1995 JEEP GRAND CHEROKEE Service Repair Manual

CHRYSLER
CORPORATION
SERVICE MANUAL
1995 JEEPா
GRAND CHEROKEE
To order the special service tools used and
illustrated, please refer to the instructions on
inside back cover.
NO PART OF THIS PUBLICATION MAY BE
REPRODUCED, STORED IN A RETRIEVAL
SYSTEM, OR TRANSMITTED, IN ANY FORM
OR BY ANY MEANS, ELECTRONIC, ME-
CHANICAL, PHOTOCOPYING, RECORDING,
OR OTHERWISE, WITHOUT THE PRIOR
WRITTEN PERMISSION OF CHRYSLER
CORPORATION.
Chrysler Corporation reserves the right to make changes in design or to make
additions to or improvements in its products without imposing any obligations
upon itself to install them on its products previously manufactured.
Litho in U.S.A. Copyright © 1994 Chrysler Corporation 15M0694
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FOREWORD
The information contained in this service manual has been prepared for the professional automotive
technician involved in daily repair operations. This manual does not cover theory of operation, which is
addressed in service training material. Information describing the operation and use of standard and optional
equipment is included in the 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 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.
A Service Manual Comment form is included at the rear of this manual. Use the form to provide Chrysler
Corporation with your comments and suggestions.
Tightening torques are provided as a specific value throughout this manual. This value represents the
midpoint of the acceptable engineering torque range for a given fastener application. These torque values are
intended for use in service assembly and installation procedures using the correct OEM fasteners. When
replacing fasteners, always use the same type (part number) fastener as removed.
Chrysler Corporation reserves the right to change testing procedures, specifications, diagnosis, repair
methods, or vehicle wiring at any time without prior notice or incurring obligation.
NOTE: The acronyms, terminology and nomenclature used to identify emissions related components in this
manual may have changed from prior publications. These new terms are in compliance with S.A.E.
recommended practice J1930.
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GROUP TAB LOCATOR
— Introduction
0 Lubrication and Maintenance
2 Front Suspension and Axle
3 Rear Suspension and Axles
5 Brakes
6 Clutch
7 Cooling System
8 Electrical
9 Engines
11 Exhaust System and Intake Manifold
13 Frame and Bumpers
14 Fuel System
16 Propeller Shafts
19 Steering
21 Transmissions and Transfer Cases
22 Wheels and Tires
23 Body Components
24 Heating and Air Conditioning
25 Emission Control Systems
Index
Service Manual Comment Forms (Rear of Manual)

INTRODUCTION
CONTENTS
page page
DESIGNATIONS, LABELS/PLATES/DECALS,
CODES AND DIMENSIONS/WEIGHTS . . . . . . . 1
MEASUREMENT AND TORQUE
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . 7
DESIGNATIONS, LABELS/PLATES/DECALS, CODES AND DIMENSIONS/WEIGHTS
INDEX
page page
Body Code Plate . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Engine and Transmission/Transfer Case
Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
International Vehicle Control and Display Symbols . . 4
Major Component Identification . . . . . . . . . . . . . . . . 4
Trailer Towing Specifications . . . . . . . . . . . . . . . . . . 4
Vehicle Designation . . . . . . . . . . . . . . . . . . . . . . . . 1
Vehicle Dimension . . . . . . . . . . . . . . . . . . . . . . . . . 4
Vehicle Identification Number (VIN) Plate . . . . . . . . . 3
Vehicle Safety Certification Label . . . . . . . . . . . . . . . 3
Vehicle Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
VEHICLE DESIGNATION
The Vehicle Code Designation for Grand Cherokee
vehicles is ZJ. The code is used to identify the vehicle
in charts, captions and in service procedures. The ve-
hicle code is different than the Vehicle Identification
Number (VIN) or the wheelbase/model code.
The following illustration shows the labels, decals
and plates as well as locations on the vehicle (Fig. 1).
ZJ INTRODUCTION 1

Fig.1Vehicle,LabelsandPLates
2 INTRODUCTION ZJ

VEHICLE SAFETY CERTIFICATION LABEL
A certification label is attached to the left side
B-pillar (Fig. 2). The label certifies that the vehicle
conforms to Federal Motor Vehicle Safety Standards
(FMVSS).The label also lists the:
• Month and year of vehicle manufacture.
• Gross Vehicle Weight Rating (GVWR). The gross
front and rear axle weight ratings (GAWR’s) are
based on a minimum rim size and maximum cold tire
inflation pressure.
• Vehicle Identification Number (VIN).
• Type of vehicle.
• Type of rear wheels .
• Bar code.
• Month, Day and Hour (MDH) of final assembly.
VEHICLE IDENTIFICATION NUMBER (VIN) PLATE
The Vehicle Identification Number (VIN) plate is
attached to the top left side of the instrument panel.
The VIN contains 17 characters that provide data
concerning the vehicle. Refer to the decoding chart to
determine the identification of a vehicle.
The Vehicle Identification Number is also imprinted
on the:
• Body Code Plate.
• Equipment Identification Plate.
• Vehicle Safety Certification Label.
• Frame rail.
BODY CODE PLATE
A metal Body Code plate is attached (riveted) to the
top, left side of the radiator reinforcement. There can
be a maximum of seven rows of vehicle information
imprinted on the plate. The information should be
read from left to right, starting with line 1 at the
bottom of the plate up to line 7 (as applicable) at the
top of the code plate (Fig. 3).
Refer to the decoding chart to decode lines 1
through 3.
Lines 4 through 7 on the plate are imprinted in
sequence according to the following descriptions:
• 3-character sales code.
• 3-digit numerical code.
• 6-digit SEC code.
If there is not enough space left in the row for all of
the 6-digit SEC code:
• The unused space will remain blank.
• The code will be listed in the next row..
The last nine positions of row 7 will contain a
2-digit code and a 6-digit serial number.
VEHICLE IDENTIFICATION NUMBER (VIN) DECODING
Fig. 2 Vehicle Safety Certification Label—Typical
ZJ INTRODUCTION 3

The last code on a body code plate will be followed
by the imprinted word END. When two plates are re-
quired, the last available spaces on the first plate
will be imprinted with the letters CTD (for contin-
ued).
When a second body code plate is necessary, the
first four spaces on each row will not be used because
of the plate overlap.
ENGINE AND TRANSMISSION/TRANSFER CASE
IDENTIFICATION
Refer to Group 9, Engines for all engine identifica-
tion data.
Refer to Group 21, Transmissions for all transmis-
sion/transfer case identification data.
MAJOR COMPONENT IDENTIFICATION
Refer to the applicable group for identification
data.
VEHICLE DIMENSION
The Vehicle Dimension chart provides the dimen-
sions for each type of Grand Cherokee vehicle.
VEHICLE WEIGHTS
The Vehicle Weights chart provides:
• The Gross Vehicle Weight Rating (GVWR).
• The payload.
• The curb weight for each vehicle type/wheelbase.
TRAILER TOWING SPECIFICATIONS
The Trailer Towing Specifications chart provides:
• The maximum trailer tongue weight.
• The maximum trailer weight.
• The maximum combined weight of the trailer/load/
towing vehicle with a specific engine/transmission/
axle combination.
INTERNATIONAL VEHICLE CONTROL AND DISPLAY
SYMBOLS
The graphic symbols illustrated in the following
chart are used to identify various instrument con-
trols. The symbols correspond to the controls and dis-
plays that are located on the instrument panel.
Fig. 3 Body Code Plate
BODY CODE DECODING
4 INTRODUCTION ZJ

VEHICLE DIMENSIONS
VEHICLE WEIGHTS
ZJ INTRODUCTION 5

TRAILER TOWING SPECIFICATIONS
INTERNATIONAL CONTROL AND DISPLAY SYMBOLS
6 INTRODUCTION ZJ

MEASUREMENT AND TORQUE SPECIFICATIONS
INDEX
page page
Metric and English/SAE Conversion . . . . . . . . . . . . . 7
Specification Notations . . . . . . . . . . . . . . . . . . . . . . 7
Torque Specifications . . . . . . . . . . . . . . . . . . . . . . . 7
SPECIFICATION NOTATIONS
WARNING: THE USE OF INCORRECT ATTACHING
HARDWARE CAN RESULT IN COMPONENT DAM-
AGE AND/OR PERSONAL INJURY.
It is important to retain the original attaching
hardware for assembly of the components. If the at-
taching hardware is not reusable, hardware with
equivalent specifications must be used.
METRIC AND ENGLISH/SAE CONVERSION
The following chart will assist in converting metric
units to equivalent English and SAE units, or vise
versa.
TORQUE SPECIFICATIONS
TORQUE CHARTS
A torque chart for fasteners is provided at the end
of each group (of service information). Refer to the
Torque Specifications chart to determine torque val-
ues not listed in the group.
It is important to be aware that the torque values
listed in the chart are based on clean and dry bolt
threads. Reduce the torque value by 10 percent when
the bolt threads are lubricated and by 20 percent if
new.
CONVERSION FORMULAS AND EQUIVALENT VALUES
ZJ INTRODUCTION 7

8 INTRODUCTION ZJ

BOLT THREAD AND GRADE/CLASS
IDENTIFICATION
THREAD IDENTIFICATION
SAE and metric bolt/nut threads are not the same.
The difference is described in the Thread Notation
chart.
GRADE/CLASS IDENTIFICATION
The SAE bolt strength grades range from grade 2
to grade 8. The higher the grade number, the greater
the bolt strength. Identification is determined by the
line marks on the top of each bolt head. 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 bolt identification and bolt
strength chart.
METRIC CONVERSION
Refer to the chart to convert torque values listed in
metric Newton-meters (N⅐m). Also, use the chart to
convert between millimeters (mm) and inches (in.)
THREAD NOTATION—SAE AND METRIC
ZJ INTRODUCTION 9

