oil CHEVROLET DYNASTY 1993 User Guide

DRIVETRAIN INDEX
page page
Automatic Transaxle ...................... 16
Automatic Transaxle Floor Shift .............. 16
Clutch and Gearshift Linkage ............... 16
Drive Shaft Cv and Tripod Joint Boots ........ 17 Front Wheel Bearings
..................... 17
Manual Transaxle ........................ 16
Tires .................................. 17
CLUTCH AND GEARSHIFT LINKAGE
If the clutch or gearshift begins to operate with dif-
ficulty, squeak or grunt, the cables and linkage
should be lubricated before service replacement is
performed. For proper lubrication and service proce-
dures refer to Group 6, Clutch, or Group 21, Manual
Transaxle.
MANUAL TRANSAXLE
The manual transaxle should be inspected for oil
leaks and proper oil level when other under vehicle
service is performed. To inspect the transaxle oil
level, position the vehicle on a level surface. Remove
fill plug (Fig. 1) from the transaxle side cover. The
oil level should not be below 4 mm (3/16 in) from the
bottom of the oil fill opening. The manual transaxle does not require periodic
maintenance. The oil should be changed only when
water contamination is suspected. If oil has a foamy
or milky appearance it probably is contaminated. A
circular magnet located behind the differential cover
collects metallic particles circulating in the oil. For
proper diagnostic and service procedures, refer to
Group 21, Manual Transaxle.
SELECTING MANUAL TRANSAXLE OIL
Chrysler Corporation recommends Mopar Engine
Oil, SG or SG/CD SAE 5W-30, or equivalent, be used
to fill a 5-speed transaxle.
AUTOMATIC TRANSAXLE FLOOR SHIFT
If the automatic transaxle floor shift mechanism
becomes difficult to operate or starts to make objec-
tionable noise, the mechanism should be lubricated
before service repair is performed. To lubricate the
shift mechanism, remove console as necessary. Refer
to Group 23, Body. Apply a film of Mopar Multipur-
pose Grease or equivalent, to slide surfaces and pawl
spring. For additional information, refer to Group 21,
Transaxle.
AUTOMATIC TRANSAXLE
The automatic transaxle should be inspected for
fluid leaks and proper fluid level when other under
hood service is performed.
CAUTION: To minimize fluid contamination, verify
that dipstick is seated in the fill hole or tube after
fluid level reading is taken.
TO INSPECT THE TRANSAXLE FLUID LEVEL: (1) Position the vehicle on a level surface.
(2) Start engine and allow to idle in PARK for at
least 60 seconds. The warmer the transaxle fluid, the
more accurate the reading. (3) While sitting in driver seat, apply brakes and
place gear selector in each position. Return gear se-
lector to park. (4) Raise hood and remove transaxle fluid level in-
dicator (dipstick) and wipe clean with a suitable
cloth. (5) Install dipstick and verify it is seated in fill
hole or tube (Fig. 2 or 3).
CAUTION: Do not overfill automatic transaxle, leak-
age or damage can result.
(6) Remove dipstick, with handle above tip, take
fluid level reading (Fig. 4). If the vehicle has been
driven for at least 15 minutes before inspecting fluid
level, transaxle can be considered hot and reading
should be above the WARM mark. If vehicle has run
for less than 15 minutes and more than 60 seconds
transaxle can be considered warm and reading
Fig. 1 Manual Transaxle Fill Plug
0 - 16 LUBRICATION AND MAINTENANCE Ä

should be above ADD mark. Add fluid only if level is
below ADD mark on dipstick when transaxle is
warm.The automatic transaxle does not require periodic
maintenance when used for general transportation. If
the vehicle is subjected to severe service conditions,
the automatic transaxle will require fluid/filter
change and band adjustments every 24 000 km
(15,000 miles). For additional information, refer to
Severe Service paragraph and Lubrication and Main-
tenance Schedules in General Information section of
this group. The fluid and filter should be changed
when water contamination is suspected. If fluid has
foamy or milky appearance, it is probably contami-
nated. If the fluid appears brown or dark and a foul
odor is apparent, the fluid is burned, transaxle re-
quires maintenance or service. A circular magnet lo-
cated in the transaxle pan, collects metallic particles
circulating in the oil. For proper diagnostic and ser-
vice procedures, refer to Group 21, Automatic Tran-
saxle.
