wheel CHRYSLER VOYAGER 2001 Owners Manual

CONDITION POSSIBLE CAUSES CORRECTION
Excessive Steering Free
Play1. Incorrect Steering Gear Adjustment 1. Adjust Or Replace Steering Gear
2. Worn or loose tie rod ends 2. Replace or tighten tie rod ends
3. Loose steering gear mounting bolts 3. Tighten steering gear bolts to specified
torque
4. Loose or worn steering shaft coupler 4. Replace steering shaft coupler
Excessive Steering Effort 1. Low tire pressure 1. Inflate all tires to recommended
pressure
2. Lack of lubricant in steering gear 2. Replace steering gear
3. Low power steering fluid level 3. Fill power steering fluid reservoir to
correct level
4. Loose power steering pump drive
belt4. Correctly adjust power steering pump
drive belt
5. Lack of lubricant in ball joints 5. Lubricate or replace ball joints
6. Steering gear malfunction 6. Replace steering gear
7. Lack of lubricant in steering coupler 7. Replace steering coupler
STANDARD PROCEDURE - WHEEL ALIGNMENT
PRE-WHEEL ALIGNMENT INSPECTION
Before any attempt is made to change or correct
the wheel alignment, the following inspection and
necessary corrections must be made to ensure proper
alignment.
(1) Verify that the fuel tank is full of fuel. If the
tank is not full, the reduction in weight will affect
the curb height of the vehicle and the alignment
angles.
(2) The passenger and luggage compartments of
the vehicle should be free of any load that is not fac-
tory equipment.
(3) Check the tires on the vehicle. All tires must be
the same size and in good condition with approxi-
mately the same amount of tread wear. Inflate all
the tires to the recommended air pressure.
(4) Check the front wheel and tire assemblies for
excessive radial runout.
(5) Inspect lower ball joints and all steering link-
age for looseness, binding, wear or damage. Repair as
necessary.
(6) Check suspension fasteners for proper torque
and retighten as necessary.
(7) Inspect all suspension component rubber bush-
ings for signs of wear or deterioration. Replace any
faulty bushings or components before aligning the
vehicle.
(8) Check the vehicle's curb height to verify it is
within specifications. Refer to Curb Height Measure-
ment.
WHEEL ALIGNMENT SETUP
(1) Position the vehicle on an alignment rack.
(2) Install all required alignment equipment on
the vehicle per the alignment equipment manufactur-
er's instructions. On this vehicle, a four-wheel align-
ment is recommended.
NOTE: Prior to reading the vehicle's alignment
readouts, the front and rear of vehicle should be
jounced. Induce jounce (rear first, then front) by
grasping the center of the bumper and jouncing
each end of vehicle an equal number of times. The
bumper should always be released when vehicle is
at the bottom of the jounce cycle.
(3) Read the vehicle's current front and rear align-
ment settings. Compare the vehicle's current align-
ment settings to the vehicle specifications for camber,
caster and toe-in. (Refer to 2 - SUSPENSION/
WHEEL ALIGNMENT - SPECIFICATIONS)
(4) If front camber and caster are not within spec-
ifications, proceed to CAMBER AND CASTER below.
If caster and camber are within specifications, pro-
ceed to TOE which can be found following CAMBER
AND CASTER. Rear camber, caster and toe are not
adjustable. If found not to be within specifications,
reinspect for damaged suspension or body compo-
nents and replace as necessary.
CAMBER AND CASTER
Camber and caster settings on this vehicle are
determined at the time the vehicle is designed, by
the location of the vehicle's suspension components.
This is referred to as NET BUILD. The result is no
RSWHEEL ALIGNMENT2-51
WHEEL ALIGNMENT (Continued)

required adjustment of camber and caster after the
vehicle is built or when servicing the suspension
components. Thus, when performing a wheel align-
ment, caster and camber are not normally considered
adjustable angles. Camber and caster should be
checked to ensure they meet vehicle specifications.
If front camber is found not to meet alignment
specifications, it can be adjusted using an available
camber adjustment bolt package. Before installing a
camber adjustment bolt package on a vehicle found
to be outside the specifications, inspect the suspen-
sion components for any signs of damage or bending.
CAUTION: Do not attempt to adjust the vehicles
wheel; alignment by heating, bending or by per-
forming any other modification to the vehicle's front
suspension components or body.
If camber readings are not within specifications,
use the following procedure to install the front cam-
ber adjustment bolt package and then adjust front
camber.