BOLT IDENTIFICATION
10 INTRODUCTION ZJ

BOLT STRENGTH
ZJ INTRODUCTION 11

METRIC CONVERSION
12 INTRODUCTION ZJ

EXHAUST SYSTEM AND INTAKE MANIFOLD
CONTENTS
page page
EXHAUST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 1
EXHAUST SYSTEM DIAGNOSIS . . . . . . . . . . . . . 3
SERVICE PROCEDURES . . . . . . . . . . . . . . . . . . . 4
TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 11
EXHAUST SYSTEM
GENERAL INFORMATION
The basic exhaust system consists of exhaust man-
ifold(s), exhaust pipe with oxygen sensor, catalytic
converter, heat shield(s), muffler and tailpipe (Fig. 1
or 2).
The exhaust system uses a single muffler with a
single monolithic-type catalytic converter.
The 4.0L engines use a seal between the exhaust
manifold and exhaust pipe to assure a tight seal and
strain free connections.
The 5.2L exhaust manifolds are equipped with ball
flange outlets to assure a tight seal and strain free
connections.
The exhaust system must be properly aligned to
prevent stress, leakage and body contact. If the sys-
tem contacts any body panel, it may amplify objec-
tionable noises originating from the engine or body.
When inspecting an exhaust system, critically in-
spect for cracked or loose joints, stripped screw or
bolt threads, corrosion damage and worn, cracked or
broken hangers. Replace all components that are
badly corroded or damaged. DO NOT attempt to re-
pair.
When replacement is required, use original equip-
ment parts (or their equivalent). This will assure
proper alignment and provide acceptable exhaust
noise levels.
CAUTION: Avoid application of rust prevention com-
pounds or undercoating materials to exhaust sys-
tem floor pan heat shields. Light overspray near the
edges is permitted. Application of coating will result
in excessive floor pan temperatures and objection-
able fumes.
Fig. 1 Exhaust System—4.0L Engine
Fig. 2 Exhaust System—5.2L Engine
ZJ EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 1

CATALYTIC CONVERTER
The stainless steel catalytic converter body is de-
signed to last the life of the vehicle. Excessive heat
can result in bulging or other distortion, but exces-
sive heat will not be the fault of the converter. If un-
burned fuel enters the converter, overheating may
occur. If a converter is heat-damaged, correct the
cause of the damage at the same time the converter
is replaced. Also, inspect all other components of the
exhaust system for heat damage.
Unleaded gasoline must be used to avoid contami-
nating the catalyst core.
HEAT SHIELDS
Heat shields are needed to protect both the vehicle
and the environment from the high temperatures de-
veloped by the catalytic converter (Fig. 3 or 4). The
catalytic converter releases additional heat into the
exhaust system. Under severe operating conditions,
the temperature increases in the area of the con-
verter. Such conditions can exist when the engine
misfires or otherwise does not operate at peak effi-
ciency.
DO NOT remove spark plug wires from plugs or by
any other means short out cylinders. Failure of the
catalytic converter can occur due to a temperature
increase caused by unburned fuel passing through
the converter.
DO NOT allow the engine to operate at fast idle for
extended periods (over 5 minutes). This condition
may result in excessive temperatures in the exhaust
system and on the floor pan.
EXHAUST GAS RECIRCULATION (EGR)
To assist in the control of oxides of nitrogen (NOx)
in engine exhaust, all engines are equipped with an
exhaust gas recirculation system. The use of exhaust
gas to dilute incoming air/fuel mixtures lowers peak
flame temperatures during combustion, thus limiting
the formation of NOx.
Exhaust gases are piped from the exhaust manifold
to the intake manifold through an EGR tube. Refer
to Group 25, Emission Control Systems for complete
description, diagnosis and service procedures of the
exhaust gas recirculation system and components.
Fig. 3 Front Floor Pan Heat Shield
Fig. 4 Rear Floor Pan Heat Shield
11 - 2 EXHAUST SYSTEM AND INTAKE MANIFOLD ZJ

EXHAUST SYSTEM DIAGNOSIS

SERVICE PROCEDURES
INDEX
page page
Catalytic Converter . . . . . . . . . . . . . . . . . . . . . . . . . 5
Exhaust Manifold—4.0L Engine . . . . . . . . . . . . . . . . 6
Exhaust Manifold—5.2L Engine . . . . . . . . . . . . . . . . 9
Exhaust Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Intake Manifold—4.0L Engine . . . . . . . . . . . . . . . . . 6
Intake Manifold—5.2L Engine . . . . . . . . . . . . . . . . . 7
Muffler and Tailpipe . . . . . . . . . . . . . . . . . . . . . . . . . 5
EXHAUST PIPE
WARNING: IF TORCHES ARE USED WHEN WORK-
ING ON THE EXHAUST SYSTEM, DO NOT ALLOW
THE FLAME NEAR THE FUEL LINES.
REMOVAL
(1) Raise and support the vehicle.
(2) Saturate the bolts and nuts with heat valve lu-
bricant. Allow 5 minutes for penetration.
(3) Remove the oxygen sensor from the exhaust
pipe (Fig. 1 or 2).
(4) Disconnect the exhaust pipe from the engine
exhaust manifold. On 4.0L engines, discard the ex-
haust manifold seal (Fig. 1).
(5) Remove the exhaust clamp and nuts from the
exhaust pipe and catalytic converter connection (Fig.
1 or 2). Disconnect the exhaust pipe from the cata-
lytic converter. If needed:
(a) Heat the exhaust pipe and catalytic converter
connection with an torch until the metal becomes
cherry red.
(b) While the metal is still cherry red, twist the
exhaust pipe back and forth to separate it from the
catalytic converter.
(6) Disconnect the exhaust pipe hanger from the
rear mount bracket insulator (Fig. 3).
(7) Remove the exhaust pipe.
INSTALLATION
(1) Position the exhaust pipe onto the catalytic
converter.
(2) Connect the exhaust pipe hanger to the rear
mount bracket insulator.
(3) On 4.0L engines, install a new seal between the
exhaust pipe and the engine exhaust manifold (Fig.
1). Connect the exhaust pipe to the engine exhaust
manifold. Tighten the nuts to 31 N⅐m (23 ft. lbs.)
torque.
Fig. 1 Exhaust Pipe—4.0L Engine
Fig. 2 Exhaust Pipe—5.2L Engine

(4) Position the exhaust clamp assembly over the
exhaust pipe/catalytic converter connection (Fig. 1 or
2). Tighten the nuts to 68 N⅐m (50 ft. lbs.) torque.
(5) Coat the oxygen sensor with anti-seize com-
pound. Install the sensor and tighten the nut to 48
N⅐m (35 ft. lbs.) torque.
(6) Lower the vehicle.
(7) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels.
Adjust the alignment, if needed.
(8) After initial start-up, check the engine exhaust
manifold to exhaust pipe nuts for proper torque.
CATALYTIC CONVERTER
REMOVAL
(3) Remove the clamp and nuts from the catalytic
converter and exhaust pipe connection (Fig. 4).
(4) Remove the clamp and nuts from the catalytic
converter and muffler connection (Fig. 4).
(5) Heat the exhaust pipe, catalytic converter and
muffler connections with an torch until the metal be-
comes cherry red.
(6) While the metal is still cherry red, twist the
catalytic converter back and forth to separate it from
the exhaust pipe and the muffler.
INSTALLATION
(1) Position the exhaust clamp assembly over the
exhaust pipe/catalytic converter connection (Fig. 4).
Tighten the nuts to 68 N⅐m (50 ft. lbs.) torque.
(2) Install the muffler onto the catalytic converter
until the alignment tab is inserted into the align-
ment slot.
(3) Install the exhaust clamp assembly at the muf-
fler and catalytic converter connection (Fig. 4).
Tighten the clamp nuts to 68 N⅐m (50 ft. lbs.) torque.
MUFFLER AND TAILPIPE
All original equipment exhaust systems are manu-
factured with the tailpipe welded to the muffler. Ser-
vice replacement mufflers and tailpipes are either
clamped together or welded together.
REMOVAL
(3) Remove the exhaust clamp and nuts from the
catalytic converter and muffler connection (Fig. 4).
Fig. 3 Rear Mount Bracket Insulator
Fig. 4 Exhaust Pipe-to-Catalytic Converter-to-Muffler
Connection

(4) Heat the catalytic converter-to-muffler connec-
tion with an torch until the metal becomes cherry
red.
(5) While the metal is still cherry red, remove the
tailpipe/muffler assembly from the catalytic con-
verter.
(6) Remove the tailpipe from the tailpipe hanger
(Fig. 5).
(7) Remove the tailpipe/muffler assembly.
INSTALLATION
(1) If the tailpipe hanger assembly was removed,
install the hanger to the frame. Tighten the bolts to
22 N⅐m (192 in. lbs.) torque.
(2) Position the tailpipe and muffler onto the
tailpipe hanger (Fig. 5).
(3) Install the muffler onto the catalytic converter.
Make sure that the tailpipe has sufficient clearance
from the floor pan. Install the exhaust clamp assem-
bly and tighten the nuts to 68 N⅐m (50 ft. lbs.)
torque.
EXHAUST MANIFOLD—4.0L ENGINE
The intake and engine exhaust manifold must
be removed and installed together. The mani-
folds use a common gasket at the cylinder head.
Refer to Intake Manifold in this section for the
proper removal and installation procedures.
INTAKE MANIFOLD—4.0L ENGINE
The intake and engine exhaust manifold must
be removed and installed together. The mani-
folds use a common gasket at the cylinder head.
REMOVAL
(1) Disconnect the negative cable from the battery.
(2) Remove air cleaner inlet hose from throttle
plate assembly.
(3) Remove the air cleaner assembly.
(4) Remove the throttle cable, vehicle speed control
cable (if equipped) and the transmission line pres-
sure cable.
(5) Disconnect all electrical connectors on the in-
take manifold.
(6) Disconnect and remove the fuel system supply
and return lines from the fuel rail assembly (refer to
Group 14, Fuel System).
(7) Loosen the accessory drive belt (refer to Group
7, Cooling System). Loosen the tensioner.
(8) Remove the power steering pump and bracket
from the intake manifold and set aside.
(9) Remove the fuel rail and injectors (refer to
(10) Raise the vehicle.
(11) Disconnect the exhaust pipe from the engine
exhaust manifold. Discard the seal.
(13) Remove the intake manifold and engine ex-
haust manifold.
CLEANING
Clean the mating surfaces of the cylinder head and
the manifold if the original manifold is to be in-
stalled.
INSTALLATION
If the manifold is being replaced, ensure all the fit-
ting, etc. are transferred to the replacement mani-
fold.
(1) Install a new engine exhaust/intake manifold
gasket over the alignment dowels on the cylinder
head.
(2) Position the engine exhaust manifold to the cyl-
inder head. Install fastener No.3 and finger tighten
at this time (Fig. 6).
(3) Install intake manifold on the cylinder head
dowels.
(4) Install washers and fasteners Nos.1, 2, 4, 5, 8,
9, 10 and 11 (Fig. 6).
(5) Install washers and fasteners Nos.6 and 7 (Fig.
6).
(6) Tighten the fasteners in sequence and to the
specified torque (Fig. 6).
• Fasteners Nos.1 through 5—Tighten to 33 N⅐m (24
ft. lbs.) torque.
• Fasteners Nos.6 and 7—Tighten to 31 N⅐m (23 ft.
lbs.) torque.
• Fasteners Nos.8 through 11—Tighten to 33 N⅐m
(24 ft. lbs.) torque.
(7) Install the fuel rail and injectors (refer to
(8) Install the power steering pump and bracket to
the intake manifold. Tighten the belt to specification
(refer to Group 7, Cooling System for the proper pro-
cedures).
Fig. 5 Tailpipe Hanger

