1996 JEEP GRAND CHEROKEE Service Repair Manual

CHRYSLER
CORPORATION
SERVICE MANUAL and SUPPLEMENT
1996 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 SYS-
TEM, OR TRANSMITTED, IN ANY FORM OR BY
ANY MEANS, ELECTRONIC, MECHANICAL,
PHOTOCOPYING, RECORDING, OR OTHERWISE,
WITHOUT THE PRIOR WRITTEN PERMISSION
OF CHRYSLER CORPORATION.
Chrysler Corporation reserves the right to make changes in design or to
make additions to or improvements in its products without imposing any obli-
gations upon itself to install them on its products previously manufactured.
Litho in U.S.A. Copyright © 1995 Chrysler Corporation 15M0895
NEXT PAGE ᮣ

FOREWORD
The information contained in this service manual has been prepared for the professional automotive tech-
nician 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 system and compo-
nents. 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 infor-
mation 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.
NEXT PAGE ᮣ

NOTE: Groups with the suffix “-S” are Supplements to
the original service manual publication.
GROUP TAB LOCATOR PAGE
IN Introduction
0 Lubrication and Maintenance
0-S Lubrication and Maintenance
2 Suspension
3 Differential and Driveline
3-S Differential and Driveline
5 Brakes
7 Cooling System
8A Battery
8B Starting Systems
8C Charging System
8D Ignition System
8E Instrument Panel Systems
8F Audio Systems
8G Horn Systems
8H Vehicle Speed Control System
8J Turn Signal and Hazard Warning Systems
8K Wiper and Washer Systems
8L Lamps
8M Passive Restraint Systems
8N Electrically Heated Systems
8P Power Lock Systems
8Q Vehicle Theft/Security Systems
8R Power Seat Systems
8S Power Window Systems
8T Power Mirror Systems
8U Chime/Buzzer Warning Systems
8V Overhead Console Systems
8W Wiring Diagrams
9 Engine
11 Exhaust System and Intake Manifold
13 Frame and Bumpers
14 Fuel System
19 Steering
21 Transmission and Transfer Case
21-S Transmission and Transfer Case
22 Tires and Wheels
23 Body
24 Heating and Air Conditioning
25 Emission Control Systems
Component and System Index
Supplement Component and System Index
Service Manual Comment Forms (Rear of Manual)

INTRODUCTION
CONTENTS
page page
GENERAL INFORMATION
BODY CODE PLATE . . . . . . . . . . . . . . . . . . . . . . 2
FASTENER IDENTIFICATION . . . . . . . . . . . . . . . . 3
INTERNATIONAL VEHICLE CONTROL AND
DISPLAY SYMBOLS . . . . . . . . . . . . . . . . . . . . 3
METRIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 3
TORQUE REFERENCES . . . . . . . . . . . . . . . . . . . . 4
VEHICLE DIMENSIONS . . . . . . . . . . . . . . . . . . . . 3
VEHICLE IDENTIFICATION NUMBER (VIN) . . . . 1
VEHICLE SAFETY CERTIFICATION LABEL . . . . . 2
GENERAL INFORMATION
VEHICLE IDENTIFICATION NUMBER (VIN)
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.
VEHICLE IDENTIFICATION NUMBER DECODING CHART
POSITION INTERPRETATION CODE = DESCRIPTION
1 Country of Origin 1 = United States
2 Make J = Jeep
3 Vehicle Type 4 = MPV
4 Gross Vehicle Weight Rating G = 5001-6000 lbs.
5 Vehicle Line X = Grand Cherokee 4X2 (LHD)
Z = Grand Cherokee 4X4 (LHD)
W = Grand Cherokee 4X4 (RHD)
6 Series 5 = Laredo
6 = SE
7 = Limited
7 Body Style 8 = 4dr Sport Utility
8 Engine S = 4.0 Liter
Y = 5.2 Liter
9 Check Digit
10 Model Year T = 1996
11 Assembly Plant C = Jefferson Assembly
12 thru 17 Vehicle Build Sequence
ZJ INTRODUCTION 1

VEHICLE SAFETY CERTIFICATION LABEL
A vehicle safety certification label (Fig. 1) is
attached to every Chrysler Corporation vehicle. The
label certifies that the vehicle conforms to all appli-
cable Federal Motor Vehicle Safety Standards. The
label also lists:
• 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.
• Paint and Trim codes.
• Country of origin.
The label is located on the driver-side door shut-
face.
BODY CODE PLATE
A metal Body Code (Fig. 2) plate is attached (riv-
eted) to the top, left side of the radiator reinforce-
ment. There can be a maximum of seven rows of
information on the plate. The information should be
read from left to right. Start with line 1 at the bot-
tom of the plate up to line 7 at the top of the code
plate.
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.
The last code on a vehicle code plate will be fol-
lowed by the imprinted word END. When two plates
are required, the last available spaces on the first
plate will be imprinted with the letters CTD (for con-
tinued).
When a second vehicle code plate is necessary, the
first four spaces on each row will not be used because
of the plate overlap.
Fig. 1 Vehicle Safety Certification Label—Typical
Fig. 2 Body Code Plate
VEHICLE CODE DECODING
2 INTRODUCTION ZJ
GENERAL INFORMATION (Continued)

VEHICLE DIMENSIONS
The Vehicle Dimensions chart provides the dimen-
sions for each type of Grand Cherokee vehicle.
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.
FASTENER IDENTIFICATION
THREAD IDENTIFICATION
SAE and metric bolt/nut threads are not the same.
The difference is described in the Thread Notation
chart (Fig. 3).
GRADE/CLASS IDENTIFICATION
The SAE bolt strength grades range from grade 2
to grade 8. The higher the grade number, the greater
the bolt strength. Identification is determined by the
line marks on the top of each bolt head. The actual
bolt strength grade corresponds to the number of line
marks plus 2. The most commonly used metric bolt
strength classes are 9.8 and 12.9. The metric
strength class identification number is imprinted on
the head of the bolt. The higher the class number,
the greater the bolt strength. Some metric nuts are
imprinted with a single-digit strength class on the
nut face. Refer to the Fastener Identification and
Fastener Strength Charts.
METRIC SYSTEM
WARNING: USE OF AN INCORRECT FASTENER
MAY RESULT IN COMPONENT DAMAGE OR PER-
SONAL INJURY.
Figure art, specifications and torque references in
this Service Manual are identified in metric and SAE
format.
During any maintenance or repair procedures, it is
important to salvage metric fasteners (nuts, bolts,
etc.) for reassembly. If the fastener is not salvage-
able, a fastener of equivalent specification should be
used.
The metric system is based on quantities of one,
ten, one hundred, one thousand and one million (Fig.
4).
The following chart will assist in converting metric
units to equivalent English and SAE units, or vise
versa.
Refer to the Conversion Chart to convert torque
values listed in metric Newton- meters (N·m). Also,
Vehicle Dimensions
ZJ INTRODUCTION 3

use the chart to convert between millimeters (mm)
and inches (in.)
TORQUE REFERENCES
Individual Torque Charts appear at the end of
many Groups. Refer to the Standard Torque Specifi-
cations Chart for torque references not listed in the
individual torque charts.
INTERNATIONAL CONTROL AND DISPLAY SYMBOLS
Fig. 3 Thread Notation—SAE and Metric
4 INTRODUCTION ZJ

FASTENER IDENTIFICATION
ZJ INTRODUCTION 5

FASTENER STRENGTH
6 INTRODUCTION ZJ

Fig. 4 Metric Prefixes
CONVERSION FORMULAS AND EQUIVALENT VALUES
ZJ INTRODUCTION 7

METRIC CONVERSION
8 INTRODUCTION ZJ

TORQUE SPECIFICATIONS
ZJ INTRODUCTION 9

LUBRICATION AND MAINTENANCE
CONTENTS
page page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . 1
JUMP STARTING, HOISTING AND TOWING . . . . 8
MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION
INDEX
page page
GENERAL INFORMATION
CLASSIFICATION OF LUBRICANTS . . . . . . . . . . . 1
FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . 2
INTERNATIONAL SYMBOLS . . . . . . . . . . . . . . . . 1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1
PARTS AND LUBRICANT RECOMMENDATIONS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
INTRODUCTION
Service and maintenance procedures for compo-
nents and systems listed in Schedule—A or B can be
found by using the Group Tab Locator index at the
front of this manual. If it is not clear which group
contains the information needed, refer to the index at
the back of this manual.
There are two maintenance schedules that show
proper service based on the conditions that the vehi-
cle is subjected to.
Schedule—A, lists scheduled maintenance to be
performed when the vehicle is used for general trans-
portation.
Schedule—B, lists maintenance intervals for vehi-
cles that are operated under the conditions listed at
the beginning of the Maintenance Schedule section.
Use the schedule that best describes your driving
conditions.
Where time and mileage are listed, follow the
interval that occurs first.
PARTS AND LUBRICANT RECOMMENDATIONS
When service is required, Chrysler Corporation
recommends that only Mopar௡ brand parts, lubri-
cants and chemicals be used. Mopar provides the
best engineered products for servicing Chrysler Cor-
poration vehicles.
INTERNATIONAL SYMBOLS
Chrysler Corporation uses international symbols to
identify engine compartment lubricant and fluid
inspection and fill locations (Fig. 1).
CLASSIFICATION OF LUBRICANTS
Only lubricants that are endorsed by the following
organization should be used to service a Chrysler
Corporation vehicle.
• Society of Automotive Engineers (SAE)
• American Petroleum Institute (API) (Fig. 2)
• National Lubricating Grease Institute (NLGI)
(Fig. 3)
Fig. 1 International Symbols
ZJ LUBRICATION AND MAINTENANCE 0 - 1

ENGINE OIL
SAE GRADE RATING INDICATES ENGINE OIL VISCOSITY
An SAE viscosity grade is used to specify the vis-
cosity of engine oil. SAE 30 specifies a single viscos-
ity engine oil. Engine oils also have multiple
viscosities. These are specified with a dual SAE vis-
cosity grade which indicates the cold-to-hot tempera-
ture viscosity range.
• SAE 30 = single grade engine oil.
• SAE 10W-30 = multiple grade engine oil.
API QUALITY CLASSIFICATION
The API Service Grade specifies the type of perfor-
mance the engine oil is intended to provide. The API
Service Grade specifications also apply to energy con-
serving engine oils.
Use engine oil that is API Service Grade Certified
or an oil that conforms to the API Service Grade SH
or SH/CD. MOPAR engine oils conform to all of these
service grades.
Refer to Group 9, Engine for engine oil specifica-
tion.
GEAR LUBRICANTS
SAE ratings also apply to multiple grade gear
lubricants. In addition, API classification defines the
lubricants usage.
LUBRICANTS AND GREASES
Lubricating grease is rated for quality and usage
by the NLGI. All approved products have the NLGI
symbol (Fig. 3) on the label. At the bottom NLGI
symbol is the usage and quality identification letters.
Wheel bearing lubricant is identified by the letter
“G”. Chassis lubricant is identified by the latter “L”.
The letter following the usage letter indicates the
quality of the lubricant. The following symbols indi-
cate the highest quality.
FLUID CAPACITIES
FUEL TANK
All. . . . . . . . . . . . . . . . . . . . . . . . . . . .87.4 L (23 gal.)
ENGINE OIL W/FILTER CHANGE
4.0L . . . . . . . . . . . . . . . . . . . . . . . . . . .5.7 L (6.0 qts.)
5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . .4.7 L (5.0 qts.)
COOLING SYSTEM
4.0L . . . . . . . . . . . . . . . . . . . . . . . .11.4 L (12.0 qts.)*
5.2L . . . . . . . . . . . . . . . . . . . . . . . .14.1 L (14.9 qts.)*
*Includes 2.2 L (2.3 qts.) for coolant recovery bot-
tle.
AUTOMATIC TRANSMISSION
Dry fill capacity.*
42RE . . . . . . . . . . . . . . . . . . . .8.0-10.4 L (17-22 pts.)
44RE . . . . . . . . . . . . . . . . . . . .8.0-10.4 L (17-22 pts.)
*Depending on type and size of internal cooler,
length and inside diameter of cooler lines, or use of
an auxiliary cooler, these figures may vary. Refer to
Group 21, Transmission for proper fluid fill proce-
dure.
FRONT AXLE
Model 30 . . . . . . . . . . . . . . . . . . . . .1.48 L (3.13 pts.)
REAR AXLE
Model 44* . . . . . . . . . . . . . . . . . . . .2.24 L (4.75 pts.)
*If the vehicle is equipped with TRAC-LOK,
include 0.11 L (0.25 pts.) of friction modifier.
NOTE: Vehicles with trailer tow, must use a syn-
thetic lubricant. Refer to Group 3, Differential and
Driveline for service procedures.
Fig. 2 API Symbol
Fig. 3 NLGI Symbol
0 - 2 LUBRICATION AND MAINTENANCE ZJ

MAINTENANCE SCHEDULES
INDEX
page page
GENERAL INFORMATION
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 3
SCHEDULE—A . . . . . . . . . . . . . . . . . . . . . . . . . . 3
SCHEDULE—B . . . . . . . . . . . . . . . . . . . . . . . . . . 5
UNSCHEDULED INSPECTION . . . . . . . . . . . . . . . 3
GENERAL INFORMATION
INTRODUCTION
There are two maintenance schedules that show
proper service intervals for ZJ vehicles. Use the
schedule that best describes the conditions the vehi-
cle is operated under. When mileage and time is
listed, follow the interval that occurs first.
Schedule-A lists all the scheduled maintenance to
be performed under normal operating conditions.
Schedule-B is a schedule for vehicles that are
usually operated under one or more of the following
conditions:
• Frequent short trips driving less than 5 miles (8
km)
• Frequent driving in dusty conditions
• Frequent trailer towing
• Extensive idling
• More than 50% of your driving is at sustained
high speeds during hot weather, above 90°F (32°C)
• Off road driving
• Desert operation
EMISSION CONTROL SYSTEM MAINTENANCE
The scheduled emission maintenance listed in bold
type on the Maintenance Schedules, must be done at
the mileage specified to assure the continued proper
functioning of the emission control system. These,
and all other maintenance services included in this
manual, should be done to provide the best vehicle
performance and reliability. More frequent mainte-
nance may be needed for vehicles in severe operating
conditions such as dusty areas and very short trip
driving.
UNSCHEDULED INSPECTION
AT EACH STOP FOR FUEL
• Check engine oil level, add as required.
• Check windshield washer solvent and add if
required.
ONCE A MONTH
• Check tire pressure and look for unusual wear
or damage.
• Inspect battery and clean and tighten terminals
as required. Check electrolyte level and add water as
needed.
• Check fluid levels of coolant reservoir, power
steering and transmission and add as needed.
• Check all lights and all other electrical items for
correct operation.
AT EACH OIL CHANGE
• Inspect exhaust system.
• Inspect brake hoses.
• Rotate the tires at each oil change interval
shown on Schedule—A (7,500 miles) or every other
interval shown on Schedule—B (6,000 miles).
• Check coolant level, hoses and clamps.
• Lubricate suspension ball joints.
• After completion of off-road (4WD) operation, the
underside of the vehicle should be thoroughly
inspected. Examine threaded fasteners for looseness.
SCHEDULE—A
7,500 miles (12 000 km) or at 6 months
• Change engine oil.
• Replace engine oil filter.
• Lubricate steering linkage (4x4 only).
15,000 Miles (24 000 km) or at 12 months
• Lubricate steering linkage.
• Inspect brake linings.
• Replace engine air cleaner element.
• Replace spark plugs.
• Inspect drive belt.

