chrysler dakota part2

7/28/2019 chrysler dakota part2

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FRONT SUSPENSION AND AXLE

CONTENTS

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7 1/4 INCH FRONTAXLE . . . . . . . . . . . . . . . . . 31AXLE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . 47CVDRIVESHAFT . . . . . . . . . . . . . . . . . . . . . . . 23FRONT SUSPENSION2WD VEHICLES . . . . . . . 8FRONT SUSPENSION4WD VEHICLES . . . . . . 14

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

GENERAL INFORMATION

FRONT SUSPENSION

Dakota front suspensions are comprised of (Fig 1,2);

Frame mounted drive axle with CV drive shafts

(4WD) Steering knuckles Stabilizer bar Suspension arms Coil springs (2WD) Torsion-bar springs (4WD) Dual-action shock absorbers J ounce bumpers (used to limit the travel of thesuspension)

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

dently. The wheels are mounted to hubs that ride on

tapered bearings on the steering knuckle spindle. On2WD vehicles, the bearings can be removed for ser-vice, adjustment, repacking, replacement, etc. 4WDvehicles use a hub/bearing design that is not service-able and is replaced as a unit. The steering knucklesturn (pivot) on replaceable ball studs mounted on theupper and lower suspension arms.

The upper suspension arms use a cross shaft boltedto the frame rail brackets. The cross shaft isolates

Fig. 1 Front Suspension 2WD

Fig. 2 Front Suspension 4WD

FRONT SUSPENSION AND AXLE 2 - 1


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road noise by the use of replaceable bushings i n the

suspension arms. The upper suspension arm cross

shaft also allows for caster and camber adjustment.

The lower suspension arms use replaceable pressed

in bushings to isolate road noise. The suspension

arms are bolted to the frame and pivot through rub-

ber bushings. The suspension arm travel (jounce or

rebound) is limited through the use of rubberbumpers.

Al l suspension components that use rubber bush-

ings should be tightened with the vehicle at normal

height. I f springs are not at their normal ride posi-

tion, vehicle ride comfort could be affected along with

premature rubber bushing wear. Rubber bushings

must never be lubri cated.

Vehicles equipped with 2WD use coil springs

mounted up in a well (pocket) in a bracket that is

part of the frame rail. There is a rubber (doughnut)

isolator between the top of the spring and bracket.

The bottom of the spring seats in the lower suspen-sion arm.

4WD vehicles use torsion bars mounted to the back

side of the lower suspension arm. The rearward end

of the bar i s mounted in a cam pivot that rests in the

frame crossmember. The vehicle height is adjusted

through the cams with screw jacks that increase the

tension (twist) of the torsion bar.

Ride control i s accomplished through the use of du-

al-action shock absorbers. The shocks dampen the

jounce and rebound as the vehicle travels over vari-

ous road conditions. The top of the shock absorbers

are bolted to the frame. T he bottom of the shocks are

bolted to the lower suspension arm.

The stabili zer bar is used to minimize vehicle front

sway during turns. T he bar helps to maintain a flat

attitude to the road surface. The bar extends across

the front underside of the chassis and connects to the

frame rails. The links are connected to the lower sus-

pension brackets. All mounting points of the stabi-

li zer bar are isolated by rubber bushings.

FRONT DRIVE AXLEThe integral type housing, hypoid gear design has

the centerline of the pinion set below the centerline

of the ring gear.The power is transferred from the axle through two

constant velocity (CV) drive shafts to the wheel hubs.The drive shafts are identical and interchangeable.

The 7 1/4 inch axle housings consist of a cast ironcenter section. The axle also has two steel axle shafttubes that are pressed into and welded to the differ-ential housing.

The cover provides a means for inspection and ser-vice without removing the axle from the vehicle.

A small, stamped metal axle gear ratio identifica-tion tag is attached to the housing cover (Fig. 3).

The axle has a fitting for a vent hose used to re-

lieve internal pressure caused by lubricant vaporiza-

tion and internal expansion.

STANDARD DIFFERENTIAL OPERATION

The differential gear system divides the torque be-tween the axle shafts. I t allows the axle shafts to ro-tate at different speeds when turni ng corners.

Each differential side gear is splined to an axleshaft. The pinion gears are mounted on a pinion

mate shaft and are free to rotate on the shaft. Thepinion gear is fitted in a bore in the differential caseand is positioned at a right angle to the axle shafts.

I n operation, power flow occurs as follows: The pinion gear rotates the r ing gear The ring gear (bolted to the differential case) ro-tates the case The differential pinion gears (mounted on the pin-ion mate shaft in the case) rotate the side gears The side gears (splined to the axle shafts) rotatethe shafts

During straight-ahead driving, the differential pin-ion gears do not rotate on the pinion mate shaft. T his

occurs because input torque applied to the gears isdivided and distributed equally between the two sidegears. As a result, the pinion gears revolve with thepinion mate shaft but do not rotate around it (Fig. 4).

When turning corners, the outside wheel musttravel a greater distance than the inside wheel in or-der to complete a turn. This difference must be com-pensated for in order to prevent the wheels fromscuffing and skidding through the turn. To accom-plish this, the differential becomes effective allowingthe axle shafts to turn at unequal speeds (Fig. 5). I nthis instance, the input torque applied to the pinion

Fig. 3 Differential Cover 7 1/4 Inch Axle

2 - 2 FRONT SUSPENSION AND AXLE


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gears i s not divided equally. T he pinion gears now ro-tate around the pinion mate shaft in opposite direc-tions. This allows the side gear and axle shaft

attached to the outside wheel to rotate at a faster

speed.

Fig. 4 Differential OperationStraight-Ahead Driving

Fig. 5 Differential OperationOn Turns



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WHEEL ALIGNMENT

INDEX

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Alignment Measurements and Adjustments . . . . . . . 4General Information . . . . . . . . . . . . . . . . . . . . . . . . 4

Pre-Alignment Inspection . . . . . . . . . . . . . . . . . . . . 4

GENERAL INFORMATIONFront wheel alignment involves the correct posi-

tioning of the tire contact patch in relation to the

pavement. The positioning is accomplished through

the suspension and steering linkage adjustments. An

alignment is considered essential maintenance. I t

will maintain efficient steering, good directional sta-

bility and prevent abnormal tire wear. The most im-portant factors of front end alignment are camber,caster and toe position.

Routine inspection of the front suspensionand steering components is a good preventativemaintenance practice. Inspection also helps toensure safe operation of the vehicle. CAM BE R is the number of degrees the top of thewheel is tilted either inward or outward. An exces-sive negative camber angle will cause tread wear atthe inside of the tire. An excessive positive camberangle will cause tread wear at the outside of the tir e(Fig. 1). CASTER is the number of degrees of forward orrearward tilt of the steering knuckles. Forward tiltprovides a negative caster angle. Rearward til t pro-

vides a positive caster angle (Fi g. 1). WHEEL TOE POSITI ON is the difference betweenthe leading inside edges and trailing inside edges ofthe front tires (Fi g. 1). Incorrect wheel toe position isthe most common cause of unstable steeri ng and un-even tire wear. The wheel toe position is the finalfront wheel alignment adjustment. STEERING AXIS INCLINATION ANGLE is mea-sured in degrees and is the angle that the steeringknuckles are tilted (Fig. 1). The inclination angle hasa fixed relationship with the camber angle. T his an-gle will not change except when a spindle or ball

stud is damaged or bent. The angle i s not adjustableand the damaged component(s) must be replaced tocorrect mis-alignment.

CAUTION: Do not attempt to modify any suspen-

sion or steering component by heating and bend-ing.

PRE-ALIGNMENT INSPECTIONBefore starting a front wheel alignment, the follow-

ing inspection and necessary corrections must becompleted.

(1) Ti res with the same recommended air pressure,

size, and tread wear. Refer to Group 22, Tires And

Wheels for diagnosis information.

(2) Front wheel bearings for wear or adjustment.

(3) Ball studs and linkage pivot points, steering

gear for looseness, roughness, binding or a sticking

condition. Refer to Group 19, Steering for additionalinformation.

(4) Front wheels for excessive radial, lateralrunout and unbalance. Refer to Group 22, Tires AndWheels for diagnosis information.

(5) Suspension components for wear and noise.Check components for correct torque. Refer to Groups2 and 3, Suspension and Axle for additional informa-tion.

ALIGNMENT MEASUREMENTS AND

ADJUSTMENTSBefore each alignment reading the vehicle should

be jounced (rear first, then front). Grasp each

Fig. 1 Wheel Alignment Measurements



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SUSPENSION AND STEERING SYSTEM DIAGNOSIS



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bumper at the center and jounce the vehicle up and

down several times. Always release the bumper when

it is at the down position. Set the front end align-

ment to specifications while the vehicle is in its

NORMALLY LOADED CONDITION.

SUSPENSION HEIGHT (4WD)

The front suspension of a new vehicle will settleslightly during the first 2,000 miles/3,200 km of op-

eration. To compensate for this, the front suspension

height is slightly higher than the service specification

height. A vehicle with less than 2,000 miles/3,200

km, SHOU L D NOT be adjusted downward. T he tor-

sion bars have not set and can be no more than 0.5

inch (12.7 mm) higher than specifications.

(1) Clean the surface areas where the suspension

arm height will be measured (Fig. 2).

(2) Measure the suspension arm height according

to the following instructions:

I nner measurementfrom the floor surface to the

underside of the pivot bores between the webs (Fi g.

