHECK FOR BATTERY VOLTAGE AT RADIO
CONNECTOR. REPAIR WIRING, IF REQUIRED.
4. CHECK FOR CONTINUITY BETWEEN RADIO CHASSIS
AND A KNOWN GOOD GROUND. THERE SHOULD BE
CONTINUITY. REPAIR GROUND, IF REQUIRED.
5. EXCHANGE OR REPLACE RADIO, IF REQUIRED.
1. SEE ANTENNA DIAGNOSIS, IN THIS GROUP. REPAIR
OR REPLACE ANTENNA, IF REQUIRED.
2. CHECK FOR CONTINUITY BETWEEN RADIO CHASSIS
AND A KNOWN GOOD GROUND. THERE SHOULD BE
CONTINUITY. REPAIR GROUND, IF REQUIRED..
3. EXCHANGE OR REPLACE RADIO, IF REQUIRED.
1. INSERT KNOWN GOOD TAPE AND TEST OPERATION.
2. REMOVE FOREIGN OBJECTS AND TEST OPERATION.
3. CLEAN HEAD WITH MOPAR CASSETTE HEAD
CLEANER.
4. EXCHANGE OR REPLACE RADIO, IF REQUIRED.
1. INSERT KNOWN GOOD CD AND TEST OPERATION.
2. CLEAN CD AND TEST OPERATION.
3. ALLOW TEMPERATURE OF VEHICLE INTERIOR TO
STABILIZE AND TEST OPERATION.
4. EXCHANGE OR REPLACE RADIO, IF REQUIRED.
8F - 6 AUDIO SYSTEMS
DIAGNOSIS AND TESTING (Continued)
(1) Check the fuse(s) in the junction block and the
Power Distribution Center (PDC). If OK, go to Step
2. If not OK, repair the shorted circuit or component as required and replace the faulty fuse(s).
(2) Check for battery voltage at the fuse in the
PDC. If OK, go to Step 3. If not OK, repair the open circuit to the battery as required.
(3) Turn the ignition switch to the ON position.
Check for battery voltage at the fuse in the junction block. If OK, go to Step 4. If not OK, repair the open circuit to the ignition switch as required.
(4) Turn the ignition switch to the OFF position.
Disconnect and isolate the battery negative cable.
Remove the instrument cluster center bezel. Remove the radio, but do not unplug the wire harness connectors. Check for continuity between the radio chassis and a good ground. There should be continuity. If
OK, go to Step 5. If not OK, repair the open radio chassis ground circuit as required.
(5) Connect the battery negative cable. Turn the ignition switch to the ON position. Check for battery voltage at the fused ignition switch output circuit cavity of the left (gray) radio wire harness connector.
If OK, go to Step 6. If not OK, repair the open circuit as required.
(6) Turn the ignition switch to the OFF position.
Check for battery voltage at the fused B(+) circuit cavity of the left (gray) radio wire harness connector.
If OK, replace the faulty radio. If not OK, repair the open circuit to the Ignition-Off Draw (IOD) fuse as required.
REMOTE RADIO SWITCHES
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative cable. Wait two minutes for the airbag system capacitor to discharge before further service.
(2) Remove the remote radio switch(es) from the steering wheel.
(3) Use an ohmmeter to check the switch resistance as shown in the Remote Radio Switch Test table (Fig. 8).
NOTE: The right remote radio switch back is white in color. The left switch back is black in color. The right/left remote radio switch orientation is with the steering wheel installed, and driver in drivers seat.
NS
Fig. 8 Remote Radio Switches
REMOTE RADIO SWITCH TEST
SWITCH POSITION
VOLUME UP
VOLUME DOWN
SEEK UP
SEEK DOWN
PRE-SET STATION ADVANCE
RESISTANCE
7320 OHMS
1210 OHMS
4530 OHMS
2050 OHMS
10 OHMS
(4) If the switch resistance checks OK, go to Step
5. If not OK, replace the faulty switch.
(5) Check for continuity between the ground circuit cavity of the switch wire harness connector and a good ground. There should be continuity. If OK, go to Step 6. If not OK, repair the open circuit as required.