• Drain and refill automatic transmission fluid.
• Drain and refill transfer case fluid.
• Flush and replace engine coolant at 36 months,
regardless of mileage.
• Flush and replace engine coolant if not done at
36 months.
• Replace ignition wires.
• Inspect PCV valve and replace if necessary
(5.2L only).*
• Replace fuel filter.**
*This maintenance is recommended, but is not
required to maintain warranty on the PCV valve.
**Recommended for proper vehicle performance for
vehicles built for sale in California.
• Inspect brake linings
• Flush and replace engine coolant if it has been
30,000 miles (48 000 km) or 24 months since last
change.
change.
change.
change.
(5.2L only).*

IMPORTANT: Inspection and service should also
be performed anytime a malfunction is observed or
suspected.
SCHEDULE—B
3,000 Miles (5 000 km)
6,000 Miles (10 000 km)
9,000 Miles (14 000 km)
12,000 Miles (19 000 km)
• Drain and refill front and rear axles.
15,000 miles (24 000 km)
• Inspect engine air cleaner element, replace
as necessary.
18,000 Miles (29 000 km)
21,000 Miles (34 000 km)
24,000 Miles (38 000 km)
27,000 Miles (43 000 km)
30,000 Miles (48 000 km)
(5.2L only).*
*This maintenance is recommended to the cus-
tomer, but is not required to maintain warranty on
the PCV valve.
33,000 Miles (53 000 km)
36,000 Miles (58 000 km)
39,000 Miles (62 000 km)
42,000 Miles (67 000 km)
45,000 Miles (72 000 km)
as necessary.
48,000 Miles (77 000 km)

51,000 Miles (82 000 km)
• Flush and replace engine coolant.
54,000 Miles (86 000 km)
57,000 Miles (91 000 km)
60,000 Miles (96 000 km)
(5.2L only).*
63,000 Miles (101 000 km)
66,000 Miles (106 000 km)
69,000 Miles (110 000 km)
72,000 Miles (115 000 km)
75,000 Miles (120 000 km)
as necessary.
78,000 Miles (125 000 km)
81,000 Miles (130 000 km)
84,000 miles (134 000 km)
87,000 Miles (139 000 km)
90,000 Miles (144 000 km)
(5.2L only).*
93,000 Miles (149 000 km)
96,000 Miles (154 000 km)

99,000 Miles (158 000 km)
102,000 Miles (163 000 km)
105,000 Miles (168 000 km)
as necessary.
108,000 Miles (173 000 km)
111,000 Miles (178 000 km)
114,000 Miles (182 000 km)
117,000 Miles (187 000 km)
120,000 Miles (192 000 km)
(5.2L only).
IMPORTANT: Inspection and service should also
be performed anytime a malfunction is observed or
suspected.

JUMP STARTING, HOISTING AND TOWING
INDEX
page page
SERVICE PROCEDURES
EMERGENCY TOW HOOKS . . . . . . . . . . . . . . . . 10
FOUR-WHEEL-DRIVE VEHICLE TOWING . . . . . 10
HOISTING RECOMMENDATIONS . . . . . . . . . . . 10
JUMP STARTING PROCEDURE . . . . . . . . . . . . . . 8
TOWING RECOMMENDATIONS . . . . . . . . . . . . . . 9
TWO-WHEEL-DRIVE VEHICLE TOWING . . . . . . . 9
SERVICE PROCEDURES
JUMP STARTING PROCEDURE
WARNING: REVIEW ALL SAFETY PRECAUTIONS
AND WARNINGS IN GROUP 8A, BATTERY/START-
ING/CHARGING SYSTEMS DIAGNOSTICS.
DO NOT JUMP START A FROZEN BATTERY, PER-
SONAL INJURY CAN RESULT.
DO NOT JUMP START WHEN BATTERY INDICA-
TOR DOT IS YELLOW OR BRIGHT COLOR. BAT-
TERY CAN EXPLODE.
DO NOT ALLOW JUMPER CABLE CLAMPS TO
TOUCH EACH OTHER WHEN CONNECTED TO A
BOOSTER SOURCE.
DO NOT USE OPEN FLAME NEAR BATTERY.
REMOVE METALLIC JEWELRY WORN ON HANDS
OR WRISTS TO AVOID INJURY BY ACCIDENTAL
ARCHING OF BATTERY CURRENT.
WHEN USING A HIGH OUTPUT BOOSTING
DEVICE, DO NOT ALLOW DISABLED VEHICLE’S
BATTERY TO EXCEED 16 VOLTS. PERSONAL
INJURY OR DAMAGE TO ELECTRICAL SYSTEM
CAN RESULT.
CAUTION: When using another vehicle as a
booster, do not allow vehicles to touch. Electrical
systems can be damaged on either vehicle.
TO JUMP START A DISABLED VEHICLE:
(1) Raise hood on disabled vehicle and visually
inspect engine compartment for:
• Generator drive belt condition and tension.
• Fuel fumes or leakage, correct if necessary.
• Frozen battery.
• Yellow or bright color test indicator, if equipped.
• Low battery fluid level.
CAUTION: If the cause of starting problem on dis-
abled vehicle is severe, damage to booster vehicle
charging system can result.
(2) When using another vehicle as a booster
source, turn off all accessories, place gear selector in
park or neutral, set park brake or equivalent and
operate engine at 1200 rpm.
(3) On disabled vehicle, place gear selector in park
or neutral and set park brake or equivalent. Turn
OFF all accessories.
(4) Connect jumper cables to booster battery. RED
clamp to positive terminal (+). BLACK clamp to neg-
ative terminal (-). DO NOT allow clamps at opposite
end of cables to touch, electrical arc will result (Fig.
1). Review all warnings in this procedure.
(5) On disabled vehicle, connect RED jumper cable
clamp to battery positive (+) terminal. Connect
BLACK jumper cable clamp to the engine as close to
the ground cable connection as possible (Fig. 1).
CAUTION: Do not crank starter motor on disabled
vehicle for more than 15 seconds, starter will over-
heat and could fail.
(6) Allow battery in disabled vehicle to charge to
at least 12.4 volts (75% charge) before attempting to
start engine. If engine does not start within 15 sec-
onds, stop cranking engine and allow starter to cool
(15 min.), before cranking again.
Fig. 1 Jumper Cable Clamp Connections

DISCONNECT CABLE CLAMPS AS FOLLOWS:
• Disconnect BLACK cable clamp from engine
ground on disabled vehicle.
• When using a Booster vehicle, disconnect
BLACK cable clamp from battery negative terminal.
Disconnect RED cable clamp from battery positive
terminal.
• Disconnect RED cable clamp from battery posi-
tive terminal on disabled vehicle.
TOWING RECOMMENDATIONS
A vehicle equipped with SAE approved sling-type
towing equipment or a wheel-lift towing device can
be used to tow all ZJ vehicles. When towing a 4WD
vehicle, use tow dollies under the opposite end of the
vehicle. A vehicle with a flat-bed device can also be
used to transport a disabled vehicle (Fig. 2).
SAFETY PRECAUTIONS
The following safety precautions must be observed
when towing a vehicle:
• Secure loose and protruding parts.
• Always use a safety chain system that is inde-
pendent of the lifting and towing equipment.
• Do not allow towing equipment to contact the
disabled vehicle’s fuel tank.
• Do not allow anyone under the disabled vehicle
while it is lifted by the towing device.
• Do not allow passengers to ride in a vehicle
being towed.
• Always observe state and local laws regarding
towing regulations.
• Do not tow a vehicle in a manner that could
jeopardize the safety of the operator, pedestrians or
other motorists.
• Do not attach tow chains, T-hooks, J-hooks, or a
tow sling to a bumper, steering linkage, drive shafts
or a non-reinforced frame hole.
GROUND CLEARANCE
CAUTION: If vehicle is towed with wheels
removed, install lug nuts to retain brake drums.
A towed vehicle should be raised until lifted wheels
are a minimum 100 mm (4 in) from the ground. Be
sure there is adequate ground clearance at the oppo-
site end of the vehicle, especially when towing over
rough terrain or steep rises in the road. If necessary,
remove the wheels from the lifted end of the vehicle
and lower the vehicle closer to the ground, to
increase the ground clearance at the opposite end of
the vehicle. Install lug nuts on wheel attaching studs
to retain brake drums.
FLAT-BED TOWING RAMP ANGLE
If a vehicle with flat-bed towing equipment is used,
the approach ramp angle should not exceed 15
degrees.
TWO-WHEEL-DRIVE VEHICLE TOWING
Chrysler Corporation recommends that a vehicle be
towed with the rear end lifted, whenever possible.
TOWING-REAR END LIFTED
CAUTION: Do not use steering column lock to
secure steering wheel during towing operation.
Vehicles can be towed with the front wheels on the
ground for extended distances at speeds not exceed-
ing 48 km/h (30 mph).
(1) Attach the J-hooks around the axle shaft tube
outboard of the rear springs.
(2) Position and center the sling under and for-
ward of the rear bumper.
(3) Attach safety chains (with pads) at each end of
the rear bumper.
(4) Turn the ignition switch to the OFF position to
unlock the steering wheel.
(5) Secure the steering wheel in straight ahead
position with a clamp device designed for towing.
(6) Verify that steering components are in good
condition.
(7) Shift the transmission to NEUTRAL.
TOWING-FRONT END LIFTED
To prevent damage to front facia components, use
only a Wheel-Lift type towing device or Flat-Bed
hauling equipment.
Fig. 2 Tow Vehicles With Approved Equipment.
SERVICE PROCEDURES (Continued)

2WD—AUTOMATIC TRANSMISSION
Provided the transmission is operable, tow only in
NEUTRAL at speeds not to exceed 30 mph (50
km/h) and distances less than 15 miles (25km/h).
If the vehicle is to be towed more than 15 miles,
the propeller shaft should be disconnected or place
tow dollies under rear wheels.
FOUR-WHEEL-DRIVE VEHICLE TOWING
Chrysler Corporation recommends that a vehicle be
transported on a flat-bed device. A Wheel-lift or
Sling-type device can be used provided all the wheels
are lifted off the ground using tow dollies.
4WD TOWING-REAR END LIFTED
(1) Raise the front of the vehicle off the ground
and install tow dollies under front wheels.
(2) Attach the J-hooks around the axle shaft tube
outboard of the rear springs.
(3) Position and center the sling under and for-
ward of the rear bumper.
(4) Attach safety chains (with pads) at each end of
the rear bumper.
(5) Turn the ignition switch to the OFF position to
unlock the steering wheel.
(6) Secure the steering wheel in straight ahead
position with a clamp device designed for towing.
(7) Shift the transfer case to NEUTRAL.
4WD TOWING-FRONT END LIFTED
To prevent damage to front facia components, use
only a Wheel-Lift type towing device or Flat-Bed
hauling equipment.
If using the wheel-lift towing method, install tow
dollies under rear wheels.
EMERGENCY TOW HOOKS
WARNING: REMAIN AT A SAFE DISTANCE FROM A
VEHICLE THAT IS BEING TOWED VIA ITS TOW
HOOKS. THE TOW STRAPS/CHAINS COULD BREAK
AND CAUSE SERIOUS INJURY.
Some Jeep vehicles are equipped with front emer-
gency tow hooks. The tow hooks should be used for
EMERGENCY purposes only.
CAUTION: DO NOT use emergency tow hooks for
tow truck hook-up or highway towing.
HOISTING RECOMMENDATIONS
FLOOR JACK
When properly positioned, a floor jack can be used
to lift a ZJ vehicle (Fig. 3). Support the vehicle in the
raised position with jack stands at the front and rear
ends of the frame rails.
CAUTION: Do not attempt to lift a vehicle with a
floor jack positioned under:
An axle tube.
A body side sill.
A steering linkage component.
A drive shaft.
The engine or transmission oil pan.
The fuel tank.
A front suspension arm.
HOIST
A vehicle can be lifted with:
• A single-post, frame-contact hoist.
• A twin-post, chassis hoist.
• A ramp-type, drive-on hoist.

NOTE: When a frame-contact type hoist is used,
verify that the lifting pads are positioned properly
(Fig. 3).
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN A CHASSIS OR DRIVETRAIN COMPO-
NENT IS REMOVED FROM A VEHICLE, THE
CENTER OF GRAVITY IS ALTERED MAKING SOME
HOISTING CONDITIONS UNSTABLE. PROPERLY
SUPPORT OR SECURE VEHICLE TO HOISTING
DEVICE WHEN THESE CONDITIONS EXIST.
Fig. 3 Correct Vehicle Lifting Locations

LUBRICATION AND MAINTENANCE
CONTENTS
page
GENERAL INFORMATION
FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
FLUID CAPACITIES
FUEL TANK
All. . . . . . . . . . . . . . . . . . . . . . . . . . . .87.4 L (23 gal.)
ENGINE OIL W/FILTER CHANGE
4.0L . . . . . . . . . . . . . . . . . . . . . . . . . . .5.7 L (6.0 qts.)
5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . .4.7 L (5.0 qts.)
COOLING SYSTEM
4.0L . . . . . . . . . . . . . . . . . . . . . . . .11.4 L (12.0 qts.)*
5.2L . . . . . . . . . . . . . . . . . . . . . . . .14.1 L (14.9 qts.)*
*Includes 2.2 L (2.3 qts.) for coolant recovery bot-
tle.
AUTOMATIC TRANSMISSION
Dry fill capacity.*
42RE . . . . . . . . . . . . . . . . . . . .8.0-10.4 L (17-22 pts.)
44RE . . . . . . . . . . . . . . . . . . . .8.0-10.4 L (17-22 pts.)
*Depending on type and size of internal cooler,
length and inside diameter of cooler lines, or use of
an auxiliary cooler, these figures may vary. Refer to
Group 21, Transmission for proper fluid fill proce-
dure.
TRANSFER CASE
242 NVG . . . . . . . . . . . . . . . . . . . . . . .1.4 L (3.0 pts.)
249 NVG . . . . . . . . . . . . . . . . . . . . . . .1.1 L (2.5 pts.)
FRONT AXLE
Model 30 . . . . . . . . . . . . . . . . . . . . . .1.18 L (2.5 pts.)
REAR AXLE
Model 35* . . . . . . . . . . . . . . . . . . . . . .1.6 L (3.5 pts.)
Model 44* . . . . . . . . . . . . . . . . . . . .2.24 L (4.75 pts.)
*If the vehicle is equipped with Trac-lok, include
0.11 L (0.25 pts.) of friction modifier.
NOTE: Vehicles with trailer tow, must use a syn-
thetic lubricant. Refer to Group 3, Differential and
Driveline for service procedures.