2)

Outer measurementfrom the floor surface to the

underside of the rear edge inboard of the steering

stop (Fig. 2)

(3) The height of each front suspension arm is ad-

justed by turning the torsion bar adjustment bolt

(Fig. 3). CL OCKWI SE to raise the vehicle

COUNT ERCL OCKWI SE to lower the vehicle

(4) After each adjustment, jounce the vehicle be-

fore measuring to determine the effects of the adjust-

ment.

The suspension arm heights at both sides of

the vehicle must be measured even if only one

side was adjusted.

(5) The difference in height between the inner and

outer measurement should be 1.50 inch (38.00 mm)

plus or minus 1/4 inch (6.4 mm). The side-to-side

height difference should not be more than 0.25 inch

(6.4 mm).

CAMBER AND CASTER ADJUSTMENT

Camber and caster angle adjustments involvechanging the position of the upper suspension arm

pivot bar (Fig. 4).

CASTER: Move only the rear position of the pivot

bar in or out. This wil l change the caster angle sig-

nificantly and camber angle only slightly. To retain

the camber while adjusting caster, move the rear

pivot bar in or out. Move the forward pivot very

slightly in the opposite direction.

For example, to increase a positive caster an-

gle, move the rear position of the pivot bar in-

ward (toward the engine). Move the front of

Fig. 2 Height Measurement (4WD)

Fig. 3 Suspension Arm Height Adjustment

Fig. 4 Caster & Camber Adjustment Location



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pivot bar outward (away from the engine)slightly until the original camber angle is ob-tained.

CAMBER: Move only the forward position of thepivot bar in or out. This will change the camber an-gle significantly and caster angle only slightly. Thecamber angle should be adjusted as close as possible

to the service reset specification.After adjustment is made tighten the pivot barnuts to 210 Nm (155 ft. lbs.) torque.

TOE POSITION

The wheel toe position adjustment should be the fi-nal adjustment.

(1) Start the engine and turn wheels both ways be-fore straightening the wheels. Secure the steeringwheel with the front wheels in the straight-ahead po-sition.

(2) L oosen the tie rod adjustment sleeve clampbolts/nuts.

Each front wheel should be adjusted for one-half of the total toe position specification. Thiswill ensure the steering wheel will be centeredwhen the wheels are positioned straight-ahead.

29(3) Adjust the wheel toe position by turning the tie

rod adjustment sleeves as necessary (Fig. 5, 6).(3) Tighten the tie rod adjustment:

2WD: locknuts to 75 Nm (55 ft. lbs.) torque 4WD: clamp bolts to 23 Nm (17 ft. lbs.) torque.Position the clamp nut/bolt so that it does notextend above the top of the sleeve

FRONT WHEEL ALIGNMENT SPECIFICATIONS

Fig. 5 Toe Adjustment (2WD)

Fig. 6 Toe Adjustment (4WD)



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FRONT SUSPENSION2WD VEHICLES

INDEX

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

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

SERVICEINFORMATIONPeriodic lubrication of the front suspension (steer-

ing) system components is required. Refer to Group

0, L ubrication And Maintenance for the recom-

mended maintenance schedule.

CAUTION: Suspension components with rubber

bushings should be tightened with the vehicle at

normal height. It is important to have the springs

supporting the weight of the vehicle when the fas-

teners are torqued. If springs are not at their normal

ride position, vehicle ride comfort could be affectedand premature bushing wear may occur. Rubberbushings must never be lubricated.

WHEEL HUB AND BEARINGS

REMOVAL

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

(4) Remove disc brake caliper from steering

knuckle and rotor. Refer to Group 5, Brakes.

(5) Remove the dust cap, cotter pin, and remaining

hub components from spindle (Fig. 1).

CAUTION: Use care to prevent inner wheel bearing

and seal from contacting spindle threads during re-

moval (Fig. 1).

(6) Carefully slide the hub/rotor from spindle (F ig.

1).

(7) Remove the seal and inner wheel bearing from

the hub/rotor (Fig. 1). Remove the inner bearing

races from hub/rotor with a pin punch.

CLEANING AND INSPECTION

(1) Thoroughly clean bearings and i nterior of hub/rotor (Fig. 1).

(2) To clean the bearings: Soak them in cleaning solvent Strike the flat of each bearing against a hardwoodblock several times

Fig. 1 Brake Rotor/Hub and Wheel Bearings



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I mmerse each bearing i n cleaning solvent between

strikes to loosen and flush lubricant from interior of

the bearing

Repeat procedure above until each bearing is clean

Dry bearings with compressed air but do not spin

them

(3) After cleaning, apply engine oil to each bearing.

(4) Rotate each bearing slowly while applyingdownward force. Examine the r ollers for pitting and

roughness, replace bearing if worn or defective.

(5) Remove the engine oil from each bearing. Pack

each bearing with multi-purpose NLGI, grade 2, EP-

type lubricant (or an equivalent lubricant). Place

bearings in a clean, safe place.Ensure that lubricant is forced into all the

cavities between the bearing cage and rollers.

INSTALLATION

(1) I nstall the new bearing cup(s) with an appro-priate installation tool.

(2) Apply a coating of MOPAR Wheel BearingGrease (or an equivalent lubricant) to entire innersurface area of hub/rotor. I nstall inner wheel bearingin the hub/rotor. I nstall a new bearing seal.

(3) I nspect bearing and seal contact surfaces onspindle for burrs and/or roughness.

(4) Remove all rough contact surfaces from spindle.Apply a coating of lubricant.

CAUTION: Use care to prevent inner wheel bearingand seal from contacting spindle threads during in-stallation (Fig. 1).

(5) Carefully slide the hub/rotor onto spindle (Fig.1). I nstall outer wheel bearing, washer and retainingnut.

(6) Tighten the nut to 41-54 Nm (30-40 ft. lbs.)torque to preload bearing while rotating the hub/ro-tor. Stop hub/rotor and loosen nut to completely re-lease bearing preload torque. Ti ghten the nut finger-tight and install the nut lock. I nstall a new cotterpin.

(7) The adjustment (above) should have 0 to 0.076mm (0 to 0.003 in.) end play.

(8) Clean the dust cap and apply a coating lubri-cant to the i nternal surface. Do not fill the dustcap with lubricant. I nstall the cap.

(9) I nstall disc brake caliper. Refer to Group 5,Brakes.

(10) I nstall the wheel and ti re.

SHOCKABSORBER

REMOVAL

(1) Remove the hardware from the shock absorberstud (Fig. 2).

(2) Raise the vehicle, remove the lower bolts andremove the shock absorber (Fig. 2).

INSTALLATION(1) I nstall the lower retainer and grommet on the

shock absorber stud. I nsert the replacement shock

absorber through the fr ame hole. I nstall the lowerbolts (Fig. 2).

(2) Tighten the bolts to 23 Nm (17 ft. lbs./200 in.lbs.) torque.

(3) I nstall the upper grommet and retainer on theshock absorber stud (F ig. 2). I nstall the bayonet nutand tighten to 41 Nm (30 ft. lbs.) torque.

STABILIZER BAR

REMOVAL(1) Raise and support the vehicle.(2) Remove the nut and washer from the stabilizer

bar link bolt at the lower suspension arm on eachside of the vehicle (Fig. 3).

(3) Remove the link bolt, retainers, insulators andspacer from each lower suspension arm (Fig. 3).

(4) Remove the bolts from the U-shaped retainer.Remove the retainer, and stabilizer bar from the ve-hicle (Fig. 3).

(5) I f necessary, remove the bushings from the sta-bilizer bar (Fig. 3).

Fig. 2 Front Shock Absorber2WD



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INSTALLATION

(1) I f removed, install the bushings on the stabi-

lizer bar (Fig. 3).Ensure the stabilizer bushings are pre-

aligned before the bar is installed to the

bracket.

(2) Pl ace the stabilizer bar adjacent to the frame

side r ail brackets (Fig. 3). I nstall the U -shaped re-

tainer and the bolts. Tighten the bolts finger-tight.

Check the alignment of the bar to ensure

there is no interference with the either frame

rail or chassis component. Spacing should be

equal on both sides.

(3) I nstall the link bolt, retainers, spacer and insu-

lators at the l ower suspension arm (Fig. 3) on each

side.

(4) I nstall the washers and the nuts on the anchor

bolts (Fig. 3). Tighten the nuts to 23 N m (17 ft. lbs.)

torque.

(5) Tighten the U-shaped support bracket bolts

(Fig. 3) to 54 Nm (40 ft. lbs.) torque.

COIL SPRING

REMOVAL

(1) Raise and support the vehicle.

(2) Remove the applicable front wheel.

(3) Disconnect the stabilizer bar from the lowersuspension arm.

(4) Remove the shock absorber.

(5) I nstall Spring Compressor DD-1278 up through

the lower suspension arm and coil spring (F ig. 2).

Spring Compressor DD-1278 will maintain the

spring in a semi-compressed condition. This

will retain the spring in place until the lower

suspension arm is detached from and lowered

for spring removal.(6) Tighten the tool nut to compress the coil

spring.

(7) Pl ace two jack stands under the l ower suspen-

sion arm immediately outward from where the bush-

ings are located. Adjust the jack stands tight against

the lower suspension arm.

(8) Remove the lower suspension arm mounting

bolts from the frame rail.

(9) Slowly lower the jack stands until the coil

spring tension is relieved. Remove the spring com-pressor tool, coil spring and i solator pad from the ve-

hicle (Fig. 2).

INSTALLATION

(1) Tape the i solator pad to the top of the coil

spring. Position the spring in the l ower suspension

arm well. Be sure that the coil spring is seated in the

well (Fi g. 2). The top of the spring i s flat or

closed with groves at the end of the coil. The

ramped or open end of the coil spring is the

bottom.

(2) I nstall Spring Compressor DD-1278 up through

the lower suspension arm and coil spring.