(9) Install the fuel system supply and return lines
to the fuel rail assembly. Before connecting the
fuel system lines to the fuel rail replace the O-
rings in the quick-connect fuel line couplings.
Refer to Group 14, Fuel System for the proper
procedure.
(10) Connect all electrical connections on the in-
take manifold.
(11) Connect the vacuum connector on the intake
manifold and install it in the bracket.
(12) Install throttle cable, vehicle speed control ca-
ble (if equipped).
(13) Install the transmission line pressure cable (if
equipped). Refer to Group 21, Transmission for the
adjustment procedures.
(14) Install air cleaner assembly.
(15) Connect air inlet hose to the throttle plate as-
sembly.
(16) Raise the vehicle on a side mounted hoist.
(17) Use a new engine exhaust manifold seal. Con-
nect the exhaust pipe to the engine exhaust mani-
fold.
(19) Connect the negative cable to the battery.
(20) Start the engine and check for leaks.
INTAKE MANIFOLD—5.2L ENGINE
The aluminum intake manifold is a single plane
design with equal length runners. The manifold is
sealed by flange side gaskets with front and rear
cross-over gaskets. The intake manifold has internal
EGR.
REMOVAL
(2) Drain the cooling system (refer to Group 7,
Cooling System for the proper procedures).
(3) Remove the generator (refer to Group 8B Bat-
tery/Starting/Charging Systems).
(4) Remove the air cleaner.
(5) Remove the fuel lines and fuel rail (refer to
(6) Disconnect the accelerator linkage and, if so
equipped, the speed control and transmission kick-
down cables.
(7) Remove the return spring.
(8) Remove the distributor cap and wires.
(9) Disconnect the coil wires.
(10) Disconnect the heat indicator sending unit
wire.
(11) Disconnect the heater hoses and bypass hose.
(12) Remove the closed crankcase ventilation and
evaporation control systems.
(13) Remove the A/C compressor bolts and set the
compressor on the fan shroud.
(14) Remove the support bracket from the intake
manifold and the mounting bracket.
(15) Remove intake manifold bolts.
(16) Lift the intake manifold and throttle body out
of the engine compartment as an assembly.
(17) Remove and discard the flange side gaskets
and the front and rear cross-over gaskets.
(18) Remove the throttle body bolts and lift the
throttle body off the intake manifold (Fig. 7). Discard
the throttle body gasket.
(19) Remove the plenum pan as follows:
(a) Turn the intake manifold upside down. Sup-
port the manifold.
(b) Remove the bolts and lift the pan off the
manifold. Discard the gasket.
CLEANING
Clean manifold in solvent and blow dry with com-
pressed air.
Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
The plenum pan rail must be clean and dry (free of
all foreign material).
Fig. 6 Engine Exhaust/Intake Manifold
Fig. 7 Throttle Body Assembly

INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness
with a straightedge.
INSTALLATION
(1) Install the plenum pan, if removed, as follows:
(a) Turn the intake manifold upside down. Sup-
port the manifold.
(b) Place a new plenum pan gasket onto the seal
rail of the intake manifold. Position the pan over
the gasket. Align all the gasket and pan holes with
the intake manifold.
(c) Hand start all bolts.
(d) Tighten the bolts, in sequence (Fig. 8), as fol-
lows:
• Step 1—Tighten bolts to 2.7 N⅐m (24 in. lbs.)
torque.
torque.
torque.
• Step 4—Check that all bolts are tighten to 9.5 N⅐m
(84 in. lbs.) torque.
(2) Using a new gasket, install the throttle body
onto the intake manifold. Tighten the bolts to 23 N⅐m
(3) Place the 4 plastic locator dowels into the holes
in the block Fig. 9).
(4) Apply Mopar௡ Silicone Rubber Adhesive Seal-
ant, or equivalent, to the four corner joints. An exces-
sive amount of sealant is not required to ensure a
leak proof seal. However, an excessive amount of
sealant may reduce the effectiveness of the flange
gasket. The sealant should be slightly higher than
the cross-over gaskets, approx. 5 mm (0.2 in).
(5) Install the front and rear cross-over gaskets
onto the dowels (Fig. 9).
(6) Install the flange gaskets. Ensure that the ver-
tical port alignment tab is resting on the deck face of
the block. Also the horizontal alignment tabs must be
in position with the mating cylinder head gasket tabs
(Fig. 10). The words MANIFOLD SIDE should be vis-
ible on the center of each flange gasket.
(7) Carefully lower intake manifold into position on
the cylinder block and cylinder heads. Use the align-
ment dowels in the cross-over gaskets to position the
intake manifold. After intake manifold is in place, in-
spect to make sure seals are in place.
(8) The following torque sequence duplicates the
expected results of the automated assembly system
(Fig. 11).
• Step 1—Tighten bolts 1 through 4, in sequence, to
8 N⅐m (72 in. lbs.) torque. Tighten in alternating
steps 1.4 N⅐m (12 in. lbs.) torque at a time.
• Step 2—Tighten bolts 5 through 12, in sequence,
to 8 N⅐m (72 in. lbs.) torque.
• Step 3—Check that all bolts are tighten to 8 N⅐m
• Step 4—Tighten all bolts, in sequence, to 16 N⅐m
• Step 5—Check that all bolts are tighten to 16 N⅐m
(9) Install closed crankcase ventilation and evapo-
ration control systems.
(10) Install the coil wires.
(11) Connect the heat indicator sending unit wire.
(12) Connect the heater hoses and bypass hose.
(13) Install distributor cap and wires.
Fig. 8 Plenum Pan Bolt Tightening Sequence
Fig. 9 Cross-Over Gaskets and Locator Dowels

(14) Hook up the return spring.
(15) Connect the accelerator linkage and, if so
equipped, the speed control and transmission kick-
down cables.
(16) Install the fuel lines and fuel rail (refer to
(17) Install the support bracket to the intake man-
ifold and the mounting bracket.
(18) Install the generator and drive belt. Tighten
generator mounting bolt to 41 N⅐m (30 ft. lbs.)
torque. Tighten the adjusting strap bolt to 23 N⅐m
(200 in. lbs.) torque. Refer to Group 7, Cooling Sys-
tem for the proper adjusting of belt tension.
(19) Install the A/C compressor on the mounting
bracket (refer to Group 24, Heating and Air Condi-
tioning).
(20) Install the air cleaner.
(21) Fill cooling system (refer to Group 7, Cooling
System for the proper procedure).
EXHAUST MANIFOLD—5.2L ENGINE
Exhaust manifolds are LOG type with balanced
flow.
REMOVAL
(2) Remove the exhaust manifold heat shields (Fig.
12).
(3) Remove the ERG tube (refer to Group 25,
Emission Control Systems).
(5) Remove the bolts and nuts attaching the ex-
haust pipe to the exhaust manifold.
(7) Remove bolts, nuts and washers attaching
manifold to cylinder head.
(8) Remove manifold from the cylinder head.
CLEANING
Clean mating surfaces on cylinder head and mani-
fold, wash with solvent and blow dry with com-
pressed air. Inspect manifold for cracks.
Fig. 10 Intake Manifold Flange Gasket Alignment
Fig. 11 Intake Manifold Bolt Tightening Sequence
Fig. 12 Exhaust Manifold Heat Shields (Left Shield
Shown)

INSPECTION
Inspect mating surfaces of manifold for flatness
with a straight edge. Seal surfaces must be flat
within 0.1 mm (0.004 inch) overall.
INSTALLATION
CAUTION: If the studs came out with the nuts
when removing the exhaust manifold, install new
studs.
(1) Position the exhaust manifolds on the two
studs located on the cylinder head. Install conical
washers and nuts on these studs (Fig. 13).
(2) Install new bolt and washer assemblies in the
remaining holes (Fig. 13). Start at the center arm
and work outward. Tighten the bolts and nuts to 27
(4) Assemble the exhaust pipe to the exhaust man-
ifold and secure with bolts, nuts and washers.
Tighten these nuts to 31 N⅐m (23 ft. lbs.) torque.
(6) Install the EGR tube (refer to Group 25, Emis-
sion Control Systems).
CAUTION: The exhaust manifold heat shields MUST
be installed to protect the underhood components.
(7) Install the exhaust manifold heat shields.
Tighten the nuts to 27 N⅐m (20 ft. lbs.) torque.
Fig. 13 Exhaust Manifold

FRONT SUSPENSION AND AXLE
CONTENTS
page page
AXLE NOISE/VIBRATION DIAGNOSIS . . . . . . . . 12
AXLE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . 40
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . 8
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
MODEL 30 AXLE AND TUBE AXLE (2WD) . . . . 16
TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 40
WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . 4
GENERAL INFORMATION
FRONT SUSPENSION
The Grand Cherokee front suspension is a link/coil
design comprised of (Fig. 1);
• Drive axle (4WD), tube axle (2WD)
• Track bar
• Stabilizer bar
• Upper and lower suspension arms
• Coil springs
• Dual-action shock absorbers
• Jounce bumpers
The link/coil suspension allows each wheel to adapt
to different road surfaces without greatly affecting
the opposite wheel. Wheels are attached to a hub/
bearings which bolts to the knuckles. The hub/bear-
ing is not serviceable and is replaced as a unit.
Steering knuckles pivot on replaceable ball studs at-
tached to the axle tube yokes.
The upper and lower suspension arms use bushings
to isolate road noise. The suspension arms are bolted
to the frame and axle through the rubber bushings.
Fig. 1 Front Suspension
ZJ FRONT SUSPENSION AND AXLE 2 - 1