SUSPENSION
CONTENTS
page page
ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . 6
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . 13
ALIGNMENT
INDEX
page page
GENERAL INFORMATION
WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . 1
SERVICE PROCEDURES
ALIGNMENT MEASUREMENTS AND
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 4
PRE-ALIGNMENT INSPECTION . . . . . . . . . . . . . . 1
SPECIFICATIONS
Alignment Specifications . . . . . . . . . . . . . . . . . . . . 5
GENERAL INFORMATION
WHEEL ALIGNMENT
Wheel alignment involves the correct positioning of
the wheels in relation to the vehicle. The positioning
is accomplished through suspension and steering
linkage adjustments. An alignment is considered
essential for efficient steering, good directional stabil-
ity and to maximize tire wear. The most important
measurements of front end alignment are caster,
camber and toe position.
NOTE: 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 rearward provides positive caster. Tilting the
top of the knuckle forward provides negative caster.
Caster is a directional stability angle. This angle
enables the front wheels to return to a straight
ahead position after turns.
• 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
inside or outside edge of the tire. The angle is not
adjustable, the damaged component(s) must be
replaced to correct mis-alignment.
• WHEEL TOE POSITION is the difference
between the leading inside edges and trailing inside
edges of the front tires. Incorrect wheel toe position
is the most common cause of unstable steering and
uneven tire wear. The wheel toe position is the final
front wheel alignment adjustment.
• STEERING AXIS INCLINATION ANGLE is
measured in degrees and is the angle that the steer-
ing knuckles are tilted. 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, the dam-
aged component(s) must be replaced to correct mis-
alignment.
WARNING: Do not attempt to modify any suspen-
sion or steering component by heating and bend-
ing.
SERVICE PROCEDURES
PRE-ALIGNMENT INSPECTION
Before starting wheel alignment, the following
inspection and necessary corrections must be com-
pleted. Refer to Suspension and Steering System
Diagnosis Chart for additional information.
ZJ SUSPENSION 2 - 1

(1) Tires with the same recommended air pressure,
size, and tread wear. Refer to Group 22, Wheels and
Tires for diagnosis information.
(2) Inspect front wheel bearings for wear or adjust-
ment.
(3) Inspect front wheels for excessive radial, lat-
eral runout and unbalance. Refer to Group 22,
Wheels and Tires for diagnosis information.
(4) Inspect ball studs, linkage pivot points and
steering gear for looseness, roughness, binding or a
sticking condition. Refer to Group 19, Steering for
additional information.
(5) Inspect suspension components for wear and
noise. Check components for correct torque.
Wheel Alignment Measurements
2 - 2 SUSPENSION ZJ

SUSPENSION AND STEERING SYSTEM DIAGNOSIS
ZJ SUSPENSION 2 - 3

TOE POSITION
The toe position adjustment should be the last
adjustment made.
NOTE: The engine must remain running during the
entire toe position adjustment.
(1) Apply parking brakes.
(2) Start the engine and turn wheels both ways
before straightening the steering wheel. Center and
secure the steering wheel.
(3) Loosen the adjustment sleeve clamp bolts (Fig. 2).
(4) Adjust the right wheel toe position with the
drag link (Fig. 3) and (Fig. 4). Turn the sleeve until
the right wheel is at the correct positive TOE-IN
position. Position the clamp bolts as shown (Fig. 2)
and tighten to 49N⅐m (36 ft. lbs.).
NOTE: Tighten clamp bolt nearest the pitman arm
first. Make sure the toe setting does not change
during clamp tightening.
(5) Adjust the left wheel toe position with the tie rod.
Turn the sleeve until the left wheel is within .05°
TOE-IN position as the right wheel. Position the clamp
bolts as shown (Fig. 2) and tighten to:
• Vehicles with 6 cyl engine: 27 N⅐m (20 ft. lbs.)
• Vehicles with 8 cyl engine: 49 N⅐m (36 ft. lbs.)
Fig. 1 Cam Adjuster
Fig. 2 Drag Link and Tie Rod Clamp
Fig. 3 Steering Linkage—6 Cylinder Engine
Fig. 4 Steering Linkage—8 Cylinder Engine
2 - 4 SUSPENSION ZJ
1996 Grand Cherokee
Publication No. 81-370-6147
TSB 26-04-96 April, 1996

NOTE: Tighten the clamp bolt furthest from the
wheel first. Make sure the toe setting does not
change during clamp tightening.
(6) Verify alignment specifications, then turn the
engine off.
SPECIFICATIONS
ALIGNMENT
FRONT WHEELS
ADJUSTMENT PREFERRED RANGE
CASTER 7° 6.5° to 7.5°
CAMBER
(not adjustable)
NA
-1.13° to +
0.13°
TOE-IN
(each wheel)
0.12° 0° to + 0.22°
Toe Differential Left to Right .05°
REAR AXLE
ADJUSTMENT SPECIFICATION
THRUST ANGLE
(not adjustable)
± .25°
TOTAL TOE-IN
(not adjustable)
0.00 to + 0.5°
ZJ SUSPENSION 2 - 5
1996 Grand Cherokee
Publication No. 81-370-6147
TSB 26-04-96 April, 1996

FRONT SUSPENSION
INDEX
page page
DESCRIPTION AND OPERATION
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING
SHOCK DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 7
REMOVAL AND INSTALLATION
AXLE BUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . 9
COIL SPRING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
HUB BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . 10
LOWER SUSPENSION ARM . . . . . . . . . . . . . . . . 8
SHOCK ABSORBER . . . . . . . . . . . . . . . . . . . . . . . 7
STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . . 9
STEERING KNUCKLE . . . . . . . . . . . . . . . . . . . . . 8
TRACK BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
UPPER SUSPENSION ARM . . . . . . . . . . . . . . . . . 9
WHEEL MOUNTING STUDS . . . . . . . . . . . . . . . . 11
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 11
SPECIAL TOOLS
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . 12
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
Link/Coil Suspension: 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/bearing is not serviceable and is
replaced as a unit. Steering knuckles pivot on
Fig. 1 Front Suspension
2 - 6 SUSPENSION ZJ

replaceable ball studs attached to the axle tube
yokes.
Shock Absorbers: The shock absorbers dampen
jounce and rebound motion of the vehicle over vari-
ous road conditions. The top of the shock absorbers
are bolted to the body. The bottom of the shocks are
bolted to the axle brackets.
Coil Springs: 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 between the top of the spring and the body.
The bottom of the spring seats on a axle pad and is
retained with a clip.
Upper And Lower Suspension: The suspension
arms use bushings to isolate road noise. The suspen-
sion arms are bolted to the frame and axle through
the rubber bushings. The lower suspension arm uses
cam bolts at the axle to allow for caster and pinion
angle adjustment. The suspension arm travel is lim-
ited through the use of jounce bumpers in compres-
sion and shocks absorbers in rebound.
Stabilizer Bar: The stabilizer bar is used to con-
trol vehicle body roll during turns. The spring steel
bar helps to control the vehicle body in relationship
to the suspension. 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.
Track Bar: 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.
NOTE: Periodic lubrication of the front suspension
(steering) system components is required. Refer to
Group 0, Lubrication And Maintenance for the rec-
ommended 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.
SHOCK DIAGNOSIS
A noise from a shock absorber may be caused by
movement between mounting bushings and metal
brackets or attaching components. This noise can
usually be stopped by tightening the attaching nuts.
If the noise persists, inspect for damaged and worn
bushings, and attaching components. Repair as nec-
essary if any of these conditions exist.
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 in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The shock absorber bushings do not require any
type of lubrication. Do not attempt to stop bushing
noise by lubricating them. Grease and mineral oil-
base lubricants will deteriorate the bushing rubber.
SHOCK ABSORBER
REMOVAL
(1) Remove the nut, retainer and grommet from
the upper stud in the engine compartment (Fig. 2).
(2) Remove the lower nuts and bolts from the axle
bracket. Remove the shock absorber.
Fig. 2 Coil Spring & Shock Absorber
ZJ SUSPENSION 2 - 7
DESCRIPTION AND OPERATION (Continued)

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 N·m (250 in. lbs.).
(3) Install the upper grommet and retainer on the
stud in the engine compartment. Install the nut and
tighten to 23 N·m (17 ft. lbs.).
COIL SPRING
REMOVAL
(1) Raise and support the vehicle. Position a
hydraulic jack under the axle to support it.
(2) Paint or scribe alignment marks on the cam
adjusters and axle bracket for installation reference.
(3) Mark and disconnect the front propeller shaft
from the axle.
(4) Remove the lower suspension arm nut, cam
and cam bolt from the axle.
(5) Disconnect the stabilizer bar link and shock
absorber 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. 2).
INSTALLATION
(1) Install the jounce bumper on the upper spring
mount. Tighten the bolts to 42 N·m (31 ft. lbs.).
(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
absorbers 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.
(8) Remove the supports and lower the vehicle.
(9) Tighten all suspension components to proper
torque.
STEERING KNUCKLE
For service procedures on the steering knuckle and
ball studs refer to Group 3 Differentials And Driv-
eline.
LOWER SUSPENSION ARM
REMOVAL
(1) Raise and support the vehicle.
(2) Paint or scribe alignment marks on the cam
adjusters and suspension arm for installation refer-
ence (Fig. 3).
(3) Remove the lower suspension arm nut, cam
and cam bolt from the axle (Fig. 4).
(4) Remove the nut and bolt from the frame rail
bracket and remove the lower suspension arm (Fig.
4).
INSTALLATION
(1) Position the lower suspension arm at the axle
bracket and frame rail bracket.
Fig. 3 Cam Adjuster
Fig. 4 Upper & Lower Suspension Arms
2 - 8 SUSPENSION ZJ
REMOVAL AND INSTALLATION (Continued)

(2) Install the rear bolts and finger tighten the
new nuts.
(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.
(5) Lower the vehicle.
(6) Tighten the front and rear nuts to 115 N·m (85
ft. lbs.).
(7) Check the alignment if new parts were
installed.
UPPER SUSPENSION ARM
REMOVAL
(2) Remove the upper suspension arm nut and bolt
at the axle bracket (Fig. 4).
(3) Remove the nut and bolt at the frame rail and
remove the upper suspension arm.
INSTALLATION
(1) Position the upper suspension arm at the axle
and frame rail.
(2) Install the bolts and finger tighten the nuts.
(4) Tighten the nut at the axle and frame bracket
to 75 N·m (55 ft. lbs.).
AXLE BUSHING
REMOVAL
(1) Remove the upper suspension arm from axle
(2) Position Receiver 7932-1 (J-35581-1) over the
bushing in the axle and install Bushing Removal/In-
staller (Fig. 5).
(3) Remove the bushing by tightening the Long
Nut.
NOTE: For two-wheel drive axles and right side on
Model 30 axle, do not remove Receiver 7932-1
(J-35581-1) at this time.
INSTALLATION
(1) Position new bushing, Receiver and Installer
on axle (Fig. 6).
(2) Install the bushing by tightening the Long Nut.
(3) Remove tools and install the upper suspension
arm.
STABILIZER BAR
REMOVAL
(2) Remove the stabilizer bar link nuts from the
axle brackets (Fig. 7).
(3) Remove the stabilizer bar link nuts from the
stabilizer bar.
(4) Remove the stabilizer bar clamps bolts from
the frame rails and remove the stabilizer bar.
INSTALLATION
(1) Position the stabilizer bar on the frame rail
and install the clamps and bolts. Ensure the bar is
centered with equal spacing on both sides. Tighten
the bolts to 54 N·m (40 ft. lbs.).
Fig. 5 Bushing Removal
Fig. 6 Bushing Installation
ZJ SUSPENSION 2 - 9

(2) Install the links into the stabilizer bar and axle
brackets. Tighten the nuts at the axle bracket finger
tight.
(3) Tighten the stabilizer bar to link nuts to 61
N·m (45 ft. lbs.).
(5) Tighten the nuts at the axle bracket end to 95
N·m (70 ft. lbs.).
TRACK BAR
REMOVAL
(2) Remove the cotter pin and nut from the ball
stud end at the frame rail bracket (Fig. 8).
NOTE: 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. 8). Remove the track bar.
INSTALLATION
(1) Install the track bar at axle tube bracket.
Loosely install the retaining bolt and flag nut.
(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. Install the
retaining nut on the stud.
(4) Tighten the bolt at the axle shaft tube bracket
to 75 N·m (55 ft. lbs.).
(5) Tighten the ball stud nut to 81 N·m (60 ft.
lbs.). Install a new cotter pin.
(6) Check alignment if a new track bar was
installed.
HUB BEARING
The Hub Bearing is serviced as an assembly.
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. 9).
(5) Remove the hub mounting bolts and remove
hub bearing from the steering knuckle and axle
shaft.
INSTALLATION
(1) Install the hub bearing and brake dust shield
to the knuckle.
(2) Install the hub to knuckle bolts and tighten to
102 N·m (75 ft. lbs.).
(3) Install the hub washer and nut. Tighten the
hub nut to 237 N·m (175 ft. lbs.). Install the nut
retainer and a new cotter pin.
(4) Install the brake components, refer to Group 5
Brakes.
(5) Install the wheel and tire assembly.
(6) Remove support and lower the vehicle.
Fig. 7 Stabilizer Bar
Fig. 8 Track Bar
2 - 10 SUSPENSION ZJ

WHEEL MOUNTING STUDS
REMOVAL
(1) Raise and support vehicle.
(2) Remove wheel and tire assembly.
(3) Remove brake caliper and rotor, refer to Group
5 Brakes for procedure.
(4) Remove stud from hub with Remover C-4150A
(Fig. 10).
INSTALLATION
(1) Install new stud into hub flange.
(2) Install three washer onto stud, then install lug
nut with the flat side of the nut against the washers.
(3) Tighten lug nut until the stud is pulled into
the hub flange. Verify that the stud is properly
seated into the flange.
(4) Remove lug nut and washers.
(5) Install the brake rotor and caliper, refer to
Group 5 Brakes for procedure.
(6) Install wheel and tire assembly, use new lug
nut on stud or studs that were replaced.
(7) Remove support and lower vehicle.
SPECIFICATIONS
TORQUE CHART
DESCRIPTION TORQUE
Shock Absorber
Upper Nut . . . . . . . . . . . . . . . . .23 N·m (17 ft. lbs.)
Lower Nut. . . . . . . . . . . . . . . .28 N·m (250 in. lbs.)
Suspension Arm Upper
Nuts . . . . . . . . . . . . . . . . . . . . .75 N·m (55 ft. lbs.)
Suspension Arm Lower
Nuts. . . . . . . . . . . . . . . . . . . . .115 N·m (85 ft. lbs.)
Stabilizer Bar
Clamp Bolt . . . . . . . . . . . . . . . .54 N·m (40 ft. lbs.)
Link Upper Nut. . . . . . . . . . . . .61 N·m (45 ft. lbs.)
Link Lower Bolt . . . . . . . . . . . .95 N·m (70 ft. lbs.)
Track Bar
Ball Stud Nut . . . . . . . . . . . . . .81 N·m (60 ft. lbs.)
Axle Bracket Bolt . . . . . . . . . . .75 N·m (55 ft. lbs.)
Track Bar Bracket
Bolts . . . . . . . . . . . . . . . . . . . .121 N·m (90 ft. lbs.)
Nut . . . . . . . . . . . . . . . . . . . . .121 N·m (90 ft. lbs.)
Support Bolts . . . . . . . . . . . . . .95 N·m (70 ft. lbs.)
Fig. 9 Hub Bearing & Knuckle
Fig. 10 Wheel Stud Removal
ZJ SUSPENSION 2 - 11

SPECIAL TOOLS
FRONT SUSPENSION
Remover/Installer Suspension Bushing 7932
(J-35581)
Nut, Long 7603 (J-21474–18)
Bolt, Special 7604 (J-21474–19)
Remover C-4150A

REAR SUSPENSION
INDEX
page page
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . 13
SHOCK DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 14
COIL SPRING . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
LOWER SUSPENSION ARM . . . . . . . . . . . . . . . . 14
SHOCK ABSORBER . . . . . . . . . . . . . . . . . . . . . . 14
STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . 15
TRACK BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
UPPER SUSPENSION ARM . . . . . . . . . . . . . . . . 15
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 16
REAR SUSPENSION
The rear suspension is link/coil design comprised of
(Fig. 1):
• Drive axle
• Dual-action shock absorbers
• Coil springs
• Upper and lower suspension arms
• Track bar
• Stabilizer bar
• Jounce bumpers
Upper And Lower Suspension: The suspension
arms use bushings to isolate road noise. The suspen-
sion arms are bolted to the body and axle through
the rubber bushings. The upper suspension arm has
provision for the use of cam bolts at the axle to allow
for pinion angle or thrust angle adjustment. The
cams are available as a service kit and are not
installed at the factory. The suspension arm travel is
limited through the of use jounce bumpers in com-
pression and shock absorbers in rebound.
Shock Absorbers: The shock absorbers dampen
jounce and rebound 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 shock absorber bracket.
Coil Springs: The coil springs mount up in the
fender shield that is part of the unitized body
bracket. There is a rubber isolator between the top of
the spring and bracket to isolate road noise. The bot-
tom of the spring seats on the axle pad and is
retained with a clip.
Stabilizer Bar: The stabilizer bar is used to con-
trol vehicle body roll during turns. The spring steel
bar helps to equalize the vehicle body in relationship
to the suspension. The bar extends across the under-
side of the chassis and connects to the frame rails.
Links are connected from the bar to the axle brack-
ets. Stabilizer bar are isolated by rubber bushings.
Track Bar: The track bar is used to control rear
axle lateral movement. The track bar is attached to a
frame rail bracket and an axle bracket. It is isolated
with bushings at both ends.
CAUTION: Suspension components that use rubber
normal ride height. This will prevent premature fail-
ure of the bushing and maintain ride comfort. Rub-
ber bushings must never be lubricated.
Fig. 1 Rear Suspension