(3) Tighten the tool nut to compress the coil

spring.

(4) Pl ace two jack stands under the l ower suspen-

sion arm immediately outward from where the bush-

ings are located. Adjust the jack stands tight against


(5) Raise the jack stands until the isolator pad/coil

spring is correctly seated top and bottom (Fig. 2).

(6) I nstall the lower suspension arm bolts and

nuts. Tighten the front nut to 176 Nm (130 ft. lbs.)

torque and the rear nut to 108 Nm (80 ft. lbs.)

torque.(7) Remove the spring compressor tool and the jack

stands.

(8) I nstall the stabilizer bar.

(9) I nstall the shock absorber.

(10) I nstall the wheel and tire.

LOWER SUSPENSIONARM

REMOVAL

(1) Raise and support vehicle.


knuckle and rotor. Refer to Gr oup 5, Brakes.(3) Remove shock absorber.

(4) Follow the procedure outlined in Coil Spring

Removal.

(5) Position Ball Stud Remover C-3564-A as shown

(Fig. 4). Rotate threaded portion of tool to apply force

to the l ower ball stud.

(6) Strike steering knuckle sharply with a hammer

to loosen ball stud from knuckle. Do not force ball

stud out from knuckle with the tool.

(7) Separate ball stud from steering knuckle arm.

Fig. 3 Stabilizer Bar



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INSTALLATION

(1) L oosely attach suspension arm to frame side

rail brackets.(2) Follow the procedure outlined in Coil Spring

I nstallation.

(3) Position steering knuckle on ball studs. I nstall

ball stud retaining nuts. Tighten lower nut to 183

Nm (135 ft. lbs.) torque. Tighten upper nut to 142

Nm (105 ft. lbs.) torque. I nstall new cotter pins.

(4) I nstall the rotor and disc brake caliper. Refer to

Group 5, Brakes.

(5) L ower the vehicle. Tighten suspension arm

front nut to 176 Nm (130 ft. lbs.) torque and rear

nut to 108 Nm (80 ft. lbs.) torque.

LOWER BALL STUD

INSPECTION

(1) Raise the front of the vehicle. I nstall safety

floor stands under both lower suspension arms as far

outboard as possible. The upper suspension arms

must not contact the rebound bumpers.

(2) I nstall a dial indicator and clamp assembly to


(3) Position indicator plunger against knuckle arm

and zero indicator.

(4) Raise and lower the wheel and tire with a pry

bar under the center of the tire. Measure the axialmovement of the knuckle with respect to the suspen-

sion arm.

(5) I f the travel of the suspension arm is 0.020

inch (0.51 mm) or more, replace the ball joint.

REMOVAL




knuckle and rotor. Refer to Group 5, Brakes.

(4) Remove shock absorber.

(5) I nstall Spring Compressor DD-1278. Use a

piece of pipe to fabri cate a spacer positioned between

the tool and suspension arm.

(6) Tighten tool nut against bell-shaped adapter

tool finger-tight and l oosen 1/2 of-a-turn.

(7) Remove cotter pins and nuts from ball studs.

(8) Position Ball Stud Remover C-3564-A as shown

(Fig. 4). Rotate threaded portion of tool to apply forceto the l ower ball stud.




(10) Remove ball stud seal. Use Remover/I nstaller

C-4212 to press the ball stud from lower suspension

arm bore (Fig. 5).

INSTALLATION

(1) Press new ball stud in lower suspension arm

with Remover/I nstaller C-4212 (Fi g. 6).

(2) Position new seal over ball stud. Use a socket

to force retaining lip of seal until securely locked in-

place.

(3) Position steering knuckle on ball studs. I nstallball stud retaining nuts. Tighten lower nut to 183

Nm (135 ft. lbs.) torque. Tighten upper nut to 142

Nm (105 ft. lbs.) torque. I nstall new cotter pins.

(4) Remove spring compressor tool and install

shock absorber.

(5) I nstall the disc brake caliper. Refer to Group 5,

Brakes.


Fig. 4 Loosening Lower Ball Stud

Fig. 5 Lower Ball Stud Removal



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UPPER SUSPENSIONARM

REMOVAL



(3) Remove disc brake caliper. Refer to Group 5,

Brakes.

(4) Remove shock absorber.

(5) I nstall Spring Compressor DD-1278. Use a

piece of pipe to fabricate a spacer positi oned betweenthe tool and suspension arm.

(6) Tighten tool nut against bell-shaped adapter

tool finger-tight and l oosen 1/2 of-a-turn.

(7) Remove cotter pin and nut from upper ball

stud.

(8) Position Ball Stud Remover C-3564-A as shown(Fig. 7). Rotate threaded portion of tool to apply forceto the lower ball stud.

(9) Strike steering knuckle sharply with a hammerto loosen ball stud fr om knuckle. Do not force ballstud out from knuckle with the tool.

(10) Separate upper ball stud from steering knuckle.(11) Remove suspension arm pivot bar nuts and re-

move suspension arm (Fig. 8).

INSTALLATION

(1) Position suspension arm pivot bar on adjust-ment bolts. I nstall nuts and tighten (temporaril y) to136 Nm (100 ft. lbs.) torque.

(2) Position steering knuckle on upper ball stud.Tighten the upper ball stud nut to 142 Nm (105 ft.lbs.) torque. I nstall a new cotter pin.

(3) Remove spring compressor tool. I nstall theshock absorber.


Brakes.


(6) Adjust alignment caster and camber. Refer to

Front Wheel Alignment in this Group.

UPPER BALL STUD

INSPECTION

(1) Position a fl oor jack under the lower suspension

arm. Raise the wheel and tire so it lightly contacts

the fl oor (vehicle weight relieved from the tire).

(2) Grasp the top of the tire and apply force in and

out. L ook for any movement at the ball joints be-

tween the upper suspension arm and steering

knuckle.

Fig. 6 Lower Ball Stud Installation

Fig. 7 Loosening Upper Ball Stud

Fig. 8 Upper Suspension Arm



13/48

(3) I f any lateral movement is evident, replace theball joint.

REMOVAL

(1) Pl ace a jack under outer end of lower suspen-sion arm. Raise and support the vehicle.

(2) Remove the wheel and ti re.(3) Remove cotter pin and nut from upper ball

stud.(4) Position Ball Stud Remover C-3564-A as shown

(Fig. 7). Rotate threaded portion of tool to apply forceto the upper ball stud.

(5) Strike steering knuckle sharply with a hammerto loosen ball stud fr om knuckle. Do not force ballstud out from knuckle with the tool.

(6) Remove ball stud seal.(7) Use Removal/Installation Tool C-3561 to un-

thread ball stud fr om suspension arm.

INSTALLATION

(1) Thread new ball stud in with Tool C-3561.Tighten ball stud to 170 N m (125 ft. l bs.) torque. Thegap between ball stud Hex and suspension arm boreis 0.25 to 1.25mm (0.01 to 0.05 inch).

(2) I nstall new seal over ball stud. Make sure sealis securely locked in-place.



STEERINGKNUCKLE

REMOVAL(1) Raise and support the vehicle. Pl ace a jack un-der outer end of lower suspension arm.

(2) Remove the wheel and ti re.(3) Remove disc brake caliper. Refer to Group 5,

Brakes.(4) Remove tie-rod from steering knuckle arm. Re-

fer to Group 19, Steering.(5) Remove ABS sensor wire from lower suspension

arm. Remove the rotor dust shield and ABS pick-upfrom knuckle (Fig. 9).

(6) Remove cotter pins and nuts from upper andlower ball studs.

(7) Use Ball Stud Remover C-3564-A to free upperand lower ball joints from steering knuckle (Fig. 4, 7).

(8) Remove tool and steering knuckle assembly.(9) Remove steering arm from steering knuckle

(Fig. 10).

INSTALLATION

(1) I nstall steering arm on knuckle. Tighten thenuts to 294 Nm (217 ft. lbs.) torque (Fig. 10).

(2) Position steering knuckle on upper and lowerball studs and i nstall nuts. Tighten lower nut to 183Nm (135 ft. lbs.) torque. Tighten upper nut to 142Nm (105 ft. lbs.) torque. I nstall new cotter pins.

(3) I nstall rotor dust shield and ABS sensor on steer-

ing knuckle. Tighten bolts to 24 N m (18 ft. lbs.) torque.

(4) I nstall tie rod to steering knuckle arm. Refer to

Group 19, Steering.

(5) I nstall ABS sensor wire to lower suspension arm.


Brakes.


Fig. 9 Remove ABS Sensor From Knuckle

Fig. 10 Steering Knuckle



14/48

FRONT SUSPENSION4WD VEHICLES

INDEX

page page

Lower Suspension Arm . . . . . . . . . . . . . . . . . . . . . 16Service Information . . . . . . . . . . . . . . . . . . . . . . . . 14Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . 14Stabilizer Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15Steering Knuckle . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Torsion Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15Upper Ball Stud . . . . . . . . . . . . . . . . . . . . . . . . . . 17Upper Suspension Arm . . . . . . . . . . . . . . . . . . . . . 16Wheel Hub and Bearings . . . . . . . . . . . . . . . . . . . 14

SERVICEINFORMATIONPeriodic lubrication of the front suspension (steer-

ing) system components is required. Refer to Group

0, L ubrication And Maintenance for the recom-

mended maintenance schedule.

CAUTION: Suspension components with rubberbushings should be tightened with the vehicle at

normal height. It is important to have the springssupporting the weight of the vehicle when the fas-teners are torqued. If springs are not at their normalride position, vehicle ride comfort could be affectedand premature bushing wear may occur. Rubber

bushings must never be lubricated.