The lower suspension arm uses cam bolts at the axle
to allow for caster and pinion angle adjustment. The
suspension arm travel is limited through the use of
jounce bumpers in compression and shocks absorbers
in rebound.
The coil springs control ride quality and maintain
proper ride height. The coil springs mount up in the
wheelhouse which is part of the unitized body
bracket. A rubber doughnut isolator is located be-
tween the top of the spring and the body. The bottom
of the spring seats on a axle pad and is retained with
a clip.
The shock absorbers dampen jounce and rebound
motion of the vehicle over various road conditions.
The top of the shock absorbers are bolted to the body.
The bottom of the shocks are bolted to the axle
brackets.
The stabilizer bar is used to control vehicle body
roll during turns. The spring steel bar helps to con-
trol the vehicle body in relationship to the suspen-
sion. The bar extends across the front underside of
the chassis and connects to the frame rails. Links are
connected from the bar to the axle brackets. Stabi-
lizer bar mounts are isolated by rubber bushings.
The track bar is used to control front axle lateral
movement. The bar is attached to a frame rail
bracket with a ball stud and isolated with a bushing
at the axle bracket.
Suspension components which use rubber bushings
should be tightened at vehicle ride height. This will
prevent premature failure of the bushing and main-
tain ride comfort. Bushings must never be lubricated.
FRONT DRIVE AXLE
The integral type housing, has the centerline of the
pinion set below the centerline of the ring gear.
The axles are equipped with A.B.S. brake systems.
The A.B.S. tone rings are pressed onto the axle shaft
near the hub and knuckle. For additional information
on the A.B.S. system refer to Group 5, Brakes.
The Model 30 axle has the assembly part number
and gear ratio listed on a tag. The tag is attached to
the housing cover (Fig. 2). Build date identification
codes are stamped on the axle shaft tube cover side.
STANDARD DIFFERENTIAL OPERATION
The differential gear system divides the torque be-
tween the axle shafts. It allows the axle shafts to ro-
tate at different speeds when turning corners.
Each differential side gear is splined to an axle
shaft. The pinion gears are mounted on a pinion
mate shaft and are free to rotate on the shaft. The
pinion gear is fitted in a bore in the differential case
and is positioned at a right angle to the axle shafts.
In operation, power flow occurs as follows:
• Pinion gear rotates the ring gear
• Ring gear (bolted to the differential case) rotates
the case
• Differential pinion gears (mounted on the pinion
mate shaft in the case) rotate the side gears
• Side gears (splined to the axle shafts) rotate the
shafts
During straight-ahead driving, the differential pin-
ion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 3).
When turning corners, the outside wheel must
travel 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 from
scuffing and skidding through the turn. To accom-
Fig. 2 Model 30 Differential Cover
Fig. 3 Differential Operation—Straight-Ahead Driving
2 - 2 FRONT SUSPENSION AND AXLE ZJ

plish this the differential allows the axle shafts to
turn at unequal speeds (Fig. 4). In this instance, the
input torque applied to the pinion gears is not di-
vided equally. The pinion gears now rotate around
the pinion mate shaft in opposite directions. This al-
lows the side gear and axle shaft attached to the out-
side wheel to rotate at a faster speed.
TUBE AXLE (2WD VEHICLES)
The front axle used on two wheel drive vehicles is
a one-piece, tubular axle (Fig. 5). The tubular axle
mounts in the same bracketry as does the four wheel
drive front axle. The steering knuckles and hub bear-
ing assemblies are the same as used on the Model 30
drive axle.
Fig. 4 Differential Operation—On Turns
Fig. 5 Front Axle—2WD Vehicles

WHEEL ALIGNMENT
GENERAL INFORMATION
Four wheel alignment involves the correct position-
ing of the wheels in relation to the vehicle. The posi-
tioning is accomplished through suspension and
steering linkage adjustments. An alignment is con-
sidered essential for efficient steering, good direc-
tional stability and to minimize tire wear. The most
important measurements of an alignment are caster,
camber toe and thrust angle.
Routine inspection of the front suspension
and steering components is a good preventative
maintenance practice. Inspection also helps to
ensure safe operation of the vehicle.
• CASTER is the forward or rearward tilt of the
steering knuckle from vertical. Tilting the top of the
knuckle forward provides negative caster. Tilting the
top of the knuckle rearward provides positive caster.
Positive caster promotes directional stability. This
angle enables the front wheels to return to a straight
ahead position after turns (Fig. 1).
• CAMBER is the inward or outward tilt of the
wheel relative to the center of the vehicle. Tilting the
top of the wheel inward provides negative camber.
Tilting the top of the wheel outward provides positive
camber. Incorrect camber will cause wear on the in-
side or outside edge of the tire (Fig. 1).
• TOE is the difference between the leading inside
edges and trailing inside edges of the front tires (Fig.
1). Uneven wheel toe position cause’s unstable steer-
ing, uneven tire wear and steering wheel off-center.
The wheel toe position is the final front wheel align-
ment adjustment.
• THRUST ANGLE is the angle of the rear axle rel-
ative to the vehicle center line. If this angle is off the
vehicle may drift or wander.
• STEERING AXIS INCLINATION ANGLE is mea-
sured in degrees. It is the angle that the steering
knuckles are tilted (Fig. 1). The inclination angle has
a fixed relationship with the camber angle. It will not
change except when a spindle or ball stud is dam-
aged or bent. The angle is not adjustable and the
damaged component(s) must be replaced to correct
mis-alignment.
CAUTION: Do not attempt to modify any suspen-
sion or steering component by heating and bend-
ing.
Fig. 1 Wheel Alignment Angles

PRE-ALIGNMENT INSPECTION
Before starting a front wheel alignment, the follow-
ing inspection and necessary corrections must be
completed.
(1) Tires with the same recommended air pressure,
size, and tread wear. Refer to Group 22, Wheels and
Tires for diagnosis information.
(2) Front wheel bearings for wear.
(3) Ball studs, steering linkage pivot points and
steering gear for looseness, roughness, binding or
wear. Refer to Group 19, Steering for additional in-
formation.
(4) Wheels for excessive radial, lateral runout and
unbalance. Refer to Group 22, Wheels and Tires for
diagnosis information.
(5) Suspension components for wear and noise.
Check components for correct torque. Refer to Groups
2 and 3, Suspension and Axle for additional informa-
tion.
ALIGNMENT MEASUREMENTS AND
ADJUSTMENTS
Before each alignment reading the vehicle should
be jounced (rear first, then front). Grasp each
bumper at the center and jounce the vehicle up and
down three times. Always release the bumper in the
down position.
CAMBER
The wheel camber angle (Fig. 1) is preset. This an-
gle is not adjustable and cannot be altered.
CASTER
Check the caster of the front axle for correct angle
(fig. 1). Be sure the axle is not bent or twisted. Road
test the vehicle and observe the steering wheel re-
turn-to-center position. Low caster will cause poor
steering wheel returnability.
During the road test, turn the vehicle to both the
left and right. If the steering wheel returns to the
center position unassisted, the caster angle is correct.
However, if steering wheel does not return toward
the center position unassisted, a low caster angle is
probable.
Front aster can be adjusted by loosening and rotat-
ing the cams on the lower suspension arm (Fig. 2).
Changing caster angle will also change the
front propeller shaft angle. The propeller shaft
angle has priority over caster. Refer to Group
16, Propeller Shafts for additional information.
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 steering wheel. Center and se-
cure the steering wheel.
(2) Loosen the adjustment sleeve clamp bolts (Fig.
3).
Fig. 2 Cam Adjuster
Fig. 3 Steering Linkage

SUSPENSION AND STEERING SYSTEM DIAGNOSIS

(3) Adjust the right wheel toe position with the
drag link. Turn the sleeve until the right wheel is at
the correct positive TOE-IN position. Position the
clamp bolts as shown (Fig. 4) and tighten to 49 N⅐m
(36 ft. lbs.) torque. Make sure the toe setting does
not change during clamp tightening.
(4) Adjust the left wheel toe position with the tie
rod. Turn the sleeve until the left wheel is at the
same TOE-IN position as the right wheel. Position
the clamp bolts as shown (Fig. 4) and tighten to 27
N⅐m (20 ft. lbs.) torque. Make sure the toe setting
does not change during clamp tightening.
(5) Verify the right toe setting.
Fig. 4 Drag Link and Tie Rod Clamp Location
ALIGNMENT SPECIFICATIONS

FRONT SUSPENSION
INDEX
page page
Axle Bushing Replacement . . . . . . . . . . . . . . . . . . . 9
Coil Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Lower Suspension Arm . . . . . . . . . . . . . . . . . . . . . . 9
Service Information . . . . . . . . . . . . . . . . . . . . . . . . . 8
Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Spring and Shock Diagnosis . . . . . . . . . . . . . . . . . 10
Stabilizer Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Track Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Upper Suspension Arm . . . . . . . . . . . . . . . . . . . . . . 9
SERVICE INFORMATION
Periodic lubrication of the front suspension (steer-
ing) system components is required. Refer to Group
0, Lubrication 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 affected
and premature bushing wear may occur. Rubber
bushings must never be lubricated.
TRACK BAR
REMOVAL
(2) Remove the cotter pin and nut from the ball
stud end at the frame rail bracket (Fig. 1).
A puller tool may be necessary to separate the
ball stud from the frame rail bracket.
(3) Remove the bolt and flag nut from the axle
shaft tube bracket (Fig. 1). Remove the track bar.
INSTALLATION
(1) Install the track bar at axle tube bracket.
Loosely install the retaining bolt and flag nut (Fig.
1).
(2) It may be necessary to pry the axle assembly
over to install the track bar at the frame rail. Install
track bar at the frame rail bracket (Fig. 1). Install
the retaining nut on the stud.
(3) Remove the supports and lower the vehicle.
(4) Tighten the bolt at the axle shaft tube bracket
to 75 N⅐m (55 ft. lbs.) torque.
(5) Tighten the ball stud nut to 81 N⅐m (60 ft. lbs.)
torque. Install a new cotter pin.
(6) Check alignment if a new track bar was in-
stalled.
STABILIZER BAR
REMOVAL
(2) Disconnect the stabilizer bar links from the
axle brackets (Fig. 2).
(3) Disconnect the stabilizer bar from the links.
(4) Disconnect the stabilizer bar clamps from the
frame rails. Remove the stabilizer bar.
INSTALLATION
(1) Position the stabilizer bar on the frame rail and
install the clamps and bolts. Ensure the bar is cen-
tered with equal spacing on both sides. Tighten the
bolts to 54 N⅐m (40 ft. lbs.).
Fig. 1 Track Bar