SHOCK DIAGNOSIS
A noise from a shock absorber may be caused by
movement between mounting bushings and metal
brackets or attaching components. This noise can
usually be stopped by tightening the attaching nuts.
If the noise persists, inspect for damaged and worn
bushings, and attaching components. Repair as nec-
essary if any of these conditions exist.
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 in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The shock absorber bushings do not require any
type of lubrication. Do not attempt to stop bushing
noise by lubricating them. Grease and mineral oil-
base lubricants will deteriorate the bushing rubber.
SHOCK ABSORBER
REMOVAL
(2) Remove the upper nut and retainer from the
frame rail stud (Fig. 2).
(3) Remove the lower nut and bolt from the axle
bracket. Remove the shock absorber.
INSTALLATION
(1) Install the shock absorber on the upper frame
rail stud. Install the shock absorber on the axle
bracket.
(2) Install the retainer and nut on the stud.
Tighten the upper nut to 70 N·m (52 ft. lbs.).
(3) Install lower bolt and nut finger tight.
(5) Tighten the lower nut to 92 N·m (68 ft. lbs.)
COIL SPRING
REMOVAL
(2) Disconnect the stabilizer bar link and shock
absorber from the axle bracket.
(3) Disconnect the track bar from the frame rail
bracket.
(4) Lower the axle until the spring is free from the
upper mount seat. Remove the coil spring retainer
bolt (Fig. 2) and remove the spring.
INSTALLATION
Inspect isolator the for damage or wear. Replace
the isolator if necessary before installing spring.
(1) Position the coil spring on the axle pad. Install
the spring retainer and bolt. Tighten the bolt to 22
N·m (16 ft. lbs.).
(2) Raise the axle into position until the spring
seats in the upper mount.
(3) Connect the stabilizer bar links and shock
absorbers to the axle bracket. Connect the track bar
to the frame rail bracket.
(5) Tighten the brack bar and shock absorber to
specified torque.
LOWER SUSPENSION ARM
REMOVAL
(2) Remove the lower 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 lower suspension arm.
INSTALLATION
(1) Position the lower suspension arm at the axle
bracket and frame rail bracket.
(4) Tighten the lower suspension arm nuts to 177
N·m (130 ft. lbs.).
Fig. 2 Rear Coil Spring & Shock Absorber

UPPER SUSPENSION ARM
REMOVAL
(2) Remove the upper suspension arm nut and bolt
at the axle bracket (Fig. 3). Remove the ABS wire
bracket from the arm.
(3) Remove the nut and bolt at the frame rail and
remove the upper suspension arm.
INSTALLATION
(1) Position the upper suspension arm at the axle
and frame rail.
Install the ABS wire bracket onto the arm.
(4) Tighten the upper suspension arm nuts to 75
N·m (55 ft. lbs.).
STABILIZER BAR
REMOVAL
(1) Raise and support the vehicle. Remove one
wheel and tire.
(2) Disconnect the stabilizer bar links from the
axle brackets (Fig. 4).
(3) Lower the exhaust by disconnecting the muffler
and tail pipe hangers.
(4) Disconnect the stabilizer bar from the links.
(5) 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
centered with equal spacing on both sides. Tighten
the bolts to 54 N·m (40 ft. lbs.).
(2) Install the links and grommets onto the stabi-
lizer bar and axle brackets. Install the nuts and
tighten to 36 N·m (27 ft. lbs.).
(3) Connect the muffler and tail pipe to their
hangers.
Fig. 3 Upper & Lower Suspension Arms
Fig. 4 Rear Stabilizer Bar

TRACK BAR
REMOVAL
(2) Remove the bolt and nut from the frame rail
bracket (Fig. 5).
(3) Remove the bolt from the axle tube bracket
(Fig. 5). Remove the track bar.
INSTALLATION
(1) Install the track bar to the axle bracket and
install a new bolt.
(2) It may be necessary to pry the axle assembly
over to install the track bar. Install the track bar to
the frame rail bracket. Loosely install the bolt and
flag nut.
(4) Tighten the track bar bolts 100 N·m (74 ft.
lbs.).
SPECIFICATIONS
TORQUE CHART
DESCRIPTION TORQUE
Shock Absorber
Upper Nut . . . . . . . . . . . . . . . . .70 N·m (52 ft. lbs.)
Lower Nut . . . . . . . . . . . . . . . . .92 N·m (68 ft. lbs.)
Suspension Arm Upper
Nuts . . . . . . . . . . . . . . . . . . . . .75 N·m (55 ft. lbs.)
Suspension Arm Lower
Nuts. . . . . . . . . . . . . . . . . . . .177 N·m (130 ft. lbs.)
Stabilizer Bar
Clamp Bolt . . . . . . . . . . . . . . . .54 N·m (40 ft. lbs.)
Link Nut . . . . . . . . . . . . . . . . . .36 N·m (27 ft. lbs.)
Track Bar
Frame Bracket Nut . . . . . . . . .100 N·m (74 ft. lbs.)
Axle Bracket Bolt . . . . . . . . . .100 N·m (74 ft. lbs.)
Fig. 5 Rear Track Bar

DIFFERENTIAL AND DRIVELINE
CONTENTS
page page
FRONT AXLE—TUBE AND MODEL 30 . . . . . . . . 15
MODEL 35 AXLE . . . . . . . . . . . . . . . . . . . . . . . . . 43
MODEL 44 AXLE . . . . . . . . . . . . . . . . . . . . . . . . . 75
PROPELLER SHAFTS . . . . . . . . . . . . . . . . . . . . . . 1
PROPELLER SHAFTS
INDEX
page page
GENERAL INFORMATION
FRONT PROPELLER SHAFT . . . . . . . . . . . . . . . . 1
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 2
PROPELLER SHAFTS . . . . . . . . . . . . . . . . . . . . . 1
UNIVERSAL JOINTS . . . . . . . . . . . . . . . . . . . . . . 2
RUNOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
UNBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
SERVICE PROCEDURES
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
PROPELLER SHAFT ANGLE MEASUREMENT . . . 6
UNIVERSAL JOINT ANGLE . . . . . . . . . . . . . . . . . 5
FRONT PROPELLER SHAFT . . . . . . . . . . . . . . . . 7
REAR PROPELLER SHAFT . . . . . . . . . . . . . . . . . 8
DISASSEMBLY AND ASSEMBLY
DOUBLE CARDAN (CV) . . . . . . . . . . . . . . . . . . . 10
SINGLE CARDAN . . . . . . . . . . . . . . . . . . . . . . . . . 8
CLEANING AND INSPECTION
SINGLE AND DOUBLE CARDAN JOINT . . . . . . . 14
ADJUSTMENTS
ADJUSTMENT AT AXLE WITH LEAF SPRINGS . 14
SPECIFICATIONS
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
SPECIAL TOOLS
PROPELLER SHAFT . . . . . . . . . . . . . . . . . . . . . 14
GENERAL INFORMATION
PROPELLER SHAFTS
The function of a propeller shaft is to transmit
power from one point to another in a smooth action.
The shaft is designed to send torque through an
angle from the transmission (transfer case on 4WD
vehicles) to the axle (Fig. 1).
The propeller shaft must operate through con-
stantly changing relative angles between the trans-
mission and axle. It must also be capable of changing
length while transmitting torque. The axle rides sus-
pended by springs in a floating motion. This means
the propeller shaft must be able to change angles
when going over various roads. This is accomplished
through universal joints, which permit the propeller
shaft to operate at different angles. The slip joints (or
yokes) permit contraction or expansion.
Tubular propeller shafts are balanced by the man-
ufacturer with weights spot welded to the tube.
The propeller shaft is designed and built with the
yoke lugs in line with each other which is called
phasing. This design produces the smoothest running
condition. An out of phase shaft can cause a vibra-
tion.
Before undercoating a vehicle, the propeller
shaft and the U-joints should be covered. This
will prevent the undercoating from causing an
out of balance condition and vibration.
CAUTION: Use exact replacement parts for attach-
ing the propeller shafts. This will ensure safe oper-
ation. The specified torque must always be applied
when tightening the fasteners.
FRONT PROPELLER SHAFT
The propeller shaft has no slip yoke. This shaft
uses a double cardan joint at the transfer case end
and a Constant Velocity joint (CV) at the front axle
end (Fig. 2). The CV joint contracts and extends
ZJ DIFFERENTIAL AND DRIVELINE 3 - 1

which eliminates the need for a slip yoke. The CV
joint has a splined shaft which allows the overall
shaft length to be adjusted for optimum joint travel.
This spline shaft is locked in place with a nut. Never
attempt to adjust the shaft length. The overall
shaft length is preset during manufacturing.
UNIVERSAL JOINTS
Three different types of universal joints are used
(Fig. 3), (Fig. 4) and (Fig. 5). These joints are not
repairable if worn or damaged they must be replaced.
If a vehicle has a damaged constant velocity joint or
boot (Fig. 5), the propeller shaft must be replaced.
LUBRICATION
The slip yoke on the Type 1 front shaft is equipped
with a lubrication fitting. Use a multi-purpose NLGI
Grade 2 EP lubricant.The factory installed U-joints
are lubricated for the life of the vehicle and do not
need lubrication. All U-joints should be inspected for
leakage and damage each time the vehicle is ser-
viced. If seal leakage or damage exists, the U–joint
should be replaced.
PRECAUTIONS
Use exact replacement hardware for attaching the
propeller shafts. Exact replacement will ensure safe
operation. The specified torque must always be
applied when tightening the fasteners.
Put reference marks on the propshaft yoke and
axle or transmission yoke before service (Fig. 6). This
will assure correct phasing and eliminate possible
vibration.
CAUTION: Do not allow the propeller shaft to drop
or hang from either universal joint during removal.
Attach it to the vehicle underside with wire to pre-
vent damage to the universal joints.
CAUTION: It is very important to protect the
machined, external surface of the slip yoke from
damage after propeller shaft removal. If damaged,
the transmission extension seal could be damaged
and cause a leak.
Fig. 1 Front & Rear Propeller Shafts—Typical 4WD
Fig. 2 Front Propeller Shaft
Fig. 3 Single Cardan U-Joint —Rear
3 - 2 DIFFERENTIAL AND DRIVELINE ZJ

VIBRATION
Tires that are out–of–round or wheels that are
unbalanced will cause a low frequency vibration.
Refer to Group 22, Wheels and Tires for additional
information.
Brake drums that are unbalanced will cause a
harsh, low frequency vibration. Refer to Group 5,
Brakes for additional information.
Driveline vibration can also result from loose or
damaged engine mounts. Refer to Group 21, Trans-
missions for additional information.
Propeller shaft vibration will increase as the vehi-
cle speed is increased. A vibration that occurs within
a specific speed range is not caused by propeller
shaft unbalance. Defective universal joints or an
incorrect propeller shaft angle are usually the cause.
Fig. 4 Double Cardan U-Joint —Front
Fig. 5 Constant Velocity Joint—Front Fig. 6 Reference Marks on Yokes

UNBALANCE
If propeller shaft unbalance is suspected, it can be
verified with the following procedure:
Removing and re–indexing the propeller shaft
180° may eliminate some vibrations.
• Clean all the foreign material from the propeller
shaft and the universal joints.
• Inspect the propeller shaft for missing balance
weights, broken welds, and bent areas. If the pro-
peller shaft is bent, it must be replaced.
• Ensure the universal joints are not worn, are
properly installed, and are correctly aligned with the
shaft.
• Check the universal joint clamp screws torque
(1) Raise the vehicle.
(2) Remove the wheel and tires assembly. Install
the wheel lug nuts to retain the brake drums.
(3) Mark and number the shaft six inches from the
yoke end at four positions 90° apart.
(4) Run and accelerate the vehicle until vibration
occurs. Note the intensity and speed the vibration
occurred. Stop the engine.
(5) Install a screw clamp at position 1 (Fig. 7).
(6) Start the engine and re–check for vibration. If
there is little or no change in vibration, move the
clamp to one of the other three positions. Repeat the
vibration test.
(7) If there is no difference in vibration at the
other positions, the vibration may not be propeller
shaft unbalance.
(8) If the vibration decreased, install a second
clamp (Fig. 8) and repeat the test.
DRIVELINE VIBRATION
Fig. 7 Clamp Screw At Position 1
Fig. 8 Two Clamp Screws At The Same Position
DIAGNOSIS AND TESTING (Continued)

(9) If the clamps cause an additional unbalance,
separate the clamps (1/4 inch above and below the
mark). Repeat the vibration test (Fig. 9).
(10) Increase distance between the clamp screws
and repeat the test until the amount of vibration is
at the lowest level. Bend the slack end of the clamps
so the screws will not loosen.
(11) Install the wheel and tires. Lower the vehicle.
(12) If the amount of vibration remains unaccept-
able, apply procedures at the front end of the propel-
ler shaft.
RUNOUT
(1) Remove dirt, rust, paint, and undercoating
from the propeller shaft surface. Areas where the dial
indicator will contact the shaft must be clean.
(2) The dial indicator must be installed perpendic-
ular to the shaft surface.
(3) Measure runout at the center and ends away
from welds.
(4) Refer to Runout Specifications chart.
(5) Replace the propeller shaft if the runout
exceeds the limit.
SERVICE PROCEDURES
UNIVERSAL JOINT ANGLE
INFORMATION
When two shafts come together at any common
joint, the bend that is formed is called the operating
angle. The larger the angle, the larger the amount of
acceleration and deceleration of the joint. This speed-
ing up and slowing down of the joint must be can-
celled to produce a smooth power flow. This is done
through phasing and proper universal joint working
angles.
A propeller shaft is properly phased when the yoke
ends are on the same plane or in line. A twisted shaft
will throw the yokes out of phase and cause a notice-
able vibration.
When taking universal joint angle measurements
or checking phasing with two piece shafts, consider
each shaft separately. On 4WD vehicles, the front
shaft input (pinion shaft) angle has priority over the
caster angle.
Ideally the driveline system should have;
• Angles that are in equal or opposite within 1
degree of each other
• Have a 3 degree maximum operating angle
• Have at least a 1/2 degree continuous operating
(propeller shaft) angle
Engine speed (rpm) is the main factor though in
determining maximum allowable operating angles.
As a guide to maximum normal operating angles
refer to the chart listed (Fig. 10).
INSPECTION
Before measuring universal joint angles, the
following must be done.
• Inflate all tires to correct pressure
• Check angles in the same loaded or unloaded
condition as when the vibration occurred. Propeller
Fig. 9 Clamp Screws Separated
RUNOUT SPECIFICATIONS
Fig. 10 Maximum Angles And Engine Speed

shaft angles will change according to the amount of
load in the vehicle. Always check angles in loaded
and unloaded conditions.
• Check the condition of all suspension compo-
nents and verify all fasteners are torqued to specifi-
cations.
• Check the condition of the engine and transmis-
sion mounts and verify all fasteners are torqued to
specifications.
PROPELLER SHAFT ANGLE MEASUREMENT
To accurately check driveline alignment, raise and
support the vehicle at the axles as level as possible.
Allow the wheels and propeller shaft to turn. Remove
any external bearing snap rings (if equipped) from
universal joint so protractor base sits flat.
(1) Rotate the shaft until transmission/transfer
case output yoke bearing is facing downward.
Always make measurements from front to
rear.
(2) Place Inclinometer on yoke bearing (A) parallel
to the shaft (Fig. 11). Center bubble in sight glass
and record measurement.
This measurement will give you the transmis-
sion or Output Yoke Angle (A).
(3) Rotate propeller shaft 90 degrees and place
Inclinometer on yoke bearing parallel to the shaft
(Fig. 12). Center bubble in sight glass and record
measurement. This measurement can also be taken
at the rear end of the shaft.
This measurement will give you the Propeller
Shaft Angle (C).
(4) Subtract smaller figure from larger (C minus
A) to obtain Transmission Output Operating Angle.
(5) Rotate propeller shaft 90 degrees and place
Inclinometer on pinion yoke bearing parallel to the
shaft (Fig. 13). Center bubble in sight glass and
record measurement.
This measurement will give you the pinion
shaft or Input Yoke Angle (B).
(6) Subtract smaller figure from larger (C minus
B) to obtain axle Input Operating Angle.
Refer to rules given below and the example in (Fig.
14) for additional information.
• Good cancellation of U–joint operating angles
(within 1°)
• Operating angles less than 3°
Fig. 11 Front (Output) Angle Measurement (A)
Fig. 12 Propeller Shaft Angle Measurement (C)
Fig. 13 Rear (Input) Angle Measurement (B)

