2000 JEEP CHEROKEE Service Repair Manual

Welcome to the
2000 Jeep௡ Cherokee
Electronic Service Manual
Click on the logo to begin

GROUP TAB LOCATOR
IN Introduction
INa Introduction
0 Lubrication and Maintenance
0a Lubrication and Maintenance
2 Suspension
3 Differential and Driveline
5 Brakes
5a Brakes
6 Clutch
6a Clutch
7 Cooling System
7a Cooling System
8A Battery
8B Starting System
8Ba Starting System
8C Charging System
8Ca Charging System
8D Ignition System
8E Instrument Panel Systems
8Ea Instrument Panel Systems
8F Audio Systems
8G Horn Systems
8H Vehicle Speed Control System
8Ha Vehicle Speed Control System
8J Turn Signal and Hazard Warning Systems
8K Wiper and Washer Systems
8L Lamps
8La Lamps
8M Passive Restraint Systems
8N Electrically Heated Systems
8O Power Distribution System
8P Power Lock Systems
8Q Vehicle Theft/Security Systems
8Qa Vehicle Theft/Security Systems
8R Power Seats Systems
8S Power Window Systems
8T Power Mirror Systems
8U Chime/Buzzer Warning Systems
8V Overhead Console Systems
8W Wiring Diagrams
9 Engine
9a Engine
11 Exhaust System
11a Exhaust System
13 Frame and Bumpers
13a Frame and Bumpers
14 Fuel System
14a Fuel System
19 Steering
19a Steering
21 Transmission and Transfer Case
21a Transmission and Transfer Case
22 Tires and Wheels
23 Body
24 Heating and Air Conditioning
24a Heating and Air Conditioning
25 Emission Control Systems
25a Emission Control Systems

INTRODUCTION
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
VEHICLE IDENTIFICATION NUMBER . . . . . . . . . . 1
VEHICLE SAFETY CERTIFICATION LABEL . . . . . . 2
INTERNATIONAL SYMBOLS. . . . . . . . . . . . . . . . . 2
FASTENER IDENTIFICATION. . . . . . . . . . . . . . . . . 3
FASTENER USAGE . . . . . . . . . . . . . . . . . . . . . . . . 3
THREADED HOLE REPAIR . . . . . . . . . . . . . . . . . . 3
METRIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 6
TORQUE REFERENCES. . . . . . . . . . . . . . . . . . . . . 6
VEHICLE IDENTIFICATION NUMBER
The Vehicle Identification Number (VIN) plate is
located on the lower windshield fence near the left
A-pillar. The VIN contains 17 characters that provide
data concerning the vehicle. Refer to the VIN decod-
ing chart to determine the identification of a vehicle.
The Vehicle Identification Number is also
imprinted on the:
• Body Code Plate.
• Vehicle Safety Certification Label.
• Frame rail.
To protect the consumer from theft and possible
fraud the manufacturer is required to include a
Check Digit at the ninth position of the Vehicle Iden-
tification Number. The check digit is used by the
manufacturer and government agencies to verify the
authenticity of the vehicle and official documenta-
tion. The formula to use the check digit is not
released to the general public.
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 F = 4001-5000 lbs.
5 Vehicle Line F= Cherokee 4X4 (LHD)
N = Cherokee 4X4 (RHD)
B = Cherokee 4X2 (RHD)
T = Cherokee 4X2 (LHD)
6 Series 2 = SE
6 = Sport/Classic
7 = Limited
7 Body Style 7 = 2dr Sport Utility
8 = 4dr Sport Utility
8 Engine P = 2.5L Gasoline
S = 4.0L Gasoline
9 Check Digit
10 Model Year Y=2000
11 Assembly Plant L = Toledo #1
12 thru 17 Vehicle Build Sequence
XJ INTRODUCTION 1

VEHICLE SAFETY CERTIFICATION LABEL
A vehicle safety certification label (Fig. 1) is
attached to every DaimlerChrysler Corporation vehi-
cle. The label certifies that the vehicle conforms to all
applicable 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.
INTERNATIONAL SYMBOLS
DESCRIPTION
The graphic symbols illustrated in the following
International Control and Display Symbols Chart are
used to identify various instrument controls. The
symbols correspond to the controls and displays that
are located on the instrument panel.
Fig. 1 Vehicle Safety Certification Label—Typical
2 INTRODUCTION XJ
DESCRIPTION AND OPERATION (Continued)

FASTENER IDENTIFICATION
DESCRIPTION
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 10.9. 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.
FASTENER USAGE
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 all fasteners (nuts, bolts, etc.)
for reassembly. If the fastener is not salvageable, a
fastener of equivalent specification must be used.
THREADED HOLE REPAIR
Most stripped threaded holes can be repaired using
a Helicoil௡. Follow the manufactures recommenda-
tions for application and repair procedures.
1 High Beam 13 Rear Window Washer
2 Fog Lamps 14 Fuel
3 Headlamp, Parking Lamps, Panel Lamps 15 Engine Coolant Temperature
4 Turn Warning 16 Battery Charging Condition
5 Hazard Warning 17 Engine Oil
6 Windshield Washer 18 Seat Belt
7 Windshield Wiper 19 Brake Failure
8 Windshield Wiper and Washer 20 Parking Brake
9 Windscreen Demisting and Defrosting 21 Front Hood
10 Ventilating Fan 22 Rear hood (Decklid)
11 Rear Window Defogger 23 Horn
12 Rear Window Wiper 24 Lighter
XJ INTRODUCTION 3

FASTENER IDENTIFICATION
4 INTRODUCTION XJ

FASTENER STRENGTH
XJ INTRODUCTION 5

METRIC SYSTEM
DESCRIPTION
The metric system is based on quantities of one,
ten, one hundred, one thousand and one million.
The following chart will assist in converting metric
units to equivalent English and SAE units, or vise
versa.
CONVERSION FORMULAS AND EQUIVALENT VALUES
MULTIPLY BY TO GET MULTIPLY BY TO GET
in-lbs x 0.11298 = Newton Meters (N·m) N·m x 8.851 = in-lbs
ft-lbs x 1.3558 = Newton Meters (N·m) N·m x 0.7376 = ft-lbs
Inches Hg
(60° F)
x 3.377 = Kilopascals (kPa) kPa x 0.2961 = Inches Hg
psi x 6.895 = Kilopascals (kPa) kPa x 0.145 = psi
Inches x 25.4 = Millimeters (mm) mm x 0.03937 = Inches
Feet x 0.3048 = Meters (M) M x 3.281 = Feet
Yards x 0.9144 = Meters M x 1.0936 = Yards
mph x 1.6093 = Kilometers/Hr. (Km/h) Km/h x 0.6214 = mph
Feet/Sec x 0.3048 = Meters/Sec (M/S) M/S x 3.281 = Feet/Sec
mph x 0.4470 = Meters/Sec (M/S) M/S x 2.237 = mph
Kilometers/
Hr. (Km/h)
x 0.27778 = Meters/Sec (M/S) M/S x 3.600 Kilometers/Hr.
(Km/h)
COMMON METRIC EQUIVALENTS
1 inch = 25 Millimeters 1 Cubic Inch = 16 Cubic Centimeters
1 Foot = 0.3 Meter 1 Cubic Foot = 0.03 Cubic Meter
1 Yard = 0.9 Meter 1 Cubic Yard = 0.8 Cubic Meter
1 Mile = 1.6 Kilometers
Refer to the Metric Conversion Chart to convert
torque values listed in metric Newton- meters (N·m).
Also, use the chart to convert between millimeters
(mm) and inches (in.)
TORQUE REFERENCES
DESCRIPTION
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.
6 INTRODUCTION XJ

METRIC CONVERSION CHART
XJ INTRODUCTION 7

TORQUE SPECIFICATIONS
8 INTRODUCTION XJ

INTRODUCTION
TABLE OF CONTENTS
page page
VEHICLE IDENTIFICATION NUMBER . . . . . . . . . . 1
E-MARK LABEL . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MANUFACTURER PLATE . . . . . . . . . . . . . . . . . . . 2
VEHICLE IDENTIFICATION NUMBER
DESCRIPTION
The Vehicle Identification Number (VIN) plate is
located on the lower windshield fence near the left
A-pillar. The VIN contains 17 characters that provide
data concerning the vehicle. Refer to the VIN decod-
ing chart to determine the identification of a vehicle.
The Vehicle Identification Number is also
imprinted on the:
• Body Code Plate.
• Vehicle Safety Certification Label.
• Frame rail.
To protect the consumer from theft and possible
fraud the manufacturer is required to include a
Check Digit at the ninth position of the Vehicle Iden-
tification Number. The check digit is used by the
manufacturer and government agencies to verify the
authenticity of the vehicle and official documenta-
tion. The formula to use the check digit is not
released to the general public.
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 F = 4001-5000 lbs.
5 Vehicle Line F = Cherokee 4X4 (LHD)
J = Cherokee 4X4 (RHD) EXPORT
N = Cherokee 4X4 (RHD)
B = Cherokee 4X2 (RHD)
T = Cherokee 4X2 (LHD)
6 Series/Transmission N = 5 Speed Manual
A = 3 Speed Auto
B = 4 Speed Auto
4 = Sport
6 = Cherokee Country/Limited
5 = Classic
7 Body Style 7 = 2dr Sport Utility
8 = 4dr Sport Utility
8 Engine M = 2.5L Diesel
P = 2.5L Gasoline
S = 4.0L Gasoline
9 Check Digit
10 Model Year Y = 2000
11 Assembly Plant L = Toledo Assembly#1
12 thru 17 Vehicle Build Sequence
XJ INTRODUCTION 1

E-MARK LABEL
DESCRIPTION
An E-mark Label (Fig. 1) is located on the rear
shut face of the driver’s door. The label contains the
following information:
• Date of Manufacture
• Month-Day-Hour (MDH)
• Vehicle Identification Number (VIN)
• Country Codes
• Regulation Number
• Regulation Amendment Number
• Approval Number
MANUFACTURER PLATE
DESCRIPTION
The Manufacturer Plate (Fig. 2) is located in the
engine compartment on the radiator closure panel
crossmember adjacent to the Body Code Plate. The
plate contains five lines of information:
1. Vehicle Identification Number (VIN)
2. Gross Vehicle Mass (GVM)
3. Gross Train Mass (GTM)
4. Gross Front Axle Rating (GFAR)
5. Gross Rear Axle Rating (GRAR)
Fig. 1 E-Mark Label
1 – Country Code
2 – Regulation Number
3 – Approval Number
4 – Amendment Number
Fig. 2 Manufacturer Plate
2 INTRODUCTION XJ

LUBRICATION AND MAINTENANCE
TABLE OF CONTENTS
page page
LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . 4
JUMP STARTING, TOWING AND HOISTING . . . . . 9
LUBRICANTS
TABLE OF CONTENTS
page page
SERVICE PROCEDURES
PARTS AND LUBRICANT
RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . 1
INTERNATIONAL SYMBOLS . . . . . . . . . . . . . . . . . 1
CLASSIFICATION OF LUBRICANTS. . . . . . . . . . . . 1
SPECIFICATIONS
FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . 3
SERVICE PROCEDURES
PARTS AND LUBRICANT RECOMMENDATIONS
RECOMMENDATIONS
When service is required, DaimlerChrysler Corpo-
ration recommends that only Mopar௡ brand parts,
lubricants and chemicals be used. Mopar provides
the best engineered products for servicing Daimler-
Chrysler Corporation vehicles.
INTERNATIONAL SYMBOLS
DaimlerChrysler Corporation uses international
symbols to identify engine compartment lubricant
and fluid inspection and fill locations (Fig. 1).
CLASSIFICATION OF LUBRICANTS
Only lubricants bearing designations defined by
the following organization should be used to service a
DaimlerChrysler Corporation vehicle.
• Society of Automotive Engineers (SAE)
• American Petroleum Institute (API) (Fig. 2)
• National Lubricating Grease Institute (NLGI)
(Fig. 3)
ENGINE OIL
SAE VISCOSITY 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.
DaimlerChrysler Corporation only recommends
multiple grade engine oils.
Fig. 1 International Symbols
XJ LUBRICATION AND MAINTENANCE 0 - 1

API QUALITY CLASSIFICATION
This symbol (Fig. 2) on the front of an oil container
means that the oil has been certified by the Ameri-
can Petroleum Institute (API) to meet all the lubri-
cation requirements specified by DailmlerChrysler
Corporation.
Refer to Group 9, Engine for gasoline engine oil
specification.
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.
Fig. 2 API Symbol
Fig. 3 NLGI Symbol
1 – WHEEL BEARINGS
2 – CHASSIS LUBRICATION
3 – CHASSIS AND WHEEL BEARINGS
0 - 2 LUBRICATION AND MAINTENANCE XJ
SERVICE PROCEDURES (Continued)

SPECIFICATIONS
FLUID CAPACITIES
FUEL TANK
All . . . . . . . . . . . . . . . . . . . . . . . . 76.4 L (20.2 gal.)
ENGINE OIL W/FILTER CHANGE
2.5L . . . . . . . . . . . . . . . . . . . . . . . . . 3.8 L (4.0 qts.)
4.0L . . . . . . . . . . . . . . . . . . . . . . . . . 5.7 L (6.0 qts.)
COOLING SYSTEM
2.5L . . . . . . . . . . . . . . . . . . . . . . . . . 9.5 L (10 qts.)*
4.0L . . . . . . . . . . . . . . . . . . . . . . . 11.4 L (12 qts.)**
*Includes 2.2 L (2.3 qts) for coolant recovery reser-
voir.
**Includes 0.9 L (1.0 qt) for coolant recovery reser-
voir.
AUTOMATIC TRANSMISSION
Dry fill capacity*
AW4 . . . . . . . . . . . . . . . . . . . . . . . . 7.8 L (16.5 pts.)
30RH . . . . . . . . . . . . . . . . . . . . . . . 4.67 L (9.86pts.)
*Depending on type and size of internal cooler,
length and inside diameter of cooler lines, or use of an
auxiliary cooler, these figures may vary. Refer to
Group 21, Transmission for proper fluid fill procedure.
MANUAL TRANSMISSION
AX5 (4X2) . . . . . . . . . . . . . . . . . . . . 3.5 L (3.7 qts.)
AX5 (4X4) . . . . . . . . . . . . . . . . . . . . 3.3 L (3.5 qts.)
AX15 (4X2) . . . . . . . . . . . . . . . . . . . 3.15 L (3.3 qts.)
AX15 (4X4) . . . . . . . . . . . . . . . . . . . 3.15 L (3.3 qts.)
TRANSFER CASE
SELEC-TRAC 242 . . . . . . . . . . . . . 1.3 L (2.85 pts.)
COMMAND-TRAC 231 . . . . . . . . . . 1.0 L (2.2 pts.)
FRONT AXLE
181–FBI . . . . . . . . . . . . . . . . . . . . 1.48 L (3.13 pts.)
186–FBI . . . . . . . . . . . . . . . . . . . . . . 1.18L (2.5pts.)
REAR AXLE
194–RBI . . . . . . . . . . . . . . . . . . . . 1.66 L (3.5 pts.*)
8-1/4 . . . . . . . . . . . . . . . . . . . . . . 2.08 L (4.4 pts.**)
* When equipped with TRAC-LOK, include 3.5
ounces of Friction Modifier Additive.
** When equipped with TRAC-LOK, include 4
POWER STEERING
Power steering fluid capacities are dependent on
engine/chassis options as well as steering gear/cooler
options. Depending on type and size of internal
cooler, length and inside diameter of cooler lines, or
use of an auxiliary cooler, these capacities may vary.
Refer to Section 19 of the service manual for proper
fill and bleed procedures.

MAINTENANCE SCHEDULES
TABLE OF CONTENTS
page page
SERVICE PROCEDURES
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
UNSCHEDULED INSPECTION. . . . . . . . . . . . . . . . 4
SERVICE PROCEDURES
DESCRIPTION
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 that schedule section.
Use the schedule that best describes the driving
conditions.
Where time and mileage are listed, follow the
interval that occurs first.
UNSCHEDULED INSPECTION
At Each Stop For Fuel
• Check engine oil level, add as required.
• Check windshield washer solvent and add if
required.
Once A Month
• Check tire pressure and look for unusual wear
or damage.
• Inspect battery and clean and tighten terminals
as required. Check electrolyte level and add water as
needed.
• Check fluid levels of coolant reservoir, power
steering, brake master cylinder, 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.
• After completion of off-road operation, the
underside of the vehicle should be thoroughly
inspected. Examine threaded fasteners for looseness.
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.
FLUID FILL LOCATIONS AND LUBRICATION
POINTS
The fluid fill/check locations and lubrication points
are located in each applicable group.
SCHEDULE “A”
7,500 Miles (12 000 km) or at 6 months
• Change engine oil.
• Replace engine oil filter.
• Lubricate steering linkage (4x4 only).
• Lubricate steering linkage.
• Lubricate steering and suspension ball joints.
• Inspect brake linings.

• Replace air cleaner element.
• Replace spark plugs.
• Inspect drive belt, adjust tension as necessary.
• Drain and refill automatic transmission fluid.
• Drain and refill transfer case fluid.
• Drain and refill manual transmission fluid.
• Flush and replace engine coolant at 36 months,
regardless of mileage.
• Flush and replace engine coolant if not done at
36 months.
• Replace engine air cleaner element.
• Replace ignition cables.
• Flush and replace engine coolant if it has been
30,000 miles (48 000 km) or 24 months since last
change.
change.
change.
change.

Important: Inspection and service should also be
performed any time a malfunction is observed or sus-
pected.
SCHEDULE “B”
Follow Schedule “B” if the vehicle is usually oper-
ated 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 driving is at sustained high
speeds during hot weather, above 90°F (32°C).
• Off-road driving.
• Desert operation.
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)
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)
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)
30,000 miles (48 000 km) since last change.
84,000 Miles (134 000 km)

87,000 Miles (139 000 km)
90,000 Miles (144 000 km)
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)
30,000 miles (48 000 km) since last change.
114,000 Miles (182 000 km)
117,000 Miles (187 000 km)
120,000 Miles (192 000 km)
‡Off-highway operation, trailer towing, taxi, limou-
sine, bus, snow plowing, or other types of commercial
service or prolonged operation with heavy loading,
especially in hot weather, require front and rear axle
service indicated with a ‡ in Schedule “B”. Perform
these services if the vehicle is usually operated under
these conditions.
Important: Inspection and service should also be
performed any time a malfunction is observed or sus-
pected.

JUMP STARTING, TOWING AND HOISTING
TABLE OF CONTENTS
page page
SERVICE PROCEDURES
JUMP STARTING PROCEDURE. . . . . . . . . . . . . . . 9
TWO-WHEEL-DRIVE VEHICLE TOWING . . . . . . . 10
FOUR-WHEEL-DRIVE VEHICLE TOWING . . . . . . 10
EMERGENCY TOW HOOKS. . . . . . . . . . . . . . . . . 11
HOISTING RECOMMENDATIONS. . . . . . . . . . . . . 11
SERVICE PROCEDURES
JUMP STARTING PROCEDURE
WARNING: REVIEW ALL SAFETY PRECAUTIONS
AND WARNINGS IN GROUP 8A, BATTERY/START-
ING/CHARGING SYSTEMS DIAGNOSTICS. DO NOT
JUMP START A FROZEN BATTERY, PERSONAL
INJURY CAN RESULT. DO NOT JUMP START WHEN
MAINTENANCE FREE BATTERY INDICATOR DOT IS
YELLOW OR BRIGHT COLOR. DO NOT JUMP
START A VEHICLE WHEN THE BATTERY FLUID IS
BELOW THE TOP OF LEAD PLATES. DO NOT
ALLOW JUMPER CABLE CLAMPS TO TOUCH
EACH OTHER WHEN CONNECTED TO A BOOSTER
SOURCE. DO NOT USE OPEN FLAME NEAR BAT-
TERY. REMOVE METALLIC JEWELRY WORN ON
HANDS OR WRISTS TO AVOID INJURY BY ACCI-
DENTAL ARCING OF BATTERY CURRENT. WHEN
USING A HIGH OUTPUT BOOSTING DEVICE, DO
NOT ALLOW BATTERY VOLTAGE TO EXCEED 16
VOLTS. REFER TO INSTRUCTIONS PROVIDED
WITH DEVICE BEING USED.
CAUTION: When using another vehicle as a
booster, do not allow vehicles to touch. Electrical
systems can be damaged on either vehicle.
TO JUMP START A DISABLED VEHICLE:
(1) Raise hood on disabled vehicle and visually
inspect engine compartment for:
• Battery cable clamp condition, clean if necessary.
• Frozen battery.
• Yellow or bright color test indicator, if equipped.
• Low battery fluid level.
• Generator drive belt condition and tension.
• Fuel fumes or leakage, correct if necessary.
CAUTION: If the cause of starting problem on 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 and operate engine at
1200 rpm.
(3) On disabled vehicle, place gear selector in park
or neutral and set park brake. Turn off all accesso-
ries.
(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.
Review all warnings in this procedure.
(5) On disabled vehicle, connect RED jumper cable
clamp to positive (+) terminal. Connect BLACK
jumper cable clamp to engine ground as close to the
ground cable attaching point as possible (Fig. 1).
Fig. 1 Jumper Cable Connections—Typical
1 – POSITIVE CABLE CONNECTION
2 – BOOSTER BATTERY
3 – NEGATIVE OR GROUND CABLE CONNECTION

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.
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.
TWO-WHEEL-DRIVE VEHICLE TOWING
TOWING-REAR END LIFTED (SLING-TYPE)
WARNING: WHEN TOWING A DISABLED VEHICLE
AND THE DRIVE WHEELS ARE SECURED IN A
WHEEL LIFT OR TOW DOLLIES, ENSURE THE
TRANSMISSION IS IN THE PARK POSITION (AUTO-
MATIC TRANSMISSION) OR A FORWARD DRIVE
GEAR (MANUAL TRANSMISSION).
CAUTION: Do not use steering column lock to
secure steering wheel during towing operation.
2WD XJ vehicles can be towed with the front
wheels on the surface for extended distances at
speeds not exceeding 48 km/h (30 mph). If the vehicle
is equipped with a factory installed trailer tow pack-
age, use a SAE approved wheel lift device.
(1) Attach J-hooks around the axle shaft tube out-
board of the shock absorber.
(2) Place the sling crossbar under and forward of
the bumper.
(3) Attach safety chains around the frame rails.
(4) Turn the ignition switch to the OFF position to
unlock the steering wheel.
(5) Secure steering wheel in the 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-REAR END LIFTED (WHEEL LIFT)
(1) Raise front of vehicle off ground and install tow
dollies under front wheels.
(2) Attach wheel lift to rear wheels.
(3) Place transmission in neutral.
(4) Raise vehicle to towing height.
(5) Place transmission in park (automatic trans-
mission) or fist gear (manual transmission).
TOWING-FRONT END LIFTED
To prevent damage to front fascia components, use
only a Wheel-Lift type towing device or Flat-Bed
hauling equipment.
If using the wheel-lift towing method:
(1) Raise rear of vehicle off ground and install tow
dollies under rear wheels.
(2) Attach wheel lift to front wheels.
mission) or fist gear (manual transmission).
FOUR-WHEEL-DRIVE VEHICLE TOWING
DaimlerChrysler Corporation recommends that a
4WD vehicle be transported on a flat bed device. A
wheel lift or sling type device can be used provided
all wheels are lifted off the ground using tow dollies.
If the vehicle is equipped with a factory installed
trailer tow package, use a SAE approved wheel lift
device.
WARNING: WHEN TOWING A DISABLED VEHICLE
AND THE DRIVE WHEELS ARE SECURED IN A
WHEEL LIFT OR TOW DOLLIES, ENSURE THE
TRANSMISSION IS IN THE PARK POSITION (AUTO-
MATIC TRANSMISSION) OR A FORWARD DRIVE
GEAR (MANUAL TRANSMISSION).
TOWING-REAR END LIFTED (SLING TYPE)
(2) Attach J-hooks around rear axle shaft tube out-
board of shock absorber.
(3) Place sling crossbar under and forward of
bumper.
(4) Attach safety chains around frame rails.
(5) Turn ignition switch to OFF position to unlock
steering wheel.
(6) Secure steering wheel in the straight ahead
position with a clamp device designed for towing.
(7) Shift transfer case to neutral.