WHEEL HUB AND BEARINGSThe 4WD front wheel hub and bearings are ser-

viced as a complete unit.

REMOVAL

(1) Remove the CV drive shaft. Refer to CV DriveShaft Removal in this Group.

(2) Remove disc brake caliper from steeringknuckle and rotor. Refer to Group 5, Brakes.

(3) Remove brake r otor from the hub (Fig. 1).

(4) Remove hub to steering knuckle bolts. Remove

hub and bearing unit from the steering knuckle (Fig.

2).

INSTALLATION

(1) I nstall the hub on steering knuckle (Fig. 2).

Tighten the bolts to 149 Nm (110 ft. lbs.) torque.

(2) I nstall the CV drive shaft. Refer to CV Drive

Shaft Installation in this Group.

(3) I nstall disc brake rotor on the hub (Fig. 1).

(4) I nstall disc brake caliper on steering knuckle

and rotor. Refer to Group 5, Brakes.

(5) Test drive the vehicle.

SHOCKABSORBER

REMOVAL(1) Remove the hardware from the shock absorber

stud (Fig. 3).(2) Raise the vehicle, remove the lower bolts and

remove the shock absorber (Fig. 3).

INSTALLATION

(1) I nstall the lower retainer and grommet on theshock absorber stud. I nsert the replacement shockabsorber through the fr ame hole. I nstall the lowerbolt (Fig. 3).

Fig. 1 Disc Brake Rotor, Wheel Hub & SteeringKnuckle

Fig. 2 Wheel Hub Removal/Installation



15/48

(2) Tighten the bolt to 136 Nm (100 ft. lbs.)

torque.

(3) I nstall the upper grommet and retainer on the

shock absorber stud (Fig. 3). I nstall the bayonet nut

and tighten to 41 Nm (30 ft. lbs.) torque.

STABILIZER BAR

REMOVAL

(1) Raise and support the vehicle.(2) Remove the bolts attaching the stabilizer bar

rear support bracket to the frame crossmemberbracket (Fi g. 4).

(3) Remove the bolts attaching the retainer to thelower suspension arm. Remove the retainer and sta-bilizer bar from the vehicle (Fig. 4).

(4) I f necessary, remove the rear support bracketsand the bushings from the stabilizer bar (Fig. 4).

INSTALLATION

(1) I f removed, install the bushings and the r earsupport brackets on the stabilizer bar (Fig. 4).

(2) Pl ace the stabilizer bar rear support bracketsadjacent to the frame crossmember brackets (Fig. 4)and install the bolts. Tighten the bolts finger-tight.Check the alignment of the bar to ensure thereis no interference with the either frame rail orchassis component. Spacing should be equal onboth sides.

(3) Attach the stabilizer bar to the lower suspen-sion arm with the retainer and bolts (Fig. 4). Tightenthe bolts to 27 Nm (20 ft. lbs.) torque.

(4) Tighten the rear support bracket bolts (Fig. 4)to 27 Nm (20 ft. lbs.) torque.

TORSION BAR

SERVICE INFORMATION

The left and right side torsion bars are NOT inter-

changeable. The bars are identified and stamped R or

L , for right or left. T he bars do not have a front or

rear end and can be installed with either end facing

forward.

REMOVAL(1) Remove the suspension arm jounce bumpers

before raising vehicle.(2) Raise and support the vehicle with the front

suspension hanging.(3) Turn the adjustment bolt counterclockwise to

release spring load (F ig. 5). Remove the adjustmentbolt from swivel.

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

Fig. 3 Front Shock Absorber4WD Fig. 4 Stabilizer Bar

Fig. 5 Torsion Bar



16/48

(5) Remove all foreign material from torsion bar

mounting in anchor and suspension arm (F ig. 5).

(6) I nspect adjustment bolt and swivel for severe

corr osion or damage.

INSTALLATION

(1) I nsert torsion bar ends into anchor and suspen-

sion arm (Fig. 5).(2) Position anchor and bushing in frame cross-

member. I nstall adjustment bolt through bushing

and anchor and into swivel (Fig. 5).

(3) Turn adjustment bolt clockwise to apply a

spring load.

(4) L ower vehicle and adjust the front suspension

height. Refer to Wheel Alignment in this group.

(5) I nstall suspension arm jounce bumpers.

LOWER SUSPENSIONARM

REMOVAL


(2) Follow the procedure outlined in Torsion Bar

Removal.

(3) Remove shock absorber lower bolt.

(4) Disconnect the stabilizer bar from suspension

arm.

(5) Remove the cotter pin and nut from lower ball

stud. Separate ball stud from steering knuckle with

Remover C-3564-A.

(6) Remove suspension arm pivot bolts and suspen-

sion arm from frame rail brackets (Fig. 6).

INSTALLATION

(1) Position the lower suspension arm at the frame

rail brackets. Install the pivot bolts and nuts (Fig. 6).

Tighten the nuts finger-tight.

(2) I nsert the ball stud into steering knuckle. I n-

stall and tighten the retaining nut to 142 Nm (115

ft. lbs.) torque. I nstall a new cotter pin.

(3) Follow the procedure outlined in Torsion BarI nstallation.

(4) I nstall shock absorber lower bolt.


Shaft Installation in this group.

(6) I nstall the stabili zer bar to the lower suspen-

sion arm.

(7) Ti ghten the lower suspension front pivot nut to

108 Nm (80 ft. lbs.) torque. Tighten rear pivot bolt to

176 Nm (130 ft. lbs.) torque.

(8) Adjust the front suspension height. Refer to

Wheel Alignment in this Group.

UPPER SUSPENSIONARM

REMOVAL

(1) Remove the CV drive shaft. Refer to CV Drive

Shaft Removal in this Group.

(2) Turn torsion bar adjustment bolt counter-clock-

wise to completely remove tension from torsion bar.

Count the number of turns for installation reference.

(3) Remove brake hose brackets from suspension

arm. Refer to Gr oup 5, Brakes.

(4) Remove shock absorber lower bolt.

(5) Remove the cotter pin and nut from lower ball

stud.(6) Position Ball Stud Remover C-3564-A as shown

(Fig. 7). Rotate threaded portion of tool to apply forceto the upper ball stud.

(7) Strike steering knuckle sharply with a hammerto loosen ball stud from knuckle. Do not force ballstud out from knuckle with the tool.

(8) Separate upper ball stud from steering knucklearm.

(9) Remove suspension arm pivot bar bolts and re-move suspension arm (Fig. 8).

INSTALLATION

(1) Position suspension arm pivot bar on adjust-ment bolts. I nstall nuts and tighten (temporarily) to136 Nm (100 ft. lbs.) torque.

(2) I nsert ball stud in steering knuckle arm. I nstallretaining nut. Tighten nut to 142 Nm (105 ft. lbs.)torque. I nstall a new cotter pin.

(3) I nstall shock absorber lower bolt.(4) Attach brake hose brackets to suspension arm.

Refer to Gr oup 5, Brakes.(5) Turn torsion bar adjustment bolt clockwise (the

amount of turns recorded earlier) to apply tension totorsion bar.

Fig. 6 Lower Suspension Arm Removal/Installation



17/48


Shaft Installation in this Group.


(8) Tighten upper suspension arm pivot bolts to

210 Nm (155 ft. lbs.) torque.

(9) Adjust alignment caster and camber. Refer to

Front Wheel Alignment in this Group.

UPPER BALL STUD

INSPECTION(1) Position a fl oor jack under the lower suspension

arm. Raise the wheel and tire so it lightly contact the

floor (vehicle weight relieved from the tire).

(2) Grasp the top of the tire and apply force in and

out. L ook for any movement at the ball joints be-

tween the upper suspension arm and steering

knuckle.

(3) I f any lateral movement is evident, replace the

ball joint.

REMOVAL

(1) Pl ace a jack under outer end of lower suspen-

sion arm. Raise and support the vehicle.(2) Remove the wheel and ti re.

(3) R emove cotter pin and nut from upper ball

stud.

(4) Position Ball Stud Remover C-3564-A. Rotate

threaded portion of tool to apply force to the upper

ball stud.




(6) Remove ball stud seal.

(7) Use Removal/ I nstallation Tool C-3561 to un-

thread ball stud from suspension arm.

INSTALLATION

(1) Thread new ball stud in with Tool C-3561.

Tighten ball stud to 170 N m (125 ft. lbs.) torque. The

gap between ball stud Hex and suspension arm bore

is 0.25 to 1.25mm (0.01 to 0.05 inch).

(2) I nstall new seal over ball stud. Make sure seal

securely locked in-place.



STEERINGKNUCKLE

REMOVAL


(2) Turn torsion bar adjustment bolt counter-clock-wise to completely remove tension from torsion bar.Count the number of turns for installation reference.

(3) Remove shock absorber lower bolt.(4) Disconnect the stabil izer bar from suspension

arm.

Fig. 7 Loosening Upper Ball Stud

Fig. 8 Upper Suspension Arm



18/48

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

Wheel Hub and Bearing Removal in this Group.

(6) Remove tie-rod end stud from steering knuckle

arm. Refer to Group 19, Steering.

(7) Remove ABS sensor and wire from upper sus-pension arm (Fig. 9).

(8) Remove the cotter pin and nut from upper andlower ball stud.

(9) Use Ball Stud Remover C-3564-A to free upperand lower ball joints from steering knuckle (Fig. 7).

(10) Strike steering knuckle sharply with a ham-mer to loosen ball stud from knuckle. Do not forceball stud out from knuckle with the tool.

(11) Remove steering knuckle from vehicle (Fig.10).