• At least 1/2 of one degree continuous operating
(propeller shaft) angle
FRONT PROPELLER SHAFT
CAUTION: If front propeller shaft must be replaced,
the new shaft length must be measured and
adjusted before the vehicle is returned to use.
REMOVAL
(1) Shift the transmission and transfer case (if
applicable) to Neutral position.
(2) Raise and support vehicle on safety stands.
(3) Using a suitable marker, mark a line across
the yoke at the transfer case and the cardan-join at
the rear of the front propeller shaft.
(4) Marks a line across the CV-joint and the pinion
shaft yoke.
NOTE: The reference marks will be used to aid
installation.
CAUTION: Do not loosen CV-joint lock nut or col-
lapse the front propeller shaft. Driveline vibration
can result.
(5) Remove bolts holding CV joint at front of shaft
to front axle pinion yoke.
(6) Remove bolts holding rear cardan-joint to the
transfer case yoke.
(7) Separate the cardan-joint from the transfer
case yoke.
(8) Push rear of propeller shaft upward to clear
transfer case yoke.
(9) Separate CV-joint from front axle.
(10) Separate propeller shaft from vehicle.
INSTALLATION
(1) Position front propeller shaft under vehicle
with rear cardan-joint over the transfer case yoke.
(2) Place CV-joint into axle pinion yoke. CV-joint
should rotate freely in the pinion yoke.
(3) Align mark on the rear cardan-joint to the
mark on the transfer case yoke.
(4) Loosely install bolts to hold cardan-joint to
transfer case yoke.
(5) Align mark on CV-joint to the mark on the axle
pinion yoke.
(6) Install bolts to hold CV-joint to axle pinion
yoke. Tighten bolts to 41 N·m (30 ft. lbs.)
(7) Tighten bolts to hold cardan-joint to transfer
case yoke to 27 N·m (20 ft. lbs.)
(8) Lower vehicle and road test to verify repair.
Fig. 14 Universal Joint Angle Example

MEASUREMENT
This measurement is taken with the shaft installed
and the vehicle at proper ride height.
(1) Place vehicle on floor or drive-on hoist with full
weight of vehicle on suspension.
(2) Take a measure from the CV-joint cup to the
end of the CV-joint boot (Fig. 15).
(3) Adjust by loosening the lock nut and moving
the one end of the shaft in or out of the other end.
(4) When the shaft is adjusted to the correct
length (Fig. 15) 142.7 mm (5.61 in.) tighten the lock-
nut (Fig. 16) to 115 N·m (85 ft. lbs.).
CAUTION: A propeller shaft that has been in use
for a long period of time cannot be adjusted. If the
length of the propeller is incorrect and causing
vibration, replace the propeller shaft.
REAR PROPELLER SHAFT
REMOVAL
(1) Shift the transmission and transfer case (if
applicable) to their Neutral positions. Raise the vehi-
cle.
(2) Scribe alignment marks at the pinion shaft and
at each end of the propeller shaft. These marks will
be used for installation reference.
(3) Remove the U–joint strap bolts at the pinion
shaft yoke.
(4) Slide the slip yoke off of the transmission/
transfer case output shaft and remove the propeller
shaft (Fig. 17).
INSTALLATION
(1) Slide the slip yoke on the transmission/transfer
case output shaft. Align the installation reference
marks at the axle yoke and install the propeller shaft
(Fig. 17).
Replacement U–joint straps and bolts must be
installed.
(2) Tighten the U–joint strap/clamp bolts at the
axle yoke to 19 N·m (14 ft. lbs.) torque.
SINGLE CARDAN
REMOVAL
Single cardan universal joints are not serviceable.
If worn or leaking, they must be replaced as a unit.
(1) Remove the propeller shaft. Refer to Propeller
Shaft Replacement in this Group.
(2) Paint or score alignment marks on the
yokes and propeller shaft for installation refer-
ence.
Fig. 15 Measurement
Fig. 16 Lock–nut
Fig. 17 Rear Propeller Shaft

(3) Using a soft drift, tap the outside of the bear-
ing assembly to loosen snap ring.
(4) Remove snap rings from both sides of yoke
(Fig. 18).
(5) Set the yoke in an arbor press or vise with a
large socket beneath it. Position the yoke with the
grease fitting pointing up (if equipped). Place a
smaller socket on the upper bearing assembly and
press it through to release the lower bearing assem-
bly (Fig. 19).
(6) If the bearing assembly will not pull out by
hand after pressing, tap the base of the lug near it to
dislodge.
(7) To remove the opposite bearing, turn the yoke
over and straighten the cross in the open hole. Then
carefully press the end of the cross until the remain-
ing bearing can be removed (Fig. 20).
CAUTION: If the cross or bearing assembly are
cocked when being pressed, the bearing assembly
will score the walls of the yoke bore and ruin the
yoke.
Fig. 18 Remove Snap Ring
Fig. 19 Press Out Bearing
Fig. 20 Press Out Remaining Bearing
DISASSEMBLY AND ASSEMBLY (Continued)

ASSEMBLY
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1
or 2 grease to aid in installation.
(2) Position the cross in the yoke with its lube fit-
ting (if equipped) pointing up (Fig. 21).
(3) Place a bearing assembly over the trunnion
and align it with the cross hole (Fig. 22). Keep the
needle bearings upright in the bearing assembly. A
needle roller lying at the bottom will prevent proper
assembly.
(4) Press the bearing assembly into the cross hole
enough to install a snap ring. Install a snap ring.
(5) Repeat steps 3 and 4 to install the opposite
bearing assembly. If the joint is stiff, strike the yoke
with a soft hammer to seat the needle bearings.
Install a snap ring.
(6) Add grease to lube fitting (if equipped).
(7) Install the propeller shaft.
DOUBLE CARDAN (CV)
REMOVAL
Cardan universal joints are not serviceable. If worn
or leaking, they must be replaced as a unit.
(1) Remove the propeller shaft. Refer to Propeller
Shaft Replacement in this Group.
(2) Paint or score alignment marks on the
yokes and propeller shaft for installation refer-
ence.
(3) Remove all the bearing assembly snap rings
(Fig. 23).
Fig. 21 Install Cross In Yoke
Fig. 22 Install Bearing On Trunnion
Fig. 23 Remove Snap Rings

(4) Press the bearing assembly partially from the
outboard side of the center yoke, enough to grasp by
vise jaws (Fig. 24). Be sure to remove grease fittings
that interfere with removal.
(5) Grasp the protruding bearing by vise jaws. Tap
the tube yoke with a mallet and drift to dislodge
from the yoke (Fig. 25).
(6) Flip assembly and repeat steps 4 and 5 for
removing the opposite side bearing. This will then
allow removal of the cross centering kit assembly and
spring (Fig. 26).
(7) Press the remaining bearing assemblies out the
other cross as described above to complete the disas-
sembly.
INSTALLATION
During installation, ensure that the spiders
and yokes are aligned to the reference marks.
(1) Fit a cross into the tube yoke (Fig. 27).
Fig. 24 Press Out Bearing
Fig. 25 Remove Bearing From Yoke
Fig. 26 Remove Centering Kit
Fig. 27 Install Cross In Yoke

(2) Place a bearing assembly in a tube yoke hole
and over a trunnion. Keep the needle bearings
upright in the bearing assembly (Fig. 28). A needle
roller lying at the bottom will prevent proper assem-
bly. Be sure to remove any lube fittings that may
interfere with removal.
(3) Press the bearing assembly in place and install
a snap ring (Fig. 29).
(4) Flip the tube yoke and bearing assembly instal-
lation on the opposite trunnion. Install a snap ring
(Fig. 30).
(5) Fit the center yoke on the remaining two trun-
nions and press bearing assemblies in place, both
sides (Fig. 31). Install a snap ring.
Fig. 28 Install Bearing Assembly
Fig. 29 Press In Bearing Assembly
Fig. 31 Install Center Yoke

(6) Install the centering kit assembly inside the
center yoke making sure the spring is in place (Fig.
32).
(7) Place two bearing assemblies on the remaining
cross (opposite sides). Fit the open trunnions into the
center yoke holes and the bearing assemblies into the
centering kit (Fig. 33).
(8) Press the remaining two bearing assemblies
into place and install snap rings (Fig. 34).
(9) Tap the snap rings to allow them to seat into
the grooves (Fig. 35).
(10) Check for proper assembly. Flex the CV joint
beyond center, it should snap over–center in both
directions when correctly assembled (Fig. 36).
(11) Install the propeller shaft.
Fig. 32 Install Centering Kit
Fig. 33 Install Remaining Cross
Fig. 35 Seat Snap Rings In Groove

SINGLE AND DOUBLE CARDAN JOINT
(1) Clean all the universal joint yoke bores with
cleaning solvent and a wire brush.
(2) Inspect the yokes for distortion, cracks and
worn bearing assembly bores.
ADJUSTMENTS
ADJUSTMENT AT AXLE WITH LEAF SPRINGS
Adjust the pinion shaft angle at the springs with
tapered shims (Fig. 37). Install tapered shims
between the springs and axle pad to correct the
angle.
Adjust the pinion gear angle at the lower suspen-
sion arms with shims (Fig. 38). Adding shims will
decrease the pinion gear shaft angle but will increase
the caster angle. The pinion gear shaft angle has pri-
ority over the caster angle.
SPECIFICATIONS
TORQUE
DESCRIPTION TORQUE
Front Propeller Shaft
Bolts, Rear Yoke . . . . . . . . . . . . . .27 N·m (20 ft. lbs.)
Bolts, Front Yoke . . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Nut, Lock . . . . . . . . . . . . . . . . . .115 N·m (85 ft. lbs.)
Rear Propeller Shaft
Bolts, Rear Yoke . . . . . . . . . . . . . .19 N·m (14 ft. lbs.)
SPECIAL TOOLS
PROPELLER SHAFT
Fig. 36 Check Assembly
Fig. 37 Angle Adjustment at Leaf Springs
Fig. 38 Front Axle Angle Adjustment
Inclinometer—7663

FRONT AXLE—TUBE AND MODEL 30
INDEX
page page
GENERAL INFORMATION
INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . 15
LUBRICATION SPECIFICATIONS . . . . . . . . . . . . 15
PINION GEAR DEPTH INFORMATION . . . . . . . . 16
DRIVELINE SNAP . . . . . . . . . . . . . . . . . . . . . . . 18
FRONT DRIVE AXLE . . . . . . . . . . . . . . . . . . . . . 19
GEAR AND BEARING NOISE . . . . . . . . . . . . . . . 17
GENERAL INFORMATION . . . . . . . . . . . . . . . . . 17
LOW SPEED KNOCK . . . . . . . . . . . . . . . . . . . . . 18
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
SERVICE PROCEDURES
LUBRICANT CHANGE . . . . . . . . . . . . . . . . . . . . 21
AXLE BUSHING REPLACEMENT . . . . . . . . . . . . 25
DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . 25
DRIVE AXLE ASSEMBLY REPLACEMENT . . . . . 21
HUB BEARING AND AXLE SHAFT . . . . . . . . . . . 23
INNER AXLE SHAFT OIL SEAL REPLACEMENT . 27
PINION GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . 27
PINION SEAL REPLACEMENT . . . . . . . . . . . . . . 22
STEERING KNUCKLE AND BALL STUDS . . . . . . 24
AXLE SHAFT—CARDAN U-JOINT . . . . . . . . . . . 30
BACKLASH AND CONTACT PATTERN
ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
DIFFERENTIAL AND PINION MEASUREMENT . . 33
DIFFERENTIAL SHIM PACK MEASUREMENT
AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . 35
DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . 31
FINAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 38
CARDAN U-JOINT . . . . . . . . . . . . . . . . . . . . . . . 38
DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . 38
SPECIFICATIONS
FRONT AXLE—MODEL 30 . . . . . . . . . . . . . . . . 38
TORQUE—MODEL 30 AXLE . . . . . . . . . . . . . . . . 38
SPECIAL TOOLS
FRONT AXLE—MODEL 30 . . . . . . . . . . . . . . . . . 39
GENERAL INFORMATION
INFORMATION
The Model 30 front axle consists of a cast iron dif-
ferential housing with axle shaft tubes extending
from either side. The tubes are pressed into the dif-
ferential housing and welded.
The integral type housing, hypoid gear design has
the centerline of the pinion set above the centerline
of the ring gear.
The axle has a fitting for a vent hose used to
relieve internal pressure caused by lubricant vapor-
ization 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. Do not
damage ABS tone wheel or the sensor when
removing axle shafts.
The stamped steel cover provides a means for
inspection 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 (select thick-
ness). The shims are located between the differential
bearing cones and case. Pinion bearing preload is set
and maintained by the use of collapsible spacer.
SELEC–TRAC
The Selec–Trac system is a non–disconnect axle.
Shifting from two– wheel to four–wheel drive is done
at the transfer case.
Vehicles equipped with Selec–Trac and ABS brake
system, refer to Group 5—Brakes for additional ser-
vice information.
LUBRICATION 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
Thermally Stable 80W–90 gear lubricant. Do not
use heavier weight lubricant, this will cause
axle engagement difficulties.