TOWING-REAR END LIFTED (WHEEL LIFT)
(2) Attach wheel lift to rear wheels.
mission) or first gear (manual transmission).
TOWING-FRONT END LIFTED
To prevent damage to front fascia components, use
only a Wheel-Lift type towing device or Flat-Bed
hauling equipment.
(1) Raise the rear of the vehicle off the ground and
install tow dollies under rear wheels.
(2) Attach wheel lift to front wheels.
mission) or first gear (manual transmission).
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 and
rear emergency 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
Refer to the Owner’s Manual for emergency vehicle
lifting procedures.
FLOOR JACK
When properly positioned, a floor jack can be used
to lift a Jeep vehicle (Fig. 2) and (Fig. 3). Support the
vehicle in the raised position with jack stands at the
front and rear ends of the frame rails.
Fig. 2 Vehicle Lifting Locations

CAUTION: Do not attempt to lift a Jeep 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.
NOTE: Use the correct sub-frame rail or frame rail
lifting locations only.
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.
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
1 – SUB-FRAME RAIL LOCATION
2 – SUB-FRAME RAIL LOCATION

LUBRICATION AND MAINTENANCE
TABLE OF CONTENTS
page page
LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 MAINTENANCE SCHEDULE. . . . . . . . . . . . . . . . . . . 2
LUBRICANTS
TABLE OF CONTENTS
page page
SPECIFICATIONS
ENGINE OIL—DIESEL ENGINES . . . . . . . . . . . . . . 1
FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . 1
SPECIFICATIONS
ENGINE OIL—DIESEL ENGINES
Use only Diesel Engine Oil meeting standard MIL-
2104C or API Classification CD or higher or CCML
D4, D5.
SAE VISCOSITY GRADE
CAUTION: Low viscosity oils must have the proper
API quality or the CCMC G5 designation.
To assure of properly formulated engine oils, it is
recommended that SAE Grade 15W-40 engine oils
that meet Chrysler material standard MS-6395, be
used. European Grade 10W-40 oils are also accept-
able.
Oils of the SAE 5W-40 or 8W-80 grade number are
preferred when minimum temperatures consistently
fall below -12°C.
FLUID CAPACITIES
FUEL TANK
Diesel Engine Equipped Vehicles . . . . . . . . . 76.4 L
ENGINE OIL
2.5L Diesel Engine (includes filter) . . . . . . . . . 6.8 L
Oil Filter Replacement Only . . . . . . . . . . . . . . 0.4 L
COOLING SYSTEM
2.5L Diesel . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.0 L
MANUAL TRANSMISSION
Recommended lubricant for AX15 transmissions is
Mopar௡ 75W–90, API Grade GL–3 gear lubricant, or
equivalent.
Correct lubricant level is from the bottom edge, to
no more than 6 mm (1/4 in.) below the bottom edge of
the fill plug hole.
Approximate dry fill lubricant capacity is:
• 3.10 liters (3.27 qts.) for 4–wheel drive applica-
tions.
• 3.15 liters (3.32 qts.) for 2–wheel drive applica-
tions.
TRANSFER CASE
COMMAND-TRAC 231 . . . . . . . . . . . . . . . . . . 1.3 L
FRONT AXLE
Model 181 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 L
REAR AXLE
Model 194 . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 L*
8-1/4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 L**
* When equipped with TRAC-LOK, include 4
** When equipped with TRAC-LOK, include 5

MAINTENANCE SCHEDULE
TABLE OF CONTENTS
page page
MAINTENANCE SCHEDULE—DIESEL ENGINE . . . 2
SERVICE PROCEDURES
SCHEDULE—A . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
SCHEDULE—B . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
MAINTENANCE SCHEDULE—DIESEL ENGINE
DESCRIPTION
The following are engine related Maintenance
items which are unique to Diesel engine-equipped
vehicles. Refer to the 2000 XJ Service Manual for
gasoline engine and non-engine related Maintenance
Schedules
The service intervals are based on odometer read-
ings in kilometers. There are two maintenance sched-
ules that show proper service intervals. Use the
schedule that best describes the conditions the vehi-
cle is operated under. Schedule-A lists all the sched-
uled maintenance to be performed under normal
operating conditions. Schedule-B is the schedule for
vehicles that are operated under one or more of the
following conditions:
• Day and night temperatures are below freezing.
• Stop and go driving.
• Long periods of engine idling.
• Driving in dusty conditions.
• Short trips of less than 8 kilometers (5 miles).
• Operation at sustained high speeds during hot
weather above 32°C (90°F).
• Taxi, police or delivery service.
• Trailer towing.
AT EACH STOP FOR FUEL OR SCHEDULED
SERVICE STOP
• Check engine oil level.
• Check engine coolant level.
• Inspect drive belt.
• Visually inspect intercooler for obstruction.
Clean as necessary.
• Visually inspect radiator for obstruction. Clean
as necessary.
• Inspect for fuel, oil or coolant leaks.
• Inspect battery cable connection and excessive
corrosion.
• Inspect for presence of water in fuel filter/water
separator, drain if necessary.
SERVICE PROCEDURES
SCHEDULE—A
1 000 KM
• Change engine oil filter.
• Check all fluid levels.
• Check correct torque, intake manifold mounting
nuts.
• Check correct torque, exhaust manifold mount-
ing nuts.
• Check correct torque, turbocharger mounting
nuts.
• Check correct torque, water manifold bolts.
10 000 KM
20 000 KM
• Replace air filter element.
• Drive belt visual inspection.
30 000 KM
40 000 KM
• Replace fuel filter/water separator element.**
50 000 KM
60 000 KM

• Replace drive belt.
• Check engine smoke.
• Replace engine coolant.
70 000 KM
80 000 KM
90 000 KM
100 000 KM
• Check glow plug operation.
EVERY 40 000 KM AFTER 80 000 KM
**The fuel filter/water separator element should be
replaced once a year if the vehicle is driven less than
40 000 km annually or if power loss from fuel star-
vation is detected.
SCHEDULE—B
500 KM
• Check correct torque, intake manifold mounting
nuts.
• Check correct torque, exhaust manifold mount-
ing nuts.
• Check correct torque, turbocharger mounting
nuts.
• Check correct torque, water manifold bolts.
1 000 KM
• Check all fluid levels.
5 000 KM
10 000 KM
15 000 KM
20 000 KM
25 000 KM
30 000 KM
35 000 KM
40 000 KM
• Replace fuel filter/water separator element.
45 000 KM
50 000 KM

55 000 KM
60 000 KM
65 000 KM
70 000 KM
75 000 KM
80 000 KM
85 000 KM
90 000 KM
95 000 KM
100 000 KM

SUSPENSION
TABLE OF CONTENTS
page page
ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . 7
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . 16
ALIGNMENT
TABLE OF CONTENTS
page page
WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . 1
DIAGNOSIS AND TESTING
SUSPENSION AND STEERING SYSTEM . . . . . . . . 3
SERVICE PROCEDURES
PRE-ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . 4
WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . 4
SPECIFICATIONS
ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
WHEEL ALIGNMENT
DESCRIPTION
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 minimize tire wear. The most important
measurements of an alignment are caster, camber
and toe position (Fig. 1).
CAUTION: Never attempt to modify suspension or
steering components by heating or bending.
CAUTION: Components attached with a nut and
cotter pin must be torqued to specification. Then if
the slot in the nut does not line up with the cotter
pin hole, tighten nut until it is aligned. Never loosen
the nut to align the cotter pin hole.
NOTE: Periodic lubrication of the front suspension/
steering system components may be required. Rub-
ber bushings must never be lubricated. Refer to
Group 0, Lubrication And Maintenance for the rec-
ommended maintenance schedule.
OPERATION
• 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, damaged component(s) must be replaced
to correct the camber angle.
• 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, damaged
component(s) must be replaced to correct the steering
axis inclination angle.
XJ SUSPENSION 2 - 1

• THRUST ANGLE is the angle of the rear axle
relative to the centerline of the vehicle. Incorrect
thrust angle can cause off-center steering and exces-
sive tire wear. This angle is not adjustable, damaged
component(s) must be replaced to correct the thrust
angle.
Fig. 1 Wheel Alignment Measurements
1 – WHEEL CENTERLINE
2 – NEGATIVE CAMBER ANGLE
3 – PIVOT CENTERLINE
4 – SCRUB RADIUS
5 – TRUE VERTICAL
6 – KING PIN
7 – VERTICAL
8 – POSITIVE CASTER
2 - 2 SUSPENSION XJ

SUSPENSION AND STEERING SYSTEM
CONDITION POSSIBLE CAUSES CORRECTION
FRONT END NOISE 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
2. Loose or worn steering or
suspension components.
2. Tighten or replace components as
necessary.
EXCESSIVE PLAY IN
STEERING
1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
necessary.
3. Loose or worn steering gear. 3. Adjust or replace steering gear.
FRONT WHEELS SHIMMY 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
necessary.
3. Tires worn or out of balance. 3. Replace or balance tires.
4. Alignment. 4. Align vehicle to specifications.
5. Leaking steering dampener. 5. Replace steering dampener.
VEHICLE INSTABILITY 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
necessary.
3. Tire pressure. 3. Adjust tire pressure.
EXCESSIVE STEERING
EFFORT
1. Loose or worn steering gear. 1. Adjust or replace steering gear.
2. Power steering fluid low. 2. Add fluid and repair leak.
3. Column coupler binding. 3. Replace coupler.
4. Tire pressure. 4. Adjust tire pressure.
VEHICLE PULLS TO ONE
SIDE DURING BRAKING
1. Uneven tire pressure. 1. Adjust tire pressure.
2. Worn brake components. 2. Repair brakes as necessary.
3. Air in brake line. 3. Repair as necessary.
VEHICLE LEADS OR
DRIFTS FROM STRAIGHT
AHEAD DIRECTION ON
UNCROWNED ROAD
1. Radial tire lead. 1. Cross front tires.
2. Brakes dragging. 2. Repair brake as necessary.
3. Weak or broken spring. 3. Replace spring.
4. Uneven tire pressure. 4. Adjust tire pressure.
5. Wheel Alignment. 5. Align vehicle.
6. Repair as necessary.
7. Cross caster out of spec. 7. Align vehicle.
XJ SUSPENSION 2 - 3

KNOCKING, RATTLING
OR SQUEAKING
1. Worn shock bushings. 1. Replace shock.
2. Loose, worn or bent steering/
2. Inspect, tighten or replace components
as necessary.
3. Shock valve. 3. Replace shock.
IMPROPER TRACKING 1. Loose, worn or bent track bar. 1. Inspect, tighten or replace component as
necessary.
2. Loose, worn or bent steering/
2. Inspect, tighten or replace components
as necessary.
SERVICE PROCEDURES
PRE-ALIGNMENT
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.
(1) Inspect tires for size and tread wear.
(2) Set tire air pressure.
(3) Inspect front wheel bearings for wear.
(4) Inspect front wheels for excessive radial or lat-
eral runout and balance.
(5) Inspect ball studs, linkage pivot points and
steering gear for looseness, roughness or binding.
(6) Inspect suspension components for wear and
noise.
WHEEL ALIGNMENT
Before each alignment reading, the vehicle should
be jounced (rear first, then front). Grasp each
bumper at the center and jounce the vehicle up and
down several times. Always release the bumper in
the down position. Set the front end alignment to
specifications with the vehicle at its NORMAL RIDE
HEIGHT.
CAMBER
The wheel camber angle is preset. This angle is not
adjustable and cannot be altered.
CASTER
Before checking the caster of the front axle for cor-
rect angle, be sure the axle is not bent or twisted.
Road test the vehicle, make left and right turns. If
the steering wheel returns to the center position
unassisted, the caster angle is correct. If steering
wheel does not return toward the center position
unassisted, an incorrect caster angle is probable.
Caster can be adjusted by installing the appropri-
ate size shims (Fig. 2).
NOTE: Changing caster angle will also change the
front propeller shaft angle. The propeller shaft
angle has priority over caster. Refer to Group 3 Dif-
ferential & Driveline for additional information.
TOE POSITION (LHD)
NOTE: The wheel toe position adjustment is the
final adjustment. The engine must remain running
during the entire toe position adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Secure the steering
wheel with the front wheels in the straight-ahead
position.
(2) Loosen the adjustment sleeve clamp bolts (Fig.
3).
(3) Adjust the right wheel toe position with the
drag link. Turn the sleeve until the right wheel is at
correct TOE-IN specifications. Position the clamp
Fig. 2 Caster Adjustment
1 – SHIM
2 – SUSPENSION ARM
2 - 4 SUSPENSION XJ
DIAGNOSIS AND TESTING (Continued)

bolts as shown (Fig. 4) and tighten to 49 N·m (36 ft.
lbs.).
NOTE: Make sure the toe setting does not change
during clamp tightening.
(4) Adjust the left wheel toe position with the tie
rod. Turn the sleeve until the left wheel is at specifi-
cations. Position the clamp bolts as shown (Fig. 4)
and tighten to 27 N·m (20 ft. lbs.).
(5) Verify the right toe setting and turn off engine.
(6) Road test the vehicle on a flat level road to ver-
ify the steering wheel is centered.
NOTE: Once the toe setting is correct, the steering
wheel can be re-centered by adjusting only the drag
link.
TOE POSITION (RHD)
NOTE: The wheel toe position adjustment is the
final adjustment. The engine must remain running
during the entire toe position adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Secure the steering
wheel with the front wheels in the straight-ahead
position.
(2) Loosen the adjustment sleeve clamp bolts (Fig.
5).
(3) Adjust the left wheel toe position with the drag
link. Turn the sleeve until the left wheel is at the
correct TOE-IN specifications. Position the clamp
bolts to their original position and tighten to 49 N·m
(36 ft. lbs.).
Fig. 3 Steering Linkage (LHD)
1 – PITMAN ARM
2 – ADJUSTMENT SLEEVE
3 – DRAG LINK
4 – TIE ROD
5 – STEERING DAMPENER
Fig. 4 Drag Link and Tie Rod Clamp (LHD)
1 – TIE ROD CLAMP
2 – DRAG LINK CLAMPS
XJ SUSPENSION 2 - 5

(4) Adjust the right wheel toe position with the tie
rod. Turn the sleeve until the right wheel is at cor-
rect TOE-IN specifications. Position the clamp bolts
to their original position and tighten to 27 N·m (20
ft. lbs.).
(5) Verify the right toe setting and turn off engine.
(6) Road test the vehicle on a flat level road to ver-
ify the steering wheel is centered.
NOTE: Once the toe setting is correct, the steering
wheel can be re-centered by adjusting only the drag
link.
SPECIFICATIONS
ALIGNMENT
NOTE: All alignment specifications are in degrees.
ANGLE PREFERRED RANGE MAX RT/LT DIFFERENCE
CASTER + 7.0° + 5.25° to + 8.5° 1.25°
CAMBER
(fixed angle)
− 0.25° − 0.75° to + 0.5° 1.0°
TOTAL TOE-IN + 0.25° 0° to + 0.45° .05°
THRUST ANGLE 0° Ϯ 0.15°
Fig. 5 Steering Linkage (RHD)
1 – PITMAN ARM
2 – DRAG LINK
3 – STEERING DAMPNER
4 – TIE ROD
5 – ADJUSTMENT SLEEVE
2 - 6 SUSPENSION XJ

FRONT SUSPENSION
TABLE OF CONTENTS
page page
SUSPENSION COMPONENTS. . . . . . . . . . . . . . . . 7
SHOCK ABSORBERS . . . . . . . . . . . . . . . . . . . . . . 7
JOUNCE BUMPER. . . . . . . . . . . . . . . . . . . . . . . . . 7
COIL SPRINGS AND ISOLATORS . . . . . . . . . . . . . 8
LOWER SUSPENSION ARMS AND BUSHINGS . . . 8
UPPER SUSPENSION ARMS AND BUSHINGS . . . 8
STABILIZER BAR. . . . . . . . . . . . . . . . . . . . . . . . . . 9
TRACK BAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
HUB/BEARING. . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
SHOCK DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . 9
REMOVAL AND INSTALLATION
SHOCK ABSORBER. . . . . . . . . . . . . . . . . . . . . . . . 9
COIL SPRING/JOUNCE BUMPER . . . . . . . . . . . . . 9
STEERING KNUCKLE . . . . . . . . . . . . . . . . . . . . . 10
LOWER SUSPENSION ARM . . . . . . . . . . . . . . . . 10
UPPER SUSPENSION ARM . . . . . . . . . . . . . . . . . 11
FRONT AXLE BUSHING . . . . . . . . . . . . . . . . . . . . 11
STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . . 12
TRACK BAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
HUB BEARING. . . . . . . . . . . . . . . . . . . . . . . . . . . 12
WHEEL MOUNTING STUDS. . . . . . . . . . . . . . . . . 13
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . . 14
SPECIAL TOOLS
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . 15
SUSPENSION COMPONENTS
The front suspension is a link/coil design (Fig. 1).
This suspension is use on Left Hand Drive (LHD)
and Right Hand Drive (RHD) vehicles. The suspen-
sion is comprised of:
• Drive axle (4WD), tube axle (2WD)
• Dual-action shock absorbers
• Coil springs
• Upper and lower suspension arms
• Stabilizer bar
• Track bar
• Jounce bumpers
CAUTION: Components attached with a nut and
cotter pin must be torqued to specification. Then if
the slot in the nut does not line up with the cotter
pin hole, tighten nut until it is aligned. Never loosen
the nut to align the cotter pin hole.
CAUTION: Suspension components with rubber/
urethane bushings (except stabilizer bar) should be
tightened with the vehicle at normal ride height. It is
important to have the springs supporting the weight
of the vehicle when the fasteners are torqued. If
springs are not at their normal ride position, vehicle
ride comfort could be affected and premature bush-
ing wear may occur.
NOTE: Periodic lubrication of the front suspension/
steering system components may be required. Rub-
ber bushings must never be lubricated. Refer to
Group 0, Lubrication And Maintenance for the rec-
ommended maintenance schedule.
SHOCK ABSORBERS
DESCRIPTION
The top of the shock absorbers are bolted to a
frame bracket. The bottom of the shocks are bolted to
the axle brackets.
OPERATION
The shock absorbers dampen jounce and rebound
motion of the vehicle over various road conditions
and limit suspension rebound travel.
JOUNCE BUMPER
DESCRIPTION
The jounce bumpers are mounted under the frame
rail inside of the coil spring.
OPERATION
The jounce bumpers are used to limit suspension
travel in compression.
XJ SUSPENSION 2 - 7