SELECTING AUTOMATIC TRANSAXLE FLUID
Chrysler Corporation recommends Mopar ATF Plus
(automatic transmission fluid type 7176) be used to
add to or replace automatic transaxle fluid. If ATF
Plus is not available use Mopar Dexron II tAuto-
matic Transmission Fluid or equivalent.
DRIVE SHAFT CV AND TRIPOD JOINT BOOTS
The front drive shaft constant velocity and tripod
joint boots (Fig. 5) should be inspected when other
under vehicle service is performed. Inspect boots for
cracking, tears, leaks or other defects. If service re-
pair is required, refer to Group 2, Suspension.
FRONT WHEEL BEARINGS
The front wheel bearings are permanently sealed,
requiring no lubrication. For proper diagnostic and
service procedures refer to Group 2, Suspension.
TIRES
The tires should be inspected at every engine oil
change for proper inflation and condition. The tires
should be rotated at the distance intervals described
in the Lubrication and Maintenance Schedules of the
General Information section in this group. For tire
inflation specifications refer to the Owner's Manual.
A Tire Inflation sticker is located in the driver door
opening. For proper diagnostic procedures, see Group
22, Wheels and Tires.Fig. 2 3-speed Automatic Transaxle Fill hole
Fig. 3 4-speed Automatic Transaxle Fill tube
Fig. 4 Automatic Transaxle DipstickÐTypical
Fig. 5 Drive Shaft Boots
Ä LUBRICATION AND MAINTENANCE 0 - 17

CHASSIS AND BODY INDEX
page page
Body Lubrication ......................... 22
Brakes ................................ 21
Headlamps ............................. 22
Lower Ball Joints ......................... 19 Power Steering
.......................... 19
Rear Wheel Bearings ..................... 20
Steering Linkage ......................... 19
STEERING LINKAGE
INSPECTION
The steering linkage and steering gear should be in-
spected for wear, leaks or damage when other under ve-
hicle service is performed. The rack and pinion steering
gear end boots should not have excess oil or grease res-
idue on the outside surfaces or surrounding areas
(Fig.1). If boot is leaking, it should be repaired. For
proper service procedures, see Group 19, Steering.
The tie rod end seal should fit securely between the
steering knuckle and tie rod end (Fig.2). The steering
linkage should be lubricated at the time and distance
intervals described in the Lubrication and Mainte-
nance Schedules. Refer to General Information sec-
tion of this group.
TIE ROD END LUBRICATION
Lubricate the steering linkage with Mopar, Multi-
mileage Lube or equivalent. Using a wiping cloth,
clean grease and dirt from around grease fitting and
joint seal. Using a grease gun, fill tie rod end until
lubricant leaks from around the tie rod end side of
the seal (Fig.2). When lube operation is complete,
wipe off excess grease.
LOWER BALL JOINTS
INSPECTION
The front suspension lower ball joints should be in-
spected for wear, leaks or damage when other under ve- hicle service is performed. The ball joint seal should fit
securely between the steering knuckle and lower control
arm (Fig. 3). The ball joints should be lubricated at the
time and distance intervals described in the Lubrication
and Maintenance Schedules. Refer to the General Infor-
mation section of this group.
BALL JOINT LUBRICATION
CAUTION: Do not over fill ball joint with grease,
damage to seal can result.
Lubricate the ball joints with Mopar, Multi-mile-
age Lube or equivalent. Using a wiping cloth, clean
grease and dirt from around grease fitting and joint
seal. Using a grease gun, fill ball joint until seal
starts to swell (Fig. 3). When lube operation is com-
plete, wipe off excess grease.
POWER STEERING
The power steering fluid level should be inspected
when other under hood service is performed. If the
fluid level is low and system is not leaking, use Mo-
par, Power Steering Fluid or equivalent. The power
steering system should be inspected for leaks when
other under vehicle service is performed. For proper
service procedures, refer to Group 19, Steering.Fig. 1 Inspect Steering Linkage
Fig. 2 Tie Rod End Lubrication
Ä LUBRICATION AND MAINTENANCE 0 - 19

The power steering pump drive belt should be in-
spected at the time and distance interval described in
the Lubrication and Maintenance Schedules. Refer to
the General Information section of this group.