• The factory installed lubricant quantity for the
non–disconnect type axle is 1.48 L (3.13 pts.).
• The factory installed lubricant quantity for the
vacuum–disconnect type axle is 1.65 L (3.76 pts.).
Refer to Group 0, Lubrication and Maintenance for
additional information regarding temperature range,
viscosity and fluid level.
CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.
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.
1). 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. 2).
The standard depth provides the best teeth contact
pattern.
THE BUTTON END ON THE PINION GEAR
HEAD IS NO LONGER A MACHINED–TO– SPECI-
FICATIONS SURFACE. DO NOT USE THIS SUR-
FACE FOR PINION DEPTH SET–UP OR
CHECKING (Fig. 2).
Compensation for depth variance is achieved by a
selected thickness oil slinger (production) or shims
(service). The slinger is placed between the inner pin-
ion bearing cone and gear head (Fig. 3). The shim
pack is placed under the inner (rear) bearing cup for
service. To change the pinion adjustment, shims are
available in thicknesses of 0.003, 0.005, and 0.010
inch. The oil slinger or baffle must be measured
and the thickness included with the total shim
pack.
New gear set: note the depth variance etched
into both the original and the replacement pin-
ion gear. Add or subtract the thickness of the
original depth shims to compensate for the dif-
ference in the depth variances. Refer to the
Depth Variance charts.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus amount needed.
For example, if old pinion is plus (+) 1 and the new
pinion is minus (–) 3, intersecting figure is (+) 0.004
in. (0.10 mm). Add this amount to the original shim.
Or if the old pinion is (–) 3 and the new pinion is (–)
Fig. 1 Pinion Gear ID Numbers
Fig. 2 Pinion Gear Head
Fig. 3 Shim Locations

2, intersecting figure is (–) 0.001 in. (0.025 mm). Sub-
tract this amount from original shim. Refer to the
Pinion Gear Depth Variance Chart.
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 spin dry bearings with compressed
air. This will overheat them and brinell the
bearing surfaces. This will result in noisy oper-
ation after repair.
Axle gear problem conditions are usually the result
of:
• Insufficient lubrication
• Incorrect or contaminated lubricant
• Overloading (excessive engine torque) or exceed-
ing 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
Overloading occurs when towing heavier than rec-
ommended loads. Component breakage can occur
when the wheels are spun excessively. Incorrect
lubricant quantity contributes to breakage. Loose dif-
ferential components can also cause breakage.
Incorrect bearing preload or gear backlash will not
result in component breakage. Mis–adjustment will
produce enough noise to cause service repair before a
failure occurs. If a mis–adjustment condition is not
corrected, component failure can result.
Excessive bearing preload may not be noisy. This
condition will cause high temperature which can
result 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
PINION GEAR DEPTH VARIANCE

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 insuf-
ficient 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:
• 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
vibration. Do not overlook engine accessories, brack-
ets and drive belts.
All driveline components should be examined
before starting any repair.
Refer to Group 22, Tires And Wheels for additional
information involving vibration diagnosis.
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 vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.

FRONT DRIVE AXLE DIAGNOSIS

CONTINUED

SERVICE PROCEDURES
LUBRICANT CHANGE
The gear lubricant will drain quicker if the vehicle
has been recently driven.
(2) Remove the lubricant fill hole plug from the
differential housing cover.
(3) Remove the differential housing cover and
drain the lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth. Do not use water,
steam, kerosene or gasoline for cleaning.
(5) Remove the sealant from the housing and cover
surfaces. Use solvent to clean the mating surfaces.
(6) Apply a bead of Mopar Silicone Rubber Sealant
to the housing cover (Fig. 4). Allow the sealant to
cure for a few minutes.
Install the housing cover within 5 minutes
after applying the sealant. If not installed the
sealant must be removed and another bead
applied.
(7) Install the cover and any identification tag.
Tighten the cover bolts in a criss–cross pattern to 41
N·m (30 ft. lbs.) torque.
(8) Refill the differential with Mopar Hypoid Gear
Lubricant to bottom of the fill plug hole.
(9) Install the fill hole plug and lower the vehicle.
DRIVE AXLE ASSEMBLY REPLACEMENT
REMOVAL
(1) Raise the vehicle and position support stands
under the frame rails behind the lower suspension
arm frame 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 damper
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
(1) Install the springs and retainer clip. Tighten
the retainer bolts to 21 N·m (16 ft. lbs.) torque.
(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 springs are not at their usual posi-
tion, vehicle ride comfort could be affected.
Fig. 4 Typical Housing Cover With Sealant

(6) Install the shock absorber and tighten the bolt
to 23 N·m (17 ft. lbs.) torque.
(7) Install the stabilizer bar link to the axle bracket.
Tighten the nut to 95 N·m (70 ft. lbs.) torque.
(8) Install the drag link and tie rod to the steering
knuckles and tighten the nuts to 47 N·m (35 ft. lbs.)
torque. Install the steering damper to the axle
bracket and tighten the nut to 75 N·m (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 N·m (14 ft. lbs.) torque.
(12) Check differential lubricant and add if neces-
sary.
(13) Install the wheel and tire assemblies.
(15) Tighten the upper suspension arm nuts to 75
N·m (55 ft. lbs.) torque. Tighten the lower suspension
arm nuts to 115 N·m (85 ft. lbs.) torque.
(16) Tighten the track bar bolt at the axle bracket
to 100 N·m (74 ft. lbs.) torque.
(17) Check the front wheel alignment.
PINION 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) Remove the pinion yoke nut and washer. Use
Remover C–452 and Wrench C–3281 to remove the
pinion yoke (Fig. 5).
(6) Mark the positions of the yoke and pinion gear
(7) Use Remover 7794A and slide hammer to
remove the pinion gear seal (Fig. 6).
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. 7).
(2) Align the reference marks and install yoke on
the pinion gear with Installer W–162–D.
(3) Install a new pinion nut on pinion shaft using
hloding tool 6958 and a torque wrench (Fig. 8).
Tighten the nut to 217–352 N·m (160–260 ft. lbs.).
Refer to Pinion Gear removal and installation
section of this group.
(4) Align the installation reference marks and
attach the propeller shaft to the yoke.Fig. 5 Pinion Yoke Removal
Fig. 6 Seal Removal
Fig. 7 Pinion Seal Installation

(5) Add API grade GL 5 hypoid gear lubricant to
the differential housing, if necessary.
(6) 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. 9).
(5) Remove the hub to knuckle bolts (Fig. 9).
Remove the hub from the steering knuckle and axle
shaft.
(6) Remove the disc brake rotor shield from the
bearing carrier (Fig. 9).
(7) On disconnect axles, remove vacuum shift
motor housing. Refer to Vacuum Disconnect Axle in
this section.
(8) Remove the axle shaft from the housing. Avoid
damaging the axle shaft oil seals in the differ-
ential.
INSTALLATION
(1) Thoroughly clean the axle shaft (Fig. 9) and
apply a thin film of Mopar Wheel Bearing Grease to
the shaft splines, seal contact surface, hub bore.
(2) Install the axle shaft into the housing and dif-
ferential 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 N·m (75 ft. lbs.) torque.
(5) Install the hub washer and nut. Tighten the
hub nut to 237 N·m (175 ft. lbs.) torque. Install the
nut retainer and a new cotter pin (Fig. 9).
(6) Install the brake components, refer to Group 5,
Brakes.
Fig. 9 Hub, Knuckle and Axle Shaft
Fig. 8 Tighten Pinion Nut

STEERING KNUCKLE AND BALL STUDS
Ball Stud service procedures below require removal
of the hub bearing and axle shaft. Removal and
installation of upper and lower ball stud requires use
of Tool Kit 6289 (J34503–A).
The lower ball stud has two different designs. For
this reason Installer 6752 will also be needed. Check
installers for proper fit.
KNUCKLE REMOVAL
(1) Remove hub bearing and axle shaft refer to the
Removal procedure.
(2) Disconnect the tie–rod or drag link end from
the steering knuckle arm. Remove the ABS sensor
wire and bracket from knuckle.
(3) Remove the cotter pins from the upper and
lower ball studs. 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. 10).
UPPER BALL STUD REPLACEMENT
(1) Position tools as shown to remove and install
ball stud (Fig. 11).
Fig. 10 Steering Knuckle Removal/Installation
Fig. 11 Upper Ball Stud Remove/Install

LOWER BALL STUD REPLACEMENT
(1) Position tools as shown to remove and install
ball stud (Fig. 12). Because there are two different
designs for the lower ball studs try both installers for
proper fit.
KNUCKLE INSTALLATION
(1) Position the steering knuckle on the ball studs.
(2) Install and tighten the bottom retaining nut to
109 N·m (80 ft. lbs.) torque. Install new cotter pin.
(3) Install and tighten the top retaining nut to 101
N·m (75 ft. lbs.) torque. Install new cotter pin.
(4) Install the Hub Bearing and Axle Shaft accord-
ing to the installation procedure.
(5) Reconnect the tie–rod or drag link end onto the
steering knuckle arm. Install the ABS sensor wire
and bracket to the knuckle, refer to Group 5 Brakes.
AXLE BUSHING REPLACEMENT
Refer to Axle Bushing Replacement in the Front
Suspension section.
DIFFERENTIAL
REMOVAL
To service the differential the axle assembly and
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 machined sealing
surface (Fig. 13).
Fig. 12 Lower Ball Stud Remove/Install
Fig. 13 Bearing Cap Identification

(2) Remove the differential bearing caps.
(3) Position Spreader W–129–B with the tool dowel
pins seated in the locating holes (Fig. 14). 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. 14) and zero the indicator.
CAUTION: Do not spread over 0.38 mm (0.015 in). If
the housing is over–separated, it could be distorted
or damaged.
(5) Separate the housing enough to remove the
case from the housing. Measure the distance with the
dial indicator (Fig. 14).
(6) Remove the dial indicator.
(7) Pry the differential case loose from the hous-
ing. To prevent damage, pivot on housing with the
end of the pry bar against spreader (Fig. 15).
(8) Remove the case from housing. Mark or tag
bearing cups indicating which side they were
removed. Remove spreader from housing.
INSTALLATION
holddown clamps and tighten the tool turnbuckle fin-
ger–tight.
or damaged.
(3) Spread the housing enough to install the case
in the housing. Measure the distance with the dial
indicator (Fig. 16).
Fig. 14 Spread Differential Housing
Fig. 15 Differential Removal

(5) Install case in the housing. Tap the differential
case to ensure the bearings are fully seated (Fig. 17).
Remove the spreader.
(6) Install the bearing caps at their original loca-
tions (Fig. 18). Tighten the bearing cap bolts to 61
INNER AXLE SHAFT OIL SEAL REPLACEMENT
SELECT–TRAC
(1) Remove the inner axle shaft seals with a pry
bay.
(2) Install oil seals with Discs 6764 and Turn-
buckle D–112A (Fig. 19). Tighten tool until disc bot-
toms in housing.
PINION GEAR
REMOVAL/DISASSEMBLY
Fig. 17 Differential Installation
Fig. 18 Differential Bearing Cap Reference Letters
Fig. 19 Axle Seal Installation
Fig. 20 Pinion Yoke Removal

(2) Remove the pinion gear seal with a slide ham-
mer or pry out with bar.
(3) Drive out pinion gear from housing with rawhide
or plastic hammer (Fig. 21). 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.
Remove preload shims and record the thickness.
(4) Remove front bearing from housing.
(5) Remove the front pinion bearing cup and seal
with Remover D–147 and Handle C–4171 (Fig. 22).
(6) Remove the rear bearing cup from housing
(Fig. 23). Use Remover D– 149 and Handle C–4171.
(7) Remove the inner bearing from the pinion with
Puller C–293PA and Adapter C–293–39 (Fig. 24).
Place adapter rings so they do not damage
the bearing cage.
(8) Remove the oil slinger from the pinion gear
shaft. Save the slinger it is used as select shim
for pinion depth.
Fig. 21 Remove Pinion Gear
Fig. 22 Front Bearing Cup Removal
Fig. 23 Rear Bearing Cup Removal
Fig. 24 Inner Bearing Removal

PINION GEAR ASSEMBLY/INSTALLATION
(1) Remove rear pinion bearing cup with Remover
D–149 and Handle C– 4171. Place shims (and baffle
if equipped) in the pinion gear rear bearing bore.
Install the bearing cup with Installer D–146 and
Driver Handle C– 4171. Ensure cup is correctly
seated.
(2) Install rear bearing and oil slinger on pinion
gear with Installer W–262 until completely seated
(Fig. 25).
(3) Assemble preload shims onto pinion shaft.
(4) Install pinion front bearing cone into cup and
end yoke thrust washer.
(5) Apply a light coat of gear lubricant on lip of
new pinion seal. Install seal with Installer D–163
(6) Install pinion gear into differential housing.
(7) Install yoke with Installer W–162D and Holder
6958 (Fig. 27).
Fig. 25 Pinion Rear Bearing Installation
Fig. 27 Pinion Yoke Installation

(8) Install the yoke washer and old nut on the
pinion gear. Use Holder 6958 to retain the yoke (Fig.
28). Tighten nut to 216– 352 N·m (160–260 ft. lbs.)
torque.
(9) Check bearing rotating torque with an inch
pound torque wrench (Fig. 29). If torque to rotate is
within specification, remove old nut and install new
nut. The torque necessary to rotate the pinion gear
should be;
• Original Bearings: 1 to 3 N·m (10 to 20 in. lbs.).
• New Bearings: 2 to 5 N·m (15 to 35 in. lbs.).
(10) If rotating torque is high, add shims to
decrease torque. If rotating torque is low, remove
shims to increase torque.
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. 30).
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
diameter than the bearing cap. Place the socket
(driver) against the opposite bearing cap. Position the
yoke with the sockets in a vise (Fig. 31).
(3) Compress the vise jaws to force the bearing cap
into the larger socket (receiver).
Fig. 28 Tightening Pinion Nut
Fig. 29 Check Pinion Gear Torque
Fig. 30 Axle Shaft Outer U–Joint

(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.
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.
(4) Compress the vise to force the bearing caps
into the yoke. Force the caps enough to install the
retaining clips.
(5) Install the bearing cap retaining clips.
(6) Install the axle shaft, refer to Hub Bearing and
Axle Shaft installation.
DIFFERENTIAL
DISASSEMBLY
(1) Remove the bearings from the differential case
with Press C–293PA, Plug C–293–3, Adapter
C–293–39 (Fig. 32).
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
bolts. Tap the ring gear with a rawhide or plastic
mallet and remove (Fig. 33).
Fig. 31 Yoke Bearing Cap Removal
Fig. 32 Differential Bearing Removal
Fig. 33 Ring Gear Removal

(4) Use a drift to remove the pinion gear mate
shaft lock pin (Fig. 34).
(5) Remove the mate shaft with a drift and ham-
mer (Fig. 35).
(6) Rotate the differential side gears and remove
the pinion mate gears and thrust washers (Fig. 36).
(7) Remove the differential side gears and thrust
washers.
(8) Remove the case from the vise.
DIFFERENTIAL ASSEMBLY
(1) Install the following components in the differ-
ential case (Fig. 37).
• 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. 37). Peen metal part of case over pin in two
places 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
machining tolerances during manufacture.
Fig. 34 Mate Shaft Lock Pin Removal
Fig. 35 Mate Shaft Removal
Fig. 36 Pinion Mate Gear Removal
Fig. 37 Mate Shaft Pin Installation

(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 N·m (70–90 ft. lbs.) torque (Fig.
38).
(5) Lubricate all differential components with
hypoid gear lubricant.
DIFFERENTIAL AND PINION MEASUREMENT
DIFFERENTIAL ZERO END PLAY
MEASUREMENT
(1) Place Master Differential Bearing D–134
(D–348) on the case hubs (Fig. 39). Install differen-
tial case into housing.
(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.
40).
(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. 40). 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, pilot stud and differential
case from housing.
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. 41).
Fig. 38 Ring Gear Bolt Installation
Fig. 39 Master Bearing Tools On Hubs
Fig. 40 Differential Case End Play Measurement

(1) Install the pinion front bearing cup with
Installer D–144 and Handle C–4171 (Fig. 42).
(2) Install the bearing cup with Installer D–146
and Driver Handle C– 4171 (Fig. 43). Ensure cup is
correctly seated.
(3) Assemble Pinion Gauge Set, Pinion Block and
pinion bearings. Install assembly into differential
pinion gear bore and hand tighten cone (Fig. 44).
(4) Place Arbor Disc 6732 on Arbor D–115–3 and
position in the bearing cradles (Fig. 45). Install dif-
ferential bearing caps on Arbor Discs and tighten
caps snug only.
Arbor Discs have different steps to fit other
axle sizes. Pick correct size step for axle being
serviced.
Fig. 41 Pinion Gear Depth Gauge Tools
Fig. 42 Pinion Front Bearing Cup Installation
Fig. 43 Pinion Rear Bearing Cup Installation
Fig. 44 Pinion Height Block
Fig. 45 Gauge Tools In Housing