COIL SPRINGS AND ISOLATORS
DESCRIPTION
The coil springs mount up in the wheelhouse which
is part of the unitized body bracket. A rubber dough-
nut isolator is located between the top of the spring
and the bracket. The bottom of the spring seats on a
axle pad and retained with a clip.
OPERATION
The coil springs control ride quality and maintain
proper ride height. The isolators provide road noise
isolation.
LOWER SUSPENSION ARMS AND BUSHINGS
DESCRIPTION
The lower suspension arms are steel and use bush-
ings at one end of the arm. The arms mount to the
frame rail bracket and the axle brackets.
OPERATION
The arm and bushings provide location and react
to loads from the axle. The bushings provide isolation
from the axle. The lower suspension arms can be
used to adjust caster and pinion angle, through the
use of shims at the frame rail bracket.
UPPER SUSPENSION ARMS AND BUSHINGS
DESCRIPTION
The upper suspension arms are steel and use rub-
ber bushings at each end of the arm. The arms
mount to the frame rail bracket and the axle brack-
ets.
OPERATION
The arm and bushings provide location and react
to loads from the axle. The bushings provide isolation
from the axle.
Fig. 1 Suspension Components (LHD)
1 – LINKS
2 – SHOCK ABSORBER
3 – UPPER SUSPENSION ARM
4 – STABILIZER BAR
5 – COIL SPRING
6 – JOUNCE BUMPER
7 – LOWER SUSPENSION ARM
8 – TRACK BAR
9 – AXLE
2 - 8 SUSPENSION XJ

STABILIZER BAR
DESCRIPTION
The spring steel bar extends across the underside
of the chassis frame rails. Links are connected from
the bar to the axle brackets. The stabilizer bar and
links are isolated by rubber bushings.
OPERATION
The stabilizer bar is used to control vehicle body
roll during turns. The bar helps to control the vehicle
body in relationship to the suspension.
TRACK BAR
DESCRIPTION
The bar is attached to a frame rail bracket with a
ball stud and an axle bracket with a bushing. The
bar is forged and has non replaceable isolator bush-
ing and ball stud.
OPERATION
The track bar is used to control front axle lateral
movement and provides cross car location of the axle
assembly.
HUB/BEARING
DESCRIPTION
The bearing used on the front hub of this vehicle is
the combined hub and bearing unit type assembly.
This unit assembly combines the front wheel mount-
ing hub (flange) and the front wheel bearing into a
one piece unit. The wheel mounting studs are the
only replaceable component of the hub/bearing
assembly.
OPERATION
The hub/bearing assembly is mounted to the steer-
ing knuckle and is retained by three mounting bolts
accessible from the back of the steering knuckle. The
hub/bearing unit is not serviceable and must be
replaced as an assembly if the bearing or the hub is
determined to be defective.
SHOCK DIAGNOSIS
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight-
ening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attach-
ing components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermit-
tent. This condition is not repairable and the shock
absorber must be replaced.
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.
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.
(3) Remove the shock absorber.
INSTALLATION
(1) Position the lower retainer and grommet on the
shock stud. Insert the shock absorber through the
shock tower hole.
(2) Install the lower bolts and nuts. Tighten nuts
to 23 N·m (17 ft. lbs.).
(3) Install the upper grommet and retainer on the
stud. Install the nut and tighten to 22 N·m (16 ft.
lbs.).
COIL SPRING/JOUNCE BUMPER
REMOVAL
(1) Raise and support the vehicle. Position a
hydraulic jack under the axle to support it.
(2) Remove the wheel and tire assemblies.
(3) Mark and disconnect the front propeller shaft
from the axle.
(4) Remove lower suspension arms mounting nuts
and bolts from the axle (Fig. 2).
(5) Remove the stabilizer bar link and shock
absorber from the axle.
(6) Remove the track bar from the body rail
bracket.
(7) Remove the drag link from the pitman arm.
XJ SUSPENSION 2 - 9

(8) Lower the axle until the spring is free from the
upper mount. Remove the coil spring clip and remove
the spring.
(9) Pull jounce bumper out of mount.
INSTALLATION
(1) Install jounce bumper into mount.
(2) Position the coil spring on the axle pad. Install
the spring clip and bolt. Tighten bolt to 21 N·m (16
ft. lbs.).
(3) Raise the axle into position until the spring
seats in the upper mount.
(4) Install the stabilizer bar links and shock
absorbers to the axle bracket.
(5) Install the track bar to the body rail bracket.
(6) Install the lower suspension arms to the axle.
Install mounting bolts and nuts finger tight.
(7) Install the front propeller shaft to the axle.
(8) Install the wheel and tire assemblies.
(9) Remove the supports and lower the vehicle.
(10) Tighten lower suspension arms nuts to 115
N·m (85 ft. lbs.).
STEERING KNUCKLE
For service procedures on the steering knuckle and
ball joints refer to Group 3 Differentials And Driv-
eline.
LOWER SUSPENSION ARM
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the lower suspension arm nut and bolt
from the axle bracket.
(3) Remove the nut and bolt from the rear bracket
and remove the lower suspension arm (Fig. 3).
INSTALLATION
(1) Position the lower suspension arm at the axle
bracket and rear bracket.
(2) Install the bolts and finger tighten the nuts.
(3) Remove support and lower the vehicle.
(4) Tighten the front and rear nuts to 115 N·m (85
ft. lbs.).
Fig. 2 Coil Spring & Shock Absorber
1 – SPRING
2 – SCREW
3 – SPRING RETAINER
4 – NUT
5 – RETAINER
6 – GROMMET
7 – ISOLATOR
8 – BUMPER
9 – SPRING
10 – NUT
11 – SCREW
13 – RETAINER
14 – GROMMET
15 – FRAME
16 – CONTROL ARM
2 - 10 SUSPENSION XJ
REMOVAL AND INSTALLATION (Continued)

UPPER SUSPENSION ARM
REMOVAL
(2) Remove the upper suspension arm nut and bolt
at the axle bracket.
(3) Remove the nut and bolt at the frame rail and
remove the upper suspension arm (Fig. 3).
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 to 75 N·m (55 ft.
lbs.). Tighten the nut at the frame bracket to 90 N·m
(66 ft. lbs.).
FRONT AXLE BUSHING
REMOVAL
(1) Remove the upper suspension arm from axle.
(2) Position Spacer 7932-3 over the axle bushing
on a 4x2 vehicle and right side on a 4x4 vehicle.
(3) Place Receiver 7932-1 over flanged end of the
bushing. (Fig. 4).
(4) Place small end of Remover/Install 7932-2
against other side of the bushing.
(5) Install bolt 7604 through remover, bushing and
receiver.
(6) Install Long Nut 7603 and tighten nut too pull
bushing out of the axle bracket.
(7) Remove nut, bolt, receiver, remover and bush-
ing.
NOTE: On 4x2 vehicle and right side of 4x4 vehicle,
leave Spacer 7932-3 in position for bushing instal-
lation.
INSTALLATION
(1) Place Receiver 7932-1 on the other side of the
axle bracket.
(2) Position new bushing up to the axle bracket.,
and large end of Remover/Install 7932-2 against the
bushing (Fig. 5).
(3) Install bolt 7604 through receiver, bushing and
installer.
(4) Install Long Nut 7603 and tighten nut to draw
the bushing into the axle bracket.
(5) Remove tools and install the upper suspension
arm.
Fig. 3 Upper and Lower Suspension Arms
1 – BOLT
2 – UPPER ARM
3 – NUT
4 – BOLT
5 – NUT
6 – FRAME RAIL
7 – LOWER ARM
8 – NUT
9 – BOLT
10 – NUT
Fig. 4 Bushing Removal
1 – RECEIVER
2 – AXLE BRACKET
3 – BOLT
4 – REMOVER/INSTALLER
5 – LONG NUT
XJ SUSPENSION 2 - 11

STABILIZER BAR
REMOVAL
(2) Remove nuts, retainers and grommets from the
links at the stabilizer bar (Fig. 6).
(3) Remove the links mounting nuts and bolts
from the axle brackets.
(4) Remove the stabilizer bar clamps from the
body rails. Remove the stabilizer bar.
INSTALLATION
(1) Inspect stabilizer bar bushings. Replace bush-
ings if cracked, cut, distorted, or worn.
(2) Position the stabilizer bar on the body rail and
install the bushings and clamps. Ensure the bar is
centered with equal spacing on both sides. Tighten
the bolts to 75 N·m (40 ft. lbs.).
(3) Install the links and grommets onto the stabi-
lizer bar and axle brackets.
(4) Tighten the link nuts at the axle bracket to 95
N·m (70 ft. lbs.).
(5) Tighten the link nuts at the stabilizer bar to 36
N·m (27 ft. lbs.).
TRACK BAR
REMOVAL
(2) Remove the cotter pin and nut from the ball
stud end at the body rail bracket.
(3) Use a universal puller tool to separate the ball
stud from the frame rail bracket.
(4) Remove the bolt and flag nut from the axle
shaft tube bracket (Fig. 7).
(5) 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 body rail. Install
track bar at the body rail bracket. Install the retain-
ing nut on the stud.
(4) Tighten the retaining bolt at the axle shaft
tube bracket to 54 N·m (40 ft. lbs.).
(5) Tighten the ball stud nut to 81 N·m (60 ft.
lbs.). Install a new cotter pin.
HUB BEARING
REMOVAL
(2) Remove the wheel and tire assembly.
(3) Remove the brake caliper, rotor and ABS wheel
speed sensor, refer to Group 5 Brakes.
(4) Remove the cotter pin, nut retainer and axle
hub nut (Fig. 8).
Fig. 5 Bushing Installation
1 – REMOVER/INSTALLER
2 – AXLE BRACKET
3 – BOLT
4 – RECEIVER
5 – LONG NUT
Fig. 6 Stabilizer Bar (LHD)
1 – RETAINER
2 – GROMMET
3 – BUSHING
4 – CLAMP
5 – STABILIZER BAR
6 – LINK

(5) Remove the hub bearing mounting bolts from
the back of the steering knuckle. Remove hub bear-
ing from the steering knuckle and off the axle shaft.
INSTALLATION
(1) Install the hub bearing and brake dust shield
to the knuckle.
(2) Install the hub bearing 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 rotor, caliper and ABS wheel
speed sensor, refer to Group 5 Brakes.
(5) Install the wheel and tire assembly.
WHEEL MOUNTING STUDS
CAUTION: Do not use a hammer to remove wheel
studs.
REMOVAL
(1) Raise and support vehicle.
(2) Remove wheel and tire assembly.
(3) Remove brake caliper, caliper adapter and
rotor, refer to Group 5 Brakes for procedure.
(4) Remove stud from hub with Remover C-4150A
(Fig. 9).
INSTALLATION
(1) Install new stud into hub flange.
(2) Install three washers 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, caliper adapter, and cal-
iper, 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.
Fig. 7 Track Bar (LHD)
1 – NUT
2 – SUPPORT BRACKET
3 – LEFT FRAME RAIL
4 – STUD
5 – SCREW
6 – COTTER PIN
7 – NUT
8 – FRAME BRACKET
9 – NUT PLATE
10 – TRACK BAR
11 – BALL STUD END
12 – NUT

SPECIFICATIONS
TORQUE CHART
DESCRIPTION TORQUE
Shock Absorber
Upper Nut . . . . . . . . . . . . . . . 22 N·m (16 ft. lbs.)
Lower Nut . . . . . . . . . . . . . . . 23 N·m (17 ft. lbs.)
Suspension Arm Upper
Front Nut . . . . . . . . . . . . . . . 74 N·m (55 ft. lbs.)
Rear Nut . . . . . . . . . . . . . . . . 89 N·m (66 ft. lbs.)
Suspension Arm Lower
Front Nut . . . . . . . . . . . . . . . 115 N·m (85 ft. lbs.)
Rear Nut . . . . . . . . . . . . . . . 115 N·m (85 ft. lbs.)
Stabilizer Bar
Clamp Bolt . . . . . . . . . . . . . . . 54 N·m (40 ft. lbs.)
Link Upper Nut . . . . . . . . . . . 36 N·m (27 ft. lbs.)
Link Lower Nut . . . . . . . . . . . 95 N·m (70 ft. lbs.)
Track Bar
Ball Stud Nut . . . . . . . . . . . . 81 N·m (60 ft. lbs.)
Axle Bracket Bolt . . . . . . . . . . 54 N·m (40 ft. lbs.)
Fig. 8 Hub Bearing & Knuckle
1 – BRAKE SHIELD
2 – WASHER
3 – RETAINER
4 – COTTER PIN
5 – NUT
6 – HUB AND BEARING ASSEMBLY
7 – STEERING KNUCKLE
8 – BOLT
9 – TONE WHEEL (ABS)
Fig. 9 Wheel Stud Removal
1 – REMOVER
2 – WHEEL STUD

DESCRIPTION TORQUE
Track Bar Bracket
Bolts . . . . . . . . . . . . . . . . . . 125 N·m (92 ft. lbs.)
Nut . . . . . . . . . . . . . . . . . . . 100 N·m (74 ft. lbs.)
Support Bolts . . . . . . . . . . . . . 42 N·m (31 ft. lbs.)
Hub/Bearing
Bolts . . . . . . . . . . . . . . . . . . 102 N·m (75 ft. lbs.)
Axle Nut . . . . . . . . . . . . . . 237 N·m (175 ft. lbs.)
SPECIAL TOOLS
FRONT SUSPENSION
Remover/Installer Suspension Bushing 7932
Nut, Long 7603
Bolt, Special 7604
Remover C-4150A
SPECIFICATIONS (Continued)

REAR SUSPENSION
TABLE OF CONTENTS
page page
SUSPENSION COMPONENT . . . . . . . . . . . . . . . . 16
SHOCK ABSORBERS . . . . . . . . . . . . . . . . . . . . . 16
JOUNCE BUMPERS. . . . . . . . . . . . . . . . . . . . . . . 16
STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . . 16
COIL SPRINGS AND ISOLATORS . . . . . . . . . . . . 16
SPRING AND SHOCK . . . . . . . . . . . . . . . . . . . . . 17
SHOCK ABSORBER. . . . . . . . . . . . . . . . . . . . . . . 17
STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . . 17
LEAF SPRING . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
LEAF SPRING AND SHACKLE BUSHING. . . . . . . 18
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . . 19
SUSPENSION COMPONENT
The rear suspension is comprised of:
• Shock Absorbers
• Jounce Bumpers
• Stabilizer Bar (optional)
• Leaf Springs
• Drive Axle
CAUTION: A vehicle should always be loaded so
the vehicle weight center-line is located immedi-
ately forward of the rear axle. Correct vehicle load-
ing provides proper front tire-to-road contact. This
results in maximum vehicle handling stability and
safety. Incorrect vehicle weight distribution can
cause excessive tire tread wear, spring fatigue or
failure, and erratic steering.
CAUTION: Suspension components with rubber/
urethane bushings (except stabilizer bar) should be
tightened with the vehicle at normal ride height. It is
important to have the springs supporting the weight
of the vehicle when the fasteners are torqued. If
springs are not at their normal ride position, vehicle
ride comfort could be affected and premature bush-
ing wear may occur.
SHOCK ABSORBERS
DESCRIPTION
The top of the shock absorbers are bolted to the
body crossmember. The bottom of the shocks are
bolted to the axle brackets.
OPERATION
The shock absorbers dampen jounce and rebound
motion of the vehicle over various road conditions
and limit suspension rebound travel.
JOUNCE BUMPERS
DESCRIPTION
The jounce bumpers are bolted to the bottom of the
frame rail.
OPERATION
The jounce bumpers are used to limit suspension
travel in compression.
STABILIZER BAR
DESCRIPTION
The spring steel bar extends across the axle and
mounts to leaf spring brackets. Links are connected
from the bar to the underside of the frame rail. The
stabilizer bar and links are isolated by rubber bush-
ings.
OPERATION
The stabilizer bar is used to control vehicle body
roll during turns. The bar helps to control the vehicle
body in relationship to the suspension.
COIL SPRINGS AND ISOLATORS
DESCRIPTION
The front of the multi-leaf springs mount to frame
rail brackets. The rear of the spring mounts to shack-
les which mount the frame. The springs and shackles
have bushing at the mounting points.

OPERATION
The leaf springs control ride quality and maintain
proper ride height. The shackles allow the springs to
change their length as the vehicle moves over various
road conditions. The bushings are used to isolate
axle/road noise.
SPRING AND SHOCK
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight-
ening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attach-
ing components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermit-
tent. This condition is not repairable and the shock
absorber must be replaced.
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 spring eye and shock absorber bushings do not
require any type of lubrication. Do not attempt to
stop spring bushing noise by lubricating them.
Grease and mineral oil-base lubricants will deterio-
rate the bushing rubber.
If the vehicle is used for severe, off-road operation,
the springs should be examined periodically. Check
for broken and shifted leafs, loose and missing clips,
and broken center bolts. Refer to Spring and Shock
Absorber Diagnosis chart for additional information.
SPRING AND SHOCK ABSORBER
SPRING SAGS 1. Broken leaf. 1. Replace spring.
2. Spring fatigue. 2. Replace spring.
SPRING NOISE 1. Loose spring clamp bolts. 1. Tighten to specification.
2. Worn bushings. 2. Replace bushings.
3. Worn or missing spring tip inserts. 3. Replace spring tip inserts.
SHOCK NOISE 1. Loose mounting fastener. 1. Tighten to specification.
2. Worn bushings. 2. Replace shock.
3. Leaking shock. 3. Replace shock.
SHOCK ABSORBER
REMOVAL
(1) Remove the shock absorber upper bolts from
the body bracket (Fig. 1).
(2) Remove lower attaching nut and washer from
the bracket stud. Remove the shock absorber.
INSTALLATION
(1) Install the shock absorber lower eye on the
spring bracket stud. Install the shock absorber and
upper bolts on the body bracket.
(2) Tighten the lower nut to 62 N·m (46 ft. lbs.).
(3) Tighten the upper bolts to 23 N·m (17 ft. lbs.).
STABILIZER BAR
REMOVAL
(2) Disconnect stabilizer bar links from spring
brackets (Fig. 2).
(3) Disconnect the stabilizer bar brackets from the
body rails. Remove the stabilizer bar and links.
INSTALLATION
(1) Position the stabilizer bar links at the spring
brackets. Install the attaching bolts and nuts and
tighten to 74 N·m (55 ft. lbs.).
(2) Attach the stabilizer bar to the body rail brack-
ets with the bolts. Tighten to 54 N·m (40 ft. lbs.).

LEAF SPRING
REMOVAL
(1) Raise vehicle at body rails.
(2) Remove the wheel and tire assemblies.
(3) Support axle with hydraulic jack to relieve axle
weight.
(4) Disconnect the stabilizer bar link from the
spring bracket stud.
(5) Remove nuts, U-bolts and spring bracket from
axle.
(6) Remove nut and bolt attaching spring front eye
to shackle.
(7) Remove nut and bolt from spring rear eye.
(8) Remove spring from vehicle.
INSTALLATION
(1) Position the spring front eye in the bracket.
Loosely install the attaching bolt and nut. Do not
tighten at this time.
(2) Position the rear eye in the shackle bracket.
Loosely install the attaching bolt and nut. Do not
tighten at this time.
(3) Position the axle. Install the spring bracket,
U-bolts and nuts. Tighten the nuts to 70 N·m (52 ft.
lbs.).
(4) Connect the stabilizer bar link to the spring
bracket.
(5) Remove the hydraulic jack.
(6) Lower the vehicle.
(7) Tighten the spring front eye attaching bolts to
156 N·m (115 ft. lbs.).
(8) Tighten the spring rear eye attaching bolts to
108 N·m (80 ft. lbs.).
(9) Tighten the stabilizer bar link to 74 N·m (55 ft.
lbs.).
LEAF SPRING AND SHACKLE BUSHING
For front bushings bend tabs DOWN before
removal. Use an appropriate driver tool and force the
original bushing out of the spring eye.
Fig. 1 Rear Suspension Components
2 – SPRING BRACKET
3 – NUT
4 – BUSHING
5 – BUMPER
6 – BRACKET
7 – NUT
8 – RETAINER
10 – SPRING
11 – U-BOLTS
12 – BUSHING
13 – SHACKLE

(1) Assemble tools shown (Fig. 3). Tighten nut at
the socket wrench end of the threaded rod until the
bushing is forced out.
(2) Assemble and align the bushing installation
tools.
(3) Align the bushing with the spring eye or
shackle eye and tighten the nut at the socket wrench
end of the threaded rod. Tighten until the bushing is
forced into the spring eye.
NOTE: The bushing must be centered in the spring
eye. The ends of the bushing must be flush or
slightly recessed within the end surfaces of the
spring eye.
(4) For front bushings bend tabs up after installa-
tion.
SPECIFICATIONS
TORQUE CHART
DESCRIPTION TORQUE
Shock Absorber
Upper Bolt . . . . . . . . . . . . . . . 23 N·m (17 ft. lbs.)
Lower Nut . . . . . . . . . . . . . . . 62 N·m (46 ft. lbs.)
Stabilizer Bar
Clamp Bolt . . . . . . . . . . . . . . . 54 N·m (40 ft. lbs.)
Link Upper Bolt . . . . . . . . . . . 12 N·m (9 ft. lbs.)
Link Lower Nut . . . . . . . . . . . 74 N·m (55 ft. lbs.)
Spring
U-Bolt Nut . . . . . . . . . . . . . . . 70 N·m (52 ft. lbs.)
Front Pivot Bolt . . . . . . . . . 156 N·m (115 ft. lbs.)
Upper Shackle Bolt . . . . . . 156 N·m (115 ft. lbs.)
Lower Shackle Bolt . . . . . . . 108 N·m (80 ft. lbs.)
Fig. 2 Stabilizer Bar
1 – LINK
2 – BUSHING
3 – GROMMET
4 – FRAME RAIL
5 – CLAMP
6 – SCREW
7 – NUT
8 – SPRING BRACKET
9 – BOLT
10 – SWAY BAR
11 – SCREW
Fig. 3 Spring Eye Bushing Removal
1 – NUT
2 – PIPE
(RECEIVER)
3 – SPRING EYE
4 – NUT
5 – THREADED ROD
6 – FLAT WASHER
7 – SOCKET WRENCH
(DRIVER)