INSTALLATION

(1) Position steering knuckle on upper and lowerball studs and i nstall nuts. Tighten lower nut to 156

Nm (115 ft. lbs.) torque. Tighten upper nut to 142Nm (105 ft. lbs.) torque. I nstall new cotter pins.

(2) I nstall ABS sensor on steering knuckle andwire on upper suspension arm. Tighten bolts to 24Nm (18 ft. lbs.) torque.

(3) I nstall tie rod to steering knuckle arm. Refer toGroup 19, Steering.

(4) I nstall wheel hub and bearings. Refer to WheelHub and Bearing Installation in this Group.

(5) I nstall shock absorber lower bolt.

(6) I nstall the CV drive shaft. Refer to CV DriveShaft Installation in this Group.

(7) I nstall the stabilizer bar to suspension arm.(8) I nstall the wheel and tire.(9) Turn torsion bar adjustment bolt clockwise (the

amount of turns recorded earli er) to apply tension totorsion bar.

(10) Adjust the front suspension height. Refer toWheel Alignment within this Group.

Fig. 9 Remove ABS Sensor and Wire From Knuckle

Fig. 10 Steering Knuckle



19/48

SERVICE DIAGNOSIS

INDEX

page page

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

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

GENERAL INFORMATIONAxle bearing problem conditions are usually caused

by:

I nsufficient or incorrect lubricant

Foreign matter/water contaminati on

I ncorrect bearing preload torque adjustment

When serviced, the bearings must be cleaned thor-

oughly. They should be dried with lint-free shop tow-

els. Never dry bearings with compressed air.

This will overheat them and brinell the bearingsurfaces. T his will result in noisy operation af-

ter repair.

Axle gear problem conditions are usually the result

of:

I nsufficient lubrication

I ncorrect or contaminated lubricant

Overloading (excessive engine torque)

I ncorrect clearance or backlash adjustment

I nsufficient lubrication is usually the result of a

housing cover leak. I t can also be from worn axle

shaft or pinion gear seals. Check for cracks or porous

areas in the housing or tubes.Using the wrong lubricant will cause overheating

and gear failure. Gear tooth cracking and bearing

spalling are indicators of this.

Axle component breakage is most often the result

of:

Severe overloading

I nsufficient lubricant

I ncorrect lubricant

I mproperl y tightened components

Common causes of overloading is from full-throttle

acceleration. Overloading happens when towing

heavier-than-recommended loads. Component break-

age can occur when the wheels are spun excessively.

I nsufficient or incorrect lubricants contribute to

breakage through overheating. L oose differential

components can also cause breakage.

I ncorrect bearing preload or gear backlash will not

result in component breakage. Mis-adjustment will

produce enough noise to cause service repair before a

failure occurs. I f a mis-adjustment condition is not

corrected, component fail ure can result.

GEAR AND BEARINGNOISE

GEAR NOISE

Axle gear noise can be caused by insufficient lubri-

cant. I ncorr ect backlash, tooth contact, or worn/dam-

aged gears can cause noise.

Gear noise usually happens at a specific speed

range. The range i s 30 to 40 mph, or above 50 mph.

The noise can also occur during a specific type of

driving condition. These conditions are acceleration,deceleration, coast, or constant load.

When road testing, accelerate the vehicle to the

speed range where the noise is the greatest. Shiftout-of-gear and coast through the peak-noise range.I f the noise stops or changes greatly, check for insuf-ficient lubricant. I ncorrect ring gear backlash, orgear damage can cause noise changes.

Differential side and pinion gears can be checkedby turning the vehicle. They usually do not causenoise in straight-ahead driving. These gears areloaded during vehicle tur ns. I f noise does occur dur-ing vehicle turns, the side or pinion gears could be

worn or damaged. A worn pinion gear mate shaft canalso cause a snapping or a knocking noise.

BEARING NOISE

The axle shaft, differential and pinion gear bear-ings can all produce noise when worn or damaged.Bearing noise can be either a whining, or a growlingsound.

Pinion gear bearings have a constant-pitch noise.This noise changes only with vehicle speed. Pinionbearing noise wil l be higher because i t rotates at afaster rate. Drive the vehicle and load the differen-tial. I f bearing noise occurs the pinion rear bearing is

the source of the noise. I f the bearing noise is heardduring a coast, front bearing is the source.

Worn, damaged differential bearings usually pro-duce a low pitch noise. Differential bearing noise i ssimilar to pinion bearing. The pitch of differentialbearing noise i s also constant and varies only withvehicle speed.

Axle shaft bearings produce noise and vibrationwhen worn or damaged. T he noise generally changeswhen the bearings are l oaded. Road test the vehicle.Turn the vehicle sharply to the l eft and to the right.This will load the bearings and change the noise



20/48

level. Where axle bearing damage is slight, the noiseis usually not noticeable at speeds above 30 mph.

LOW SPEED KNOCKL ow speed knock is generall y caused by a worn U-

joint or by worn side-gear thrust washers. A wornpinion gear shaft bore will also cause l ow speed

knock.

VIBRATIONVibration at the rear of the vehicle is usually

caused by a: Damaged drive shaft Missing drive shaft balance weight Worn, out-of-balance wheels L oose wheel lug nuts Worn U-joint Loose spring U-bolts L oose/broken rear springs or shackles Damaged axle shaft bearings

L oose pinion gear nut Excessive pinion yoke run out Bent axle shaft

Check for loose or damaged front-end componentsor engine/transmission mounts. These componentscan contribute to what appears to be a rear-end vi-bration. Do not overlook engine accessori es, bracketsand drive belts.

All driveline components should be examined be-

fore starting any repair.

Refer to Group 22, Tires And Wheels for additional

information.

DRIVELINESNAPA snap or clunk noise when the vehicle is shifted

into gear (or the clutch engaged), can be caused by: High engine idle speed

L oose engine/transmission/transfer case mounts

Worn U-joints

L oose spring shackles or U-bolts

L oose pinion gear nut and yoke

Excessive ring gear backlash

Excessive differential side gear-to-case clearance

With 2WD vehicles, a worn bushing in the

transmission extension housing can also cause

noise.

The source of a snap or a clunk noise can be deter-

mined with the assistance of a helper. Raise the ve-hicle on a hoist with the wheels free to rotate.

I nstruct the helper to shift the transmission into

gear. L isten for the noise, a mechanics stethoscope is

helpful in isolating the source of a noise.



21/48

SERVICE DIAGNOSIS



22/48

SERVICE DIAGNOSIS (CONTD)



23/48

CV DRIVE SHAFT

INDEX

page page

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

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

SERVICEINFORMATIONThe two constant velocity (CV) drive shafts are

identical and interchangeable. They are compri sed ofthree major components (Fig. 1): An inner, tripod CV joint A short, solid interconnecting shaft An outer, Rzeppa CV joint with stub shaft

The axle shafts are equipped with ABS tonewheels. The sensors are attached to the knuckle as-

semblies and tone wheels are pressed on the axleshaft. Use care when removing axle shafts asNOT to damage the tone ring or sensor.

The inner tripod-joints are attached to the axleshaft flanges (Fig. 1). T he outer joint is splined andmates with the hub bearing on the knuckle.

The lubricant amounts included with replace-ment rubber boots are different for inner and

outer CV joints. Apply only the specified lubri-

cant amount to each CV joint.

CAUTION: Proper CV joint boot sealing is critical

for retaining the special lubricant. Prevent foreign

material from entering and contaminating the CV

joints. Mishandling a CV drive shaft can cause a

boot to be punctured or damage within the joints.

Always support both ends of the CV drive shaft

during removal and installation to avoid damage.

When replacing CV drive shaft components,

ensure that only exact r eplacements parts are

installed.

Fig. 1 CV Drive Shaft Components



24/48

SHAFT REMOVAL/INSTALLATION

REMOVAL

(1) Remove the cotter pin, nut lock, and spring

washer from the stub shaft (Fig. 2).

(2) L oosen the lug nuts and hub nut while the ve-hicle is on the surface with the brakes applied (Fig.

3).

(3) Raise the vehicle. Remove the skid plate.

(4) Remove the hub nut and washer from the stub

shaft (Fi g. 4). Remove the wheel and ti re.

(5) Remove the bolts that attach the inner housing

flange to the axle shaft flange (Fig. 5).

(6) Support the drive shaft at the CV joint hous-

ings. Separate the stub shaft from the hub bearing.

Do not pull on the rubber boot. Remove the CV

drive shaft from the vehicle (Fig. 5).

INSTALLATION

(1) I nsert the CV drive shaft stub into the hub

bearing.

(2) Attach the inner joint flange to the axle shaft

flange (F ig. 5). Tighten the bolts to 90 Nm (65 ft.

lbs.) torque.

(3) Clean all foreign material from the stub shaftthreads. I nstall the hub nut and washer (Fig. 5).

(4) Apply the brakes and tighten hub nut to 258

Nm (190 ft. lbs.) torque.(5) I nstall the spring washer, nut lock and cotter

pin on the stub shaft (Fig. 6).(6) I nstall the wheel and tire.

INNER CV JOINT

DISASSEMBLY


(2) Pl ace the inner CV joint housing in a vise.(3) Remove the inner rubber boot retaining clamps

and clamp protector. Pull the i nner boot back onto

the interconnecting shaft. Discard the retainingclamps.

(4) Pull the tripod and shaft straight out from theinner CV joint housing.

(5) Move the snap retaining ring from the groovebehind the tripod (Fig. 7). Slide the tripod toward thecenter of the shaft. Remove the C-clip on the outerend of the shaft (Fig. 8).

(6) Remove the tripod from the shaft. Replace theboot as necessary.

(7) Remove the lubricant from the i nterior of thehousing and from the tripod.