CAMBER ADJUSTMENT BOLT PACKAGE INSTALLATION
The camber adjustment bolt package contains 2
flange bolts, 2 cam bolts, 2 dog bone washers, and 4
nuts. This package services both sides of the vehicle.
Use the package to attach the strut clevis bracket to
the steering knuckle after the strut clevis bracket
has been modified. To install and adjust the camber
adjustment bolt package, follow the procedure below.
(1) Raise the vehicle until its tires are not support-
ing the weight of the vehicle.
(2) Remove the front tire and wheel assemblies.
CAUTION: When removing the steering knuckle
from the strut clevis bracket, do not put a strain on
the brake flex hose. Also, do not let the weight of
the steering knuckle assembly be supported by the
brake flex hose when removed from the strut
assembly. If necessary use a wire hanger to sup-
port the steering knuckle assembly or if required
remove the brake flex hose from the caliper assem-
bly.
CAUTION: The knuckle to strut assembly attaching
bolt shanks are serrated and must not be turned
during removal. Remove the nuts while holding the
bolts stationary.
(3) Remove the top and bottom, strut clevis
bracket to steering knuckle attaching bolts (Fig.
7)and discard. Separate the steering knuckle from
the strut clevis bracket and position steering knuckle
so it is out of the way of the strut.CAUTION: When slotting the bottom mounting hole
on the strut clevis bracket, do not enlarge the hole
beyond the indentations on the sides of the strut
clevis bracket (Fig. 8).
(4) Using an appropriate grinder and grinding
wheel, slot the bottom hole in both sides of the strut
clevis bracket (Fig. 8).
Fig. 7 Clevis Bracket To Steering Knuckle Attaching
Bolts
1 - STRUT CLEVIS BRACKET
2 - ATTACHING BOLTS
3 - TIE ROD END
4 - ROTOR
5 - STEERING KNUCKLE
Fig. 8 Strut Clevis Bracket Bolt Hole Grinding Area
1 - UPPER STRUT TO STEERING KNUCKLE ATTACHING HOLE
2 - CAMBER ADJUSTMENT SLOT INDENTATION AREA ON
CLEVIS BRACKET
3 - LOWER STRUT TO STEERING KNUCKLE ATTACHING HOLE
4 - STRUT CLEVIS BRACKET
2 - 52 WHEEL ALIGNMENTRS
WHEEL ALIGNMENT (Continued)

CAUTION: After slotting the strut clevis bracket
hole, do not install the original attaching bolts when
assembling the steering knuckle to the strut assem-
bly. Only the flange bolts, cam bolts, and dog bone
washers from the service package must be used to
attach the steering knuckle to the strut after the
mounting hole is slotted.
(5) Position the knuckle back into the strut clevis
bracket. Install a flanged bolt from the service pack-
age into the upper mounting hole. Install a cam bolt
into the bottom mounting hole. Both bolts should
point forward once installed (Fig. 9).
(6) Install a dog bone washer on the steering
knuckle to strut clevis bracket attaching bolts, then
install the nuts onto the bolts from the service pack-
age (Fig. 10). Tighten the bolts just enough to hold
the steering knuckle in position when adjusting cam-
ber, while still allowing the steering knuckle to move
in clevis bracket.
(7) Repeat the procedure to the other side strut
clevis bracket.
(8) Reinstall both front tire and wheel assemblies
and tighten to specifications.
(9) Lower the vehicle. Jounce the front and rear of
vehicle an equal amount of times.
(10) Adjust the front camber to the preferred set-
ting by rotating the lower eccentric cam bolt against
the cam stop areas on the strut clevis bracket (Fig.
11). When camber is set, tighten the upper strut cle-
vis bracket bolt and lower cam bolt. Again jounce
front and rear of vehicle an equal amount of times
and verify front camber setting. Torque both frontstrut to steering knuckle attaching bolts to 81 N´m
(60 ft. lbs.) plus an additional 1/4 (90É) turn after the
required torque is met.
(11) If toe readings obtained are not within the
required specification range, adjust toe to meet the
preferred specification setting. Toe is adjustable
using the following procedure.
TOE
(1) Center the steering wheel and lock in place
using a steering wheel clamp.