POWER STEERING FLUID INSPECTION
WARNING: ENGINE MUST NOT BE RUNNING WHEN
INSPECTING POWER STEERING FLUID LEVEL,
PERSONAL INJURY CAN RESULT.
CAUTION: Do not over fill power steering reservoir
when adding fluid, seal damage and leakage can re-
sult.
TO INSPECT FLUID LEVEL:
(1) Position vehicle on a level surface with engine
at normal running temperature. (2) Turn OFF engine and remove ignition key.
(3) Using a wiping cloth, clean oil and dirt residue
from around power steering reservoir cap. (4) Remove reservoir cap or dipstick and wipe off
fluid. (5) Install cap or dipstick.
(6) Remove cap or dipstick. Holding handle or cap
above tip of dipstick, read fluid level (Fig. 4, 5, or 6).
Add fluid if reading is below cold level mark on dip-
stick.
REAR WHEEL BEARINGS
INSPECTION
The rear wheel bearings should be packed with
new lubricant at the distance interval described in the Lubrication and Maintenance Schedules. Refer to
the General Information section of this group. The
bearings should be inspected for contamination and
wear before they are cleaned. Slight discoloration of
bearing rollers and race cup is normal. If metal
Fig. 3 Ball Joint Lubrication
Fig. 4 Power Steering Reservoir DipstickÐ2.2L or 2.5L Engine
Fig. 5 Power Steering Reservoir DipstickÐ3.0L Engine
Fig. 6 Power Steering Reservoir DipstickÐ3.3L or3.8L Engine
0 - 20 LUBRICATION AND MAINTENANCE Ä

BRAKE RESERVOIR LEVEL INSPECTION
WARNING: DO NOT ALLOW PETROLEUM OR WATER
BASE LIQUIDS TO CONTAMINATE BRAKE FLUID,
SEAL DAMAGE AND BRAKE FAILURE CAN RESULT.
RELIEVE PRESSURE IN ANTI-LOCK BRAKE SYS-
TEM BEFORE ADDING BRAKE FLUID TO RESER-
VOIR. IF NOT, BRAKE FLUID COULD DISCHARGED
FROM THE RESERVOIR POSSIBLY CAUSING PER-
SONAL INJURY.
The brake reservoir level should be inspected when
other under hood service is performed. It is normal
for the reservoir level to drop as disc brake pads
wear. When fluid must be added, use Mopar, Brake
Fluid or equivalent. Use only brake fluid conforming
to DOT 3, Federal, Department of Transportation
specification. To avoid brake fluid contamination, use
fluid from a properly sealed container. On vehicles with anti-lock brakes, depressurize the
system before inspecting fluid level. Turn OFF the
ignition and remove the key. Pump the brake pedal
at least 50 times to relieve the pressure in the sys-
tem.
On all vehicles, if fluid should become low after sev-
eral thousand kilometers (miles), fill the reservoir to
level marks on the side of the reservoir (Fig. 8 or 9).
HEADLAMPS
The headlamps should be inspected for intensity
and aim whenever a problem is suspected. When lug-
gage compartment is heavily loaded, the headlamp
aim should be adjusted to compensate for vehicle
height change. For proper service procedures, refer to
Group 8L, Lamps. DRIVER SUPPLEMENTAL AIRBAG SYSTEM
If the AIRBAG indicator lamp does not light at all,
stays lit or lights momentarily or continuously while
driving, a malfunction may have occurred. Prompt service is required. Refer to Group 8M, Restraint
Systems for proper diagnostic procedures.
BODY LUBRICATION
Body mechanisms and linkages should be inspected,
cleaned and lubricated as required to maintain ease of
operation and to prevent corrosion and wear. Before a component is lubricated, oil, grease and dirt
should be wiped off. If necessary, use solvent to clean
component to be lubricated. After lubrication is com-
plete, wipe off excess grease or oil. During winter season, external lock cylinders should
be lubricated with Mopar, Lock Lubricant or equiva-
lent to ensure proper operation when exposed to water
and ice. To assure proper hood latching component operation,
use engine oil to lubricate the lock, safety catch and
hood hinges when other under hood service is per-
formed. Mopar, Multi-purpose Grease or equivalent
should be applied sparingly to all pivot and slide
contact areas.