2000 JEEP CHEROKEE Service Repair Manual

DIFFERENTIAL AND DRIVELINE
TABLE OF CONTENTS
page page
PROPELLER SHAFTS . . . . . . . . . . . . . . . . . . . . . . . 1
TUBE, 181, AND 186 FBI AXLE. . . . . . . . . . . . . . 16
194 RBI AXLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
8 1/4 REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . 103
PROPELLER SHAFTS
TABLE OF CONTENTS
page page
PROPELLER SHAFT . . . . . . . . . . . . . . . . . . . . . . . 1
PROPELLER SHAFT JOINTS. . . . . . . . . . . . . . . . . 2
PROPELLER SHAFT JOINT ANGLE. . . . . . . . . . . . 3
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
UNBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
RUNOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SERVICE PROCEDURES
DRIVELINE ANGLE MEASUREMENT
PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
PROPELLER SHAFT ANGLE MEASUREMENT. . . . 6
FRONT PROPELLER SHAFT . . . . . . . . . . . . . . . . . 8
REAR PROPELLER SHAFT . . . . . . . . . . . . . . . . . . 8
DISASSEMBLY AND ASSEMBLY
SINGLE CARDAN UNIVERSAL JOINT . . . . . . . . . . 9
DOUBLE CARDAN JOINT. . . . . . . . . . . . . . . . . . . 11
CLEANING AND INSPECTION
PROPELLER SHAFT . . . . . . . . . . . . . . . . . . . . . . 14
ADJUSTMENTS
REAR AXLE PINION INPUT ANGLE . . . . . . . . . . . 15
FRONT AXLE PINION INPUT ANGLE . . . . . . . . . . 15
SPECIFICATIONS
PROPELLER SHAFTS AND U–JOINTS. . . . . . . . . 15
SPECIAL TOOLS
PROPELLER SHAFT . . . . . . . . . . . . . . . . . . . . . . 15
PROPELLER SHAFT
DESCRIPTION
A propeller shaft (Fig. 2) is the shaft which con-
nects the transmission/transfer case to the axle dif-
ferential. This is the link through which the engine
power is transmitted to the axle.
The propeller shaft is designed and built with the
yoke lugs in line with each other which is called zero
phasing. This design produces the smoothest running
condition, an out-of-phase shaft can cause a vibra-
tion.
Tubular propeller shafts are balanced by the man-
ufacturer with weights spot welded to the tube.
PRECAUTIONS
Use the exact replacement parts when installing
the propeller shafts. The use of the correct replace-
ment parts helps to ensure safe operation. All fasten-
ers must be torqued to the specified values for safe
operation.
Also make alignment reference marks (Fig. 1) on
the propeller shaft yoke and axle, or transmission,
yoke prior to servicing. This helps to eliminate possi-
ble vibration.
CAUTION: Do not allow the propeller shaft to drop
or hang from any propeller shaft joint during
removal. Attach the propeller shaft to the vehicle
underside with wire to prevent damage to the joints.
OPERATION
The propeller shaft must operate through con-
stantly changing relative angles between the trans-
mission and axle when going over various road
surfaces. It must also be capable of changing length
while transmitting torque. The axle rides suspended
by springs in a floating motion.This is accomplished
through universal joints, which permit the propeller
XJ DIFFERENTIAL AND DRIVELINE 3 - 1

shaft to operate at different angles. The slip joints (or
yokes) permit contraction or expansion (Fig. 2).
Before undercoating a vehicle, the propeller
shaft and the U-joints should be covered to pre-
vent an out-of-balance condition and driveline
vibration.
CAUTION: Use original equipment replacement
parts for attaching the propeller shafts. The speci-
fied torque must always be applied when tightening
the fasteners.
PROPELLER SHAFT JOINTS
DESCRIPTION
Two different types of propeller shaft joints are
used:
• Single cardan universal joint (Fig. 3)
• Double cardan (CV) universal joint (Fig. 4)
None of the universal joints are serviceable. If one
becomes worn or damaged, the complete universal
joint assembly must be replaced.
Fig. 2 Propeller Shafts
1 – FRONT AXLE
2 – FRONT PROPELLER SHAFT
3 – TRANSFER CASE
4 – BOOT
5 – REAR AXLE
6 – STRAP
7 – REAR PROPELLER SHAFT
8 – STRAP
Fig. 1 Reference Marks on Yokes
1 – REFERENCE MARKS
3 - 2 PROPELLER SHAFTS XJ

PROPELLER SHAFT JOINT ANGLE
DESCRIPTION
When two shafts come together at a common joint,
the bend that is formed is called the operating angle.
The larger the angle, the larger the amount of angu-
lar acceleration and deceleration of the joint. This
speeding up and slowing down of the joint must be
cancelled to produce a smooth power flow.
OPERATION
This cancellation is done through the phasing of a
propeller shaft and ensuring that the proper propel-
ler shaft joint working angles are maintained.
A propeller shaft is properly phased when the yoke
ends are in the same plane, or in line. A twisted
shaft will make the yokes out of phase and cause a
noticeable vibration.
When taking propeller shaft joint angle measure-
ments, or checking the phasing, of two piece shafts,
consider each shaft separately.
Ideally the driveline system should have;
• Angles that are 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.
Fig. 4 Double Cardan (CV) Universal Joint
Fig. 3 Single Cardan Universal Joint
1 – NEEDLE BEARING 6 – BEARING CAP
2 – BEARING CAP 7 – RETAINING CLIP
3 – SEAL 8 – YOKE
4 – SPIDER 9 – SEAL
5 – NEEDLE BEARING
XJ PROPELLER SHAFTS 3 - 3

Propeller shaft speed (rpm) is the main factor in
determining the maximum allowable operating angle.
As a guide to the maximum normal operating angles
refer to (Fig. 5).
VIBRATION
Tires that are out-of-round, or wheels that are
unbalanced, will cause a low frequency vibration.
Refer to Group 22, Tires and Wheels, for 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 9, Engines,
for additional information.
Propeller shaft vibration increases as the vehicle
speed is increased. A vibration that occurs within a
specific speed range is not usually caused by a pro-
peller shaft being unbalanced. Defective universal
joints, or an incorrect propeller shaft angle, are usu-
ally the cause of such a vibration.
DRIVELINE VIBRATION
Drive Condition Possible Cause Correction
Propeller Shaft Noise 1) Undercoating or other foreign
material on shaft.
1) Clean exterior of shaft and wash
with solvent.
2) Loose U-joint clamp screws. 2) Install new clamps and screws
and tighten to proper torque.
3) Loose or bent U-joint yoke or
excessive runout.
3) Install new yoke.
4) Incorrect driveline angularity. 4) Measure and correct driveline
angles.
5) Rear spring center bolt not in
seat.
5) Loosen spring u-bolts and seat
center bolt.
6) Worn U-joint bearings. 6) Install new U-joint.
7) Propeller shaft damaged or out
of balance.
7) Installl new propeller shaft.
8) Broken rear spring. 8) Install new rear spring.
9) Excessive runout or unbalanced
condition.
9) Re-index propeller shaft, test,
and evaluate.
10) Excessive drive pinion gear
shaft runout.
10) Re-index propeller shaft and
evaluate.
11) Excessive axle yoke deflection. 11) Inspect and replace yoke if
necessary.
12) Excessive transfer case runout. 12) Inspect and repair as necessary.
Universal Joint Noise 1) Loose U-joint clamp screws. 1) Install new clamps and screws
and tighten to proper torque.
2) Lack of lubrication. 2) Replace as U-joints as
necessary.
PROPELLER SHAFT MAX. NORMAL
R.P.M. OPERATING ANGLES
5000 3°
4500 3°
4000 4°
3500 5°
3000 5°
2500 7°
2000 8°
1500 11°
Fig. 5 Maximum Angles And Propeller Shaft Speed

UNBALANCE
NOTE: Removing and re-indexing the propeller
shaft 180° relative to the yoke may eliminate some
vibrations.
If propeller shaft is suspected of being unbalanced,
it can be verified with the following procedure:
(1) Raise the vehicle.
(2) Clean all the foreign material from the propel-
ler shaft and the universal joints.
(3) Inspect the propeller shaft for missing balance
weights, broken welds, and bent areas. If the pro-
peller shaft is bent, it must be replaced.
(4) Inspect the universal joints to ensure that they
are not worn, are properly installed, and are cor-
rectly aligned with the shaft.
(5) Check the universal joint clamp screws torque.
(6) Remove the wheels and tires. Install the wheel
lug nuts to retain the brake drums or rotors.
(7) Mark and number the shaft six inches from the
yoke end at four positions 90° apart.
(8) Run and accelerate the vehicle until vibration
occurs. Note the intensity and speed the vibration
occurred. Stop the engine.
(9) Install a screw clamp at position 1 (Fig. 6).
(10) Start the engine and re-check for vibration. If
there is little or no change in vibration, move the
clamp to one of the other three positions. Repeat the
vibration test.
(11) If there is no difference in vibration at the
other positions, the source of the vibration may not
be propeller shaft.
(12) If the vibration decreased, install a second
clamp (Fig. 7) and repeat the test.
(13) If the additional clamp causes an additional
vibration, separate the clamps (1/4 inch above and
below the mark). Repeat the vibration test (Fig. 8).
(14) 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.
(15) If the vibration remains unacceptable, apply
the same steps to the front end of the propeller shaft.
(16) Install the wheel and tires. Lower the vehicle.
RUNOUT
(1) Remove dirt, rust, paint, and undercoating
from the propeller shaft surface where the dial indi-
cator will contact the shaft.
(2) The dial indicator must be installed perpendic-
ular to the shaft surface.
(3) Measure runout at the center and ends of the
shaft sufficiently far away from weld areas to ensure
that the effects of the weld process will not enter into
the measurements.
Fig. 6 Clamp Screw At Position 1
1 – CLAMP
2 – SCREWDRIVER
Fig. 7 Two Clamp Screws At The Same Position
Fig. 8 Clamp Screws Separated
1 – 1⁄2 INCH

(4) Refer to Runout Specifications chart.
(5) If the propeller shaft runout is out of specifica-
tion, remove the propeller shaft, index the shaft 180°,
and re-install the propeller shaft. Measure shaft
runout again.
(6) If the propeller shaft runout is now within
specifications, mark the shaft and yokes for proper
orientation.
(7) If the propeller shaft runout is not within spec-
ifications, verify that the runout of the transmission/
transfer case and axle are within specifications.
Correct as necessary and re-measure propeller shaft
runout.
(8) Replace the propeller shaft if the runout still
exceeds the limits.
SERVICE PROCEDURES
DRIVELINE ANGLE MEASUREMENT
PREPARATION
Before measuring universal joint angles, the fol-
lowing must be done;
• Inflate all tires to correct pressure.
• Check the angles in the same loaded or
unloaded condition as when the vibration occurred.
Propeller shaft angles change according to the
amount of load in the vehicle.
• 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.
(1) Remove any external bearing snap rings, if
equipped, from universal joint so protractor base sits
flat.
(2) Rotate the shaft until transmission/transfer
case output yoke bearing is facing downward.
Always make measurements from front to
rear. Also, be sure to take all measurements
while working from the same side of the vehi-
cle.
(3) Place Inclinometer on yoke bearing (A) parallel
to the shaft (Fig. 9). Center bubble in sight glass and
record measurement.
This measurement will give you the transmis-
sion or Output Yoke Angle (A).
(4) Rotate propeller shaft 90 degrees and place
Inclinometer on yoke bearing parallel to the shaft
(Fig. 10). 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).
(5) Subtract smaller figure from larger (C minus
A) to obtain Transmission Output Operating Angle.
(6) Rotate propeller shaft 90 degrees and place
Inclinometer on pinion yoke bearing parallel to the
shaft (Fig. 11). Center bubble in sight glass and
record measurement.
RUNOUT SPECIFICATIONS
Front of Shaft 0.020 in. (0.50 mm)
Center of Shaft 0.025 in. (0.63 mm)
Rear of Shaft 0.020 in. (0.50 mm)
Measure front/rear runout approximately 3 inches
(76 mm) from the weld seam at each end of the shaft
tube for tube lengths over 30 inches. For tube lengths
under 30 inches, the maximum allowed runout is
0.020 in. (0.50 mm) for the full length of the tube.
Fig. 9 Front (Output) Angle Measurement (A)
1 – SLIP YOKE BEARING CAP
2 – SPECIAL TOOL 7663 (J-23498A)

This measurement will give you the pinion
shaft or Input Yoke Angle (B).
(7) Subtract smaller figure from larger (C minus
B) to obtain axle Input Operating Angle.
Refer to rules given below and the example in
(Fig. 12) for additional information.
Fig. 11 Rear (Input) Angle Measurement (B)
1 – PINION YOKE BEARING CAP
2 – SPECIAL TOOL 7663 (J-23498A)
Fig. 12 Universal Joint Angle Example
1 – 4.9° Angle (C)
2 – 3.2° Angle (B)
3 – Input Yoke
4 – 3.0° Angle (A)
5 – Output Yoke
Fig. 10 Propeller Shaft Angle Measurement (C)
1 – SHAFT YOKE BEARING CAP
2 – SPECIAL TOOL 7663 (J23498–A)

• Good cancellation of U–joint operating angles
(within 1°).
• Operating angles less than 3°.
• At least 1/2 of one degree continuous operating
(propeller shaft) angle.
FRONT PROPELLER SHAFT
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Remove the crossmember/skid plate as neces-
sary to gain access to the propeller shaft.
(3) Shift the transmission and transfer case, if nec-
essary, into the Neutral position.
(4) Using a suitable marker, mark a line across
the yoke at the transfer case, the link yoke, and pro-
peller shaft yoke at the rear of the front propeller
shaft for installation reference (Fig. 13).
(5) Mark a line across the propeller shaft yoke and
the pinion shaft yoke for installation reference.
(6) Remove the U-joint strap bolts at the pinion
shaft yoke (Fig. 14).
(7) Remove bolts holding rear universal joint to
the transfer case yoke.
(8) Separate the rear universal joint from the
transfer case yoke.
(9) Push rear of propeller shaft upward to clear
transfer case yoke.
(10) Separate front universal joint from front axle.
(11) Separate propeller shaft from vehicle.
INSTALLATION
(1) Position front propeller shaft under vehicle
with rear universal joint over the transfer case yoke.
(2) Place front universal joint into the axle pinion
yoke.
(3) Align mark on the rear link yoke and universal
joint to the mark on the transfer case yoke (Fig. 13).
(4) Loosely install bolts to hold universal joint to
transfer case yoke.
(5) Align mark on front universal joint to the mark
on the axle pinion yoke.
(6) Tighten the U-joint strap/clamp bolts at the
axle yoke to 19 N·m (14 ft. lbs.) torque.
(7) Tighten the universal joint to transfer case
bolts to 27 N·m (20 ft. lbs.) torque.
REAR PROPELLER SHAFT
REMOVAL
(1) Shift the transmission and transfer case into
Neutral.
(2) Hoist and support vehicle on safety stands.
(3) Scribe alignment marks at the pinion shaft and
at each end of the propeller shaft. These marks will
be used for installation reference.
(4) Remove the U-joint strap bolts at the pinion
shaft yoke.
(5) Pry open clamp holding the dust boot to propel-
ler shaft yoke (Fig. 15).
(6) Slide the slip yoke off of the transmission/
transfer case output shaft and remove the propeller
shaft (Fig. 16).
Fig. 13 Reference Marks on Yokes
1 – REFERENCE MARKS
Fig. 14 Front Propeller Shaft
1 – FRONT AXLE
2 – BOOT
3 – PROPELLER SHAFT
4 – CV-JOINT
5 – TRANSFER CASE
6 – BOOT
7 – SLINGER
8 – CLAMP
9 – YOKE

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. 16).
(2) Tighten the U-joint strap/clamp bolts at the
axle yoke to 19 N·m (14 ft. lbs.) torque.
(3) Crimp clamp to hold dust boot to propeller
shaft yoke (Fig. 17).
SINGLE CARDAN UNIVERSAL JOINT
DISASSEMBLY
Individual components of cardan universal joints
are not serviceable. If worn or leaking, they must be
replaced as an assembly.
(1) Remove the propeller shaft.
(2) Using a soft drift, tap the outside of the bear-
ing cap assembly to loosen snap ring.
(3) Remove snap rings from both sides of yoke
(Fig. 18).
Fig. 15 Dust Boot Clamp
1 – SLINGER
2 – BOOT
3 – AWL
4 – TRANSFER CASE
Fig. 16 Rear Propeller Shaft
1 – CLAMP
2 – YOKE
3 – PROPELLER SHAFT
4 – AXLE YOKE
5 – CLAMP
6 – OUTPUT SHAFT
7 – BOOT
Fig. 17 Crimping Dust Boot Clamp
1 – SPECIAL TOOL C-4975–A
2 – SLINGER
3 – BOOT
4 – CLAMP
Fig. 18 Remove Snap Ring
1 – SNAP RING

(4) Set the yoke in an arbor press or vise with a
socket whose inside diameter is large enough to
receive the bearing cap positioned beneath the yoke.
(5) Position the yoke with the grease fitting, if
equipped, pointing up.
(6) Place a socket with an outside diameter
smaller than the upper bearing cap on the upper
bearing cap and press the cap through the yoke to
release the lower bearing cap (Fig. 19).
(7) If the bearing cap will not pull out of the yoke
by hand after pressing, tap the yoke ear near the
bearing cap to dislodge the cap.
(8) To remove the opposite bearing cap, turn the
yoke over and straighten the cross in the open hole.
Then, carefully press the end of the cross until the
remaining bearing cap can be removed (Fig. 20).
CAUTION: If the cross or bearing cap are not
straight during installation, the bearing cap will
score the walls of the yoke bore and damage can
occur.
ASSEMBLY
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1
or 2 grease to inside of yoke bores to aid in installa-
tion.
(2) Position the cross in the yoke with its lube fit-
ting, if equipped, pointing up (Fig. 21).
(3) Place a bearing cap over the trunnion and
align the cap with the yoke bore (Fig. 22). Keep the
needle bearings upright in the bearing assembly. A
needle bearing lying at the bottom of the cap will
prevent proper assembly.
Fig. 19 Press Out Bearing
1 – PRESS
2 – SOCKET
Fig. 20 Press Out Remaining Bearing
1 – CROSS
2 – BEARING CAP
Fig. 21 Install Cross In Yoke
1 – CROSS
2 – YOKE
DISASSEMBLY AND ASSEMBLY (Continued)

(4) Press the bearing cap into the yoke bore
enough to install a snap ring.
(5) Install a snap ring.
(6) Repeat Step 3 and Step 4to install the opposite
bearing cap. If the joint is stiff or binding, strike the
yoke with a soft hammer to seat the needle bearings.
(7) Add grease to lube fitting, if equipped.
(8) Install the propeller shaft.
DOUBLE CARDAN JOINT
DISASSEMBLY
Individual components of cardan universal joints
are not serviceable. If worn or leaking, they must be
replaced as an assembly.
(1) Remove the propeller shaft.
(2) Using a soft drift, tap the outside of the bear-
ing cap assembly to loosen snap ring.
(3) Remove all the bearing cap snap rings (Fig. 23).
(4) Set the joint in an arbor press or vise with a
socket whose inside diameter is large enough to
receive the bearing cap positioned beneath the link
yoke.
(5) Place a socket with an outside diameter
smaller than the upper bearing cap on the upper
bearing cap and partially press one bearing cap from
the outboard side of the link yoke enough to grasp
the bearing cap with vise jaws (Fig. 24). Be sure to
remove grease fittings that interfere with removal.
(6) Grasp the protruding bearing by vise jaws. Tap
the link yoke with a mallet and drift to dislodge the
bearing cap from the yoke (Fig. 25).
(7) Flip assembly and repeat Step 4, Step 5, and
Step 6 to remove the opposite bearing cap. This will
then allow removal of the cross centering kit assem-
bly and spring (Fig. 26).
(8) Press the remaining bearing caps out the other
end of the link yoke as described above to complete
the disassembly.
Fig. 22 Install Bearing On Trunnion
1 – BEARING CAP
2 – TRUNNION
Fig. 23 Remove Snap Rings
Fig. 24 Press Out Bearing

ASSEMBLY
During assembly, ensure that the alignment
marks on the link yoke and propeller shaft
yoke are aligned.
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1
or 2 grease to inside of yoke bores to aid in installa-
tion.
(2) Fit a cross into the propeller shaft yoke (Fig. 27).
(3) Place a bearing cap over the trunnion and
align the cap with the yoke bore (Fig. 28). Keep the
needle bearings upright in the bearing assembly. A
needle bearing lying at the bottom of the cap will
prevent proper assembly.
(4) Press the bearing cap into the yoke bore
enough to install a snap ring (Fig. 29).
(5) Install a snap ring.
Fig. 25 Remove Bearing From Yoke
Fig. 26 Remove Centering Kit
Fig. 27 Install Cross In Yoke
Fig. 28 Install Bearing Cap