Fig. 9 Package Bolts Correctly Installed (Left Side
Shown)
1 - STEERING KNUCKLE
2 - FLANGED BOLT IN TOP HOLE
3 - CAM BOLT IN BOTTOM HOLE
4 - STRUT CLEVIS BRACKET
Fig. 10 Dog Bone Washer And Nuts Installed
1 - STEERING KNUCKLE
2 - DOG BONE WASHER
3 - STRUT CLEVIS BRACKET
4 - ATTACHING NUTS
Fig. 11 Camber Adjustment Cam Bolt
1 - STEERING KNUCKLE
2 - CLEVIS BRACKET CAM STOP AREAS
3 - LOWER ECCENTRIC CAMBER ADJUSTMENT BOLT
RSWHEEL ALIGNMENT2-53
WHEEL ALIGNMENT (Continued)

CAUTION: Do not twist front inner tie rod to steer-
ing gear rubber boots during front wheel Toe
adjustment.
(2) Loosen front inner to outer tie rod end jam
nuts (Fig. 12). Grasp inner tie rods at serrations and
rotate inner tie rods of steering gear (Fig. 12) to set
front toe to the preferred toe specification. (Refer to 2
- SUSPENSION/WHEEL ALIGNMENT - SPECIFI-
CATIONS)
(3) Tighten tie rod jam nuts (Fig. 12) to 75 N´m
(55 ft. lbs.) torque.(4) Adjust steering gear to tie rod boots at the
inner tie rod.
(5) Remove steering wheel clamp.
(6) Remove the alignment equipment.
(7)
Road test the vehicle to verify the steering wheel
is straight and the vehicle does not wander or pull.
STANDARD PROCEDURE - CURB HEIGHT
MEASUREMENT
The wheel alignment is to be checked and all align-
ment adjustments made with the vehicle at its
required curb height specification.
Vehicle height is to be checked with the vehicle on
a flat, level surface, preferably a vehicle alignment
rack. The tires are to be inflated to the recommended
pressure. All tires are to be the same size as stan-
dard equipment. Vehicle height is checked with the
fuel tank full of fuel, and no passenger or luggage
compartment load.
Vehicle height is not adjustable. If the measure-
ment is not within specifications, inspect the vehicle
for bent or weak suspension components. Compare
the parts tag on the suspect coil spring(s) to the
parts book and the vehicle sales code, checking for a
match. Once removed from the vehicle, compare the
coil spring height to a correct new or known good coil
spring. The heights should vary if the suspect spring
is weak.
(1) Measure from the inboard edge of the wheel
opening fender lip directly above the wheel center
(spindle), to the floor or alignment rack surface.
(2) When measuring, the maximum left-to-right
differential is not to exceed 12.5 mm (0.5 in.).
(3) Compare the measurements to the specifica-
tions listed in the following CURB HEIGHT SPECI-
FICATIONS chart.
CURB HEIGHT SPECIFICATIONS - LONG WHEEL BASE VEHICLES
TIRE SALES CODE/TIRE SIZE FRONT REAR
TM4 / 215/70 R 15754 mm610 mm 770 mm610 mm
29.68 in.60.39 in. 30.31 in.60.39 in.
TM5 / 215/65 R 16755 mm610 mm 771 mm610 mm
29.72 in.60.39 in. 30.35 in.60.39 in.
TTU / 215/60 R 17758 mm610 mm 774 mm610 mm
29.84 in.60.39 in. 30.47 in.60.39 in.
CURB HEIGHT SPECIFICATIONS - SHORT WHEEL BASE VEHICLES
TIRE SALES CODE/TIRE SIZE FRONT REAR
TM4 / 215/70 R 15755 mm610 mm 770 mm610 mm
29.72 in.60.39 in. 30.31 in.60.39 in.
TM5 / 215/65 R 16756 mm610 mm 771 mm610 mm
29.76 in.60.39 in. 30.35 in.60.39 in.