(2) Install the links and grommets onto the stabi-
lizer bar and axle brackets (Fig. 2). Tighten the nut
at the connecting links at the axle bracket to 95 N⅐m
(3) Tighten the stabilizer bar to connecting link
nut to 36 N⅐m (27 ft. lbs.) torque.
UPPER SUSPENSION ARM
REMOVAL
(2) Remove the upper suspension arm nut and bolt
at the axle bracket (Fig. 3).
(3) Remove the nut and bolt (Fig. 3) at the frame
rail and remove the upper suspension arm.
INSTALLATION
(1) Position the upper suspension arm at the axle
and frame rail (Fig. 3).
(2) Install the bolts and finger tighten the nuts
(Fig. 3).
(4) Tighten the nut at the axle and frame bracket
AXLE BUSHING REPLACEMENT
(1) Remove the upper suspension arm from axle.
Refer to Upper Suspension Arm Removal in this
Group.
(2) Insert Spacer 7932-3 (J-35581-3) around the
bushing in the axle bracket ears (Fig. 4).
(3) Assemble and install Bushing Removal/In-
staller (Fig. 4).
(4) Remove the bushing by tightening the hex-head
on Long Nut.
For two-wheel drive axles and right side on
Model 30 axle, do not remove Spacer 7932-3 (J-
35581-3) at this time.
(5) Position the new bushing on Installer.
(6) Install the bushing by tightening the hex-head
on Long Nut (Fig. 5). Remove Spacer 7932-3 (J-
35581-3).
(7) Install the upper suspension arm to axle. Refer
to Upper Suspension Arm Installation in this Group.
LOWER SUSPENSION ARM
REMOVAL
Fig. 2 Stabilizer Bar
Fig. 3 Upper and Lower Suspension Arms
Fig. 4 Axle Bracket Bushing Removal

(2) Paint or scribe alignment marks on the cam ad-
justers and suspension arm for installation reference
(Fig. 6).
(3) Remove the lower suspension arm nut, cam
and cam bolt from the axle (Fig. 3).
(4) Remove the nut and bolt from the frame rail
bracket and remove the lower suspension arm (Fig.
6).
INSTALLATION
(1) Position the lower suspension arm at the axle
bracket and frame rail bracket.
(2) Install the rear bolts and finger tighten the
new nuts (Fig. 6).
(3) Install a new cam bolt, cam and new nut in the
axle. Re-align the reference marks.
(4) Install the bolts and finger tighten the new
nuts (Fig. 6).
(6) Tighten the front and rear nuts to 115 N⅐m (85
ft. lbs.) torque.
(7) Check the alignment if new parts were in-
stalled.
SPRING AND SHOCK DIAGNOSIS
A squeak noise from the shock absorber can be pro-
duced if movement between the rubber bushings and
the metal occurs. This noise can usually be stopped
by tightening the attaching nuts. If the squeak noise
persists, inspect for damaged and worn bushings,
and attaching components. Repair as necessary.
The shock absorbers are not refillable or adjust-
able. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston into and out
of the cylinder four or five times. The action through-
out each stroke should be smooth and even.
SHOCK ABSORBER
REMOVAL
(1) Remove the nut, retainer and grommet from
the upper stud in the engine compartment (Fig. 7).
(2) Remove the lower nuts and bolts from the axle
bracket (Fig. 7). Remove the shock absorber.
INSTALLATION
(1) Position the lower retainer and grommet on the
upper stud. Insert the shock absorber through the
shock tower hole.
(2) Install the lower bolts and nuts. Tighten nuts
to 28 N⅐m (250 in. lbs.) torque.
(3) Install the upper grommet and retainer on the
stud in the engine compartment. Install the nut and
tighten to 23 N⅐m (17 ft. lbs.) torque.
COIL SPRING
REMOVAL
(1) Raise and support the vehicle. Position a hy-
draulic jack under the axle to support it.
(2) Paint or scribe alignment marks on the cam ad-
justers and axle bracket for installation reference
(Fig. 6).
(3) Mark and disconnect the front propeller shaft
from the axle.
Fig. 5 Axle Bracket Bushing Installation
Fig. 6 Cam Adjuster

(4) Remove the lower suspension arm nut, cam
and cam bolt from the axle (Fig. 3).
(5) Disconnect the stabilizer bar link and shock ab-
sorber from the axle.
(6) Disconnect the track bar from the frame rail
bracket.
(7) Disconnect the drag link from the pitman arm.
(8) Lower the axle until the spring is free from the
upper mount. Remove the coil spring retainer bolt
and remove the spring.
(9) Remove the jounce bumper if necessary from
the upper spring mount (Fig. 7).
INSTALLATION
(1) Install the jounce bumper on the upper spring
mount. Tighten the bolts to 42 N⅐m (31 ft. lbs.)
torque (Fig. 7).
(2) Position the coil spring on the axle pad. Install
the spring retainer and bolt.
(3) Raise the axle into position until the spring
seats in the upper mount.
(4) Connect the stabilizer bar links and shock ab-
sorbers to the axle bracket. Connect the track bar to
the frame rail bracket.
(5) Install the lower suspension arm to the axle.
(6) Install the front propeller shaft to the axle.
(7) Install drag link to pit man arm.
(9) Tighten all suspension components to proper
torque.Fig. 7 Coil Spring & Shock Absorber

AXLE NOISE/VIBRATION DIAGNOSIS
INDEX
page page
Driveline Snap . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Gear and Bearing Noise . . . . . . . . . . . . . . . . . . . . 12
General Information . . . . . . . . . . . . . . . . . . . . . . . 12
Low Speed Knock . . . . . . . . . . . . . . . . . . . . . . . . . 13
Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
GENERAL INFORMATION
Axle bearing problem conditions are usually caused
by:
• Insufficient or incorrect lubricant
• Foreign matter/water contamination
• Incorrect bearing preload torque adjustment
• Incorrect backlash ( to tight)
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 bearing
surfaces. This will result in noisy operation af-
ter repair.
Axle gear problem conditions are usually the result
of:
• Insufficient lubrication
• Incorrect or contaminated lubricant
• Overloading (excessive engine torque)
• Exceeding vehicle weight capacity
• Incorrect clearance or backlash adjustment
Insufficient lubrication is usually the result of a
housing cover leak. It can also be from worn axle
shaft or pinion gear seals. Check for cracks or porous
areas in the housing or tubes.
Using the wrong lubricant will cause overheating
and gear failure. Gear tooth cracking and bearing
spalling are indicators of this.
Axle component breakage is most often the result
of:
• Severe overloading
• Insufficient lubricant
• Incorrect lubricant
• Improperly tightened components
Common causes of overloading is from full throttle
acceleration. Overloading happens when towing
heavier than recommended loads. Component break-
age can occur when the wheels are spun excessively.
Insufficient or incorrect lubricants contribute to
breakage through overheating. Loose differential
components can also cause breakage.
Incorrect bearing preload or gear backlash will not
result in component breakage. This will cause accel-
erated wear and contribute to early failure. Mis-ad-
justment will produce noise. If a mis-adjustment
condition is not corrected, component failure can re-
sult.
Excessive bearing preload may not be noisy. This
condition will cause high temperature which can re-
sult in bearing failure.
GEAR AND BEARING NOISE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant. Incorrect backlash, tooth contact, or worn/dam-
aged gears can cause noise.
Gear noise usually happens at a specific speed
range. The range is 30 to 40 mph, or above 50 mph.
The noise can also occur during a specific type of
driving condition. These conditions are acceleration,
deceleration, coast, or constant load.
When road testing, accelerate the vehicle to the
speed range where the noise is the greatest. Shift out
of gear and coast through the peak noise range. If
the noise stops or changes greatly, check for insuffi-
cient lubricant. Incorrect ring gear backlash, or gear
damage can cause noise changes.
Differential side and pinion gears can be checked
by turning the vehicle. They usually do not cause
noise in straight ahead driving. These gears are
loaded during vehicle turns. If noise does occur dur-
ing vehicle turns, the side or pinion gears could be
worn or damaged. A worn pinion gear mate shaft can
also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion gear bear-
ings can all produce noise when worn or damaged.
Bearing noise can be either a whining, or a growling
sound.
Pinion gear bearings have a constant pitch noise.
This noise changes only with vehicle speed. Pinion
bearing noise will be higher because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs the pinion rear bearing is
the source of the noise. If the bearing noise is heard
during a coast, front bearing is the source.
Worn, damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing. The pitch of differential
bearing noise is also constant and varies only with
vehicle speed.

Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn U-
joint or by worn side gear thrust washers. A worn
pinion gear shaft bore will also cause low speed
knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
• Damaged drive shaft
• Missing drive shaft balance weight
• Worn, out-of-balance wheels
• Loose wheel lug nuts
• Worn U-joint
• Loose spring U-bolts
• Loose/broken springs
• Damaged axle shaft bearings
• Loose pinion gear nut
• Excessive pinion yoke run out
• Bent axle shaft
Check for loose or damaged front end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear end vi-
bration. Do not overlook engine accessories, brackets
and drive belts.
All driveline components should be examined be-
fore starting any repair.
Refer to Group 22, Wheels And Tires for additional
information.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
• High engine idle speed
• Loose engine/transmission/transfer case mounts
• Worn U-joints
• Loose spring mounts
• Loose pinion gear nut and yoke
• Excessive ring gear backlash
• Excessive differential side gear-to-case clearance
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the ve-
hicle on a hoist with the wheels free to rotate.
Instruct the helper to shift the transmission into
gear. Listen for the noise, a mechanics stethoscope is
helpful in isolating the source of a noise.