USE ENGINE OIL ON:
² Door hingesÐHinge pin and pivot points.
² Hood hingesÐPivot points.
² Luggage compartment lid hingesÐPivot points.
USE MOPAR LUBRIPLATE OR EQUIVALENT ON:
² Door check straps.
² Hood counterbalance springs.
² Luggage compartment lid latches.
² Luggage compartment lid prop rod pivots.
² Ash tray slides.
² Fuel Fill Door latch mechanism.
² Park brake mechanism.
² Front seat tracks.
Fig. 8 Anti-lock Brake Reservoir
Fig. 9 Master Cylinder Brake ReservoirÐExcept
Anti-lock
0 - 22 LUBRICATION AND MAINTENANCE Ä

FRONT SUSPENSION
FRONT SUSPENSION MAJOR COMPONENTS (FIG. 2)
STRUT SUPPORT
The system is supported by coil springs positioned
offset around the struts. The springs are contained
between an upper seat, located just below the top
strut mount assembly (Fig. 2) and a lower spring
seat on the strut lower housing. The top of each strut assembly is bolted to the up-
per fender reinforcement (shock tower) through a
rubber isolated mount. The bottom attaches to the top of the steering
knuckle with two through bolts. On some vehicles,
one bolt has an eccentric cam located below the head
of the bolt for camber adjustment. On the other ve-
hicles the camber adjustment is done by manually
moving the steering knuckle within the strut assem-
bly. Caster is a fixed setting on all vehicles and is
not adjustable.
STEERING KNUCKLE
The steering knuckle is a single casting with legs
machined for attachment to the strut damper, steer-
ing linkage, brake adaptor, and lower control arm
ball joint. The knuckle also holds the front drive hub
bearing. The hub is positioned through the bearing
and knuckle, with the constant velocity stub shaft
splined through the hub.
LOWER CONTROL ARM
The lower control arm is a steel casting with 2
large spool type rubber pivot bushings. The lower
control arm is bolted to the crossmember with pivot
bolts through the center of the rubber pivot bush-
ings. The ball joint is pressed into the control arm and
has a non-tapered stud with a notch for clamp bolt
clearance. The stud is clamped and locked into the
steering knuckle leg with a clamp bolt. The lower control arms are inter-connected through
a rubber isolated sway bar (Fig. 2).
DRIVESHAFTS
A left and right driveshaft is attached inboard to
the transaxle differential side gears, and outboard to
the driven wheel hub. To deliver driving force from the transaxle to the
front wheels during turning maneuvers and suspen-
sion movement. Both shafts are constructed with con-
stant velocity universal joints at both ends. Both shafts have a Tripod (sliding) joint at the
transaxle end and Rzeppa joints (with splined stub
shafts) on the hub ends. Due to the transaxle loca-
tion the connecting shafts between the C/V joints are
of different length and construction. The right shaft
is longer and of tubular construction. The left shaft
is solid.
2 - 2 SUSPENSION AND DRIVESHAFTS Ä

FRONT SUSPENSION SERVICE PROCEDURES INDEX
page page
Ball Joints .............................. 13
Hub and Bearing Assembly ................. 20
Knuckle (Front Suspension) ................. 16
Lower Control Arm ....................... 10
Lower Control Arm Pivot Bushings ........... 11 Shock Absorbers (Strut Damper)
............. 10
Strut Damper Assembly ..................... 7
Suspension Coil Springs .................... 9
Sway Bar .............................. 14
Wheel Alignment .......................... 5
WHEEL ALIGNMENT
Front wheel alignment is the proper adjustment of
all interrelated front suspension angles. These angles
are what affects the running and steering of the
front wheels of the vehicle. The method of checking front alignment will vary
depending on the type of equipment being used. The
instructions furnished by the manufacturer of the
equipment should always be followed. With the ex-
ception that the alignment specifications recom-
mended by Chrysler Corporation be used. There are six basic factors which are the founda-
tion to front wheel alignment. These are height,
caster, camber, toe-in, steering axis inclination and
toe-out on turns. Of the six basic factors only camber
and toe in are mechanically adjustable (Fig. 1)
CAUTION: Do not attempt to modify any suspen-
sion or steering components by heating or bending
of the component.