(8) I nspect the needle bearing raceways in thehousing and tri pod components for excessive wearand damage. Replace the tripod as a unit only ifnecessary.

ASSEMBLY

(1) Slide the boot down enough for work access.The inner boot will be marked and MUST only beused on the tripod end.

(2) I nstall the snap ring past the ring grove (to-ward the center of the shaft). Slide the tripod ontothe end of the interconnecting shaft. Be sure thechamfered end of the tripod is adjacent to the C-

Fig. 2 Cotter Pin, Nut Lock & Spring WasherRemoval

Fig. 3 Loosening Wheel Hub Nut

Fig. 4 Hub Nut & Washer



25/48

clip retaining ring groove (Fig. 8).

(3) I nstall the C-clip i n the groove. Slide the tripod

out against the clip. I nstall the snap ring in the in-

ner groove. Be sure the snap ring and C-clip are

seated.

(4) Apply the lubricant that is included with the

replacement rubber boot. Coat the interior of the

joint housing and the tripod. I nsert and seat the tri -

pod (and shaft) in the housing.

(5) Position the large-diameter end of the inner CV

joint rubber boot over the edge of the housing. I nsert

the lip of the boot into the locating groove at the edge

of the housing (Fig. 9).

(6) I nsert the small lip into the locating groove in

the interconnecting shaft.

Fig. 5 CV Drive Shaft Removal/Installation

Fig. 6 Cotter Pin Installation

Fig. 7 Snap Retaining Ring Removal

Fig. 8 C-Clip Removal/Installation



26/48

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

on the housing and on the shaft with replacement re-

taining clamps. Refer to CV J oint Rubber Boots in

this Section.

OUTER CV JOINTIf the outer CV joint is excessively worn, re-

place the entire CV joint and rubber boot.

DISASSEMBLY


Shaft Removal in this Group.(2) Unsnap the clamp protectors (if installed). Re-

move retaining clamps from the outer CV joint anddiscard. Sl ide the boot off the outer joint and down

the shaft.(3) Remove the lubricant to expose the outer CV

joint components (Fig. 10).

(4) Clamp the shaft in a vise (with soft jaws). Sup-port the outer CV joint. Use snap ring pliers to re-lease the clip from the groove. Slide the outer CVjoint from the shaft. (Fig. 11).

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

CV joint. Use a brass drift and a hammer. Tap

slinger ring off CV joint and discard.

(6) Remove the surplus lubricant. Apply installa-

tion alignment marks on the bearing hub, bearing

cage and housing with dabs of paint (Fi g. 12).

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

Place the stub shaft in a soft-jawed vise (to avoid

damage to the shaft spli nes).

(8) Press down on one side of the bearing cage/hub

to tilt the cage. This will provide access to a ball atthe opposite side of the cage. I f the CV joint is tight,

use a hammer and brass drift to loosen the bearing

hub. Do not contact the bearing cage with the

drift.

(9) Remove the ball from the bearing cage (Fig.

13). I f necessary, a small pry bar can be used to pry

the ball loose from the cage.

(10) Repeat the step above until all six balls are

removed from the bearing cage.

Fig. 9 Inner CV Joint Boot

Fig. 10 Outer CV Joint Components

Fig. 11 Outer CV Joint Removal

Fig. 12 Ball Access



27/48

(11) Tilt the bearing cage and hub to a vertical po-

sition. Remove the cage from the housing. Pull cage

upward and away from the housing (Fig. 14).

(12) Turn the bearing hub 90 from the bearing

cage. Align one pair of the hub lands with the cage

windows. Raise and insert one of the lands into the

adjacent cage window. Remove the bearing hub by

rolling it out of the cage (Fig. 15).

INSPECTION

I nspect the lubricant for contamination. I nspect theouter CV joint components for defects according to

the following instructions.

(1) Clean all the components with an appropriate

solvent and dry them with compressed air.

(2) I nspect the ball raceways in the housing for ex-

cessive wear and scoring.

(3) Examine the stub shaft splines and threads for

damage.

(4) I nspect the balls for pitting, cracks, scoring and

excessive wear. A dull exterior surface is normal.

(5) I nspect the bearing cage for wear, grooves, rip-

ples, cracks and chipping.

(6) I nspect the bearing hub (Fig. 10) for excessive

wear and scoring on ball raceways.Polished contact surface areas on the race-

ways and on the bearing cage spheres are nor-mal. I f the joints cause a noise or a vibration,replace them.

ASSEMBLY

(1) L ightly apply lubricating oil to all the outer CVjoint components (Fig. 9) before assembling them.

(2) Align the bearing hub, cage and housing (Fig.12) according to the alignment reference marks.

(3) I nsert one of the bearing hub lands into a bear-ing cage window (Fig. 15). Roll the hub into the cage.

Rotate the bearing hub 90 to complete the installa-tion (Fig. 16).

(4) I nsert bearing cage/hub into the housing (Fig.18). Rotate the cage/hub 90 to complete the installa-tion (Fig. 19).

(5) Apply the lubricant included with the replace-ment rubber boot to the ball raceways. Spread the lu-

Fig. 13 Ball Removal

Fig. 14 Bearing Cage & Hub Removal

Fig. 15 Bearing Hub Removal

Fig. 16 Bearing Hub Installation



28/48

bricant equall y between all the raceways. One packet

of lubricant is sufficient to lubricate the complete CV

joint.

(6) Til t the bearing hub and cage and install the

balls in the raceways (Fig. 20).

(7) Apply a small amount of lubricant to inner di-

ameter of slinger. Pl ace slinger squarely on the

outer CV joint. Use installer tool L -4518-1 from tool

set L -4518 and hammer slinger onto joint until it

seats (Fig. 21).

CAUTION: Prevent damage to the slinger after in-

stallation or a when a replacement outer CV joint is

installed.

(8) Position the small-diameter end of the replace-

ment rubber boot on the i nterconnecting shaft. Re-

tain the boot with a r eplacement clamp. Refer to CV

J oint Rubber Boots in this Section.

(9) Align the shaft splines to the outer CV joint

splines. Push the outer CV joint until the snap ring

seats in the groove (Fig. 22).

Fig. 17 Assembled Bearing Cage & Hub

Fig. 18 Bearing Cage & Hub Installation

Fig. 19 Bearing Cage & Hub Installed In Housing

Fig. 20 Ball Installation In Raceway

Fig. 21 Slinger Installation



29/48

(10) Ensure that the snap ring is properly seated

in the housing. Pull the outer CV joint from the in-

terconnecting shaft to test.(11) Pl ace the large-diameter end of the replace-

ment rubber boot over the edge of the CV joint hous-

ing. Ensure that the boot is not twisted.

(12) Retain the rubber boot on the housing with a

replacement retaining clamps. Refer to CV J oint

Rubber Boots in this Section.

RUBBER BOOTS

HANDLING AND CLEANING PRECAUTIONS

Extreme care must be exercised to avoid punctur-

ing or tearing the boots.

The rubber material in shaft boots is not com-patible with oil, gasoline, or petroleum-based

cleaning solvents. Do not expose the rubber

boots to any of these fluids. Use only soap and

water to clean the rubber boots. After cleaning,

the rubber boot must be thoroughly rinsed and

dried.

INSPECTION

L ook for lubricant around the exterior of a boot.

When a CV drive shaft is removed from the vehicle

for service, the boot should be properly cleaned. I n-

spect for cracks, tears and scuffed areas on the sur-faces. If any of these conditions exist, boot

replacement is recommended.

RETAINING CLAMPS

Two different sizes of ladder type clamps are used

to retain the rubber boots. The same size ladder

clamp i s used to retain the small-diameter end of the

inner and outer CV J oint rubber boots. Clamp I n-

staller/Remover C-4124 is used to compress and

tighten the clamp (Fig. 23). Service replacement

clamps use a protective plastic strap over both inner

and outer large clamps. The clamps are installed ac-

cording to the provided instructions below.

RUBBER BOOT INSTALLATIONThe CV drive shaft rubber boots are the same

for inner and outer CV joints.

The lubricant amounts included with replace-

ment rubber boots are different for inner and

outer CV joints. Apply only the specified lubri-

cant amount to each CV joint.

(1) I nsert the lip located within the small-diameter

end of the rubber boot i nto the shaft groove (Fig. 23).

(2) Retain the small-diameter of the boot on the

shaft with a ladder-type clamp in the boot groove

(Fig. 23). Ensure that the boot and lip are properly

positioned on the interconnecting shaft. Position the

clamp tangs in the slots and manually tighten the

clamp as much as possible.

(3) Compress the clamp bridge with Remover/I n-

staller C-4124. Squeeze the tool handles to complete

the tightening of the clamp (Fig. 24). Care must be

exercised when using the tool to avoid cutting

through the clamp bridge or damaging the rub-

ber boot.

(4) Position the large-diameter end of the boot on

the inner or outer CV joint housing (as applicable).

After the inner joint boot small clamp is installed,

the inboard hub must be set to a service build length.

Compress the inner hub down the connectorshaft. Use a small blunt drift between the largeend and the boot seal to relieve the pressure. Thedistance edge of the lip to the edge of the flangeshould be 190.00 mm (7.48 in.) (Fig. 25). This willeliminate excess air that can cause a Ballooning af-fect and possibly cause damage to the boot.

(5) Ensure that the rubber boot is not twisted andthat it is correctly positioned on the housing.

(6) I nstall the large ladder clamp on the boot andsecure as done with the small ladder clamps (Fig.24).

Fig. 22 Outer CV Joint Installation

Fig. 23 Boot Retaining Clamp Locations



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(7) I nstall the two piece plastic clamp protectorover each of the large diameter clamps. Snap the

pieces together.(8) I nstall the CV drive shaft. Refer to CV DriveShaft Installation in this Group.