SERVICE DIAGNOSIS

SERVICE DIAGNOSIS (CONT’D)

MODEL 30 AXLE AND TUBE AXLE (2WD)
INDEX
page page
Axle Bushing Replacement . . . . . . . . . . . . . . . . . . 26
Axle Shaft Oil Seals . . . . . . . . . . . . . . . . . . . . . . . 26
Axle Shaft— Cardan U-Joint . . . . . . . . . . . . . . . . . 20
Axle Shaft— CV-Joint . . . . . . . . . . . . . . . . . . . . . . 21
Backlash and Contact Pattern Analysis . . . . . . . . . 37
Cleaning/Inspection . . . . . . . . . . . . . . . . . . . . . . . . 29
Differential and Pinion Measurement . . . . . . . . . . . 32
Differential Assembly . . . . . . . . . . . . . . . . . . . . . . . 30
Differential Disassembly . . . . . . . . . . . . . . . . . . . . 26
Differential Installation . . . . . . . . . . . . . . . . . . . . . . 36
Differential Removal . . . . . . . . . . . . . . . . . . . . . . . 26
Differential Shim Pack Measurement and
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Drive Axle Assembly Replacement . . . . . . . . . . . . . 16
Final Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
General Information . . . . . . . . . . . . . . . . . . . . . . . 16
Hub Bearing and Axle Shaft . . . . . . . . . . . . . . . . . 19
Lubricant Change . . . . . . . . . . . . . . . . . . . . . . . . . 17
Lubricant Specifications . . . . . . . . . . . . . . . . . . . . . 16
Pinion Gear Assembly/Installation . . . . . . . . . . . . . 33
Pinion Gear Depth Information . . . . . . . . . . . . . . . 30
Pinion Removal/Disassembly . . . . . . . . . . . . . . . . . 28
Pinion Shaft Seal Replacement . . . . . . . . . . . . . . . 18
Steering Knuckle and Ball Studs . . . . . . . . . . . . . . 24
GENERAL INFORMATION
The housing for Model 30 front axles consists of an
iron center casting with tubes on each side. The
tubes are pressed into and welded to the differential
housing.
The integral type housing, hypoid gear design has
the centerline of the pinion set below the centerline
of the ring gear.
The axle has a vent used to relieve internal pres-
sure caused by lubricant vaporization and internal
expansion.
The axles are equipped with semi-floating axle
shafts, meaning that loads are supported by the hub
bearings. The axle shafts are retained by nuts at the
hub bearings. The hub bearings are bolted to the
steering knuckle at the outboard end of the axle tube
yoke. The hub bearings are serviced as an assembly.
The axles are equipped with ABS brake sensors.
The sensors are attached to the knuckle assemblies
and tone rings are pressed on the axle shaft. Use
care when removing axle shafts as NOT to dam-
age the tone wheel or the sensor.
The stamped steel cover provides a means for in-
spection and servicing the differential.
The Model 30 axle has the assembly part number
and gear ratio listed on a tag. The tag is attached to
the housing cover. Build date identification codes are
stamped on the axle shaft tube cover side.
The differential case is a one piece design. The dif-
ferential pinion mate shaft is retained with a roll
pin. Differential bearing preload and ring gear back-
lash is adjusted by the use of shims. The shims are
located between the differential bearing cones and
case. Pinion bearing preload is set and maintained by
the use of a collapsible spacer.
LUBRICANT SPECIFICATIONS
Multi-purpose, hypoid gear lubricant should be
used for Model 30 axles. The lubricant should have
MIL-L-2105C and API GL 5 quality specifications.
MOPAR௡ Hypoid Gear Lubricant conforms to both of
these specifications.
• The factory fill for the Model 30 axle is SAE Ther-
mally Stable 80W-90 gear lubricant
• The factory installed lubricant quantity for the
NON-DISCONNECT TYPE AXLE is 40Ϯ1 fluid oz.
Refer to Group 0, Lubrication and Maintenance for
additional information.
CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid contamina-
tion.
DRIVE AXLE ASSEMBLY REPLACEMENT
REMOVAL
(1) Raise vehicle and position support stands un-
der the frame rails behind the lower suspension arm
brackets.
(2) Remove the front wheels.
(3) Remove the brake components and ABS brake
sensor (if equipped). Refer to Group 5—Brakes.
(4) On 4WD vehicles, disconnect the axle vent
hose.
(5) On 4WD vehicles, mark the drive shaft yoke
and axle pinion yoke for alignment reference. Discon-
nect the drive shaft from the axle.
(6) Disconnect the stabilizer bar link at the axle
bracket.
(7) Disconnect the shock absorbers from axle
bracket.
(8) Disconnect the track bar from the axle bracket.

(9) Disconnect the tie rod and drag link from the
steering knuckle. Disconnect the steering dampener
from the axle bracket.
(10) Support the axle with a hydraulic jack under
the differential.
(11) Disconnect the upper and lower suspension
arms from the axle bracket.
(12) Lower the jack enough to remove the axle.
The coil springs will drop with the axle.
(13) Remove the coil springs from the axle bracket.
INSTALLATION
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 affected
and premature bushing wear may occur. Rubber
bushings must never be lubricated.
(1) Install the springs, retainer clip and bolts.
(2) Support the axle on a hydraulic jack under the
differential. Position the axle under the vehicle.
(3) Raise the axle with a floor jack and align it
with the spring pads.
(4) Position the upper and lower suspension arm at
the axle bracket. Install bolts and nuts finger
tighten.
(5) Connect the track bar to the axle bracket and
install the bolt. Do not tighten at this time.
It is important that the springs support the
weight of the vehicle when the track bar is con-
nected. If the springs are not at their usual po-
sition, the vehicle ride comfort could be
affected.
(6) Install the shock absorber and tighten nuts to
27 N⅐m (20 ft. lbs.) torque.
(7) Install the stabilizer bar link to the axle
bracket. Tighten the nut to 95 N⅐m (70 ft. lbs.)
torque.
(8) Install the drag link and tie rod to the steering
knuckles and tighten the nuts to 47 N⅐m (35 ft. lbs.)
torque. Install the steering dampener to the axle
bracket and tighten the nut to 75 N⅐m (55 ft. lbs.)
torque.
(9) Install the brake components and ABS brake
sensor (if equipped). Refer to Group 5—Brakes.
(10) On 4WD vehicles, connect the vent hose to the
tube fitting.
(11) On 4WD vehicles, align the reference marks
and connect the drive shaft to the axle yoke. Tighten
the U-joint clamp bolts to 19 N⅐m (14 ft. lbs.) torque.
(12) Check differential lubricant and add if neces-
sary.
(13) Install the wheel and tire.
(15) Tighten the upper suspension arm nuts to 75
N⅐m (55 ft. lbs.) torque. Tighten the lower suspension
arm nuts to 115 N⅐m (85 ft. lbs.) torque.
(16) Tighten the track bar bolt at the axle bracket
(17) Check the front wheel alignment.
LUBRICANT CHANGE
The 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 and oil channels with
a flushing oil, light engine oil or lint free cloth. Do
not use water, steam, kerosene or gasoline for
cleaning.
(5) Remove the sealant from the housing and cover
surfaces. Use solvent to clean the mating surfaces.
(6) Apply a bead of MOPAR௡ Silicone Rubber Seal-
ant to the housing cover (Fig. 1). Allow the sealant
to cure for a few minutes.
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) Install the cover and any identification tag.
Tighten the cover bolts in a criss-cross pattern to 41
(8) Refill the differential with MOPAR௡ Hypoid
Gear Lubricant to the bottom of fill plug hole.
(9) Install the fill hole plug and lower the vehicle.
Fig. 1 Typical Housing Cover With Sealant

PINION SHAFT SEAL REPLACEMENT
REMOVAL
(2) Remove wheel and tire assemblies
(3) Mark the propeller shaft yoke and pinion yoke
for installation alignment reference.
(4) Remove the propeller shaft from the yoke.
(5) Rotate the pinion gear three or four times.
Make sure brakes are not dragging during this
procedure.
(6) Measure 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.
(7) Remove the pinion yoke nut and washer. Use
Remover C-452 and Wrench C-3281 to remove the
pinion yoke (Fig. 2).
(8) Mark the positions of the yoke and pinion gear
for installation alignment reference.
(9) Use Remover 7794A and slide hammer to re-
move the pinion gear seal (Fig. 3).
INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal. Install seal with Installer D-163
and Handle C-4171 (Fig. 4).
(2) Align the installation reference marks and in-
stall yoke on the pinion gear with Installer W-162D.
(3) Install a new nut on the pinion gear. Tighten
the nut only enough to remove 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.
(4) Install a socket and inch-pound torque wrench
on the pinion nut.
(5) Rotate the shaft with the torque wrench and
note the torque.
The required preload is equal to amount re-
corded during removal plus 0.56 N⅐m (5 in. lbs.).
The used bearing preload torque must never
exceed 2.25 N⅐m (20 in. lbs.)
(6) Use Flange Wrench C-3281 to retain the yoke
and shaft (Fig. 5). Tighten the shaft nut in very
small increments. Vehicles with Type 3 propeller
shaft use Flange Wrench C-3281 with 2 bolts in-
stalled into the flange (Fig. 6).
Fig. 2 Pinion Yoke Removal
Fig. 3 Seal Removal
Fig. 4 Pinion Seal Installation