Wheel alignment adjustments and checks should be
made in the following sequence. (1) Camber
(2) Toe
Camber is the number of degrees the top of the
wheel is tilted inward or outward from true vertical.
Inward tilt is negative camber. Outward tilt is posi-
tive camber. Excessive camber is a tire wear factor: negative
camber causes wear on the inside of the tire, while
positive camber causes wear to the outside. Toe
is measured in degrees or inches and is the
distance the front edges of the tires are closer (or far-
ther apart) than the rear edges. See Front Wheel
Drive Specifications for Toesettings.
PRE-ALIGNMENT
Before any attempt is made to change or correct
the wheel alignment factors. The following inspection
and necessary corrections must be made on those
parts which influence the steering of the vehicle. (1) Check and inflate tires to recommended pres-
sure. All tires should be the same size and in good
condition and have approximately the same wear.
Note type of tread wear which will aid in diagnosing,
see Wheels and Tires, Group 22. (2) Check front wheel and tire assembly for radial
runout. (3) Inspect lower ball joints and all steering link-
age for looseness. (4) Check for broken or sagged front and rear
springs. Front suspension must only be checked after the
vehicle has had the following checked or adjusted.
Tires set to recommended pressures, full tank of fuel,
no passenger or luggage compartment load and is on
a level floor or alignment rack. Just prior to each alignment reading. The vehicle
should be bounced (rear first, then front) by grasping
bumper at center and jouncing each end an equal
number of times. Always release bumpers at bottom
of down cycle.
Ä SUSPENSION AND DRIVESHAFTS 2 - 5

INSPECTION
Inspect for evidence of fluid running from the up-
per end of the reservoir. (Actual leakage will be a
stream of fluid running down the side and dripping
off lower end of unit). A slight amount of seepage be-
tween the strut rod and strut shaft seal is not un-
usual and does not affect performance of the strut
assembly.
INSTALLATION
(1) Install unit into fender reinforcement and in-
stall retaining nuts and washer assemblies (Fig. 1).
Tighten the 3 nuts to 27 N Im (20 ft. lbs.) torque.
(2) Position steering knuckle neck into strut as-
sembly. Position washer plate and install cam and
knuckle bolts (Fig. 4). (3) Attach brake hose retainer to damper, tighten
the screw to 13 N Im (10 ft. lbs.) torque (Fig. 4).
(4) Index strut to original outline on the knuckle
neck, or align mark on cam bolt with the mark that
was put on the strut to steering knuckle bracket
(Fig. 4). (5) Plac e a 4 inch (or larger) C clamp on the strut
and knuckle as shown in (Fig. 5). Tighten the clamp
just enough to eliminate any looseness between the
knuckle and the strut. Check alignment of the index marks and tighten the bolts to 100 N
Im (75 ft. lbs.)
plus 1/4 turn beyond specified torque. Remove the
(C) clamp.
(6) Install wheel and tire assembly. Tighten the
wheel nuts to 129 N Im (95 ft. lbs.) torque.
DISASSEMBLY (STRUT DAMPER)
(1) Compress front coil spring with Spring Com-
pressor, Special Tool C-4838 (Fig. 6).
(2) Hold end of strut shaft from rotating with
wrench, while loosening strut shaft nut. Remove nut
from shaft (Fig. 7). (3) Remove the upper strut mount from the strut
assembly. (4) Remove coil spring from the strut assembly.
Mark spring for installation back on the same
side of the vehicle (Fig. 11).
CAUTION: see Suspension Coil Springs before re-
leasing coil from Tool C-4838.
(5) Inspect strut damper, mount assembly (Fig. 8)
for:
Fig. 4 Strut Damper Removal
Fig. 5 Strut Damper Installation
Fig. 6 Compressing Coil Spring
2 - 8 SUSPENSION AND DRIVESHAFTS Ä

(a) Severe deterioration of rubber isolator; re-
tainers for cracks and distortion and bond failure of
retainers and rubber isolators. (b) Bearings for binding.