Fig. 12 Front Wheel Toe Adjustment
1 - INNER TIE ROD SERRATION
2 - OUTER TIE ROD JAM NUT
3 - OUTER TIE ROD END
4 - INNER TIE ROD
5 - STEERING KNUCKLE
2 - 54 WHEEL ALIGNMENTRS
WHEEL ALIGNMENT (Continued)

SPECIFICATIONS
WHEEL ALIGNMENT
NOTE: All specifications are given in degrees.NOTE: All wheel alignments are to be set at curb
height. (Refer to 2 - SUSPENSION/WHEEL ALIGN-
MENT - STANDARD PROCEDURE)
FRONT WHEEL ALIGNMENT PREFERRED SETTING ACCEPTABLE RANGE
CAMBER +0.10É -0.30É to +0.50É
Cross-Camber (Maximum side-to-side
difference)0.0É 0.50É
CASTER* +2.31É +1.31É to +3.31É
Cross-Caster (Maximum side-to-side difference) 0.0É 1.00É
TOTAL TOE** +0.10É þ0.10É to +0.30É
Maximum side-to-side difference 0.0É 0.06É
REAR WHEEL ALIGNMENT PREFERRED SETTING ACCEPTABLE RANGE
CAMBER* 0.0É -0.25É to +0.25É
TOTAL TOE* ** 0.0É þ0.20É to +0.20É
THRUST ANGLE* 0.0É -0.30É to +0.30É
Notes:
* For reference only. These are non-adjustable angles.
** TOTAL TOE is the sum of both left and right wheel toe settings. TOTAL TOE must be equally split between
each front wheel to ensure the steering wheel is centered after setting toe. Positive toe is toe-in and negative toe
is toe-out
RSWHEEL ALIGNMENT2-55
WHEEL ALIGNMENT (Continued)

SUSPENSION
TABLE OF CONTENTS
page page
FRONT SUSPENSION......................1WHEEL ALIGNMENT.......................3
FRONT SUSPENSION
TABLE OF CONTENTS
page page
LOWER BALL JOINT SEAL BOOT
DESCRIPTION............................1REMOVAL...............................1
INSTALLATION............................1
LOWER BALL JOINT SEAL
BOOT
DESCRIPTION
The lower ball joint seal boot is a two piece unit. It
consists of a seal boot and a separate shield that is
located in a groove at the top of the seal boot.
NOTE: The seal boot should only be replaced if
damaged during vehicle service. The entire lower
control arm should be replaced if the joint has been
contaminated.
REMOVAL
(1)Remove steering knuckle from vehicle. (Refer to 2
- SUSPENSION/FRONT/KNUCKLE - REMOVAL)
(2) Remove shield from seal boot by gently pulling
on it.
(3) Using a screw driver or other suitable tool, pry
seal boot off of the lower ball joint.
INSTALLATION
(1) Place a liberal dab of MopartWheel Bearing
Grease around the base of the ball joint stem at the
socket.
(2) Install aNEWseal boot by hand as far as pos-
sible on the ball joint.
CAUTION: Do not use an arbor press to install the
sealing boot on the ball joint. Damage to the seal-
ing boot will occur if excessive pressure is applied
to the sealing boot when it is being installed.(3) Place Installer, Special Tool 6758, over seal
boot and squarely align it with bottom edge of seal
boot (Fig. 1). Apply hand pressure to Special Tool
6758 until seal boot is pressed squarely against top
surface of lower control arm.
(4) Wipe any grease off the ball joint stem.
(5) Place the shield over the top of the seal boot
and stretch it into the groove at the top of the seal
boot.
Fig. 1 Installing Ball Joint Seal Boot (Typical)
1 - SHIELD (NOT ON RG VEHICLE)
2 - SPECIAL TOOL 6758
3 - LOWER CONTROL ARM
4 - BALL JOINT SEAL BOOT
RGSUSPENSION2a-1

WHEEL ALIGNMENT
TABLE OF CONTENTS
page page
WHEEL ALIGNMENT
STANDARD PROCEDURE...................3CURB HEIGHT MEASUREMENT............3
WHEEL ALIGNMENT
STANDARD PROCEDURE - CURB HEIGHT
MEASUREMENT
The wheel alignment is to be checked and all align-
ment adjustments made with the vehicle at its
required curb height specification.
Vehicle height is to be checked with the vehicle on
a flat, level surface, preferably a vehicle alignment
rack. The tires are to be inflated to the recommended
pressure. All tires are to be the same size as stan-
dard equipment. Vehicle height is checked with the
fuel tank full of fuel, and no passenger or luggage
compartment load.
Vehicle height is not adjustable. If the measure-
ment is not within specifications, inspect the vehiclefor bent or weak suspension components. Compare
the parts tag on the suspect coil spring(s) to the
parts book and the vehicle sales code, checking for a
match. Once removed from the vehicle, compare the
coil spring height to a correct new or known good coil
spring. The heights should vary if the suspect spring
is weak.
(1) Measure from the inboard edge of the wheel
opening fender lip directly above the wheel center
(spindle), to the floor or alignment rack surface.