(6) Flip the propeller shaft yoke and install the
bearing cap onto the opposite trunnion. Install a
snap ring (Fig. 30).
(7) Fit the link yoke on the remaining two trun-
nions and press both bearing caps into place (Fig.
31).
(8) Install snap rings.
(9) Install the centering kit assembly inside the
link yoke making sure the spring is properly posi-
tioned (Fig. 32).
Fig. 29 Press In Bearing Cap
Fig. 31 Install Link Yoke
Fig. 32 Install Centering Kit

(10) Place two bearing caps on opposite trunnions
of the remaining cross. Fit the open trunnions into
the link yoke bores and the bearing caps into the
centering kit (Fig. 33).
(11) Press the remaining two bearing caps into
place and install snap rings (Fig. 34).
(12) Tap the snap rings to allow them to seat into
the grooves (Fig. 35).
(13) Check for proper assembly. Flex the joint
beyond center, it should snap over-center in both
directions when correctly assembled (Fig. 36).
(14) Install the propeller shaft.
PROPELLER SHAFT
(1) Clean all universal joint bores with cleaning
solvent and a wire brush.
(2) Inspect the yokes for distortion, cracks, and
worn bearing cap bores.
Fig. 33 Install Remaining Cross
Fig. 35 Seat Snap Rings In Groove
Fig. 36 Check Assembly

ADJUSTMENTS
REAR AXLE PINION INPUT ANGLE
Adjust the rear axle pinion input angle on vehicles
equipped with leaf springs with tapered shims (Fig.
37). Install tapered shims between the springs and
axle pad to correct the angle. Refer to Group 2, Sus-
pension, for additional information.
FRONT AXLE PINION INPUT ANGLE
Adjust the front axle pinion input angle at the
lower suspension arms with shims (Fig. 38). Adding
shims will decrease the pinion shaft angle but will
also increase the caster angle. The pinion shaft angle
has priority over the caster angle. Refer to Group 2,
Suspension, for additional information.
SPECIFICATIONS
PROPELLER SHAFTS AND U–JOINTS
DESCRIPTION TORQUE
Bolts, Transfer Case Yoke . . . . . 27 N·m (20 ft. lbs.)
Bolts, Axle Yoke . . . . . . . . . . . . . 19 N·m (14 ft. lbs.)
Bolts, Axle Yoke . . . . . . . . . . . . . 19 N·m (14 ft. lbs.)
SPECIAL TOOLS
PROPELLER SHAFT
Fig. 37 Pinion Angle Adjustment at Leaf Springs
1 – WEDGE
Fig. 38 Front Axle Angle Adjustment
1 – SHIM
2 – SUSPENSION ARM
Inclinometer—7663
Boot Clamp Installer—C-4975-A

TUBE, 181, AND 186 FBI AXLE
TABLE OF CONTENTS
page page
181 FBI AXLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
186 FBI AXLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
LUBRICANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
STANDARD DIFFERENTIAL . . . . . . . . . . . . . . . . . 18
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 19
GEAR NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
BEARING NOISE . . . . . . . . . . . . . . . . . . . . . . . . . 21
LOW SPEED KNOCK. . . . . . . . . . . . . . . . . . . . . . 21
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
DRIVELINE SNAP . . . . . . . . . . . . . . . . . . . . . . . . 21
SERVICE PROCEDURES
LUBRICANT CHANGE . . . . . . . . . . . . . . . . . . . . . 21
DRIVE AXLE ASSEMBLY . . . . . . . . . . . . . . . . . . . 22
TUBE AXLE ASSEMBLY. . . . . . . . . . . . . . . . . . . . 23
AXLE SHAFT—CARDAN U-JOINT . . . . . . . . . . . . 23
181 FBI PINION SHAFT SEAL . . . . . . . . . . . . . . . 24
186 FBI PINION SHAFT SEAL . . . . . . . . . . . . . . . 26
COLLAPSIBLE SPACER. . . . . . . . . . . . . . . . . . . . 27
HUB BEARING AND AXLE SHAFT . . . . . . . . . . . . 30
STEERING KNUCKLE AND BALL STUDS. . . . . . . 31
AXLE BUSHING REPLACEMENT . . . . . . . . . . . . . 33
DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . . 33
DIFFERENTIAL SIDE BEARINGS . . . . . . . . . . . . . 36
AXLE SHAFT OIL SEAL . . . . . . . . . . . . . . . . . . . . 36
181 FBI PINION . . . . . . . . . . . . . . . . . . . . . . . . . . 36
186 FBI PINION . . . . . . . . . . . . . . . . . . . . . . . . . . 41
RING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
FINAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 47
CARDAN U-JOINT . . . . . . . . . . . . . . . . . . . . . . . . 47
AXLE COMPONENTS . . . . . . . . . . . . . . . . . . . . . 47
ADJUSTMENTS
181 FBI PINION GEAR DEPTH. . . . . . . . . . . . . . . 48
186 FBI PINION GEAR DEPTH. . . . . . . . . . . . . . . 50
181 FBI DIFFERENTIAL BEARING PRELOAD
AND GEAR BACKLASH . . . . . . . . . . . . . . . . . . 52
AND GEAR BACKLASH . . . . . . . . . . . . . . . . . . 56
GEAR CONTACT PATTERN ANALYSIS . . . . . . . . 59
SPECIFICATIONS
181 FBI AXLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
186 FBI AXLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
SPECIAL TOOLS
181 and 186 FBI AXLE . . . . . . . . . . . . . . . . . . . . . 61
181 FBI AXLE
DESCRIPTION
The 181 Front Beam-design Iron (FBI) axle con-
sists of a cast iron differential housing with axle
shaft tubes extending from either side. The tubes are
pressed into the differential 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.
For vehicles with ABS brakes, the ABS wheel
speed sensors are attached to the knuckle assem-
blies. The tone rings for the ABS system are pressed
onto 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 181 FBI axle has the assembly part number
and gear ratio listed on a tag. The tag is attached to
the housing cover by a cover bolt. Build date identi-
fication codes are stamped on the cover side of the
axle shaft tube.
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 shims (select thick-
ness).
3 - 16 TUBE, 181, AND 186 FBI AXLE XJ

OPERATION
The axle receives power from the transfer case
through the front propeller shaft. The front propeller
shaft is connected to the pinion gear which rotates
the differential through the gear mesh with the ring
gear bolted to the differential case. The engine power
is transmitted to the axle shafts through the pinion
mate and side gears. The side gears are splined to
the axle shafts.
186 FBI AXLE
DESCRIPTION
The 186 Front Beam-design Iron (FBI) axle con-
sists of a cast iron differential housing with axle
shaft tubes extending from either side. The tubes are
pressed into the differential housing and welded.
The integral type housing, hypoid gear design has
the centerline of the pinion set below the centerline
of the ring gear.
The axle has a fitting for a vent hose used to
relieve internal pressure caused by lubricant vapor-
ization and internal expansion.
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.
For vehicles with ABS brakes, the ABS wheel
speed sensors are attached to the knuckle assem-
blies. The tone rings for the ABS system are pressed
onto 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 186 FBI axle has the assembly part number
the housing cover by a cover bolt. Build date identi-
fication codes are stamped on the cover side of the
axle shaft tube.
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 a collapsible spacer.
OPERATION
The axle receives power from the transfer case
through the front propeller shaft. The front propeller
shaft is connected to the pinion gear which rotates
the differential through the gear mesh with the ring
gear bolted to the differential case. The engine power
is transmitted to the axle shafts through the pinion
mate and side gears. The side gears are splined to
the axle shafts.
LUBRICANT
DESCRIPTION
A multi–purpose, hypoid gear lubricant which con-
forms to the following specifications should be used.
Mopar௡ Hypoid Gear Lubricant conforms to all of
these specifications.
• The lubricant should have MIL–L–2105C and
API GL 5 quality specifications.
• Lubricant is a thermally stable SAE 80W–90
gear lubricant.
• Lubricant for axles intended for heavy-duty or
trailer tow use is SAE 75W–140 SYNTHETIC gear
lubricant.
The 181 FBI axle lubricant capacity is 1.2 L (2.5
pts.). The 186 FBI axle lubricant capacity is 1.18 L
(2.5 pts.).
CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.
XJ TUBE, 181, AND 186 FBI AXLE 3 - 17

STANDARD DIFFERENTIAL
DESCRIPTION
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.
OPERATION
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 pin-
ion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 1).
When turning corners, the outside wheel must
travel a greater distance than the inside wheel 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.
2). 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.
Fig. 1 Differential Operation—Straight Ahead Driving
1 – IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 – PINION GEAR
3 – SIDE GEAR
4 – PINION GEARS ROTATE WITH CASE
Fig. 2 Differential Operation—On Turns
1 – PINION GEARS ROTATE ON PINION SHAFT

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.
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.
Axle component breakage is most often the result
of:
• Severe overloading.
• Insufficient lubricant.
• Incorrect lubricant.
• Improperly tightened components.
• Differential housing bores not square to each
other.
DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft
Noise
1. Misaligned axle tube. 1. Inspect axle tube alignment. Correct as
necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load information and correct
as necessary.
4. Excessive gear backlash between
the ring gear and pinion.
4. Check adjustment of the ring gear and pinion
backlash. Correct as necessary.
5. Improper adjustment of pinion gear
bearings.
5. Adjust the pinion bearings pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact surfaces. 7. Inspect and replace as necessary.
Axle Shaft
Broke
1. Misaligned axle tube. 1. Replace the broken shaft after correcting tube
mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid excessive weight
on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid or correct erratic
clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect and repair
clutch as necessary.
Differential
Cracked
1. Improper adjustment of the
differential bearings.
1. Replace case and inspect gears and bearings for
further damage. Set differential bearing pre-load
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears and bearings for
further damage. Set ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears and bearings for
further damage. Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears and bearings for
further damage. Avoid erratic use of clutch.

Differential
Gears Scored
1. Insufficient lubrication. 1. Replace scored gears. Fill differential with the
correct fluid type and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill differential with the
correct fluid type and quantity.
3. Excessive spinning of one wheel/tire. 3. Replace scored gears. Inspect all gears, pinion
bores, and shaft for damage. Service as necessary.
Loss Of
Lubricant
1. Lubricant level too high. 1. Drain lubricant to the correct level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal cover.
Axle
Overheating
1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct fluid type and
quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
Gear Teeth
Broke
1. Overloading. 1. Replace gears. Examine other gears and bearings
for possible damage.
2. Erratic clutch operation. 2. Replace gears and examine the remaining parts
for damage. Avoid erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine remaining parts for
damage.
4. Improper adjustments. 4. Replace gears and examine remaining parts for
damage. Ensure ring gear backlash is correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct fluid type and
quantity.
2. Improper ring gear and pinion
adjustment.
2. Check ring gear and pinion contact pattern.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched ring gear and
pinion.
4. Worn teeth on ring gear and/or
pinion.
4. Replace ring gear and pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out. Replace components
as necessary.
8. Loose differential bearing cap bolts. 8. Inspect differential components and replace as
necessary. Ensure that the bearing caps are torqued
tot he proper specification.
9. Housing not machined properly. 9. Replace housing.

GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, tooth contact, worn/damaged
gears, or the carrier housing not having the proper
offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are accelera-
tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then acceler-
ate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak–noise range. If the noise stops or changes
greatly:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight–ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion mate shaft can also cause a
snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant–pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differen-
tial 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 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(s).
• Worn or out–of–balance wheels.
• Loose wheel lug nuts.
• Worn U–joint(s).
• Loose/broken springs.
• Damaged axle shaft bearing(s).
• Loose pinion gear nut.
• Excessive pinion yoke run out.
• Bent axle shaft(s).
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
vibration 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.
• Transmission shift operation.
• 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 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.
SERVICE PROCEDURES
LUBRICANT CHANGE
(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 Seal-
ant, or equivalent, to the housing cover (Fig. 3).
Install the housing cover within 5 minutes
after applying the sealant.
(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, or equivalent, to bottom of the fill
plug hole. Refer to the Lubricant Specifications in
this group for the quantity necessary.
(9) Install the fill hole plug and lower the vehicle.
Tighten fill plug to 34 N·m (25 ft. lbs.).
DRIVE AXLE ASSEMBLY
REMOVAL
(2) Position a suitable lifting device under the
axle.
(3) Secure axle to device.
(4) Remove the wheels and tires.
(5) Remove the brake rotors and calipers from the
axle. Refer to Group 5, Brakes, for proper procedures.
(6) Disconnect the wheel sensor wiring harness
from the vehicle wiring harness, if necessary.
(7) Disconnect the vent hose from the axle shaft
tube.
(8) Mark the propeller shaft and yoke for installa-
tion alignment reference.
(9) Remove propeller shaft.
(10) Disconnect stabilizer bar links at the axle.
(11) Disconnect shock absorbers from axle brack-
ets.
(12) Disconnect track bar.
(13) Disconnect the tie rod and drag link from the
steering knuckle. Refer to Group 2, Suspension, for
proper procedures.
(14) Disconnect the steering damper from the axle
bracket.
(15) Disconnect the upper and lower suspension
arms from the axle brackets.
(16) Lower the lifting device enough to remove the
axle. The coil springs will drop with the axle.
(17) Remove the coil springs from the axle.
INSTALLATION
CAUTION: The weight of the vehicle must be sup-
ported by the springs before suspension arms and
track bar fasteners can be tightened. If the springs
are not at their normal ride position, ride height and
handling could be affected.
(1) Install the springs and retainer clips. Tighten
the retainer bolts to 21 N·m (16 ft. lbs.) torque.
(2) Support the axle on a suitable lifting device
and position axle under the vehicle.
(3) Raise the axle and align it with the spring
pads.
(4) Position the upper and lower suspension arms
in the axle brackets. Loosely install bolts and nuts to
hold suspension arms to the axle brackets.
(5) Connect the vent hose to the axle shaft tube.
(6) Connect the track bar to the axle bracket.
Loosely install the bolt to hold the track bar to the
axle bracket.
(7) Install the shock absorbers and tighten the
(8) Install the stabilizer bar links to the axle
brackets. Tighten the nut to 95 N·m (70 ft. lbs.)
torque.
(9) Install the drag link and tie rod to the steering
knuckles. Refer to Group 2, Suspension, for proper
procedures.
(10) Install the steering damper to the axle
bracket and tighten the nut to 75 N·m (55 ft. lbs.)
torque.
(11) Install the brake rotors and calipers. Refer to
Group 5, Brakes, for the proper procedures.
(12) Connect the wheel speed sensor wiring har-
ness to the vehicle wiring harness, if necessary.
Fig. 3 Typical Housing Cover With Sealant
1 – SEALING SURFACE
2 – CONTOUR OF BEAD
3 – BEAD THICKNESS 6.35mm (1/4”)

(13) Align the previously made marks on the pro-
peller shaft and the yoke.
(14) Install the straps and bolts to hold the propel-
ler shaft to the yoke.
(15) Check and fill axle lubricant. Refer to the
Lubricant Specifications in this group for the quan-
tity necessary.
(17) Remove the lifting device from the axle and
lower the vehicle.
(18) 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.
(19) Tighten the track bar bolt at the axle bracket
to 100 N·m (74 ft. lbs.) torque.
(20) Check the front wheel alignment.
TUBE AXLE ASSEMBLY
REMOVAL
(2) Position a suitable lifting device under the
axle.
(3) Secure axle to device.
(4) Remove the wheels and tires.
(5) Remove the brake rotors and calipers from the
axle. Refer to Group 5, Brakes, for proper procedures.
(6) Disconnect the wheel sensor wiring harness
from the vehicle wiring harness, if necessary.
(7) Disconnect stabilizer bar links at the axle.
(8) Disconnect shock absorbers from axle brackets.
(9) Disconnect track bar.
(10) Disconnect the tie rod and drag link from the
steering knuckle. Refer to Group 2, Suspension, for
proper procedures.
(11) Disconnect the steering damper from the axle
bracket.
(12) Disconnect the upper and lower suspension
arms from the axle brackets.
(13) Lower the lifting device enough to remove the
axle. The coil springs will drop with the axle.
(14) Remove the coil springs from the axle.
INSTALLATION
CAUTION: The weight of the vehicle must be sup-
ported by the springs before suspension arms and
track bar fasteners can be tightened. If the springs
are not at their normal ride position, ride height and
handling could be affected.
(1) Install the springs and retainer clips. Tighten
the retainer bolts to 21 N·m (16 ft. lbs.) torque.
(2) Support the axle on a suitable lifting device
and position axle under the vehicle.
(3) Raise the axle and align it with the spring
pads.
(4) Position the upper and lower suspension arms
in the axle brackets. Loosely install bolts and nuts to
hold suspension arms to the axle brackets.
(5) Connect the track bar to the axle bracket.
Loosely install the bolt to hold the track bar to the
axle bracket.
(6) Install the shock absorbers and tighten the
(7) Install the stabilizer bar links to the axle
brackets. Tighten the nut to 95 N·m (70 ft. lbs.)
torque.
(8) Install the drag link and tie rod to the steering
knuckles. Refer to Group 2, Suspension, for proper
procedures.
(9) Install the steering damper to the axle bracket
and tighten the nut to 75 N·m (55 ft. lbs.) torque.
Group 5, Brakes, for the proper procedures.
(11) Connect the wheel speed sensor wiring har-
ness to the vehicle wiring harness, if necessary.
(13) Remove the lifting device from the axle and
lower the vehicle.
(14) 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.
(15) Tighten the track bar bolt at the axle bracket
to 100 N·m (74 ft. lbs.) torque.
(16) Check the front wheel alignment.
AXLE SHAFT—CARDAN U-JOINT
Single cardan U–joint components are not service-
able. If defective, they must be replaced as a unit. If
the bearings, seals, spider, or bearing caps are dam-
aged or worn, replace the complete U–joint.
REMOVAL
CAUTION: Clamp only the narrow forged portion of
the yoke in the vise. Also, to avoid distorting the
yoke, do not over tighten the vise jaws.
(1) Remove axle shaft.
(2) Remove the bearing cap retaining snap rings
(Fig. 4).
It can be helpful to saturate the bearing caps
with penetrating oil prior to removal.
(3) Locate a socket where the inside diameter 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.
(4) Locate a socket where the outside diameter is
smaller in diameter than the bearing cap. Place the
socket (driver) against the opposite bearing cap.
(5) Position the yoke with the sockets in a vise
(Fig. 5).

(6) Compress the vise jaws to force the bearing cap
into the larger socket (receiver).
(7) Release the vise jaws. Remove the sockets and
bearing cap that was partially forced out of the yoke.
(8) Repeat the above procedure for the remaining
bearing cap.
(9) Remove the remaining bearing cap, bearings,
seals and spider from the propeller shaft yoke.
INSTALLATION
(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 axle shaft.
181 FBI PINION SHAFT SEAL
REMOVAL
(2) Remove wheel and tire assemblies.
(3) Remove brake rotors and calipers. Refer to
Group 5, Brakes, for proper procedures.
(4) Mark the propeller shaft and pinion yoke for
installation reference.
(5) Remove the propeller shaft from the yoke.
(6) Rotate the pinion gear three or four times.
(7) Measure the amount of torque necessary to
rotate the pinion gear with a (in. lbs.) dial-type
torque wrench. Record the torque reading for instal-
lation reference.
(8) Using Holder 6958 to hold the pinion yoke,
remove the pinion nut and washer.
(9) Use Remover C-452 and Wrench C-3281 to
remove the pinion yoke (Fig. 6).
(10) Use a suitable pry tool or a slide hammer
mounted screw to remove the pinion shaft seal.
INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal. Install seal with Installer C-3972-A
and Handle C-4171 (Fig. 7).
(2) Install yoke on the pinion gear with Installer
W-162–D, Cup 8109, and Holder 6958 (Fig. 8).
Fig. 4 Axle Shaft Outer U–Joint
1 – SHAFT YOKE
2 – BEARING CAP
3 – SNAP RINGS
4 – BEARING CAP
5 – SPINDLE YOKE
6 – BEARING
7 – BEARING CAP
8 – SNAP RINGS
9 – BEARING CAP
Fig. 5 Yoke Bearing Cap Removal
1 – LARGE-DIAMETER SOCKET WRENCH
2 – VISE
3 – SMALL-DIAMETER SOCKET WRENCH

CAUTION: Do not exceed the minimum tightening
torque when installing the pinion yoke retaining nut
at this point. Damage to the pinion bearings may
result.
(3) Install the pinion washer and a new nut on the
pinion gear. Tighten the nut only enough to
remove the shaft end play.
(4) Tighten pinion nut to 217 N·m (160 ft. lbs.).
(5) Rotate the pinion shaft using a (in. lbs.) torque
wrench. Rotating torque should be equal to the read-
ing recorded during removal, plus an additional 0.56
N·m (5 in. lbs.) (Fig. 9).
(6) If the rotating torque is low, use Holder 6958 to
hold the pinion yoke, and tighten the pinion shaft
nut in 6.8 N·m (5 ft. lbs.) increments until proper
rotating torque is achieved.
(7) Align the installation reference marks on the
propeller shaft and yoke, and install the propeller
shaft.
(8) Check and fill the gear lubricant. Refer to the
Lubricant Specifications for gear lubricant require-
ments.
(10) Install wheel and tire assemblies.
Fig. 6 Pinion Yoke Removal
1 – SPECIAL TOOL C-3281
2 – YOKE
Fig. 7 Pinion Seal Installation
Fig. 8 Pinion Yoke Installation
1 – PINION YOKE
2 – AXLE HOUSING
Fig. 9 Check Pinion Rotation Torque
1 – PINION YOKE
2 – INCH POUND TORQUE WRENCH