(c) Shock Absorber for flat spots over full stroke
also see, Shock Absorbers, (strut damper).
ASSEMBLE (STRUT DAMPER)
(1) Mount the strut assembly in a vertical position.
(2) Place the compressed spring onto the strut as-
sembly, so the end of the coil is seated in the seat re-
cess in lower spring mount (Fig. 9). (3) Install the dust shield, isolator (if so equipped)
jounce bumper, spacer (as required), and spring seat
onto the top of the strut shaft (Fig. 8). (4) Position top spring seat alignment tab correctly
with respect to bottom bracket (Fig. 9). (5) Install the rebound retainer and shaft nut (Fig.
8). (6) Tighten the strut shaft nut using, Strut Rod
Socket And Holder, Special Tool L-4558. Torque strut
shaft nut to 75 N Im (55 ft. lbs.) plus 1/4 turn (Fig. 10).
WARNING: THIS STEP MUST BE DONE BEFORE
SPRING COMPRESSOR, SPECIAL TOOL C-4838 IS
RELEASED FROM THE COIL SPRING.
(7) Verify coil spring is aligned correctly with respect
to bottom bracket (Fig. 9). (8) Release Spring Compressor Tool C-4838.
SUSPENSION COIL SPRINGS
Springs are rated separately for each side of vehicle
depending on optional equipment and type of service.
During service procedures where both springs are
removed, mark springs (Chalk, Tape, etc.) (Fig. 11) to
ensure installation in original position. If the coils
springs require replacement. Be sure that the
springs needing replacement, are replaced with
springs meeting the correct load rating for the
vehicle and its specific options. During service procedures requiring the re-
moval or installation of a coil spring with Spring
Fig. 7 Loosening Strut Assembly Shaft Nut
Fig. 8 Mount Assembly
Fig. 9 Spring Seat Alignment Notch Position to Bracket
Fig. 10 Tighten Strut Rod Nut with Tool
Ä SUSPENSION AND DRIVESHAFTS 2 - 9

Compressor, Special Tool C-4838. It is required
that five coils be captured within the jaws of the
tool (Fig. 11).
SPRING RETAINER UPPER
Ensure that upper spring retainer is positioned
properly, see; step (4), Assemble (Strut Damper).
SPRING SEAT LOWER
During assembly of the coil spring to strut damper.
Ensure that lower coil spring end is seated in strut
damper spring seat recess refer to (Fig. 9) in assem-
ble (Strut Damper) section.
SHOCK ABSORBERS (Strut Damper)
INSPECTION
Inspect for evidence of fluid leaking from around
the strut assembly shaft seal at the upper end of the
reservoir. (Actual leakage will be a stream of fluid
running down the side and dripping off lower end of
unit. A slight amount of seepage around the strut
rod is not unusual and does not affect performance.
LOWER CONTROL ARM
The lower control arm if damaged, is serviced only
as a complete component. Do not attempt to repair or
straighten a broken or bent lower control arm. The serviceable components of the lower control
arm are, the ball joint assembly, and both pivot
bushings. The service procedure to replace these com-
ponents is detailed in the specific component sections
of this group.
REMOVAL (ASSEMBLY)
(1) Raise vehicle. See Hoisting in Lubrication,
Group 0 of this service manual. (2) Remove the ball joint stud to steering knuckle
clamp nut and bolt (Fig. 1). (3) Remove the sway bar to lower control arm re-
tainer on both sides of the vehicle (Fig. 2). Then ro-
tate the sway bar down away from the lower control
arms. (4) Separate the steering knuckle from the ball
joint stud (Fig. 1). (5) Remove the front and rear control arm pivot
bushing to crossmember attaching nuts and bolts
(Fig. 2). Then remove the lower control arm from the
crossmember.
CAUTION: Pulling steering knuckle out from vehicle
after releasing from ball joint can separate inner
C/V joint. See Driveshafts.
Fig. 11 Identifying Coil Springs
Fig. 1 Control Arm To Steering Knuckle Attachment
Fig. 2 Lower Control Arm Typical
2 - 10 SUSPENSION AND DRIVESHAFTS Ä