(2) When measuring, the maximum left-to-right
differential is not to exceed 12.5 mm (0.5 in.).
(3) Compare the measurements to the specifica-
tions listed in the following Curb Height Specifica-
tions charts.
CURB HEIGHT SPECIFICATIONS - LONG WHEEL BASE VEHICLES WITH SDF SUSPENSION
TIRE SALES CODE/TIRE SIZE FRONT REAR
TMM / 215/65 R 16756mm 10mm
29.76 in.   0.39 in.772mm 10mm
30.39 in.   0.39 in.
CURB HEIGHT SPECIFICATIONS - LONG WHEEL BASE VEHICLES WITH SDF + SER
SUSPENSION
TIRE SALES CODE/TIRE SIZE FRONT REAR
TMM / 215/65 R 16756mm 10mm
29.76 in.   0.39 in.771mm 10mm
30.35 in.   0.39 in.
CURB HEIGHT SPECIFICATIONS - SHORT WHEEL BASE VEHICLES
TIRE SALES CODE/TIRE SIZE FRONT REAR
TMM / 215/65 R 16755mm 10mm
29.72 in.   0.39 in.770mm 10mm
30.31 in.   0.39 in.
RGWHEEL ALIGNMENT2a-3

DIFFERENTIAL & DRIVELINE
TABLE OF CONTENTS
page page
HALF SHAFT - FRONT.....................1
HALF SHAFT - REAR.....................16PROPELLER SHAFT......................24
REAR DRIVELINE MODULE................26
HALF SHAFT - FRONT
TABLE OF CONTENTS
page page
HALF SHAFT - FRONT
DESCRIPTION............................1
DIAGNOSIS AND TESTING..................1
HALF SHAFT...........................1
REMOVAL...............................2
INSTALLATION............................5
SPECIFICATIONS.........................7
CV BOOT - INNER
REMOVAL...............................7INSTALLATION............................8
CV BOOT - OUTER
REMOVAL..............................11
INSTALLATION...........................12
OUTER CV JOINT BEARING SHIELD
REMOVAL..............................14
INSTALLATION...........................14
HALF SHAFT - FRONT
DESCRIPTION
All vehicles use an unequal length half shaft sys-
tem (Fig. 1).
The left half shaft uses a tuned rubber damper
weight. When replacing the left half shaft, be sure
the replacement half shaft has the same damper
weight as the original.
All half shaft assemblies use the same type of
inner and outer joints. The inner joint of both half
shaft assemblies is a tripod joint, and the outer joint
of both half shaft assemblies is a Rzeppa joint. Both
tripod joints and Rzeppa joints are true constant
velocity (CV) joint assemblies. The inner tripod joint
allows for the changes in half shaft length through
the jounce and rebound travel of the front suspen-
sion.
On vehicles equipped with ABS brakes, the outer
CV joint is equipped with a tone wheel used to deter-
mine vehicle speed for ABS brake operation.
The inner tripod joint of both half shafts is splined
into the transaxle side gears. The inner tripod joints
are retained in the side gears of the transaxle usinga snap ring located in the stub shaft of the tripod
joint. The outer CV joint has a stub shaft that is
splined into the wheel hub and retained by a steel
hub nut.
DIAGNOSIS AND TESTING - HALF SHAFT
VEHICLE INSPECTION
(1) Check for grease in the vicinity of the inboard
tripod joint and outboard CV joint; this is a sign of
inner or outer joint seal boot or seal boot clamp dam-
age.
(2) A light film of grease may appear on the right
inner tripod joint seal boot; this is considered normal
and should not require replacement of the seal boot.
NOISE AND/OR VIBRATION IN TURNS
A clicking noise and/or a vibration in turns could
be caused by one of the following conditions:
²Damaged outer CV or inner tripod joint seal
boot or seal boot clamps. This will result in the loss
and/or contamination of the joint grease, resulting in
inadequate lubrication of the joint.
RSDIFFERENTIAL & DRIVELINE3-1

²Noise may also be caused by another component
of the vehicle coming in contact with the half shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a result of one of the following
conditions:
²A torn seal boot on the inner or outer joint of the
half shaft assembly.
²A loose or missing clamp on the inner or outer
joint of the half shaft assembly.
²A damaged or worn half shaft CV joint.
SHUDDER OR VIBRATION DURING ACCELERATION
This problem could be a result of:
²A worn or damaged half shaft inner tripod joint.