186 FBI PINION SHAFT SEAL
REMOVAL
lation reference.
mounted screw to remove the pinion seal.
INSTALLATION
and Handle C-4171 (Fig. 11).
(2) Install yoke on the pinion gear with Installer
W-162–D, Cup 8109, and Holder 6958 (Fig. 12).
CAUTION: Do not exceed the minimum tightening
torque when installing the pinion yoke retaining nut
at this point. Damage to collapsible spacer or bear-
ings may result.
pinion gear. Tighten the nut only enough to
remove the shaft end play.
(4) Rotate the pinion shaft using a (in. lbs.) torque
wrench. Rotating torque should be equal to the read-
ing recorded during removal, plus an additional 0.56
N·m (5 in. lbs.) (Fig. 13).
(5) If the rotating torque is low, use Holder 6958 to
hold the pinion yoke (Fig. 14), and tighten the pinion
shaft nut in 6.8 N·m (5 ft. lbs.) increments until
proper rotating torque is achieved.
CAUTION: If the maximum tightening torque is
reached prior to reaching the required rotating
torque, the collapsible spacer may have been dam-
aged. Replace the collapsible spacer.
(6) Align the installation reference marks on the
propeller shaft and yoke and install the propeller
shaft.
2 – YOKE
1 – PINION YOKE
2 – AXLE HOUSING

(7) Check and fill the gear lubricant. Refer to the
Lubricant Specifications for gear lubricant require-
ments.
COLLAPSIBLE SPACER
REMOVAL W/PINION INSTALLED
lation reference.
mounted screw, remove the pinion seal.
(11) Remove the front pinion bearing using a pair
of suitable pick tools to pull the bearing straight off
the pinion gear shaft. It may be necessary to lightly
tap the end of the pinion gear with a rawhide or rub-
ber mallet if the bearing becomes bound on the pin-
ion shaft.
(12) Remove the collapsible spacer.
1 – PINION YOKE
Fig. 14 Tightening Pinion Shaft Nut—Typical
1 – PINION FLANGE
2 – FRONT AXLE
3 – TOOL 6958
2 – YOKE

REMOVAL W/PINION REMOVED
lation reference.
(8) Remove differential assembly from axle hous-
ing.
(9) Using Holder 6958 to hold yoke, remove the
pinion nut and washer.
(10) Using Remover C-452 and Wrench C-3281,
remove the pinion yoke from pinion shaft (Fig. 15).
(11) Remove the pinion gear from housing (Fig.
16). Catch the pinion with your hand to prevent it
from falling and being damaged.
(12) Remove collapsible spacer from pinion shaft.
INSTALLATION
(1) Install a new collapsible preload spacer on pin-
ion shaft (Fig. 17).
(2) If pinion gear was removed, install pinion gear
in housing.
(3) Install pinion front bearing, if necessary.
and Handle C-4171 (Fig. 18), if necessary.
(5) Install yoke with Installer W-162-D, Cup 8109,
and holder 6958 (Fig. 19).
(6) If the original pinion bearings are being used,
install differential assembly and axle shafts, if neces-
sary.
Fig. 16 Remove Pinion Gear
1 – RAWHIDE HAMMER
Fig. 17 Collapsible Preload Spacer
1 – COLLAPSIBLE SPACER
2 – SHOULDER
3 – PINION GEAR
4 – OIL SLINGER
5 – REAR BEARING

NOTE: If new pinion bearings were installed, do not
install the differential assembly and axle shafts until
after the pinion bearing preload and rotating torque
are set.
pinion gear. Tighten the nut to 217 N·m (160 ft. lbs.)
minimum. Do not over-tighten. Maximum torque is
353 N·m (260 ft. lbs.).
CAUTION: Never loosen pinion gear nut to
decrease pinion gear bearing rotating torque and
never exceed specified preload torque. If preload
torque is exceeded, a new collapsible spacer must
be installed. The torque sequence will then have to
be repeated.
(8) Using yoke holder 6958 and a torque wrench
set at 353 N·m (260 ft. lbs.), crush collapsible spacer
until bearing end play is taken up (Fig. 20). If more
than 353 N·m (260 ft. lbs.) is needed to begin to col-
lapse the spacer, the spacer is defective and must be
replaced.
(9) Slowly tighten the nut in 6.8 N·m (5 ft. lbs.)
increments until the rotating torque is achieved.
Measure the rotating torque frequently to avoid over
crushing the collapsible spacer (Fig. 21).
(10) Check rotating torque with an inch pound
torque wrench (Fig. 21). The torque necessary to
rotate the pinion gear should be:
• Original Bearings — The reading recorded dur-
ing removal, plus an additional 0.56 N·m (5 in. lbs.).
• New Bearings — 1.5 to 4 N·m (15 to 35 in. lbs.).
(11) Install differential assembly and axle shafts, if
necessary.
(12) Align marks made previously on yoke and
propeller shaft and install propeller shaft.
(13) Install brake rotors and calipers. Refer to
1 – PINION YOKE
2 – AXLE HOUSING
Fig. 20 Tightening Pinion Nut
1 – PINION FLANGE
2 – FRONT AXLE
3 – TOOL 6958
Fig. 21 Check Pinion Gear Rotation Torque—Typical
1 – PINION YOKE

(14) Add gear lubricant, if necessary. Refer to
Lubricant Specifications of this section for lubricant
requirements.
(16) Lower vehicle.
HUB BEARING AND AXLE SHAFT
If the axle shaft and hub bearing are being
removed in order to service another component, the
axle shaft and hub bearing can be removed as an
assembly.
REMOVAL
(2) Remove the wheel and tire assembly.
(3) Remove the brake caliper and rotor. Refer to
(4) Remove ABS wheel speed sensor, if necessary.
Refer to Group 5, Brakes, for proper procedures.
(5) Remove the cotter pin, nut retainer, and axle
hub nut (Fig. 22), if necessary.
(6) Remove the hub to knuckle bolts (Fig. 23).
(7) Remove the hub from the steering knuckle and
axle shaft, if necessary.
(8) Remove hub bearing and axle shaft assembly
(Fig. 24), or axle shaft from axle. Avoid damaging
the axle shaft oil seals in the axle housing.
(9) Remove the brake rotor shield from the hub
bearing or knuckle (Fig. 22).
Fig. 22 Hub, Knuckle and Axle Shaft
1 – BRAKE SHIELD
2 – WASHER
3 – RETAINER
4 – COTTER PIN
5 – NUT
6 – HUB AND BEARING ASSEMBLY
8 – BOLT
9 – TONE WHEEL (ABS)
Fig. 23 Hub Bearing Bolts
1 – AXLE SHAFT
2 – AXLE
3 – KNUCKLE
4 – HUB BEARING

INSTALLATION
(1) Thoroughly clean the axle shaft (Fig. 22) and
apply a thin film of Mopar௡ Wheel Bearing Grease,
or equivalent, to the shaft splines, seal contact sur-
face, and hub bore.
(2) Install the brake rotor shield to the knuckle.
(3) Install the hub bearing and axle shaft assem-
bly, or axle shaft, into the housing and differential
side gears. Avoid damaging the axle shaft oil seals in
the axle housing.
(4) Install the hub bearing, if necessary.
(5) Install the hub to knuckle bolts and tighten to
102 N·m (75 ft. lbs.) torque.
(6) Install the hub washer and nut, if necessary.
Tighten the hub nut to 237 N·m (175 ft. lbs.) torque.
Install the nut retainer and a new cotter pin (Fig.
22).
(7) Install ABS wheel speed sensor, if necessary.
Refer to Group 5, Brakes, for proper procedures.
(8) Install the brake rotor and caliper. Refer to
(9) Install the wheel and tire assembly.
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 studs require the
use of Tool Kit 6289.
KNUCKLE REMOVAL
(1) Remove hub bearing and axle shaft.
(2) Disconnect the tie-rod or drag link from the
steering knuckle arm. Refer to Group 2, Suspension,
for proper procedures.
(3) Remove the cotter pins from the upper and
lower ball studs.
(4) Remove the upper and lower ball stud nuts.
(5) Strike the steering knuckle with a brass ham-
mer to loosen knuckle from the ball studs. Remove
knuckle from ball studs (Fig. 25).Fig. 24 Hub Bearing and Axle Assembly
1 – AXLE
2 – KNUCKLE
3 – HUB BEARING
4 – AXLE SHAFT
Fig. 25 Steering Knuckle Removal/Installation
1 – AXLE YOKE
2 – UPPER BALL STUD
3 – LOWER BALL STUD

UPPER BALL STUD REPLACEMENT
(1) Position tools as shown to remove and install
ball stud (Fig. 26).
LOWER BALL STUD REPLACEMENT
(1) Position tools as shown to remove and install
ball stud (Fig. 27).
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.
(5) Connect the tie-rod or drag link end to the
steering knuckle arm. Refer to Group 2, Suspension,
for proper procedures.
Fig. 26 Upper Ball Stud Remove/Install

AXLE BUSHING REPLACEMENT
Refer to Group 2, Suspension, for the proper axle
bushing procedures.
DIFFERENTIAL
REMOVAL
allow fluid to drain.
(4) Remove hub bearings and axle shafts.
(5) Note the installation reference letters stamped
on the bearing caps and housing machined sealing
surface (Fig. 28).
(6) Loosen the differential bearing cap bolts.
(7) Position Spreader W–129–B, utilizing some
items from Adapter Kit 6987, with the tool dowel
pins seated in the locating holes (Fig. 29). Install the
holddown clamps and tighten the tool turnbuckle fin-
ger–tight.
Fig. 27 Lower Ball Stud Remove/Install
1 – SPECIAL TOOL 6289–12
3 – SPECIAL TOOL 4212F
4 – SPECIAL TOOL 4212F
Fig. 28 Bearing Cap Identification
1 – INSTALLATION REFERENCE LETTERS

(8) Install a Guide Pin C-3288-B at the left side of
the differential housing. Attach Dial Indicator C-3339
to guide pin. Load the lever adapter against the
opposite side of the housing (Fig. 30) and zero the
indicator.
CAUTION: Do not spread over 0.50 mm (0.020 in). If
the housing is over-spread, it could be distorted or
damaged.
(9) Spread the housing enough to remove the dif-
ferential case from the housing. Measure the dis-
tance with the dial indicator (Fig. 31).
(10) Remove the dial indicator.
(11) While holding the differential case in position,
remove the differential bearing cap bolts and caps.
(12) Remove the differential, and the differential
preload shims for the 181FBI axles, from the hous-
ing. Ensure that the differential bearing cups remain
in position on the differential bearings (Fig. 32).
(13) Mark or tag the differential bearing cups, and
the differential preload shims for the 181FBI axles,
to indicate which side of the differential they were
removed from.
(14) Remove spreader from housing.
Fig. 29 Install Axle Housing Spreader
1 – AXLE HOUSING
2 – DOWEL
3 – SAFETY HOLD DOWN
4 – SPECIAL TOOL
W-129–B
5 – TURNBUCKLE
Fig. 30 Install Dial Indicator
1 – SPECIAL TOOL
C-3339
2 – DIAL INDICATOR
3 – LEVER ADAPTER
4 – SPECIAL TOOL
W-129–B
5 – SPECIAL TOOL
C-3288–B
Fig. 31 Spread Axle Housing
1 – SPECIAL TOOL
C-3339
2 – SPECIAL TOOL
W-129–B

INSTALLATION
If replacement differential bearings or differential
case are being installed, differential side bearing
shim requirements may change. Refer to the Differ-
ential Bearing Preload and Gear Backlash proce-
dures in this section to determine the proper shim
selection.
(1) Position Spreader W-129-B, utilizing some
items from Adapter Kit 6987, with the tool dowel
pins seated in the locating holes (Fig. 33). Install the
holddown clamps and tighten the tool turnbuckle fin-
ger–tight.
(2) Install a Guide Pin C-3288-B at the left side of
the differential housing. Attach Dial Indicator C-3339
to guide pin. Load the lever adapter against the
opposite side of the housing (Fig. 30) and zero the
indicator.
CAUTION: Do not spread over 0.50 mm (0.020 in). If
the housing is over-spread, it could be distorted or
damaged.
(3) Spread the housing enough to install the case
in the housing. Measure the distance with the dial
indicator (Fig. 31).
(4) Remove the dial indicator.
(5) Install differential case, and the differential
preload shims for the 181FBI axles, in the housing.
Ensure that the differential bearing cups remain in
position on the differential bearings. Tap the differ-
ential case to ensure the bearings cups are fully
seated in the housing.
(6) Install the bearing caps at their original loca-
tions (Fig. 34).
(7) Loosely install differential bearing cap bolts.
(8) Remove axle housing spreader.
(9) Tighten the bearing cap bolts to 61 N·m (45 ft.
lbs.) torque.
(10) Install the hub bearings and axle shafts.
Fig. 32 Differential Case Removal
1 – AXLE HOUSING
2 – DIFFERENTIAL CASE
3 – BEARING CUPS
Fig. 33 Install Axle Housing Spreader
1 – AXLE HOUSING
2 – DOWEL
3 – SAFETY HOLD DOWN
4 – SPECIAL TOOL
W-129–B
5 – TURNBUCKLE
Fig. 34 Differential Bearing Cap Reference Letters

DIFFERENTIAL SIDE BEARINGS
REMOVAL
(1) Remove differential case from axle housing.
(2) Remove the bearings from the differential case
with Puller/Press C-293-PA, C-293-39 Adapter
Blocks, and Plug SP-3289 (Fig. 35).
INSTALLATION
If replacement differential side bearings or differ-
ential case are being installed, differential side bear-
ing shim requirements may change. Refer to the
Differential Bearing Preload and Gear Backlash pro-
cedures in this section to determine the proper shim
selection.
(1) Install differential side bearing shims onto dif-
ferential case hubs, for 186FBI axles.
(2) Using Installer C-3716-A and Handle C-4171,
install differential side bearings (Fig. 36).
(3) Install differential in axle housing.
AXLE SHAFT OIL SEAL
REMOVAL
(2) Remove differential assembly.
(3) Remove the inner axle shaft seals with a pry
bay.
INSTALLATION
(1) Remove any sealer remaining from original
seals.
(2) Remove sealer from axle tube to housing junc-
tion, if necessary.
(3) Install oil seals with Discs 8110 and Turn-
buckle 6797 (Fig. 37). Tighten tool until disc bottoms
in housing.
(4) Install differential assembly.
181 FBI PINION
The ring gear and pinion are serviced as a matched
set. Do not replace the pinion without replacing the
ring gear.
REMOVAL
ing.
(2) Mark pinion yoke and propeller shaft for
installation alignment.
(3) Disconnect propeller shaft from pinion yoke.
Using suitable wire, tie propeller shaft to underbody.
Fig. 35 Differential Bearing Removal
1 – SPECIAL TOOL C–293–39
2 – BEARING
3 – DIFFERENTIAL
4 – SPECIAL TOOL SP–3289
5 – SPECIAL TOOL C–293–PA
Fig. 36 Differential Side Bearing Installation

(4) Using Holder 6958 to hold yoke, remove the
pinion nut and washer.
(5) Using Remover C-452 and Holder C-3281,
(6) Remove the pinion gear and preload shims
from housing (Fig. 39). Catch the pinion with your
hand to prevent it from falling and being damaged.
(7) Remove the front pinion bearing cup, bearing,
oil slinger, if equipped, and pinion seal with Remover
D-147 and Handle C–4171 (Fig. 40).
Fig. 37 Axle Seal Installation
1 – TURNBUCKLE 6797
2 – DISCS 8110
2 – YOKE
Fig. 39 Remove Pinion Gear
Fig. 40 Front Bearing Cup Removal
1 – REMOVER
2 – HANDLE

(8) Remove the rear pinion bearing cup and oil
slinger from the axle housing (Fig. 41). Use Remover
D-149 and Handle C–4171. Record the thickness of
the oil slinger for future reference.
(9) Remove the rear pinion bearing from the pin-
ion with Puller/Press C–293-PA and Adapters
C-293-39 (Fig. 42).
Place 4 adapter blocks so they do not damage
the bearing cage.
(10) Remove the pinion depth shim/oil baffle from
the pinion shaft. Record the thickness of the depth
shim/oil baffle.
INSTALLATION
NOTE: A pinion depth shim/oil baffle is placed
between the rear pinion bearing cone and pinion
gear. If the factory installed ring and pinion gears
are reused, the pinion depth shim/oil baffle should
not require replacement. Refer to Pinion Gear Depth
to select the proper thickness shim before installing
pinion gear.
(1) Install a new oil slinger of the same thickness
as the original into the rear pinion bearing bore of
the axle housing.
(2) Apply Mopar௡ Door Ease, or equivalent, stick
lubricant to outside surface of rear pinion bearing
cup. Install the bearing cup with Installer D-146 and
Handle C–4171 (Fig. 43). Verify cup is correctly
seated.
Fig. 41 Rear Bearing Cup Removal
1 – DRIVER
2 – HANDLE
Fig. 42 Rear Bearing Removal
1 – SPECIAL TOOL C-293–PA
2 – VISE
3 – ADAPTERS
4 – DRIVE PINION GEAR SHAFT
Fig. 43 Rear Pinion Bearing Cup Installation
1 – INSTALLER
2 – HANDLE

lubricant to outside surface of front pinion bearing
Handle C–4171 (Fig. 44).
(4) Install front pinion bearing, and oil slinger, if
equipped.
and Handle C–4171 (Fig. 45).
(6) Install the rear pinion bearing and pinion
depth shim/oil baffle onto the pinion gear with
Installer W-262 and a shop press (Fig. 46).
(7) Install pinion bearing preload shims onto the
pinion gear (Fig. 47).
(8) Install pinion gear in housing.
(9) Install yoke with Installer W-162-B, Cup 8109,
and Holder 6958 (Fig. 48).
Fig. 44 Pinion Outer Bearing Cup Installation
1 – INSTALLER
2 – HANDLE
Fig. 46 Rear Pinion Bearing Installation
1 – PRESS
2 – INSTALLATION TOOL
3 – PINION DEPTH SHIM/OIL BAFFLE
4 – DRIVE PINION
5 – DRIVE PINION SHAFT REAR BEARING

(10) Install the pinion washer and a new nut on
the pinion gear. Tighten the nut to 217 N·m (160 ft.
lbs.).
CAUTION: Never loosen pinion gear nut to
decrease pinion gear bearing rotating torque and
never exceed specified preload rotating torque.
(11) Check bearing preload torque with an inch
pound torque wrench (Fig. 49). The torque necessary
to rotate the pinion gear should be:
• Original Bearings—1 to 2 N·m (10 to 20 in. lbs.).
• New Bearings—1.5 to 4 N·m (15 to 35 in. lbs.).
(12) If rotating torque is above the desired
amount, remove the pinion yoke and increase the
preload shim pack thickness. Increasing the shim
pack thickness 0.025 mm (0.001 in.) will decrease the
rotating torque approximately 0.9 N·m (8 in. lbs.).
(13) Tighten pinion shaft nut in 6.8 N·m (5 ft. lbs.)
increments until the maximum tightening or desired
rotating torque is reached. Maximum tightening
torque is 271 N·m (200 ft.lbs.).
Fig. 47 Pinion Preload Shims–Typical
1 – PINION PRELOAD SHIMS
2 – FRONT BEARING CUP
3 – SLINGER
4 – PINION YOKE
5 – WASHER
6 – PINION NUT
7 – PINION OIL SEAL
8 – FRONT BEARING CONE
1 – PINION YOKE
2 – AXLE HOUSING

(14) If the maximum tightening torque is reached
prior to achieving the desired rotating torque, remove
the pinion yoke and decrease the thickness of the
preload shim pack. Decreasing the shim pack thick-
ness 0.025 mm (0.001 in.) will increase the rotating
torque approximately 0.9 N·m (8 in. lbs.).
186 FBI PINION
The ring gear and pinion are serviced as a matched
set. Do not replace the pinion without replacing the
ring gear.
REMOVAL
ing.
(2) Mark pinion yoke and propeller shaft for
installation alignment.
(3) Disconnect propeller shaft from pinion yoke.
Using suitable wire, tie propeller shaft to underbody.
(4) Using Holder 6958 to the hold yoke, remove
the pinion nut and washer (Fig. 50).
(5) Using Remover C–452 and Holder C-3281,
Fig. 49 Check Pinion Gear Rotating Torque
1 – in. lbs. TORQUE WRENCH
2 – PINION YOKE
Fig. 50 Pinion Yoke Holder—Typical
1 – 1 in. PIPE
2 – PINION YOKE
3 – SPECIAL TOOL
6958
4 – LOWER CONTROL ARM
2 – YOKE

(6) Remove the pinion and collapsible spacer from
housing (Fig. 52). Catch the pinion with your hand to
prevent it from falling and being damaged.
(7) Remove the front pinion bearing cup, bearing,
oil slinger, if equipped, and pinion seal with Remover
C-4345 and Handle C–4171 (Fig. 53).
(8) Remove the rear pinion bearing cup from axle
housing (Fig. 54). Use Remover D-149 and Handle
C–4171.
(9) Remove the collapsible preload spacer from
pinion gear (Fig. 55).
Fig. 52 Remove Pinion
Fig. 53 Front Bearing Cup Removal
1 – REMOVER
2 – HANDLE
Fig. 54 Rear Bearing Cup Removal
1 – DRIVER
2 – HANDLE
Fig. 55 Collapsible Spacer
2 – SHOULDER
3 – PINION
4 – PINION DEPTH SHIM
5 – REAR BEARING