(5) Firmly place Scooter Block and Dial Indicator
on pinion height block tool and zero the dial indicator
pointer.
(6) Slide the Scooter Block across the arbor while
observing indicator (Fig. 46). Record the longest
travel distance, whether inward (–) or outward (+),
indicated by the pointer.
The plunger travel, plus or minus the vari-
ance etched in the gear, is the required thick-
ness for the depth shims.
(7) Measure the thickness of each depth shim with
a micrometer. Combine the shims necessary for total
required shim pack thickness. Include oil slinger
or baffle thickness with the total shim pack
thickness.
(8) Remove the measurement tools from the differ-
ential housing.
DIFFERENTIAL SHIM PACK MEASUREMENT AND
ADJUSTMENT
(1) Place Master Differential Bearing D–134
(D–348) on the case hubs.
(2) Install a pilot stud at the left side of housing.
Attach Dial Indicator to housing. Load the indicator
plunger against the back of the ring gear (Fig. 47).
Ensure ring and pinion gear teeth are tightly
meshed. Zero the indicator.
(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. 47). Zero the dial indi-
cator pointer.
(4) Repeat the measurement several times to
check consistency. Record the travel distance.
The measurement above shows shim thick-
ness necessary to eliminate ring gear backlash.
Subtract this thickness from case zero end–play
shim thickness (Fig. 48). The shims must be
placed at the ring gear side between the case
and bearing.
(5) Remove indicator and pilot stud.
(6) Remove the differential case from housing.
(7) Remove the master bearing tools from the dif-
ferential case hubs.
(8) Position the backlash shims (with determined
thickness) on case hub (ring gear side). Install bear-
Fig. 46 Pinion Depth Measurement
Fig. 47 Shim Pack Measurement
Fig. 48 Shim Pack Calculations

ing on the hub with Bearing Installer C– 3716A and
Driver Handle C–4171 (Fig. 49).
(9) Position the remaining zero end–play shims on
hub at opposite side of case. Include an additional
0.015 in. (0.38 mm) thick shim on this hub. This will
provide the required differential bearing preload.
(10) Install bearings on hubs with Installer
C–3716A and Handle C–4171 (Fig. 49).
(11) Match each bearing cup with bearing (origi-
nal). Install the cups on the bearings.
BACKLASH AND CONTACT PATTERN ANALYSIS
(1) Rotate assembly several revolutions to seat
bearings. Measure backlash at three equally spaced
locations around the perimeter of the ring gear with
a dial indicator (Fig. 50).
The ring gear backlash must be within 0.12 –
0.20 mm (0.005 – 0.008 inch). It cannot vary
more than 0.05 mm (0.002 inch) between the
points checked.
If backlash must be adjusted, transfer shims from
one side of carrier to the other side. Adjust the back-
lash accordingly (Fig. 51). DO NOT INCREASE
THE TOTAL SHIM PACK THICKNESS, EXCES-
SIVE BEARING PRELOAD AND DAMAGE WILL
OCCUR.
If the mesh and backlash steps have been followed,
good gear teeth contact patterns should exist.
The ring gear teeth contact patterns will show if
the pinion gear depth is correct. It will also show if
the ring gear backlash has been adjusted correctly.
The backlash must be maintained within the speci-
fied limits until the correct tooth contact patterns are
obtained.
(2) Apply a thin coat of hydrated ferric oxide (yel-
low oxide of iron) to the drive and coast side of the
ring gear teeth.
(3) Rotate the ring gear one complete revolution in
both directions while a load is being applied. Insert a
pry bar between the differential housing and the case
flange to load gears. This will produce a distinct con-
tact patterns on both the drive side and coast side of
the ring gear teeth.
(4) Note patterns in compound. Refer to (Fig. 52)
for interpretation of contact patterns and adjust
accordingly.
Fig. 49 Differential Bearing Installation
Fig. 50 Ring Gear Backlash Measurement
Fig. 51 Backlash Shim Adjustment

Fig. 52 Gear Tooth Contact Patterns

FINAL ASSEMBLY
(1) Install the axle shafts. Refer to Axle Shaft
Installation in this Group.
(2) Scrape the residual sealant from the housing
and cover mating surfaces. Clean the mating surfaces
with mineral spirits. Apply a bead of Mopar Silicone
Rubber Sealant on the housing cover. Allow the seal-
ant to cure for a few minutes.
after applying the sealant. If not installed the
sealant must be removed and another bead
applied.
(3) Install the cover on the differential with the
attaching bolts. Install the identification tag. Tighten
the cover bolts with 41 N·m (30 ft. lbs.) torque.
CAUTION: Overfilling the differential can result in
lubricant foaming and overheating.
(4) Refill the differential housing with the speci-
fied quantity of Mopar Hypoid Gear Lubricant.
(5) Install the fill hole plug and tighten to 34 N·m
(25 ft. lbs.) torque.
CARDAN U-JOINT
(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.
DIFFERENTIAL
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, or dry
with compressed air. DO NOT spin bearings with
compressed air. Cup and bearing must be
replaced as a matched sets only.
Clean axle shaft tubes and oil channels with clean
cloth.
Inspect 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 with-
out any raised edges.
• Raised metal on shoulders of cup bores should
be removed with a hand stone.
• Wear or damage to pinion gear mate shaft, pin-
ion gears, side gears and thrust washers. Replace as
a matched set only.
• Worn or chipped teeth to ring and pinion gears.
• Damaged bolt threads to ring gear. Replaced as
a matched set only.
• Pinion yoke for cracks, worn splines, pitted
areas, and a rough/corroded seal contact surface.
Repair or replace the as necessary.
SPECIFICATIONS
FRONT AXLE—MODEL 30
Axle Type . . . . . . . . . . . . . . . . . . . . . . . . . . . .Hypoid
Lubricant. . . . . . . . . .SAE Thermally Stable 80W–90
Lube Capacity . . . . . . . . . . . . . . . . .1.48 L (3.13 pts.)
Axle Ratio . . . . . . . . . . . . . . . . . . .3.07 3.55 3.73 4.10
Differential. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Side Gear Clearance .0.12–0.20 mm (0.005–0.008 in.)
Ring Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diameter . . . . . . . . . . . . . . . . . . .18.09 cm (7.125 in.)
Backlash . . . . . . . . . . . .0–0.15 mm (0.005–0.008 in.)
Pinion Std. Depth . . . . . . . . . . . .92.1 mm (3.625 in.)
Pinion Bearing Preload . . . . . . . . . . . . . . . . . . . . . . .
Original Bearing. . . . . . . . . .1–2 N·m (10–20 in. lbs.)
New Bearing . . . . . . . . . . .1.5–4 N·m (15–35 in. lbs.)
TORQUE—MODEL 30 AXLE
DESCRIPTION TORQUE
Fill Hole Plug . . . . . . . . . . . . . . . .34 N·m (25 ft. lbs.)
Diff. Cover Bolt. . . . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Bearing Cap Bolt . . . . . . . . . . . . .61 N·m (45 ft. lbs.)
Ring Gear Bolt. . . . . . . . .95–122 N·m (70–90 ft. lbs.)
Shift Motor Bolt . . . . . . . . . . . . . . .11 N·m (8 ft. lbs.)
Axle Nut . . . . . . . . . . . . . . . . . .237 N·m (175 ft. lbs.)
Wheel Brg. Bolt . . . . . . . . . . . . .102 N·m (75 ft. lbs.)
Lower Ball Stud . . . . . . . . . . . . .108 N·m (80 ft. lbs.)
Upper Ball Stud . . . . . . . . . . . . .101 N·m (75 ft. lbs.)
ABS Sensor Bolt. . . . . . . . . . . . . .11 N·m (96 in. lbs.)

SPECIAL TOOLS
FRONT AXLE—MODEL 30
Puller—C-293-PA
Extension—C293–3
Adapter—C-293-39
Adapter—C-293-48
Puller—C-452
Wrench—C-3281
Dial Indicator—C-3339

Driver—C-3716-A
Handle—C-4171
Installer—D-112
Installer—D-144
Installer—D-146
Remover—D-147
Remover—D-148
Remover—D-149
SPECIAL TOOLS (Continued)

Installer—D163
Installer—W-162-D
Installer—6228
Remover/Installer—6288
Remover/Installer—6289
Tool Set, Pinion Depth—6774
Installer—6764
Puller—7794-A

Remover—7916
Installer—7917
Screw, Forcing—7918
Support—7919
Remover—7920

MODEL 35 AXLE
INDEX
page page
GENERAL INFORMATION
LUBRICANT SPECIFICATIONS . . . . . . . . . . . . . . 43
AXLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
TRAC-LOK OPERATION . . . . . . . . . . . . . . . . . . . 45
DRIVELINE SNAP . . . . . . . . . . . . . . . . . . . . . . . 47
GEAR AND BEARING NOISE . . . . . . . . . . . . . . . 46
LIMITED SLIP DIFFERENTIAL . . . . . . . . . . . . . . 47
LOW SPEED KNOCK . . . . . . . . . . . . . . . . . . . . . 46
REAR AXLE ALIGNMENT . . . . . . . . . . . . . . . . . . 47
SERVICE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . 48
TRAC-LOK NOISE DIAGNOSIS . . . . . . . . . . . . . 50
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
SERVICE PROCEDURES
LUBRICANT CHANGE . . . . . . . . . . . . . . . . . . . . 50
AXLE SHAFT SEAL AND BEARING . . . . . . . . . . 53
AXLE SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
DIFFERENTIAL SIDE BEARINGS . . . . . . . . . . . . 55
DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . 54
DRIVE AXLE ASSEMBLY REPLACEMENT—XJ
VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
FINAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 60
PINION GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . 57
PINION SHAFT SEAL REPLACEMENT . . . . . . . . 51
RING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
STANDARD DIFFERENTIAL . . . . . . . . . . . . . . . 61
TRAC-LOK DIFFERENTIAL . . . . . . . . . . . . . . . . 61
AXLE COMPONENTS . . . . . . . . . . . . . . . . . . . . . 65
TRAC-LOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
ADJUSTMENTS
DIFFERENTIAL BEARING PRELOAD AND
GEAR LASH . . . . . . . . . . . . . . . . . . . . . . . . . . 67
PINION GEAR DEPTH . . . . . . . . . . . . . . . . . . . . 65
SPECIFICATIONS
MODEL 35 AXLE . . . . . . . . . . . . . . . . . . . . . . . . 71
MODEL 35 AXLE . . . . . . . . . . . . . . . . . . . . . . . . 71
SPECIAL TOOLS
FRONT AXLE—MODEL 35 . . . . . . . . . . . . . . . . . 71
GENERAL INFORMATION
GENERAL INFORMATION
The Model 35 housing has an iron center casting
(differential housing) with axle shaft tubes extending
from either side. The tubes are pressed into and
welded to the differential housing to form a one-piece
axle housing.
The integral type housing, hypoid gear design has
the center line of the pinion set below the center line
of the ring gear.
The axle has a vent hose 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 axle
shaft and bearings. The axle shafts are retained by
C–clips in the differential side gears.
The cover provides a means for servicing the differ-
ential without removing the axle.
Axles may be equipped with drum or disc brakes.
The axles that are equipped with ABS brake have a
tone ring pressed on the axle shaft. Use care when
removing axle shafts as NOT to damage the tone
wheel or the sensor.
The Model 35 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
threaded roll pin. Differential bearing preload and
ring gear backlash is adjusted by the use of spacer
shims. Pinion bearing preload is set and maintained
by the use of a collapsible spacer.
For complete drive axle assembly removal
and installation refer to Drive Axle Assembly
Replacement in this Group.
LUBRICANT SPECIFICATIONS
Multi–purpose, hypoid gear lubricant should be
used. The lubricant should have MIL–L–2105C and
API GL 5 quality specifications. Mopar Hypoid Gear
Lubricant conforms to both of these specifications.
• Lubricant is a thermally stable SAE 80W–90
gear lubricant.
• Lubricant for axle with Trailer Tow is SAE
75W–140 SYNTHETIC gear lubricant.
• Trac–Lok differentials add 4 oz. of friction mod-
ifier.
• Lubricant capacity is 1.66 L (3.50 pts.).

CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.
AXLES
The Model 35 axle is standard for XJ vehicles. The
8 1/4 axle is available in XJ vehicles without ABS
brakes.
The Model 35 and 8 1/4 axle housings has a cast
iron center section. Two steel axle shaft tubes are
pressed into the differential housing and welded.
It is not necessary to remove the axle from the
vehicle for service. A removable differential cover is
provided for routine vehicle service. If the differential
housing is damaged, the complete axle assembly can
be removed.
For complete drive axle assembly removal and
installation refer to Drive Axle Assembly Replace-
ment in this Group.
IDENTIFICATION
Model 35 axle has the assembly part number and
gear ratio listed on a tag. The tag is attached to the
left side of the housing cover (Fig. 1). Build date
identification codes on axles are stamped on the axle
shaft tube cover side. The Model 35 axle has a flat
housing cover gasket flange at the outer edge (Fig.
1).
The 8 1/4 axle has the build date code and gear
ratio tags attached to the housing cover (Fig. 2). The
housing cover gasket has a rolled gasket flange at
the outer edge (Fig. 2).
• The Model 35 axle has shaft tubes that are
2.625 inch (66.67 mm) in diameter.
• The 8 1/4 axle has axle shaft tubes that are
3.0–inch (76.2 mm) in diameter.
STANDARD DIFFERENTIAL OPERATION
The differential gear system divides the torque
between the axle shafts. It allows the axle shafts to
rotate at different speeds when turning corners.
Each differential side gear is splined to an axle
shaft. The pinion gears are mounted on a pinion
mate shaft and are free to rotate on the shaft. The
pinion gear is fitted in a bore in the differential case
and is positioned at a right angle to the axle shafts.
In operation, power flow occurs as follows:
• The pinion gear rotates the ring gear
• The ring gear (bolted to the differential case)
rotates the case
• The differential pinion gears (mounted on the
pinion mate shaft in the case) rotate the side gears
• The side gears (splined to the axle shafts) rotate
the shafts
During straight- ahead driving, the differential
pinion gears do not rotate on the pinion mate shaft.
This occurs because input torque applied to the gears
is divided and distributed equally between the two
side gears. As a result, the pinion gears revolve with
the pinion mate shaft but do not rotate around it
(Fig. 3).
Fig. 1 Model 35 Differential Cover
Fig. 2 Differential Cover–8 1/4

When turning corners, the outside wheel must
travel a greater distance than the inside wheel in
order to complete a turn. The difference must be
compensated for, to prevent the tires from scuffing
and skidding through turns. To accomplish 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 divided equally.
The pinion gears now rotate around the pinion mate
shaft in opposite directions. This allows the side gear
and axle shaft attached to the outside wheel to rotate
at a faster speed.
TRAC-LOK OPERATION
In a conventional differential, the torque applied to
the ring gear is transmitted to the axle shafts
through the differential gears. During normal opera-
tion, the torque transmitted to each wheel is equal at
all times. However, if one wheel spins, the opposite
wheel will generate only as much torque as the spin-
ning wheel.
In the Trac-lok differential, part of the ring gear
torque is transmitted through clutch packs. The
clutch packs contain multiple disc. The clutch will
have radial grooves on the plates, and concentric
grooves on the discs or bonded fiber material that is
smooth appearance.
In operation, the Trac-lok clutches are engaged by
two concurrent forces. The first being preload force
exerted through Belleville spring washers contained
in the clutch packs. The second from separating
forces generated by the side gears as torque is
applied through the ring gear (Fig. 5).
The Trac-lok design provides differential action
needed for turning corners and for driving straight
ahead. However, when one wheel looses traction, the
clutch packs transfer additional torque to the wheel
having the most traction. Trac-lok differentials resist
wheel spin on bumpy roads and provide more pulling
power when one wheel looses traction. Pulling power
is provided continuously until both wheels loose trac-
tion. If both wheels slip due to unequal traction,
Trac-lok operation is normal. In extreme cases of dif-
ferences of traction, the wheel with the least traction
may spin.
Fig. 3 Differential Operation—Straight Ahead Driving
Fig. 4 Differential Operation—On Turns
Fig. 5 Trac-lok Limited Slip Differential Operation
DESCRIPTION AND OPERATION (Continued)