(7) Continue tightening the shaft nut in small in-
crements until the correct bearing preload torque is
attained. Tighten the pinion shaft nut:
• No less than 217 N⅐m (160 ft. lbs.) torque
• No greater than 352 N⅐m (260 ft. lbs.) torque
(8) Align the installation reference marks and at-
tach the propeller shaft to the yoke.
(9) Add API grade GL 5 hypoid gear lubricant to
the differential housing, if necessary.
(10) Install wheel and tire assemblies
HUB BEARING AND AXLE SHAFT
REMOVAL
(2) Remove the wheel and tire assembly.
(3) Remove the brake components from the axle,
refer to Group 5, Brakes.
(4) Remove the cotter pin, nut retainer and axle
hub nut (Fig. 7).
(5) Remove the hub to knuckle bolts (Fig. 7). Re-
move the hub from the steering knuckle and axle
shaft.
(6) Remove the disc brake rotor shield from the
bearing carrier (Fig. 7).
(7) On 4WD vehicles, remove the axle shaft
from the housing. Avoid damaging the axle
shaft oil seals in the differential.
Fig. 6 Tightening Pinion Nut with Type 3 Shaft
Fig. 7 Hub, Knuckle and Axle Shaft
Fig. 5 Tightening Pinion Nut

INSTALLATION
(1) Thoroughly clean the axle shaft and apply a
thin film of Mopar Wheel Bearing Grease to the shaft
splines, seal contact surface, hub bore.
(2) On 4WD vehicles, install the axle shaft into the
housing and differential side gears. Avoid damaging
the axle shaft oil seals in the differential.
(3) Install the hub bearing and brake dust shield
to the knuckle.
(4) Install the hub to knuckle bolts and tighten to
102 N⅐m (75 ft. lbs.) torque.
(5) Install the hub washer and nut. Tighten the
hub nut to 237 N⅐m (175 ft. lbs.) torque. Install the
nut retainer and a new cotter pin (Fig. 7).
(6) Install the brake components, refer to Group 5,
Brakes.
(7) Install the wheel and tire assembly.
AXLE SHAFT— CARDAN U-JOINT
DISASSEMBLY
Single cardan U-joints are not serviceable. If defec-
tive, they must be replaced as a unit. If the bearings,
seals, spider or bearing caps are damaged or worn,
replace the complete U-joint.
CAUTION: Clamp only the forged portion of the
yoke in the vise. Also, to avoid distorting the yoke,
do not over tighten the vise jaws.
(1) Remove the bearing cap retaining snap rings
(Fig. 8).
It can be helpful to saturate the bearing caps
with penetrating oil prior to removal.
(2) Locate a socket that is larger in diameter than
the bearing cap. Place the socket (receiver) against
the yoke and around the perimeter of the bearing cap
to be removed. Locate a socket that is smaller in di-
ameter than the bearing cap. Place the socket (driv-
er) against the opposite bearing cap. Position the
yoke with the sockets in a vise (Fig. 9).
(3) Compress the vise jaws to force the bearing cap
into the larger socket (receiver).
(4) Release the vise jaws. Remove the sockets and
bearing cap that was partially forced out of the yoke.
(5) Repeat the above procedure for the remaining
bearing cap.
(6) Remove the remaining bearing cap, bearings,
seals and spider from the propeller shaft yoke.
CLEANING AND INSPECTION
(1) Clean all the U-joint yoke bores with cleaning
solvent and a wire brush. Ensure that all the rust
and foreign matter are removed from the bores.
(2) Inspect the yokes for distortion, cracks and
worn bearing cap bores.
(3) Replace the complete U-joint if any of the com-
ponents are defective.
ASSEMBLY
(1) Pack the bearing caps 1/3 full of wheel bearing
lubricant. Apply extreme pressure (EP), lithium-base
lubricant to aid in installation.
(2) Position the spider in the yoke. Insert the seals
and bearings. Tap the bearing caps into the yoke
bores far enough to hold the spider in position.
(3) Place the socket (driver) against one bearing
cap. Position the yoke with the socket wrench in a
vise.
Fig. 8 Axle Shaft Outer U-Joint
Fig. 9 Yoke Bearing Cap Removal

(4) Compress the vise to force the bearing caps into
the yoke. Force the caps enough to install the retain-
ing clips.
(5) Install the bearing cap retaining clips.
(6) Install the axle shaft, refer to Hub Bearing and
Axle Shaft installation.
AXLE SHAFT— CV-JOINT
HANDLING AND CLEANING PRECAUTIONS
Extreme care must be exercised to avoid punctur-
ing or tearing the boots. Also avoid damage to the
ABS tone ring pressed onto the CV-joint.
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
The most common failure of CV-joints is torn or
ripped boots and subsequent lubricant loss or con-
tamination. Look for lubricant around the exterior of
boot. Check for a punctured or torn boot or retaining
clamp loose. If joint was operating satisfactorily and
grease does not appear contaminated, replace boot.
When a CV drive shaft is removed from the vehicle
for service, the boot should be properly cleaned. In-
spect the boot for cracks, tears and scuffed areas on
the surfaces. If any of these conditions exist boot re-
placement is recommended.
If joint is noisy or worn, bypass following dis-
assembly and replace entire unit and boot.
DISASSEMBLY
(1) Remove retaining clamps from the outer CV
joint and discard. Slide the boot off the outer joint
and down the shaft.
(2) Remove the lubricant to expose the joint com-
ponents (Fig. 10).
(3) Clamp the shaft in a vise (with soft jaws). Give
a sharp tap to the top of the housing to dislodge joint
from internal circlip. Slide the joint from the shaft.
(Fig. 11).
(4) Remove the surplus lubricant. Apply installa-
tion alignment marks on the bearing hub, bearing
cage and housing with dabs of paint (Fig. 12).
Fig. 10 CV Joint Components
Fig. 11 Joint Removal

(5) Place the stub shaft in a soft-jawed vise to
avoid damage to the shaft splines.
(6) Press down on one side of the bearing cage/hub
to tilt the cage. This will provide access to a ball at
the opposite side of the cage. If the CV joint is tight,
use a hammer and brass drift to loosen the bearing
hub. Do not hit the bearing cage with the drift.
(7) Remove the ball from the bearing cage (Fig.
13). If necessary, a small pry bar can be used to pry
the ball loose from the cage.
(8) Repeat the step above until all six balls are re-
moved from the bearing cage.
(9) Tilt the bearing cage and hub to a vertical po-
sition to remove (Fig. 14).
(10) Insert one of the bearing hub lands into the
adjacent cage window and roll it out of the cage (Fig.
15).
INSPECTION
Polished contact surface areas on raceways
and bearing cage spheres are normal. If joint
was noisy or vibrated it should be replaced.
(1) Inspect the lubricant for grit, dirt, water dam-
age and metallic particles.
(2) Clean all the components with an appropriate
solvent and dry them with compressed air.
(3) Inspect the ball raceways in the housing for ex-
cessive wear or scoring.
(4) Examine the stub shaft splines and threads for
damage.
(5) Inspect the balls for pitting, cracks, scoring and
excessive wear. A dull exterior surface is normal.
(6) Inspect the bearing cage for wear, grooves, rip-
ples, cracks and chipping.
(7) Inspect the bearing hub for excessive wear and
scoring on ball raceways.
ASSEMBLY
(1) Lightly apply lubricating oil to all joint compo-
nents before assembling them.
(2) Align the bearing hub, cage and housing ac-
cording to the alignment reference marks.
Fig. 12 Ball Access
Fig. 13 Ball Removal
Fig. 14 Bearing Cage & Hub Removal
Fig. 15 Bearing Hub Removal

(3) Insert one of the bearing hub lands into a bear-
ing cage window and roll it into the cage (Fig. 16).
Rotate the bearing hub 90° to complete the installa-
tion (Fig. 17).
(4) Insert bearing cage/hub into the housing (Fig.
18). Rotate the cage/hub 90° to complete the installa-
tion. Ensure the tapered edge is facing outward
(Fig. 19).
(5) Apply the lubricant included with the replace-
ment rubber boot to the ball raceways. Spread the lu-
bricant equally between all the raceways. One packet
of lubricant is sufficient to lubricate the joint.
(6) Tilt the bearing hub and cage and install the
balls in the raceways (Fig. 20).
(7) Install the rubber boot on the axle shaft. En-
sure the clamp sealing area is in the grooved section
of the axle shaft. Install a new clamp.
Fig. 16 Bearing Hub Installation
Fig. 17 Assembled Bearing Cage & Hub
Fig. 18 Bearing Cage & Hub Installation
Fig. 19 Assembly Installed
Fig. 20 Ball Installation In Raceway

(8) Engage the splines and install the joint onto
the shaft. Tap sharply with mallet until seated (Fig.
21).
(9) Ensure that the snap ring is properly seated in
the housing. Pull the outer CV joint from the shaft to
test, it should not come off.
(10) Install remaining amount of lubricant to cage
and balls.
(11) Place the large diameter end of the rubber
boot over the edge of the housing. Ensure that the
boot is not twisted.
(12) Ensure the clamp sealing area is in the
grooved section of the housing. Install a new clamp.
(13) Install the axle shaft, refer to Hub Bearing
and Axle Shaft installation.
STEERING KNUCKLE AND BALL STUDS
Ball Stud service procedures below require removal
of the hub bearing and axle shaft. Removal and in-
stallation of upper and lower ball stud requires use
of Tool Kit 6289 (J34503-A).
KNUCKLE REMOVAL
(1) Remove hub bearing and axle shaft. Refer to
the Removal procedures in this Group.
(2) Remove tie-rod or drag link end from the steer-
ing knuckle arm. Remove the ABS sensor wire and
bracket from knuckle.
(3) Remove the cotter pin from the upper ball stud
nut. Remove the upper and lower ball stud nuts.
(4) Strike the steering knuckle with a brass ham-
mer to loosen. Remove knuckle from axle tube yokes
(Fig. 22).
UPPER BALL STUD REPLACEMENT
(1) Position tools as shown to remove and install
ball stud (Fig. 23).
LOWER BALL STUD REPLACEMENT
(1) Position tools as shown to remove and install
ball stud (Fig. 24).
KNUCKLE INSTALLATION
(1) Position the steering knuckle on the ball studs.
(2) Install and tighten the bottom retaining nut to
108 N⅐m (80 ft. lbs.) torque. Install new cotter pins.
(3) Install and tighten the top retaining nut to 101
N⅐m (75 ft. lbs.) torque. Install new cotter pin.
(4) Install the Hub Bearing and Axle Shaft. Refer
to the installation procedure.
(5) Install tie-rod or drag link end onto the steer-
ing knuckle arm. Install the ABS sensor wire and
bracket to the knuckle, refer to Group 5, Brakes for
proper set-up.
Fig. 21 Joint Installation
Fig. 22 Steering Knuckle Removal/Installation