(10) Remove the rear pinion bearing from the pin-
ion with Puller/Press C–293-PA and Adapters
C–293–39 (Fig. 56).
Place 4 adapter blocks so they do not damage
the bearing cage.
(11) Remove the depth shim/oil slinger from the
pinion shaft. Record the thickness of the depth shim/
oil slinger.
INSTALLATION
NOTE: A pinion depth shim/oil slinger is placed
between the rear pinion bearing cone and the pin-
ion head to achieve proper ring gear and pinion
mesh. If the factory installed ring gear and pinion
are reused, the pinion depth shim/oil slinger should
not require replacement. Refer to Pinion Gear Depth
to select the proper thickness shim/oil slinger
before installing pinion.
lubricant to outside surface of rear pinion bearing
Driver Handle C–4171 (Fig. 57). Verify cup is cor-
rectly seated.
lubricant to outside surface of front pinion bearing
Handle C–4171 (Fig. 58).
(3) Install front pinion bearing, and oil slinger, if
equipped.
and Handle C–4171 (Fig. 59).
(5) Install the rear pinion bearing and the pinion
depth shim/oil slinger onto the pinion with Installer
W-262 and a shop press (Fig. 60).
Fig. 56 Inner Bearing Removal
1 – SPECIAL TOOL C-293–PA
2 – VISE
3 – ADAPTERS
4 – DRIVE PINION GEAR SHAFT
Fig. 57 Rear Pinion Bearing Cup Installation
1 – INSTALLER
2 – HANDLE
Fig. 58 Pinion Outer Bearing Cup Installation
1 – INSTALLER
2 – HANDLE

(6) Install a new collapsible preload spacer on pin-
ion shaft and install pinion in housing (Fig. 61).
(7) Install yoke with Installer W-162-B, Cup 8109,
and Holder 6958 (Fig. 62).
(8) Install the pinion washer and a new nut onto
the pinion. Tighten the nut to 216 N·m (160 ft. lbs.)
minimum. Do not over–tighten. Maximum torque
is 352 N·m (260 ft. lbs.).
CAUTION: Never loosen the pinion nut to decrease
pinion bearing rotating torque and never exceed
specified preload torque. If preload torque is
exceeded a new collapsible spacer must be
installed. The torque sequence will then have to be
repeated.
(9) Using Holder 6958 and torque wrench (set at
352 N·m (260 ft. lbs.)), crush collapsible spacer until
Fig. 60 Rear Pinion Bearing Installation
1 – PRESS
2 – INSTALLATION TOOL
3 – PINION DEPTH SHIM/OIL BAFFLE
4 – DRIVE PINION
5 – DRIVE PINION SHAFT REAR BEARING
Fig. 61 Collapsible Preload Spacer
2 – SHOULDER
3 – PINION GEAR
4 – OIL SLINGER
5 – REAR BEARING
1 – PINION YOKE
2 – AXLE HOUSING

bearing end play is taken up (Fig. 63). If more than
353 N·m (260 ft. lbs.) is needed to begin to collapse
the spacer, the spacer is defective and must be
replaced.
(10) Slowly tighten the nut in 6.8 N·m (5 ft. lb.)
increments until the rotating torque is achieved.
Measure the rotating torque frequently to avoid over
crushing the collapsible spacer (Fig. 64).
(11) Check bearing rotating torque with an inch
pound torque wrench (Fig. 64). The torque necessary
to rotate the pinion should be:
• Original Bearings — 1 to 2 N·m (10 to 20 in.
lbs.).
• New Bearings — 1.5 to 4 N·m (15 to 35 in. lbs.).
RING GEAR
NOTE: The ring gear and pinion are serviced as a
matched set. Do not replace the ring gear without
replacing the pinion.
REMOVAL
(1) Remove differential from axle housing.
(2) Place differential case in a suitable vise with
soft metal jaw protectors. (Fig. 65)
(3) Remove bolts holding ring gear to differential
case.
(4) Using a soft hammer, drive ring gear from dif-
ferential case (Fig. 65).
INSTALLATION
CAUTION: Do not reuse the bolts that held the ring
gear to the differential case. The bolts can fracture
causing extensive damage.
Fig. 63 Tightening Pinion Nut—Typical
1 – PINION FLANGE
2 – FRONT AXLE
3 – TOOL 6958
1 – in. lbs. TORQUE WRENCH
2 – PINION YOKE
Fig. 65 Ring Gear Removal
1 – CASE
2 – RING GEAR

(1) Invert the differential case and start two ring
gear bolts. This will provide case-to-ring gear bolt
hole alignment.
(2) Invert the differential case in the vise.
(3) Install new ring gear bolts and alternately
tighten to 95–122 N·m (70–90 ft. lbs.) torque (Fig.
66).
(4) Install differential in axle housing and verify
gear mesh and contact pattern.
DISASSEMBLY
(1) Remove the ring gear.
(2) Using a suitable roll pin punch, drive out the
roll pin holding pinion gear mate shaft in the differ-
ential case (Fig. 67).
(3) Remove the pinion gear mate shaft from the
differential case and the pinion mate gears.
(4) Rotate differential side gears and remove the
pinion mate gears and thrust washers (Fig. 68).
(5) Remove the differential side gears and thrust
washers.
ASSEMBLY
(1) Install the differential side gears and thrust
washers.
(2) Install the pinion mate gears and thrust wash-
ers.
Fig. 66 Ring Gear Bolt Installation
1 – TORQUE WRENCH
2 – RING GEAR BOLT
3 – RING GEAR
4 – CASE
Fig. 67 Mate Shaft Roll Pin Removal
1 – DRIFT
2 – LOCKPIN
3 – MATE SHAFT
Fig. 68 Pinion Mate Gear Removal
1 – THRUST WASHER
2 – SIDE GEAR
3 – PINION MATE GEAR

(3) Install the pinion gear mate shaft. Align the
roll pin holes in shaft and the differential case.
(4) Install the roll pin to hold the pinion mate
shaft in the differential case (Fig. 69).
(5) Install the ring gear.
(6) Lubricate all differential components with
hypoid gear lubricant.
FINAL ASSEMBLY
(1) 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, or equivalent, on the housing cover
(Fig. 70).
(2) Install the cover on the differential with the
attaching bolts. Install the identification tag. Tighten
the cover bolts to 41 N·m (30 ft. lbs.) torque.
CAUTION: Overfilling the differential can result in
lubricant foaming and overheating.
(3) Refill the differential housing with gear lubri-
cant. Refer to the Lubricant Specifications section of
this group for the gear lubricant requirements.
(4) Install the fill hole plug.
CARDAN U-JOINT
Clean all the U–joint yoke bores with cleaning sol-
vent and a wire brush. Ensure that all the rust and
foreign matter are removed from the bores.
Inspect the yokes for distortion, cracks and worn
bearing cap bores.
Replace the complete U–joint if any of the compo-
nents are defective.
AXLE COMPONENTS
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 matched sets only.
Clean axle shaft tubes and oil channels in housing.
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.
Fig. 69 Mate Shaft Roll Pin Installation
1 – PUNCH
2 – PINION MATE SHAFT
3 – MATE SHAFT LOCKPIN
Fig. 70 Typical Housing Cover With Sealant
1 – SEALING SURFACE
2 – CONTOUR OF BEAD
3 – BEAD THICKNESS 6.35mm (1/4”)

• Wear and damage to pinion gear mate shaft,
pinion gears, side gears and thrust washers. Replace
as a matched set only.
• Ring and pinion gear for worn and chipped
teeth.
• Ring gear for damaged bolt threads. Replaced as
a matched set only.
• Pinion yoke for cracks, worn splines, pitted
areas, and a rough/corroded seal contact surface.
Repair or replace as necessary.
• Preload shims for damage and distortion. Install
new shims, if necessary.
ADJUSTMENTS
181 FBI PINION GEAR DEPTH
GENERAL 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.
71). A plus (+) number, minus (–) number or zero (0)
is etched into the face of the pinion gear. This num-
ber 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 center line of the ring gear to the back face of the
pinion is 92.08 mm (3.625 in.). The standard depth
provides the best gear tooth contact pattern. Refer to
Backlash and Contact Pattern Analysis paragraph in
this section for additional information.
Compensation for pinion depth variance is
achieved with a select shim/oil baffle. The shims are
placed between the rear pinion bearing and the pin-
ion gear head (Fig. 72).
If a new gear set is being installed, note the depth
variance etched into both the original and replace-
ment pinion. Add or subtract this number from the
thickness of the original depth shim/oil slinger to
compensate for the difference in the depth variances.
Refer to the Depth Variance chart.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus the amount needed.
Note the etched number on the face of the pinion
gear head (–1, –2, 0, +1, +2, etc.). The numbers rep-
resent thousands of an inch deviation from the stan-
dard. If the number is negative, add that value to the
required thickness of the depth shims. If the number
is positive, subtract that value from the thickness of
the depth shim. If the number is 0 no change is nec-
essary.
Fig. 71 Pinion Gear ID Numbers
1 – PRODUCTION NUMBERS
2 – DRIVE PINION GEAR DEPTH VARIANCE
3 – GEAR MATCHING NUMBER (SAME AS RING GEAR
NUMBER)
Fig. 72 Shim Locations
1 – PINION GEAR DEPTH SHIM/OIL BAFFLE
2 – DIFFERENTIAL BEARING SHIM
CLEANING AND INSPECTION (Continued)

PINION DEPTH MEASUREMENT AND ADJUSTMENT
Measurements are taken with pinion bearing cups
and pinion bearings installed in the axle housing.
Take measurements with Pinion Gauge Set and Dial
Indicator C-3339 (Fig. 73).
(1) Assemble Pinion Height Block 6739, Pinion
Block 6733, and rear pinion bearing onto Screw 6741
(Fig. 73).
(2) Insert assembled height gauge components,
rear bearing and screw into axle housing through
pinion bearing cups (Fig. 74).
(3) Install front pinion bearing and Cone-nut 6740
hand tight (Fig. 73).
(4) Place Arbor Disc 6732 on Arbor D-115-3 in posi-
tion in axle housing side bearing cradles (Fig. 75).
Install differential bearing caps on Arbor Discs and
tighten cap bolts to 41 N·m (30 ft. lbs.).
NOTE: Arbor Discs 6732 has different step diame-
ters to fit other axles. Choose proper step for axle
being serviced.
(5) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
(6) Place Scooter Block/Dial Indicator in position
in axle housing so dial probe and scooter block are
flush against the rearward surface of the pinion
PINION GEAR DEPTH VARIANCE
Original Pinion
Gear Depth
Variance
Replacement Pinion Gear Depth Variance
−4 −3 −2 −1 0 +1 +2 +3 +4
+4 +0.008 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0
+3 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 −0.001
+2 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 −0.001 −0.002
+1 +0.005 +0.004 +0.003 +0.002 +0.001 0 −0.001 −0.002 −0.003
0 +0.004 +0.003 +0.002 +0.001 0 −0.001 −0.002 −0.003 −0.004
−1 +0.003 +0.002 +0.001 0 −0.001 −0.002 −0.003 −0.004 −0.005
−2 +0.002 +0.001 0 −0.001 −0.002 −0.003 −0.004 −0.005 −0.006
−3 +0.001 0 −0.001 −0.002 −0.003 −0.004 −0.005 −0.006 −0.007
−4 0 −0.001 −0.002 −0.003 −0.004 −0.005 −0.006 −0.007 −0.008
Fig. 73 Pinion Gear Depth Gauge Tools—Typical
2 – ARBOR
3 – PINION HEIGHT BLOCK
4 – CONE
5 – SCREW
6 – PINION BLOCK
7 – SCOOTER BLOCK
8 – ARBOR DISC
Fig. 74 Pinion Height Block—Typical
1 – PINION BLOCK
ADJUSTMENTS (Continued)

height block (Fig. 73). Hold scooter block in place and
zero the dial indicator face to the pointer. Tighten
dial indicator face lock screw.
(7) With scooter block still in position against the
pinion height block, slowly slide the dial indicator
probe over the edge of the pinion height block.
(8) Slide the dial indicator probe across the gap
between the pinion height block and the arbor bar
with the scooter block against the pinion height block
(Fig. 76). When the dial probe contacts the arbor bar,
the dial pointer will turn clockwise. Bring dial
pointer back to zero against the arbor bar, do not
turn dial face. Continue moving the dial probe to the
crest of the arbor bar and record the highest reading.
If the dial indicator can not achieve the zero reading,
the rear bearing cup or the pinion depth gauge set is
not installed correctly.
(9) Select a shim/oil baffle equal to the dial indica-
tor reading plus the pinion depth variance number
etched in the face of the pinion (Fig. 71). For exam-
ple, if the depth variance is –2, add +0.002 in. to the
dial indicator reading.
186 FBI PINION GEAR DEPTH
GENERAL INFORMATION
Ring gear and pinion are supplied as matched sets
only. The identifying numbers for the ring gear and
pinion are etched into the face of each gear (Fig. 77).
A plus (+) number, minus (–) number or zero (0) is
etched into the face of the pinion gear head. 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 center line of the ring gear to the back face of the
pinion is 92.08 mm (3.625 in.). The standard depth
provides the best gear tooth contact pattern. Refer to
Backlash and Contact Pattern Analysis paragraph in
this section for additional information.
Compensation for pinion depth variance is
achieved with a select shim/oil slinger. The shim/oil
slinger is placed between the rear pinion bearing and
the pinion gear head (Fig. 78).
If a new gear set is being installed, note the depth
variance etched into both the original and replace-
ment pinion. Add or subtract the thickness of the
original depth shims to compensate for the difference
in the depth variances. Refer to the Depth Variance
chart.
Fig. 75 Gauge Tools In Housing—Typical
1 – ARBOR DISC
2 – PINION BLOCK
3 – ARBOR
Fig. 76 Pinion Gear Depth Measurement—Typical
1 – ARBOR
2 – SCOOTER BLOCK
Fig. 77 Pinion Gear ID Numbers
1 – PRODUCTION NUMBERS
2 – DRIVE PINION GEAR DEPTH VARIANCE
3 – GEAR MATCHING NUMBER (SAME AS RING GEAR
NUMBER)

Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus the amount needed.
Note the etched number on the face of the drive
pinion (–1, –2, 0, +1, +2, etc.). The numbers repre-
sent thousands of an inch deviation from the stan-
dard. If the number is negative, add that value to the
required thickness of the depth shim/oil slinger. If
the number is positive, subtract that value from the
thickness of the depth shim/oil slinger. If the number
is 0 no change is necessary.
PINION DEPTH MEASUREMENT AND ADJUSTMENT
Measurements are taken with pinion bearing cups
and pinion bearings installed in the axle housing.
Take measurements with Pinion Gauge Set 6774 and
Dial Indicator C-3339 (Fig. 79).
PINION GEAR DEPTH VARIANCE
Original Pinion
Gear Depth
Variance
Replacement Pinion Gear Depth Variance
−4 −3 −2 −1 0 +1 +2 +3 +4
+4 +0.008 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0
+3 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 −0.001
+2 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 −0.001 −0.002
+1 +0.005 +0.004 +0.003 +0.002 +0.001 0 −0.001 −0.002 −0.003
0 +0.004 +0.003 +0.002 +0.001 0 −0.001 −0.002 −0.003 −0.004
−1 +0.003 +0.002 +0.001 0 −0.001 −0.002 −0.003 −0.004 −0.005
−2 +0.002 +0.001 0 −0.001 −0.002 −0.003 −0.004 −0.005 −0.006
−3 +0.001 0 −0.001 −0.002 −0.003 −0.004 −0.005 −0.006 −0.007
−4 0 −0.001 −0.002 −0.003 −0.004 −0.005 −0.006 −0.007 −0.008
Fig. 79 Pinion Gear Depth Gauge Tools—Typical
2 – ARBOR
4 – CONE
5 – SCREW
6 – PINION BLOCK
7 – SCOOTER BLOCK
8 – ARBOR DISC

(1) Assemble Pinion Height Block 6739, Pinion
Block 6733, and rear pinion bearing onto Screw 6741
(Fig. 79).
(2) Insert assembled height gauge components,
rear bearing and screw into axle housing through
pinion bearing cups (Fig. 80).
(3) Install front pinion bearing and Cone-nut 6740
hand tight (Fig. 79).
(4) Place Arbor Disc 6732 on Arbor D-115-3 in posi-
tion in axle housing side bearing cradles (Fig. 81).
Install differential bearing caps on Arbor Discs and
tighten cap bolts to 41 N·m (30 ft. lbs.).
NOTE: Arbor Discs 6732 has different step diame-
ters to fit other axles. Choose proper step for axle
being serviced.
(5) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
(6) Place Scooter Block/Dial Indicator in position
in axle housing so dial probe and scooter block are
flush against the rearward surface of the pinion
height block (Fig. 79). Hold scooter block in place and
zero the dial indicator face to the pointer. Tighten
dial indicator face lock screw.
(7) With scooter block still in position against the
pinion height block, slowly slide the dial indicator
probe over the edge of the pinion height block.
(8) Slide the dial indicator probe across the gap
between the pinion height block and the arbor bar
with the scooter block against the pinion height block
(Fig. 82). When the dial probe contacts the arbor bar,
the dial pointer will turn clockwise. Bring dial
pointer back to zero against the arbor bar, do not
turn dial face. Continue moving the dial probe to the
crest of the arbor bar and record the highest reading.
If the dial indicator can not achieve the zero reading,
the rear bearing cup or the pinion depth gauge set is
not installed correctly.
(9) Select a shim/oil slinger equal to the dial indi-
cator reading plus the drive pinion depth variance
number etched in the face of the pinion (Fig. 77). For
example, if the depth variance is –2, add +0.002 in.
to the dial indicator reading.
AND GEAR BACKLASH
INTRODUCTION
Differential side bearing preload and gear backlash
is achieved by selective shims positioned behind the
Fig. 80 Pinion Height Block—Typical
1 – PINION BLOCK
Fig. 81 Gauge Tools In Housing—Typical
1 – ARBOR DISC
2 – PINION BLOCK
3 – ARBOR
Fig. 82 Pinion Gear Depth Measurement—Typical
1 – ARBOR
2 – SCOOTER BLOCK

differential side bearing cones. The proper shim
thickness can be determined using slip-fit dummy
bearings D-348 in place of the differential side bear-
ings and a dial indicator C-3339. Before proceeding
with the differential bearing preload and gear back-
lash measurements, measure the pinion gear depth
and prepare the pinion for installation. Establishing
proper pinion gear depth is essential to establishing
gear backlash and tooth contact patterns. After the
overall shim thickness to take up differential side
play is measured, the pinion is installed, and the
gear backlash shim thickness is measured. The over-
all shim thickness is the total of the dial indicator
reading and the preload specification added together.
The gear backlash measurement determines the
thickness of the shim used on the ring gear side of
the differential case. Subtract the gear backlash shim
thickness from the total overall shim thickness and
select that amount for the pinion gear side of the dif-
ferential (Fig. 83). Differential shim measurements
are performed with axle spreader W-129-B removed.
SHIM SELECTION
NOTE: It is difficult to salvage the differential side
bearings during the removal procedure. Install
replacement bearings if necessary.
(1) Remove differential side bearings from differ-
ential case.
(2) Remove factory installed shims from differen-
tial case.
(3) Install ring gear on differential case and
tighten bolts to specification.
(4) Install dummy side bearings D-348 on differen-
tial case.
(5) Install differential case in axle housing.
(6) Install the marked bearing caps in their correct
positions. Install and snug the bolts (Fig. 84).
(7) Using a dead-blow type mallet, seat the differ-
ential dummy bearings to each side of the axle hous-
ing (Fig. 85) and (Fig. 86).
(8) Thread guide stud C-3288-B into rear cover
bolt hole below ring gear (Fig. 87).
Fig. 83 Axle Adjustment Shim Locations
Fig. 84 Tighten Bolts Holding Bearing Caps
1 – BEARING CAP
2 – AXLE HOUSING
Fig. 85 Seat Pinion Gear Side Differential Dummy
Side Bearing
1 – MALLET
2 – AXLE HOUSING

(9) Attach a dial indicator C-3339 to guide stud.
Position the dial indicator plunger on a flat surface
between the ring gear bolt heads (Fig. 87).
(10) Push and hold differential case to pinion gear
side of axle housing (Fig. 88).
(11) Zero dial indicator face to pointer (Fig. 88).
(12) Push and hold differential case to ring gear
side of the axle housing (Fig. 89).
(13) Record dial indicator reading (Fig. 89).
(14) Add 0.008 in. (0.2 mm) to the zero end play
total. This new total represents the thickness of
shims to compress, or preload the new bearings when
the differential is installed.
(15) Rotate dial indicator out of the way on the
guide stud.
(16) Remove differential case and dummy bearings
from axle housing.
Fig. 86 Seat Ring Gear Side Differential Dummy
Side Bearing
1 – AXLE HOUSING
2 – MALLET
Fig. 87 Differential Side play Measurement
2 – AXLE HOUSING
3 – SPECIAL TOOL C-3288–B
Fig. 88 Hold Differential Case and Zero Dial
Indicator
1 – FORCE DIFFERENTIAL CASE TO PINION GEAR SIDE
4 – ZERO DIAL INDICATOR FACE
Fig. 89 Hold Differential Case and Read Dial
Indicator
1 – READ DIAL INDICATOR
2 – FORCE DIFFERENTIAL CASE TO RING GEAR SIDE
3 – AXLE HOUSING