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.
Axle gear problem conditions are usually the result
of:
• Insufficient lubrication
• Incorrect or contaminated lubricant
• Overloading (excessive engine torque) or exceed-
ing 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
galling are indicators of this.
Axle component breakage is most often the result
of:
• Severe overloading
• Insufficient lubricant
• Incorrect lubricant
• Improperly tightened components
Overloading occurs when towing heavier than rec-
ommended loads. Component breakage can occur
when the wheels are spun excessively. Incorrect
lubricant quantity contributes to breakage. Loose dif-
ferential components can also cause breakage.
Incorrect bearing preload or gear backlash will not
result in component breakage. Misadjustment will
produce enough noise to cause service repair before a
failure occurs. If a misadjustment condition is not
corrected, component failure can result.
Excessive bearing preload may not be noisy. This
condition will cause high temperature which can
result 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 insuf-
ficient 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. The side 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
vibration. Do not overlook engine accessories, brack-
ets and drive belts.
All driveline components should be examined
before starting any repair.
Refer to Group 22, Wheels and Tires for additional
information.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
• High engine idle speed
• Loose engine/transmission/transfer case mounts
• Worn U–joints
• Loose spring mounts
• Loose pinion gear nut and yoke
• Excessive ring gear backlash
• Excessive side gear/case clearance
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
REAR AXLE ALIGNMENT
MEASUREMENT
The following procedure can be used to determine
if abnormal rear tire tread wear is the result of a
bent or deformed rear axle shaft.
(1) Raise both rear wheels off the surface with a
frame contact hoist.
(2) Attach a one–inch long piece of masking tape
at the center of each tire tread for use as reference
marks.
(3) Rotate the rear wheels until both reference
marks face the front of the vehicle. Measure the dis-
tance between the outside edges of the two pieces of
tape. Record this measurement as the front of tire
(FTR) measurement.
(4) Rotate the rear wheels until both reference
marks face the rear of the vehicle. Measure the dis-
tance between the outside edges of the two pieces of
tape. Record this measurement as the rear of tire
(RTR) measurement.
(5) Subtract the (RTR) measurement from the
(FTR) measurement to obtain the amount of wheel
toe. The acceptable rear wheel toe–in position is 1/16
in. (1.6 mm) to 3/16 inch (4.8 mm) toe–out.
(6) Rotate the rear wheels until the reference
marks are facing downward. Measure the distance
between the outside edges of the two pieces of tape.
Record this measurement as the bottom of tire (BTR)
measurement.
(7) Average the (FTR) and the (RTR) distance mea-
surements. Subtract the (BTR) measurement from
this average distance to obtain the camber. The
acceptable amount of camber is 1/16 inch to 3/32 inch
(1.6 to 2.4 mm).
(FTR + RTR) DIVIDED BY 2 (TWO) MINUS
BTR EQUALS CAMBER
If the (BTR) distance measurement is less
than the average FTR and RTR distance mea-
surement, the camber will be positive ( + ). If
the (BTR) distance measurement is greater
than the average FTR and RTR distance, the
camber will be negative ( – ).
If the toe position or camber is not acceptable, a
bent or deformed rear axle shaft is most likely the
cause.
LIMITED SLIP DIFFERENTIAL
Under normal traction conditions, engine torque is
divided evenly. With low–traction surfaces, engine
torque is transferred to the wheel with the most tire
traction. When diagnosing a limited–slip differential
the wheel with the least traction can continue spin-
ning.
The most common problem is a chatter noise when
turning corners. Check for incorrect or contaminated
lubricant. Replace the gear lubricant if necessary.
• With Trac–Lok௢ differentials add a container of
Mopar Trac–Lok Lubricant.
This will correct the condition in most instances. If
the chatter persists, clutch damage could have
occurred.
After changing the lubricant, drive the vehicle and
make 10 to 12 slow, figure–eight turns. This maneu-
ver will pump lubricant through the clutches.

SERVICE DIAGNOSIS SERVICE DIAGNOSIS

SERVICE DIAGNOSIS (CONT’D)

TRAC-LOK NOISE DIAGNOSIS
If a noise occurs when turning corners, the most
probable cause is incorrect or contaminated lubri-
cant. Before removing the Trac-lok unit for repair,
drain, flush and refill the axle with the specified
lubricant. Refer to Lubricant change in this Group.
A container of Trac-lok Lubricant (friction modifier)
should be added after repair service or a lubricant
change.
Vehicles with a limited slip differential should be
road tested by making 10 to 12 slow figure eight
turns. This maneuver will pump the lubricant
through the clutch discs to eliminate a possible chat-
ter or pop noise complaint.
Refer to Group 0, Lubrication and Maintenance for
additional information.
DIFFERENTIAL TEST
WARNING: WHEN SERVICING VEHICLES WITH A
LIMITED SLIP DIFFERENTIAL DO NOT USE THE
ENGINE TO TURN THE AXLE AND WHEELS. BOTH
REAR WHEELS MUST BE RAISED AND THE VEHI-
CLE SUPPORTED. A LIMITED SLIP AXLE CAN
EXERT ENOUGH FORCE (IF ONE WHEEL IS IN
CONTACT WITH THE SURFACE) TO CAUSE THE
VEHICLE TO MOVE.
The differential can be tested without removing the
differential case by measuring rotating torque. Make
sure brakes are not dragging during this measurement.
(1) Engine off, transmission in neutral, and park-
ing brake off.
(2) Place blocks in front and rear of both front
wheels.
(3) Raise one rear wheel until it is completely off
the ground.
(4) Remove wheel and bolt Special Tool 6790 to
studs.
(5) Use torque wrench on special tool to rotate
wheel and read rotating torque (Fig. 6).
(6) If rotating torque is less than 22 N·m (30 ft.
lbs.) or more than 271 N·m (200 ft. lbs.) on either
wheel the unit should be service.
SERVICE PROCEDURES
LUBRICANT CHANGE
The gear lubricant will drain quicker if the vehicle
has been recently driven.
(2) Remove the lubricant fill hole plug from the
differential housing cover.
(3) Remove the differential housing cover and
drain the lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth. Do not use water,
steam, kerosene or gasoline for cleaning.
(5) Remove the sealant from the housing and cover
surfaces.
(6) Apply a bead of Mopar Silicone Rubber Sealant
to the housing cover (Fig. 7). Allow the sealant to
cure for a few minutes.
after applying the sealant.
(7) Install the cover and any identification tag.
Tighten the cover bolts to 41 N·m (30 ft. lbs.) torque.
(8) Refill differential with Mopar Hypoid Gear
Lubricant to bottom of the fill plug hole.
CAUTION: Overfilling the differential can result in
lubricant foaming and overheating.
Fig. 6 Trac-loc Test
Fig. 7 Typical Housing Cover With Sealant

Trac–Lok Differentials; A container of Trac–Lok
lubricant (friction modifier) should be added after
repair service or a lubricant change.
(9) Install the fill hole plug and lower the vehicle.
Limited slip differential vehicles should be road
tested by making 10 to 12 slow figure–eight turns. This
maneuver will pump the lubricant through the clutch
discs to eliminate a possible chatter noise complaint.
DRIVE AXLE ASSEMBLY REPLACEMENT VEHICLES
REMOVAL
(1) Raise the vehicle and position support stands
under the frame rails slightly in front the springs.
(2) Remove the rear wheels.
(3) Mark the drive shaft yoke and axle pinion yoke
for alignment reference. Disconnect the drive shaft
from the axle.
(4) Disconnect the axle vent hose.
(5) Disconnect the parking brake cables at the
equalizer or backing plate.
(6) Disconnect the shock absorbers from the axle
brackets.
(7) Disconnect the brake hose at the axle junction
block. Do not disconnect the wheel cylinder tub-
ing fittings.
(8) If equipped, disconnect ABS wiring connections
at the axle.
(9) Support the axle with a hydraulic jack under
the differential.
(10) Remove the spring U–bolts from the plate
brackets.
(11) Lower the jack enough to remove the axle.
INSTALLATION
(1) Support the axle on a hydraulic jack under the
differential. Position the axle under the vehicle.
(2) Raise the axle and align the spring center bolts
with the locating holes in the axle pads and plate
brackets.
(3) Install the spring U–bolts through the plate
brackets and tighten to 70 N·m (52 ft. lbs.) torque.
(4) Install ABS wiring connections (if equipped) at
the axle.
(5) Connect the brake hose at the axle junction block.
(6) Install the shock absorbers to the axle brackets
and tighten to 62 N·m (46 ft. lbs.) torque.
(7) Connect the parking brake cables at the equal-
izer or backing plate.
(8) Connect the vent hose to the tube fitting.
(9) Align the reference marks and connect the
drive shaft to the axle yoke. Tighten the U–joint
clamp bolts to 19 N·m (14 ft. lbs.) torque.
(10) Check differential lubricant and add if neces-
sary.
(11) Install the wheel and tire.
(12) Bleed the brakes.
PINION SHAFT SEAL REPLACEMENT
REMOVAL
(2) Remove wheel and tire assemblies.
(3) Mark the drive shaft yoke and pinion yoke for
installation alignment reference.
(4) Remove the drive 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–me-
ters or inch–pounds) necessary to rotate the pinion
gear with a torque wrench. Note the torque for
installation reference. It must be known to prop-
erly adjust the pinion gear bearing preload
torque after seal installation.
(8) Mark the positions of the yoke and pinion gear
Fig. 8 Pinion Yoke Removal

(9) Use Remover 7794A and slide hammer to
remove the pinion gear seal (Fig. 9).
INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal. Install seal with Installer D–163
install 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
bearing preload torque. The collapsible preload
spacer on the 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 torque is equal to the
amount recorded during removal plus an addi-
tional 0.56 N·m (5 in. lbs.).
(6) Use Flange Wrench C–3281 to retain the yoke
and shaft (Fig. 11). Tighten the shaft nut in very
small increments.
(7) Continue tightening the shaft nut in small
increments until the correct bearing preload torque is
attained.
attach the drive 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.
Fig. 9 Seal Removal
Fig. 11 Tightening Pinion Shaft Nut

AXLE SHAFT
REMOVAL
(2) Remove the wheel and tire.
(3) Remove the brake drum.
(4) Clean all the foreign material from housing
cover area.
(5) Loosen the housing cover bolts. Drain the lubri-
cant from the housing and the axle shaft tubes.
Remove the housing cover.
(6) Rotate the differential case so that the pinion
mate gear shaft lock screw is accessible. Remove the
lock screw and the pinion mate gear shaft from the
case (Fig. 12).
(7) Force the axle shaft in toward the center of the
vehicle. Remove the axle shaft C–clip lock from the
axle shaft (Fig. 13).
(8) Remove the axle shaft. Use care to prevent
damage to the axle shaft bearing and seal, which will
remain in the axle shaft tube.
(9) Inspect axle shaft seal for leakage or damage.
(10) Inspect the roller bearing contact surface on
the axle shaft for signs of brinelling, galling and pit-
ting.
(11) If any of these conditions exist, the axle shaft
and bearing or seal must be replaced.
INSTALLATION
(1) Lubricate the bearing bore and seal lip with
gear lubricant. Insert the axle shaft through the seal,
bearing, and engage it with the side gear splines.
Use care to prevent the shaft splines from dam-
aging the axle shaft seal lip.
(2) Insert the C–clip lock in the end of the axle
shaft. Push the axle shaft outward to seat the C–clip
lock in the side gear.
(3) Insert the mate shaft into the case and through
the thrust washers and pinion gears. Align the hole
in shaft with the hole in the differential case and
install the lock screw with Loctite௡ on the threads.
Tighten the screw to 19 N·m (14 ft. lbs.) torque.
(4) Install the cover and add fluid. Refer to the
Drain and Refill in this section.
AXLE SHAFT SEAL AND BEARING
REMOVAL
(1) Remove the axle shaft. Refer to the Removal
procedures in this Group.
(2) Remove the axle shaft seal from the end of the
axle shaft tube with a small pry bar.
(3) Remove the bearing if it appears damaged.
The seal and bearing can be removed at the same
time with the bearing removal tool.
(4) Remove the axle shaft bearing from the tube
(Fig. 14) with Bearing Removal Tool Set 6310.
(5) Inspect the axle shaft tube bore for roughness
and burrs. Remove as necessary.
CAUTION: Inspect the housing bore for burrs.
Remove them if they exist.
INSTALLATION
Do not install the original axle shaft seal.
Always install a new seal.
(1) Wipe the bore in the axle shaft tube clean.
(2) Install axle shaft bearing with Installer 6436
and Handle C–4171. Ensure part number on the
bearing must go against the Installer.
(3) Install the new axle shaft seal (Fig. 15) with
Installer 6437 and Handle C–4171.
(4) Install the Axle Shaft. Refer to the installation
procedure.
Fig. 12 Mate Shaft Lock Screw
Fig. 13 Axle Shaft C–Clip Lock

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 machined sealing
surface (Fig. 16).
(2) Remove the differential bearing caps.
hold down clamps and tighten the tool turnbuckle
finger–tight.
or damaged.
(5) Separate the housing enough to remove the
case from the housing. Measure the distance with the
dial indicator (Fig. 17).
(7) Pry the differential case loose from the hous-
ing. To prevent damage, pivot on housing with the
end of the pry bar against spreader (Fig. 18).
(8) Remove the case from housing. Mark or tag
bearing cups and outboard shim/spacer (selected
thickness) indicating which side they were removed.
Fig. 14 Axle Shaft Bearing Removal Tool
Fig. 15 Axle Shaft Seal Installation
Fig. 16 Bearing Cap Identification

DIFFERENTIAL INSTALLATION
hold down clamps and tighten the tool turnbuckle
finger–tight.
or damaged.
(3) Separate the housing enough to install the case
in the housing. Measure the distance with the dial
indicator (Fig. 17).
(5) Install differential and outboard shim/spacer
(selected thickness) in housing.
(6) Install case in the housing. Tap the differential
case to ensure the bearings are fully seated (Fig. 19).
Remove the spreader.
(7) Install the bearing caps at their original loca-
tions (Fig. 20). Tighten the bearing cap bolts to 77
DIFFERENTIAL SIDE BEARINGS
REMOVAL
(1) Remove Differential case from axle housing.
(2) Remove the bearings from the differential case
with Press 938, and Adapter 1130 (Fig. 21).
DIFFERENTIAL SIDE BEARING INSTALLATION
If ring and pinion gears have been replaced, verify
differential side bearing preload and gear mesh back-
lash.
(1) Using tool C-4340 with handle C-4171, install
differential side bearings (Fig. 22).
(2) Install differential in axle housing.
RING GEAR
The ring and pinion gears are service in a matched
set. Do not replace the ring gear with replacing the
pinion gear. Refer to Pinion Gear removal and instal-
lation paragraph in this section for proper procedure.
REMOVAL
(1) Remove differential from axle housing.
Fig. 18 Differential Removal Fig. 19 Differential Installation
Fig. 20 Differential Bearing Cap Reference Letters

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1996 JEEP GRAND CHEROKEE Service Repair Manual

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1996 JEEP GRAND CHEROKEE Service Repair Manual