Fig. 25 Inboard Joint Service Build Length

Fig. 24 Compressing Clamp Bridge



31/48

7 1/4 INCH FRONT AXLE

INDEX

page page

Axle Shaft, Seal and Bearing . . . . . . . . . . . . . . . . . 35Differential and Pinion Measurement with Gauge

Set C-3715-B . . . . . . . . . . . . . . . . . . . . . . . . . . . 40Differential Case Removal . . . . . . . . . . . . . . . . . . . 37Drive Axle Assembly Replacement . . . . . . . . . . . . . 31

General Information . . . . . . . . . . . . . . . . . . . . . . . 31Lubricant Change . . . . . . . . . . . . . . . . . . . . . . . . . 33Lubricant Specifications . . . . . . . . . . . . . . . . . . . . . 31Pinion Gear Shaft Removal . . . . . . . . . . . . . . . . . . 38Pinion Shaft Seal Replacement . . . . . . . . . . . . . . . 34

GENERAL INFORMATIONThe 7 1/4 inch front axle consists of a cast iron dif-

ferential housing with axle shaft tubes extending

from either side. The tubes are pressed into and

welded to the differential housing to form a one-piece

axle housing.

The integral type housing, hypoid gear design has

the centerline of the pinion set below the centerlineof the ring gear.

The axle has a fitting for a vent hose used to re-

li eve internal pressure caused by lubricant vaporiza-

tion and internal expansion.

The axle shafts are retained by C-clips in the dif-

ferential side gears.

The cover provides a means for inspection and ser-

vice of the differential without removing the axle.

The axles have the gear ratio listed on a tag. The

tag is attached to the housing cover.

The differential case is a one-piece design. The dif-

ferential pinion mate shaft is retained with a

threaded roll pin. Differential bearing preload and

ring gear backlash is adjusted by the use of threaded

adjusters. The adjusters are located between the dif-

ferential bearing cups and housing tubes. Pinion

bearing preload is set and maintained by the use of a

collapsible spacer.

PINION GEAR DEPTH MEASUREMENT WITH

GAUGE SET C-3715-B is used when;

The axle/differential housing is being replaced

The original pinion depth shim pack is lost or mis-

placed

Replacing the differential case

Replacing pinion and differential bearings

LUBRICANTSPECIFICATIONSMulti-purpose, hypoid gear lubricant should be

used in the 7 1/4 inch axle. The lubricant shouldhave MI L -L-2105C and API GL 5 quality specifica-tions. MOPAR Hypoid Gear L ubricant conforms toboth of these specifications. The factory installed lubricant for the 7 1/4 inchfront axle is SAE 80W 90 gear lubricant The factory installed lubricant quantity is 481fluid oz.

Refer to Group 0, L ubrication and Maintenance for

additional information.

CAUTION: If axle is submerged in water, lubricant

must be replaced immediately to avoid possible

premature axle failure.

DRIVE AXLE ASSEMBLY REPLACEMENT

REMOVAL

I t is not necessary to remove the complete axle

from the vehicle for routine or differential service. I f

the differential housing or axle shaft tubes are dam-

aged, the complete axle can be removed and in-

stalled.

(1) Raise and support the vehicle. Remove the skid

plate.


Shaft Removal in this Group.

(3) Remove the front propeller shaft from the

transfer case. Refer to Gr oup 16, Propell er Shafts.

(4) Unbolt the axle from the support brackets. Re-

fer to (Fig. 2).

(5) Use an adjustable and movable jack to support

the differential housing while removing the bolts.

(6) L ower the jack and housing. Remove the axle

and propeller shaft from vehicle.

INSTALLATION

(1) Raise the housing and propeller shaft into posi-

tion. L oosely install the bolts and nuts to the brack-

ets (Fig. 2).

A drift pin will be helpful when aligning thebolt holes. There are alignment holes in the

adapter and in the support brackets for this

purpose.(2) Tighten all the bolts finger-tight, then tighten

according to the following specifications: I nsulator-to-differential (left side) housingnut102 Nm (75 ft. lbs.) torque I nsulator-to-square block (right side) housingnut102 Nm (75 ft. lbs.) torque Transmission support bracket-to- housing bolt88Nm (65 ft. lbs.) torque



32/48

Fig. 1 Drive Axle7 1/4 Inch Axle



33/48

Support bracket-to-adapter (left side) bolt88 Nm

(65 ft. lbs.) Torque

(3) Connect the propeller shaft to the transfer case

output shaft flange. Refer to Group 16, PropellerShafts.

(4) Connect the CV drive shafts to the axle shaft

flanges. Refer to CV Drive Shaft in this Group.

(5) I nstall the skid plate with the bolts. Tighten

the bolts to 23 Nm (200 in. lbs.) torque.

(6) Adjust the vehicle in a level position. Check the

differential housing lubricant level.

(7) I f necessary, add MOPAR Hypoid Gear L ubri-

cant (or an equivalent).

(8) Remove the supports and lower the vehicle to

the surface.

LUBRICANTCHANGEThe gear lubricant will drain quicker if the vehicle

has been recently driven.


(2) Remove the lubricant fill hole plug from the dif-

ferential housing cover.

(3) Remove the differential housing cover and

drain the lubricant from the housing.

(4) Clean the housing cavity with a flushing oil,

light engine oil or lint free cloth. Do not use water,

steam, kerosene or gasoline for cleaning.

(5) Remove the sealant from the housing and cover

surfaces. Use solvent to clean the mating surfaces.

(6) Apply a bead of M OPAR Silicone Rubber Seal-

ant to the housing cover (Fig. 3). Allow the sealantto cure for a few minutes.

Fig. 2 Axle and Engine Mounting

Fig. 3 Typical Housing Cover With Sealant



34/48

Install the housing cover within 5 minutes af-

ter applying the sealant. If not installed the

sealant must be removed and another bead ap-

plied.

(7) I nstall the cover and any identification tag.

Tighten the cover bolts in a criss-cross pattern to 47

Nm (35 ft. lbs.) torque.

(8) Refill the differential with MOPAR HypoidGear L ubricant within 13 mm (1/2 in.) below the fill

plug hole.

(9) I nstall the fill hole plug and lower the vehicle.

PINIONSHAFT SEAL REPLACEMENT

REMOVAL


(2) Mark the propeller shaft yoke and pinion yoke

for installation alignment reference.

(3) Remove the propell er shaft from the yoke.

(4) Rotate the pinion gear three or four times.

(5) M easure the amount of torque (in Newton-

meters or inch-pounds) necessary to rotate the pinion

gear with a torque wrench. Note the torque for in-

stallation reference. It must be known to properly

adjust the pinion gear bearing preload torque

after seal installation.

(6) Remove the pinion yoke nut and washer. Use

Remover C-452 and Wrench C-3281 to remove the

pinion yoke (Fig. 4).

(7) Mark the positions of the yoke and pinion gear

for installation alignment reference.

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

INSTALLATION

(1) Apply a light coating of gear lubricant on thelip of pinion seal. I nstall seal with I nstaller C-4076-Aand Handle C-4735.

(2) Align the installation reference marks and in-

stall yoke on the pinion gear with I nstaller C-3718

and Wrench C-3281.

(3) I nstall the Bellevill e washer. The convex side of

the washer must face outward. Install a new nut on

the pinion gear. Tighten the nut only enough toremove the shaft end play.

CAUTION: Exercise care during the bearing preload

torque adjustment. Do not over-tighten, or loosen

and then re-tighten the nut. Do not exceed the bear-

ing preload torque. The collapsible preload spacer

on the pinion shaft will have to be replaced. The

bearing preload torque will be re-adjusted after-

ward.

Fig. 4 Pinion Yoke Removal

Fig. 5 Pinion Seal Removal

Fig. 6 Pinion Seal Installation



35/48

(4) I nstall a socket and i nch-pound torque wrench

on the pinion nut.

(5) Rotate the shaft with the torque wrench and

note the torque.

Required preload torque is the amount re-

corded during removal plus an additional 0.56

Nm (5 in. lbs.).

(6) Use Flange Wrench C-3281 to retain the yokeand shaft (F ig. 7). Tighten the shaft nut in very

small increments.

(7) Continue tightening the shaft nut in small in-crements until the correct bearing preload torque isattained.

(8) Align the installation reference marks and at-tach the propell er shaft to the yoke.

(9) Add API grade GL 5 hypoid gear lubricant tothe differential housing, if necessary.

(10) L ower the vehicle.

AXLE SHAFT, SEAL AND BEARING

LEFT SIDE AXLE SHAFT REMOVAL

(1) Raise and support the vehicle.(2) Disconnect CV drive shaft from axle shaft

flange. Refer to CV Drive Shaft Removal.(3) Cl ean all the foreign material from housing

cover area.(4) L oosen the housing cover bolts and drain the

lubricant from the housing. Remove the housingcover.

(5) Rotate the differential case so the differentialpinion shaft lock screw is accessible. Remove the lockscrew and pinion shaft from the differential case(Fig. 8).

(6) Push the axle shaft in toward the center of the

vehicle. Remove the axle shaft C-clip lock from the

axle shaft (Fig. 9).

(7) Remove the axle shaft. Use care to prevent

damage to the axle shaft bearing, which will remain

in the axle shaft tube.

(8) I nspect the axle shaft bearing contact surface

area for indications of brinelling, spalling, and pit-

ting.

(9) I f any of these conditions exist, the axle shaftand bearing must be replaced.

The normal appearance (from roller bearingcontact) will be a dull gray surface area thatcould appear slightly dented.