(17) Install the pinion gear in axle housing. Install
the pinion yoke and establish the correct pinion
rotating torque.
(18) Install differential case and dummy bearings
D-348 in axle housing (without shims), install bear-
ing caps and tighten bolts snug.
(19) Seat ring gear side dummy bearing (Fig. 86).
(20) Position the dial indicator plunger on a flat
surface between the ring gear bolt heads. (Fig. 87).
(21) Push and hold differential case toward pinion
gear (Fig. 90).
(25) Subtract 0.002 in. (0.05 mm) from the dial
indicator reading to compensate for backlash between
ring and pinion gears. This total is the thickness
shim required to achieve proper backlash.
(26) Subtract the backlash shim thickness from
the total preload shim thickness. The remainder is
the shim thickness required on the pinion side of the
axle housing.
(27) Rotate dial indicator out of the way on guide
stud.
from axle housing.
(29) Install the selected side bearing shims onto
the differential case hubs.
(30) Install side bearings and cups on differential
case.
(31) Install spreader W-129-B, utilizing some items
from Adapter Set 6987, on axle housing and spread
axle opening enough to receive differential case.
(32) Install differential case into the axle housing.
(33) Remove spreader from axle housing.
(34) Rotate the differential case several times to
seat the side bearings.
(35) Position the indicator plunger against a ring
gear tooth (Fig. 92).
(36) Push and hold ring gear upward while not
allowing the pinion gear to rotate.
(37) Zero dial indicator face to pointer.
(38) Push and hold ring gear downward while not
allowing the pinion gear to rotate. Dial indicator
reading should be between 0.12 mm (0.005 in.) and
0.20 mm (0.008 in.). If backlash is not within specifi-
cations transfer the necessary amount of shim thick-
ness from one side of the axle housing to the other
(Fig. 93).
(39) Verify differential case and ring gear runout
by measuring ring to pinion gear backlash at eight
locations around the ring gear. Readings should not
vary more than 0.05 mm (0.002 in.). If readings vary
more than specified, the ring gear or the differential
case is defective.
After the proper backlash is achieved, perform
Gear Contact Pattern Analysis procedure.
Indicator
3 – PINION GEAR
4 – AXLE HOUSING
Indicator
3 – PINION GEAR
4 – AXLE HOUSING

AND GEAR BACKLASH
INTRODUCTION
Differential side bearing preload and gear backlash
is achieved by selective shims positioned behind the
differential side bearing cones. The proper shim
thickness can be determined using slip-fit dummy
bearings D-348 in place of the differential side bear-
ings and a dial indicator C-3339. Before proceeding
with the differential bearing preload and gear back-
lash measurements, measure the pinion gear depth
and prepare the pinion for installation. Establishing
proper pinion gear depth is essential to establishing
gear backlash and tooth contact patterns. After the
overall shim thickness to take up differential side
play is measured, the pinion is installed, and the
gear backlash shim thickness is measured. The over-
all shim thickness is the total of the dial indicator
reading and the preload specification added together.
The gear backlash measurement determines the
thickness of the shim used on the ring gear side of
the differential case. Subtract the gear backlash shim
thickness from the total overall shim thickness and
select that amount for the pinion gear side of the dif-
ferential (Fig. 94). Differential shim measurements
are performed with axle spreader W-129-B removed.
SHIM SELECTION
NOTE: It is difficult to salvage the differential side
bearings during the removal procedure. Install
replacement bearings if necessary.
(1) Remove differential side bearings from differ-
ential case.
(2) Remove factory installed shims from differen-
tial case.
(3) Install ring gear on differential case and
tighten bolts to specification.
(4) Install dummy side bearings D-348 on differen-
tial case.
Fig. 92 Ring Gear Backlash Measurement
Fig. 93 Backlash Shim Adjustment
Fig. 94 Axle Adjustment Shim Locations

(6) Install the marked bearing caps in their correct
positions. Install and snug the bolts (Fig. 95).
(7) Using a dead-blow type mallet, seat the differ-
ential dummy bearings to each side of the axle hous-
ing (Fig. 96) and (Fig. 97).
(8) Thread guide stud C-3288-B into rear cover
bolt hole below ring gear (Fig. 98).
(9) Attach a dial indicator C-3339 to guide stud.
Position the dial indicator plunger on a flat surface
between the ring gear bolt heads (Fig. 98).
(10) Push and hold differential case to pinion gear
side of axle housing (Fig. 99).
(14) Add 0.008 in. (0.2 mm) to the zero end play
total. This new total represents the thickness of
Fig. 95 Tighten Bolts Holding Bearing Caps
1 – BEARING CAP
2 – AXLE HOUSING
Fig. 96 Seat Pinion Gear Side Differential Dummy
Side Bearing
1 – MALLET
2 – AXLE HOUSING
Fig. 97 Seat Ring Gear Side Differential Dummy
Side Bearing
1 – AXLE HOUSING
2 – MALLET
Fig. 98 Differential Side play Measurement
2 – AXLE HOUSING

shims to compress, or preload the new bearings when
the differential is installed.
(15) Rotate dial indicator out of the way on the
guide stud.
from axle housing.
(17) Install the pinion in the axle housing. Install
the pinion yoke and establish the correct pinion
rotating torque.
(18) Install differential case and dummy bearings
D-348 in axle housing (without shims), install bear-
ing caps and tighten bolts snug.
(19) Seat ring gear side dummy bearing (Fig. 97).
(20) Position the dial indicator plunger on a flat
surface between the ring gear bolt heads. (Fig. 98).
(21) Push and hold differential case toward pinion
gear (Fig. 101).
Indicator
Indicator
3 – AXLE HOUSING
Indicator
3 – PINION GEAR
4 – AXLE HOUSING
Indicator
3 – PINION GEAR
4 – AXLE HOUSING

(25) Subtract 0.002 in. (0.05 mm) from the dial
indicator reading to compensate for backlash between
ring and pinion gears. This total is the thickness
shim required to achieve proper backlash.
(26) Subtract the backlash shim thickness from
the total preload shim thickness. The remainder is
the shim thickness required on the pinion side of the
axle housing.
(27) Rotate dial indicator out of the way on guide
stud.
from axle housing.
(29) Install side bearing shims on differential case
hubs.
(30) Install side bearings and cups on differential
case.
(31) Install spreader W-129-B, utilizing some items
from Adapter Set 6987, on axle housing and spread
axle opening enough to receive differential case.
(33) Remove spreader from axle housing.
(34) Rotate the differential case several times to
seat the side bearings.
(35) Position the indicator plunger against a ring
gear tooth (Fig. 103).
(36) Push and hold ring gear upward while not
allowing the pinion gear to rotate.
(37) Zero dial indicator face to pointer.
(38) Push and hold ring gear downward while not
allowing the pinion gear to rotate. Dial indicator
reading should be between 0.12 mm (0.005 in.) and
0.20 mm (0.008 in.). If backlash is not within specifi-
cations transfer the necessary amount of shim thick-
ness from one side of the axle housing to the other
(Fig. 104).
(39) Verify differential case and ring gear runout
by measuring ring to pinion gear backlash at eight
locations around the ring gear. Readings should not
vary more than 0.05 mm (0.002 in.). If readings vary
more than specified, the ring gear or the differential
case is defective.
After the proper backlash is achieved, perform
Gear Contact Pattern Analysis procedure.
GEAR CONTACT PATTERN ANALYSIS
The ring gear and pinion teeth contact patterns
will show if the pinion depth is correct in the axle
housing. It will also show if the ring gear backlash
has been adjusted correctly. The backlash can be
adjusted within specifications to achieve desired
tooth contact patterns.
(1) Apply a thin coat of hydrated ferric oxide, or
equivalent, to the drive and coast side of the ring
gear teeth.
(2) Wrap, twist, and hold a shop towel around the
pinion yoke to increase the turning resistance of the
pinion. This will provide a more distinct contact pat-
tern.
(3) Using a boxed end wrench on a ring gear bolt,
Rotate the differential case one complete revolution
in both directions while a load is being applied from
shop towel.
The areas on the ring gear teeth with the greatest
degree of contact against the pinion teeth will squee-
gee the compound to the areas with the least amount
of contact. Note and compare patterns on the ring
gear teeth to Gear Tooth Contact Patterns chart (Fig.
105) and adjust pinion depth and gear backlash as
necessary.
Fig. 103 Ring Gear Backlash Measurement
Fig. 104 Backlash Shim Adjustment

Fig. 105 Gear Tooth Contact Patterns

SPECIFICATIONS
181 FBI AXLE
Axle Type . . . . . . . . . . . . . . . . . . . . . . . . . . Hypoid
Lubricant–Std. . . . . SAE Thermally Stable 80W–90
Lubricant–Heavy Duty . . . SAE 75W–140 Synthetic
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 Rotating Torque . . . . . . . . . . . . . . .
Original Bearings . . . . . . . 1–2 N·m (10–20 in. lbs.)
New Bearings . . . . . . . . . 1.5–4 N·m (15–35 in. lbs.)
186 FBI AXLE
Axle Type . . . . . . . . . . . . . . . . . . . . . . . . . . Hypoid
Lubricant–Std. . . . . SAE Thermally Stable 80W–90
Lubricant–Heavy Duty . . . SAE 75W–140 Synthetic
Lube Capacity . . . . . . . . . . . . . . . . 1.18 L (2.5 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 . . . . . . . . . 18.59 cm (7.33 in.)
Backlash . . . . . . . . . . . 0–0.15 mm (0.005–0.008 in.)
Pinion Std. Depth . . . . . . . . . . . 92.1 mm (3.625 in.)
Pinion Bearing Rotating Torque . . . . . . . . . . . . . . .
Original Bearings . . . . . . . 1–2 N·m (10–20 in. lbs.)
New Bearings . . . . . . . . . 1.5–4 N·m (15–35 in. lbs.)
TORQUE
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.)
Axle Nut . . . . . . . . . . . . . . . . 237 N·m (175 ft. lbs.)
Hub 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.)
SPECIAL TOOLS
181 and 186 FBI AXLE
Puller—C-293-PA
Plug—SP-3289
Adapter—C-293-39
Puller—C-452
Wrench—C-3281

Dial Indicator—C-3339
Driver—C-3716-A
Handle—C-4171
Installer—D-146
Remover—D-149
Installer—W-162-D
Cup—8109
Remover/Installer—6289
Installer—6761
Installer—6752
SPECIAL TOOLS (Continued)

Installer Discs—8110
Turnbuckle—6797
Tool Set, Pinion Depth—6774
Gauge Block—6733
Spanner—6958
Installer—C-3972-A
Spreader—W-129-B
Adapter Kit—6987
Pilot Stud—C-3288-B
Remover—D-147

Installer—D-144
Installer—W-262

194 RBI AXLE
TABLE OF CONTENTS
page page
194 RBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
LUBRICANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
TRAC-LOKி DIFFERENTIAL . . . . . . . . . . . . . . . . 66
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 67
GEAR NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
BEARING NOISE . . . . . . . . . . . . . . . . . . . . . . . . . 70
LOW SPEED KNOCK. . . . . . . . . . . . . . . . . . . . . . 70
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
DRIVELINE SNAP . . . . . . . . . . . . . . . . . . . . . . . . 70
TRAC–LOKி DIFFERENTIAL NOISE . . . . . . . . . . 70
TRAC–LOKி TEST . . . . . . . . . . . . . . . . . . . . . . . 71
SERVICE PROCEDURES
LUBRICANT CHANGE . . . . . . . . . . . . . . . . . . . . . 71
REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
PINION SHAFT SEAL. . . . . . . . . . . . . . . . . . . . . . 72
COLLAPSIBLE SPACER. . . . . . . . . . . . . . . . . . . . 74
AXLE SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
AXLE SHAFT SEAL AND BEARING . . . . . . . . . . . 77
DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . . 78
DIFFERENTIAL SIDE BEARINGS . . . . . . . . . . . . . 80
RING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
PINION GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
FINAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 85
TRAC-LOKி DIFFERENTIAL . . . . . . . . . . . . . . . . 87
AXLE COMPONENTS . . . . . . . . . . . . . . . . . . . . . 91
TRAC-LOKி . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
ADJUSTMENTS
PINION GEAR DEPTH . . . . . . . . . . . . . . . . . . . . . 91
DIFFERENTIAL BEARING PRELOAD AND
GEAR BACKLASH. . . . . . . . . . . . . . . . . . . . . . . 94
GEAR CONTACT PATTERN ANALYSIS . . . . . . . . 97
SPECIFICATIONS
194 RBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
194 RBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
SPECIAL TOOLS
194 RBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
194 RBI AXLE
DESCRIPTION
The 194 Rear Beam-design Iron (RBI) axle 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, hypoid gear design, housing has
the centerline of the pinion set below the centerline
of the ring gear.
The axle has a vent hose to relieve internal pres-
sure caused by lubricant vaporization and internal
expansion.
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.
For vehicles equipped with ABS brakes, the axles
have a tone ring pressed onto the axle shaft. Use care
when removing axle shafts to ensure that the tone
wheel or the wheel speed sensor are not damaged.
The 194 RBI axle has the assembly part number
the differential housing by a cover bolt. Build date
identification codes are stamped on the cover side of
an axle shaft tube.
The differential case is a one-piece design. The dif-
ferential pinion mate shaft is retained with a
threaded pin. Differential bearing preload and ring
gear backlash is adjusted by the use of selective
spacer shims. Pinion bearing preload is set and
maintained by the use of a collapsible spacer (Fig. 1).
Axles equipped with a Trac-Lok௢ differential are
optional. A Trac-Lok differential has a one-piece dif-
ferential case, and the same internal components as
a standard differential, plus two clutch disc packs.
OPERATION
The axle receives power from the transmission/
transfer case through the rear propeller shaft. The
rear propeller shaft is connected to the pinion gear
which rotates the differential through the gear mesh
with the ring gear bolted to the differential case. The
engine power is transmitted to the axle shafts
through the pinion mate and side gears. The side
gears are splined to the axle shafts.
XJ 194 RBI AXLE 3 - 65

LUBRICANT
DESCRIPTION
A multi-purpose, hypoid gear lubricant which con-
forms to the following specifications should be used.
Mopar௡ Hypoid Gear Lubricant conforms to all of
these specifications.
• The lubricant should have MIL–L–2105C and
API GL 5 quality specifications.
• Lubricant is a thermally stable SAE 80W–90
gear lubricant.
• Lubricant for axles intended for heavy-duty or
trailer tow use is SAE 75W–140 SYNTHETIC gear
lubricant.
Trac-lok differentials require the addition of 3.5 oz.
of friction modifier to the axle lubricant. The 194 RBI
axle lubricant capacity is 1.66L (3.50 pts.) total,
including the friction modifier if necessary.
CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.
DESCRIPTION
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.
OPERATION
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 pin-
ion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 2).
When turning corners, the outside wheel must
travel a greater distance than the inside wheel 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.
3). 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-LOKி DIFFERENTIAL
DESCRIPTION
In a standard differential, if one wheel spins, the
opposite wheel will generate only as much torque as
the spinning wheel.
1 – PINION GEAR DEPTH SHIM
2 – DIFFERENTIAL BEARING SHIM-PINION GEAR SIDE
3 – RING GEAR
4 – DIFFERENTIAL BEARING SHIM-RING GEAR SIDE
Fig. 2 Differential Operation—Straight Ahead Driving
1 – IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 – PINION GEAR
3 – SIDE GEAR
4 – PINION GEARS ROTATE WITH CASE
3 - 66 194 RBI AXLE XJ

In the Trac-lok௢ differential, part of the ring gear
torque is transmitted through clutch packs which
contain multiple discs. The clutches will have radial
grooves on the plates, and concentric grooves on the
discs or bonded fiber material that is smooth in
appearance.
OPERATION
In operation, the Trac-lok௢ clutches are engaged
by two concurrent forces. The first being the preload
force exerted through Belleville spring washers
within the clutch packs. The second is the separating
forces generated by the side gears as torque is
applied through the ring gear (Fig. 4).
The Trac-lok௢ design provides the differential
action needed for turning corners and for driving
straight ahead during periods of unequal traction.
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 pro-
vided continuously until both wheels loose traction. If
both wheels slip due to unequal traction, Trac-lok௢
operation is normal. In extreme cases of differences
of traction, the wheel with the least traction may
spin.
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.
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.
Axle component breakage is most often the result
of:
• Severe overloading.
• Insufficient lubricant.
• Incorrect lubricant.
• Improperly tightened components.
• Differential housing bores not square to each
other.
Fig. 3 Differential Operation—On Turns
1 – PINION GEARS ROTATE ON PINION SHAFT
Fig. 4 Trac-lokி Limited Slip Differential Operation
1 – CASE
2 – RING GEAR
3 – DRIVE PINION
4 – PINION GEAR
5 – MATE SHAFT
6 – CLUTCH PACK
7 – SIDE GEAR
8 – CLUTCH PACK

DIAGNOSTIC CHART
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment. Correct as
necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load information and
correct as necessary.
4. Excessive gear backlash
between the ring gear and pinion.
4. Check adjustment of the ring gear and
pinion backlash. Correct as necessary.
5. Improper adjustment of pinion
gear bearings.
5. Adjust the pinion bearings pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact
surfaces.
7. Inspect and replace as necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after correcting
tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid excessive
weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid or correct
erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect and
repair clutch as necessary.
Differential Cracked 1. Improper adjustment of the
differential bearings.
1. Replace case and inspect gears and
bearings for further damage. Set differential
bearing pre-load properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears and
bearings for further damage. Set ring gear
backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears and
bearings for further damage. Avoid excessive
vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears and
bearings for further damage. Avoid erratic use
of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill differential with
the correct fluid type and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill differential with
the correct fluid type and quantity.
3. Excessive spinning of one
wheel/tire.
3. Replace scored gears. Inspect all gears,
pinion bores, and shaft for damage. Service
as necessary.

Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct fluid type
and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other gears and
bearings for possible damage.
2. Erratic clutch operation. 2. Replace gears and examine the remaining
parts for damage. Avoid erratic clutch
operation.
3. Ice-spotted pavement. 3. Replace gears and examine remaining
parts for damage.
4. Improper adjustments. 4. Replace gears and examine remaining
parts for damage. Ensure ring gear backlash
is correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct fluid type
and quantity.
2. Improper ring gear and pinion
adjustment.
2. Check ring gear and pinion contact pattern.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched ring gear
and pinion.
4. Worn teeth on ring gear and/or
pinion.
4. Replace ring gear and pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out. Replace
components as necessary.
8. Loose differential bearing cap
bolts.
8. Inspect differential components and replace
as necessary. Ensure that the bearing caps
are torqued tot he proper specification.
9. Housing not machined properly. 9. Replace housing.

GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, tooth contact, worn/damaged
gears, or the carrier housing not having the proper
offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are accelera-
tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then acceler-
ate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak–noise range. If the noise stops or changes
greatly:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight–ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion mate shaft can also cause a
snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant–pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differen-
tial 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 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(s).
• Worn or out–of–balance wheels.
• Loose wheel lug nuts.
• Worn U–joint(s).
• Loose/broken springs.
• Damaged axle shaft bearing(s).
• Loose pinion gear nut.
• Excessive pinion yoke run out.
• Bent axle shaft(s).
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
vibration 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.
• Transmission shift operation.
• 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 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.
TRAC–LOKி DIFFERENTIAL NOISE
The most common problem is a chatter noise when
turning corners. Before removing a 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 Mopar௡ Trac-lok௢ Lubricant (fric-
tion modifier) should be added after repair service or
during a lubricant change.
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. This
will correct the condition in most instances. If the
chatter persists, clutch damage could have occurred.

TRAC–LOKி TEST
WARNING: WHEN SERVICING VEHICLES WITH A
TRAC–LOKி DIFFERENTIAL DO NOT USE THE
ENGINE TO TURN THE AXLE AND WHEELS. BOTH
REAR WHEELS MUST BE RAISED AND THE VEHI-
CLE SUPPORTED. A TRAC–LOKி AXLE CAN
EXERT ENOUGH FORCE IF ONE WHEEL IS IN CON-
TACT WITH A 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 measure-
ment.
(1) Place blocks in front and rear of both front
wheels.
(2) Raise one rear wheel until it is completely off
the ground.
(3) Engine off, transmission in neutral, and park-
ing brake off.
(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. 5).
(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 serviced.
SERVICE PROCEDURES
LUBRICANT CHANGE
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 original sealant from the housing
and cover surfaces.
(6) Apply a bead of Mopar௡ Silicone Rubber Seal-
ant, or equivalent, to the housing cover (Fig. 6).
(7) Install the cover and any identification tag.
Tighten the cover bolts to 41 N·m (30 ft. lbs.) torque.
(8) For Trac–lok௢ differentials, a quantity of
Mopar௡ Trac–lok௢ lubricant (friction modifier), or
equivalent, must be added after repair service or a
lubricant change. Refer to the Lubricant Specifica-
tions section of this group for the quantity necessary.
(9) Fill differential with Mopar௡ Hypoid Gear
Lubricant, or equivalent, to bottom of the fill plug
hole. Refer to the Lubricant Specifications section of
this group for the quantity necessary.
CAUTION: Overfilling the differential can result in
lubricant foaming and overheating.
(10) Install the fill hole plug and lower the vehicle.
(11) Trac–lok௢ differential equipped 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 chat-
ter noise complaint.
Fig. 5 Trac-lokி Test —Typical
1 – SPECIAL TOOL 6790 WITH BOLT IN CENTER HOLE
2 – TORQUE WRENCH
Fig. 6 Apply Sealant
1 – SEALANT
2 – AXLE HOUSING COVER

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2000 JEEP CHEROKEE Service Repair Manual

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2000 JEEP CHEROKEE Service Repair Manual