(6) Unplug the 24-way white wire harness connector from the Body Control Module (BCM). Check for continuity between the radio control circuit cavity of the remote radio switch wire harness connector and a good ground. There should be no continuity. If OK, go to Step 7. If not OK, repair the short circuit as required.
(7) Check for continuity between the radio control circuit cavities of the remote radio switch wire harness connector and the BCM wire harness connector.
There should be continuity. If OK, refer to the proper
Diagnostic Procedures manual to test the BCM and the CCD data bus. If not OK, repair the open circuit as required.
NS AUDIO SYSTEMS 8F - 7
REMOVAL AND INSTALLATION
ANTENNA MAST AND CABLE LEAD
REMOVAL
(1) Remove glove box from instrument panel, refer to Group 8E, Instrument Panel and Systems for proper procedures.
(2) Disconnect antenna cable connector from extension cable (Fig. 9).
(3) Remove right kick trim panel.
(4) Disengage rubber grommet insulator from door hinge pillar.
(5) Pull antenna cable through hinge pillar into open between door hinges.
(6) Hoist and support vehicle on safety stands.
(7) Remove front wheel, refer to Group 22, Wheel and Tries for proper procedures and tightening references.
(8) Remove front wheelhouse splash shield, refer to Group 23, Body for proper procedures.
(9) Slide the plastic sleeve up on antenna mast for access to mast. Remove antenna mast from antenna base (Fig. 10).
(10) Remove plastic cap from the cap nut. Using cap nut tool, remove cap nut holding antenna base to front fender (Fig. 11).
(11) Remove antenna base from under front fender.
INSTALLATION
For installation, reverse the above procedure.
Fig. 10 Antenna Mast
ANTENNA EXTENSION CABLE
REMOVAL
(1) Remove glove box.
(2) Disconnect extension cable end from antenna cable end (Fig. 9).
(3) Disconnect cable hanger clip from HVAC unit.
(4) Remove radio as necessary to gain access to extension cable.
(5) Disconnect extension cable from back of radio.
(6) Remove extension cable from vehicle.
INSTALLATION
For installation, reverse the above procedure.
Fig. 9 Antenna Cable
8F - 8 AUDIO SYSTEMS
REMOVAL AND INSTALLATION (Continued)
NS
Fig. 11 Antenna Cap Nut
RADIO/TAPE/CD PLAYER
REMOVAL
(1) Remove HVAC switch bezel, refer to Group 8E,
Instrument Panel and Systems for proper procedure.
(2) Remove screws holding radio to instrument panel (Fig. 12).
Fig. 13 Radio Connectors
INSTRUMENT PANEL SPEAKER
INSTALLATION
(1) Remove instrument panel top cover.
(2) Remove screws holding speaker to instrument panel and remove speaker (Fig. 14) or (Fig. 15).
Fig. 12 Radio
(3) Pull radio rearward to gain access to back of radio (Fig. 13).
(4) Remove bolt holding ground strap to back of radio.
(5) Disconnect antenna cable from back of radio.
(6) Disconnect the wire connectors from back of radio.
(7) Remove radio from vehicle.
INSTALLATION
For installation, reverse the above procedure.
Fig. 14 Left Instrument Panel Speaker
(3) Remove anti rocking finger screw.
(4) Disconnect wire connector from speaker.
(5) Remove speaker.
INSTALLATION
For installation, reverse the above procedure.
NS
REMOVAL AND INSTALLATION (Continued)
AUDIO SYSTEMS 8F - 9
REMOTE RADIO SWITCHES
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
Fig. 15 Right Instrument Panel Speaker
FRONT DOOR SPEAKER
REMOVAL
(1) Remove front door trim panel as necessary to gain access to door speaker. Refer to Group 23, Body for proper procedures.
(2) Remove screws holding speaker to bracket (Fig.
16).
REMOVAL
(1) Disconnect and isolate the battery negative cable. Wait two minutes for the airbag system capacitor to discharge before further service.
(2) From the underside of the steering wheel, remove the (3) bolts that secure the driver side airbag module to the steering wheel.
(3) Pull the airbag module away from the steering wheel far enough to access the wire harness connectors on the back of the airbag module.
(4) Unplug the airbag module and horn switch wire harness connectors from the back of the airbag module.
(5) Remove the driver side airbag module from the vehicle.
(6) Remove the steering wheel from the steering column. Refer to G