²A sticking tripod joint spider assembly (inner tri-
pod joint only).
²Improper wheel alignment. (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE)
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of:
²Foreign material (mud, etc.) packed on the back-
side of the wheel(s).
²Out of balance tires or wheels. (Refer to 22 -
TIRES/WHEELS - STANDARD PROCEDURE)
²Improper tire and/or wheel runout. (Refer to 22 -
TIRES/WHEELS - DIAGNOSIS AND TESTING)
REMOVAL
(1) Raise vehicle on jack stands or centered on a
frame contact type hoist.
(2) Remove the cotter pin and nut lock (Fig. 2)
from the end of the half shaft.
(3) Remove the wave washer (Fig. 3) from the end
of the half shaft.
(4) Remove the wheel and tire assembly from the
vehicle. (Refer to 22 - TIRES/WHEELS - REMOVAL)
(5) With the vehicle's brakes applied to keep hub
from turning,loosen and removethe half shaft
nut.
(6) Remove the two front disc brake caliper
adapter to steering knuckle attaching bolts (Fig. 4).
Fig. 1 Unequal Length Half Shaft System
1 - STUB AXLE
2 - OUTER C/V JOINT
3 - OUTER C/V JOINT BOOT
4 - TUNED RUBBER DAMPER WEIGHT
5 - INTERCONNECTING SHAFT
6 - OUTER C/V JOINT BOOT
7 - STUB AXLE
8 - OUTER C/V JOINT9 - RIGHT HALFSHAFT
10 - INNER TRIPOD JOINT BOOT
11 - INNER TRIPOD JOINT
12 - INNER TRIPOD JOINT
13 - INNER TRIPOD JOINT BOOT
14 - INTERCONNECTING SHAFT & LEFT HALFSHAFT
3 - 2 HALF SHAFT - FRONTRS
HALF SHAFT - FRONT (Continued)

(7) Install steering knuckle in clevis bracket of
strut damper assembly. Install the strut damper to
steering knuckle attaching bolts. Tighten both bolts
to a torque of 81 N´m (60 ft. lbs.) plus an additional
1/4 turn.
(8) Install tie rod end into steering knuckle. Start
attaching nut onto stud of tie rod end. While holding
stud of tie rod end stationary using a socket, (Fig. 6)
tighten tie rod end to steering knuckle attaching nut.
Then using a crowfoot and socket (Fig. 13), tighten
the tie rod end attaching nut to a torque of 75 N´m
(55 ft. lbs.).
(9) Install braking disc on hub and bearing assem-
bly.
(10) Install disc brake caliper assembly on steering
knuckle. Caliper is installed by first sliding bottom of
caliper assembly under abutment on steering
knuckle, and then rotating top of caliper against top
abutment.
(11) Install disc brake caliper adapter to steering
knuckle attaching bolts (Fig. 4). Tighten the disc
brake caliper adapter attaching bolts to a torque of
169 N´m (125 ft. lbs.).(12) Clean all foreign matter from the threads of
the outer CV joint. Install the washer and half shaft
to hub/bearing assembly nut on half shaft and
securely tighten nut.
(13) Install front wheel and tire assembly. Install
and tighten the wheel mounting stud nuts in proper
sequence until all nuts are torqued to half the
required specification. Then repeat the tightening
sequence to the full specified torque of 135 N´m (100
ft. lbs.).
(14) Lower vehicle.
(15) With the vehicle's brakes applied to keep hub
from turning, tighten the hub nut to a torque of 244
N´m (180 ft. lbs.) (Fig. 14).
(16) Install the spring wave washer on the end of
the half shaft.
(17) Install the hub nut lock, and anewcotter pin
(Fig. 2). Wrap cotter pin prongs tightly around the
hub nut lock as shown in (Fig. 2).
(18) Check for correct fluid level in transaxle
assembly. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 41TE/FLUID - STANDARD
PROCEDURE)
(19) Set front toe on vehicle to required specifica-
tion.
Fig. 13 Torquing Tie Rod End Attaching Nut
1 - STEERING KNUCKLE
2 - TIE ROD END
3 - CROWFOOT
4 - SOCKET
5 - TORQUE WRENCHFig. 14 Torquing Front Half Shaft To Hub Nut
1 - TORQUE WRENCH
3 - 6 HALF SHAFT - FRONTRS
HALF SHAFT - FRONT (Continued)