RIGHT SIDE AXLE SHAFT REMOVAL

(1) Raise and support the vehicle.(2) Remove CV drive shaft from axle shaft flange.

Refer to CV Drive Shaft Removal.(3) Remove shock absorber.(4) Turn torsion bar adjustment bolt counter-clock-

wise to completely remove tension from torsion bar.Count the number of turns for installation reference.

Fig. 7 Tightening Pinion Shaft Nut

Fig. 8 Pinion Mate Shaft Lock Screw

Fig. 9 Axle Shaft C-Clip Lock



36/48

(5) Remove cotter pin and nut from lower ball

stud. Separate ball stud fr om knuckle with Remover

C-3564A.

(6) Cl ean all the foreign material from housing

cover area.

(7) L oosen the housing cover bolts and drain the

lubricant from the housing. Remove the housing

cover.(8) Rotate the differential case so the differential

pinion shaft lock screw is accessible. Remove the lock

screw and pinion shaft from the differential case

(Fig. 8).

(9) Push the axle shaft in toward the center of the

vehicle. Remove the axle shaft C-clip lock from the

axle shaft (Fig. 9).

(10) L ift knuckle and upper suspension arm up

and remove the axle shaft. Use care to prevent dam-

age to the axle shaft bearing, which will remain in

the axle shaft tube.

(11) I nspect the axle shaft bearing contact surfacearea for indications of brinelling, spalling, and pit-

ting.

(12) I f any of these conditions exist, the axle shaft

and bearing must be replaced.

The normal appearance (from roller bearing

contact) will be a dull gray surface area that

could appear slightly dented.

SEAL AND BEARING REMOVAL

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

small pry bar.

(2) Remove the bearing if it appears damaged or

the axle shaft shows any of the conditions described

above.

(3) Remove the bearing with Remover C-4167 and

Slide H ammer C-637.

(4) I nspect the axle shaft tube bore for roughness

and burrs. Remove as necessary.

CAUTION: Inspect the housing bore for burrs. Re-

move them if they exist.

BEARING AND SEAL INSTALLATION

(1) Wipe the bore in the axle shaft tube clean.

(2) I nstall bearing into axle shaft tube with I n-

staller C-4198 and Handle C-4171.

CAUTION: DO NOT use the new axle shaft seal to

position or seat the bearing in the axle shaft bore.

(3) I nstall a new axle shaft seal (Fig. 11) with I n-

staller C-4203 and H andle C-4171. The flat side of

the installation tool must face the seal.

AXLE SHAFT INSTALLATION(1) L ubricate the bearing bore and seal lip. I nsert

the axle shaft and engage the splines with the side

gear. Use care to prevent the shaft splines from

damaging the axle shaft seal lip.

(2) I nsert the C-clip lock in the recessed groove.

Push the axle shaft outward to seat the C-clip lock.

(3) I nsert the pinion gear mate shaft in the case.

I nstall through the thrust washers and pinion gears.

Align the hole in the shaft with the lock screw hole.

I nstall the lock screw with L octite on the threads.

Tighten the screw to 11 Nm (8 ft. lbs.) torque.

(4) Clean the cover and apply a bead of sealant.

Refer to the Drain and Refill in this section.

(5) Remove the fil l hole plug. Fill the differential

housing with lubricant. Refer to the Specifications

chart for the type and the quantity. I nstall the fill

hole plug.

LEFTAXLESHAFT


Shaft Installation.

(2) L ower the vehicle and test the axle for correct

operation.

Fig. 10 Axle Shaft, Seal & Bearing

Fig. 11 Axle Shaft Seal Installation



37/48

RIGHT AXLESHAFT

(1) I nsert lower ball stud into steering knuckle. In-stall nut and tighten to 163 N m (120 ft. lbs.). I nstallnew cotter pin.

(2) Turn torsion bar adjustment bolt clockwise thenumber of turns recorded during removal.

(3) I nstall CV drive shaft. Refer to CV Drive Shaft

I nstallation.(4) I nstall shock absorber.(5) L ower the vehicle and test the axle for correct

operation.

DIFFERENTIAL CASE REMOVAL(1) Remove the axle shafts, Refer to Axle Shaft Re-

moval.Side play and runout checks taken during

disassembly will be very useful in reassembly.(2) Measure for differential side play. Position a

screwdriver or pinch bar between left side of axlehousing and case flange (Fig. 12). Use a prying mo-

tion to determine if any side play exists. Thereshould be no side play.

Side play resulting from bearing races beingloose on case hubs requires replacement of thedifferential case. Otherwise, use threaded ad-juster to remove the side play before measuringthe ring gear runout.

(3) Eliminate any side play in the differential case.Attach Dial I ndicator to P ilot stud C-3288-B. Placethe indicator plunger at a right angle (90) to thering gear (Fig. 13). T he plunger should exert a slightforce against the gear face.

(4) Measure the runout by turning the ri ng gearseveral complete revolutions. Observe the dial indica-

tor pointer. M ark the ri ng gear and the differential

case at the areas of maximum runout. The ring gear

runout should not exceed 0.005 inch (0.13 mm). I f therunout exceeds 0.005 inch (0.13 mm), a damaged dif-

ferential case could be the cause.

The marking on the differential case will be

very useful later during the differential caserunout.

(5) Mark the differential housing and the differen-tial bearing caps for installation r eference (Fig. 14).

(6) Remove the bearing threaded adjuster lockfrom each bearing cap. L oosen the bolts, but do notremove the bearing caps.

(7) L oosen the threaded adjusters with WrenchC-4164 (Fig. 15).

(8) Hold the differential case in place. Remove thebearing caps (Fi g. 16), adjusters and the differentialcase.

Each differential bearing cup and threadedadjuster must be kept in their respective bear-

Fig. 12 Differential Case Side Play Test

Fig. 13 Ring Gear Runout Measurement

Fig. 14 Housing & Caps Marked For InstallationReference



38/48

ing. The adjusters for 7 1/4 Inch axles will re-

main in the differential housing.

PINION GEAR SHAFTREMOVAL(1) Remove the pinion gear nut and washer. Use

Puller C-452 and Wrench C-3281 to remove the pin-ion gear yoke (F ig. 17).

(2) Remove the pinion shaft seal with Puller C-748

(Fig. 18). Clean the seal contact surface in the hous-

ing bore.

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

remove the shaft and fr ont bearing. This will dam-

age the front bearing rollers and bearing cup.

The front bearing and cup must be replaced.

Discard the bearing collapsible spacer.

(4) Remove the front and rear bearing cups.

Front bearing cup use Remover C-4306 and Han-

dle C-4171

Rear bearing cup use Remover C-4306 and Handle

C-4171

(5) Remove the rear bearing from the pinion shaft

with Pul ler C-293-PA and Adapter C-293-40 (Fig. 19).

Remove and record the pinion gear depth shims.

RING GEAR

Do not remove the ring gear from case unlessthe runout must be measured.

(1) Clamp the case (with the ri ng gear bolts facingupward). Use a vise equipped with soft jaws (brass).

(2) Remove and discard the ring gear bolts. Thebolts have left-hand threads. Use a hammer and abrass drift to force the ring gear loose from the casepilots. Remove the ring gear.

Fig. 15 Threaded Adjuster Tool

Fig. 16 Differential Bearing Cap RemovedTypical

Fig. 17 Pinion Gear Yoke Removal

Fig. 18 Pinion Seal Removal



39/48

CASE FLANGE RUNOUT MEASUREMENT

(1) I f the ring gear runout exceeded 0.005 inch

(0.13 mm), case flange runout should also be mea-

sured. I nstall the case with the bearing cups and the

threaded adjusters close to their original position.

(2) I nstall the bearing caps and bolts. Tighten the

bolts lightly. Use Wrench C-4164 to thread both ad-

justers inward. Remove all side play.

(3) Attach Dial I ndicator to measure the flange

runout. The plunger should contact the ring squarelybetween the outer edge and the gear bolt holes (Fig.

20).

(4) Rotate the differential case several times. Ob-

serve the dial indicator pointer. Mark the area of

maximum flange runout. The differential case flange

runout must not exceed 0.003 i nch (0.08 mm). I f the

runout exceeds the amount, replace the differential

case.

You can reduce excessive r ing gear runout by

positioning the ring gear runout mark 180 de-

grees opposite the flange runout mark.

(5) Remove the differential bearing cap bolts. Re-

move the differential case from the differential hous-ing.

DIFFERENTIAL CASE DISASSEMBLY

(1) Rotate the side gears until the pinion gears are

located at the differential case opening and remove

them.

(2) Remove the side gears and the thrust washers.

(3) Remove the differential bearings from the case

hubs with Pull er C-293-PA and Adapter C-293-44 and

Plug SP-3289 (Fig. 21).

CLEANING AND INSPECTION

(1) Cl ean all of the differential components in

cleaning solvent. Allow the bearings to either air dry

or dry them with a li nt-free cloth. Dry the other com-

ponents with compressed air.

(2) Examine each component for wear or damage.

(3) Replace shims, bearings and cups as a set only.

Replace bearings and cups i f either is galled, worn,

cracked, or damaged.

Fig. 19 Inner Bearing Removal

Fig. 20 Case Flange Runout Measurement

Fig. 21 Differential Bearing Removal



40/48

(4) I nspect the differential side and pinion gears.

Replace any gear that is worn, cracked or chipped.

(5) I nspect the differential case. Replace the case if

cracked or damaged.

Polish each axle shaft with No. 600 crocus

cloth. This can remove slight surface damage.

Do not reduce the diameter of the axle shaft

seal contact surface. When polishing, the crocuscloth should be moved around the circumfer-

ence of the shaft (not in-line with the shaft).

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