Fig. 23 Upper Ball Stud Remove/Install
Fig. 24 Lower Ball Stud Remove/Install

AXLE BUSHING REPLACEMENT
Refer to Axle Bushing Replacement in the Front
Suspension section.
DIFFERENTIAL REMOVAL
To service the differential the axle shafts must be
removed. Refer to the removal procedures in this
Group.
(1) Note the installation reference letters
stamped on the bearing caps and housing ma-
chined sealing surface (Fig. 25).
(2) Remove the differential bearing caps.
(3) Position Spreader W-129B with the tool dowel
pins seated in the locating holes (Fig. 26). Install the
holddown clamps and tighten the tool turnbuckle fin-
ger-tight.
(4) Install a pilot stud at the left side of the differ-
ential housing. Attach Dial Indicator to housing pilot
stud. Load the indicator plunger against the opposite
side of the housing (Fig. 26) and zero the indicator.
CAUTION: Do not spread over 0.38 mm (0.015 in.). If
the housing is spread too much, it could be dis-
torted or damaged.
(5) Separate the housing a maximum of 0.38 mm
(0.015 in.). Measure the distance with the dial indi-
cator (Fig. 26).
(6) Remove the dial indicator.
(7) Pry the differential case loose from the housing.
To prevent damage, pivot on housing with the end of
the pry bar against spreader (Fig. 27).
(8) Remove the case from housing. Mark or tag
bearing cups indicating which side they were re-
moved. Remove spreader from housing.
AXLE SHAFT OIL SEALS
(1) Remove the inner axle shaft seals with a pry
bay.
(2) Install oil seals with Discs 6798 and Turn-
buckle 6797 (Fig. 28). Tighten tool until disc bottoms
in housing.
DIFFERENTIAL DISASSEMBLY
(1) Remove the bearings from the differential case
with Press C-293PA, Plug C-293-3, Adapter C-293-39
(Fig. 29).
Place adapter rings so they do not damage
the bearing cage.
(2) Remove bearing shims from case hubs and
mark them (with hub identity) for assembly refer-
ence. Record the thickness of the shims.
(3) Clamp the differential case in a vise equipped
with soft jaws. Remove and discard the ring gear
Fig. 25 Bearing Cap Identification
Fig. 26 Spread Differential Housing
Fig. 27 Differential Removal

bolts. Tap the ring gear with a rawhide or plastic
mallet and remove (Fig. 30).
(4) Use a drift to remove the pinion gear mate
shaft lock pin (Fig. 31).
Fig. 28 Axle Shaft Oil Seal Installation
Fig. 29 Differential Bearing Removal
Fig. 30 Ring Gear Removal
Fig. 31 Mate Shaft Lock Pin Removal

(5) Remove the mate shaft with a drift and ham-
mer (Fig. 32).
(6) Rotate the differential side gears and remove
the pinion mate gears and thrust washers (Fig. 33).
(7) Remove the differential side gears and thrust
washers.
(8) Remove the case from the vise.
PINION REMOVAL/DISASSEMBLY
(1) Remove the pinion yoke nut and washer. Use
Remover C-452 and Wrench C-3281 to remove the
pinion yoke (Fig. 34).
(2) Drive out pinion gear from housing with raw-
hide or plastic hammer (Fig. 35). Catch the pinion
with your hand to prevent it from falling and being
damaged. This will damage the front bearing
rollers and bearing cup. The front bearing and
cup must be replaced.
(3) Remove the pinion gear seal with a slide ham-
mer or pry out with bar.
(4) Remove oil slinger, front bearing.
(5) Remove the front pinion bearing cup and seal
with Remover D-147 and Handle C-4171 (Fig. 36).
(6) Remove the rear bearing cup from housing with
Remover D-149 and Handle C-4171 (Fig. 37).
(7) Remove the collapsible preload spacer (Fig. 38).
(8) Remove the inner bearing from the pinion with
Puller C-293PA and Adapter C-293-39 (Fig. 39).
Place adapter rings so they do not damage
the bearing cage.
Fig. 32 Mate Shaft Removal
Fig. 33 Pinion Mate Gear Removal
Fig. 34 Pinion Yoke Removal
Fig. 35 Remove Pinion Gear

(9) Remove the oil slinger (select thickness-produc-
tion) from the pinion gear shaft. Record the thick-
ness of slinger.
CLEANING/INSPECTION
Wash differential components with cleaning solvent
and dry with compressed air. Do not steam clean
the differential components.
Wash bearings with solvent and towel dry, do spin
dry bearings with compressed air. Cup and bearing
must be replaced as matched sets only.
Clean the axle shaft tubes with a stiff wire brush
or clean cloth.
Inspect the components for;
• Smooth appearance with no broken/dented sur-
faces on the bearing rollers or the roller contact sur-
faces
• Bearing cups must not be distorted or cracked
• Machined surfaces should be smooth and without
any raised edges
Fig. 36 Front Bearing Cup Removal
Fig. 37 Rear Bearing Cup Removal
Fig. 38 Collapsible Spacer
Fig. 39 Inner Bearing Removal

• Raised metal on shoulders of cup bores should be
removed with a hand stone
• Wear and damage to pinion gear mate shaft, pin-
ion gears, side gears and thrust washers. Replace as
a matched set only.
• Ring and pinion gear for worn and chipped teeth
• Ring gear for damaged bolt threads. Replaced as a
matched set only.
• Pinion yoke for cracks, worn splines, pitted areas,
and a rough/corroded seal contact surface. Repair or
replace as necessary.
• Preload shims for damage and distortion. Install
new shims if necessary.
DIFFERENTIAL ASSEMBLY
(1) Install the following components in the differ-
ential case.
• Differential side gears and thrust washers
• Pinion gears and thrust washers
• Pinion gear mate shaft (align holes in shaft and
case)
(2) Install and seat the locking roll pin in the dif-
ferential case and mate shaft with a punch and ham-
mer (Fig. 40). Peen metal part of case over pin in two
places a 180 degrees apart.
If replacement gears and thrust washers were
installed, it is not necessary to measure the
gear backlash. Correct fit is due to close ma-
chining tolerances during manufacture.
(3) Invert the differential case and start two ring
gear bolts. This will provide case-to-ring gear bolt
hole alignment.
(4) Install new ring gear bolts and alternately
tighten to 95-122 N⅐m (70-90 ft. lbs.) torque (Fig. 41).
(5) Lubricate all differential components with a
light coat of grease or hypoid gear lubricant.
PINION GEAR DEPTH INFORMATION
Ring and pinion gears are supplied as matched sets
only. The identifying numbers for the ring and pinion
gear are etched into the face of each gear (Fig. 42). A
plus (+) number, minus (-) number or zero (0) is
etched into the face of the pinion gear. This number
is the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
etched with a (0). The standard setting from the cen-
terline of the ring gear to the back face of the pinion
is 92.1 mm (3.625 inches) for Model 30 axles (Fig.
43). The standard depth provides the best teeth con-
tact pattern.
Fig. 40 Mate Shaft Pin Installation
Fig. 41 Ring Gear Bolt Installation
Fig. 42 Pinion Gear ID Numbers

THE BUTTON END ON THE PINION GEAR HEAD
IS NO LONGER A MACHINED-TO-SPECIFICATIONS
SURFACE. DO NOT USE THIS SURFACE FOR PIN-
ION DEPTH SET-UP OR CHECKING (Fig. 43).
Compensation for depth variance is achieved by a se-
lected thickness oil slinger (production) or shims (ser-
vice). The slinger is placed between the inner pinion
bearing cone and gear head (Fig. 44). The shim pack is
placed under the inner (rear) bearing cup. To change
the pinion adjustment, shims are available in thick-
nesses of 0.003, 0.005, and 0.010 inch. If equipped, the
oil slinger or baffle must be measured and the
thickness included with the total shim pack.
If a new gear set is being installed, note the
number etched into both pinion gears. Add or
subtract the thickness of original depth shims
to compensate for the difference in depth vari-
ances. Refer to the Depth Variance charts.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or mi-
nus amount needed.
For example, if old pinion is plus (+) 1 and the new
pinion is minus (-) 3, intersecting figure is (+) 0.004
inch (0.10 mm). Add this amount to the original
shim. Or if the old pinion is (-) 3 and the new pinion
is (-) 2, intersecting figure is (-) 0.001 inch (0.025
Fig. 44 Shim and Slinger Location
PINION GEAR DEPTH VARIANCE
Fig. 43 Pinion Gear Head

mm). Subtract this amount from original shim. Refer
to the Pinion Gear Depth Variance Chart.
DIFFERENTIAL AND PINION MEASUREMENT
DIFFERENTIAL ZERO END PLAY
MEASUREMENT
(1) Place Master Differential Bearing D-134
(D-348) on the case hubs (Fig. 45).
(2) Install a pilot stud at the right side of housing.
Attach Dial Indicator to the pilot stud. Load indica-
tor plunger against the back of the ring gear (Fig.
46).
(3) Insert a small pry bar between the bearing cap
and left side of differential case. Pry the case as far
as possible to right side (Fig. 46). Zero the dial indi-
cator pointer.
(4) Pry the case to left side and record the travel
distance.
The measurement above is the shim thickness
necessary for case zero end-play. The total
thickness will be determined during the ring
gear backlash adjustment.
(5) Remove indicator and pilot stud.
PINION GEAR DEPTH MEASUREMENT
Pinion gear depth measurement is necessary
when;
• Axle housing or differential case is replaced
• Pinion select shim pack is unknown
• Ring and pinion gears are replaced
Measurements are done with pinion cups and pin-
ion bearings installed in housing. Take measure-
ments with Pinion Gauge Set 6774, Pinion Block
6733 and Dial Indicator C-3339 (Fig. 47).
Fig. 45 Master Bearing Tools On Hubs
Fig. 46 Differential Case End Play Measurement
Fig. 47 Pinion Gear Depth Gauge Tools

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1995 JEEP GRAND CHEROKEE Service Repair Manual

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1995 JEEP GRAND CHEROKEE Service Repair Manual