wheel torque CHRYSLER VOYAGER 2001 Owner's Manual

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)

(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)

SPECIFICATIONS
SPECIFICATIONS - HALF SHAFT - FRONT
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Bolts, Caliper Adapter to Knuckle 169 125 -
Nut, Hub 244 180 -
Nuts, Front Wheel Lug 135 100 -
Nut, Tie Rod End to Knuckle 75 55 -
Nut, Strut Clevis to Knuckle 81 +90É 60 +90É -
CV BOOT - INNER
REMOVAL
(1) Remove the half shaft requiring boot replace-
ment from the vehicle. (Refer to 3 - DIFFERENTIAL
& DRIVELINE/HALF SHAFT - REMOVAL)
(2) Remove large boot clamp which retains inner
tripod joint sealing boot to tripod joint housing and
discard.
(3) Remove small clamp which retains inner tripod
joint sealing boot to interconnecting shaft and dis-
card.
(4) Remove the sealing boot from the tripod hous-
ing and slide it down the interconnecting shaft.
CAUTION: When removing the tripod joint housing
from the spider assembly, hold the bearings in
place on the spider trunions to prevent the bearings
from falling away.
(5) Slide the tripod joint housing off the spider
assembly and the interconnecting shaft (Fig. 15).
(6) Remove snap-ring which retains spider assem-
bly to interconnecting shaft (Fig. 16).Do not hit the
outer tripod bearings in an attempt to remove
spider assembly from interconnecting shaft.
(7) Remove the spider assembly from interconnect-
ing shaft. If spider assembly will not come off inter-
connecting shaft by hand, it can be removed by
tapping spider assembly with a brass drift (Fig. 17).(8) Slide sealing boot off interconnecting shaft.
(9) Thoroughly clean and inspect spider assembly,
tripod joint housing, and interconnecting shaft for
any signs of excessive wear.If any parts show
signs of excessive wear, the half shaft assembly
will require replacement. Component parts of
these half shaft assemblies are not serviceable.
Fig. 15 Spider Assembly Removal from Tripod Joint
Housing
1 - TRIPOD JOINT HOUSING
2 - SPIDER ASSEMBLY
3 - SEALING BOOT
RSHALF SHAFT - FRONT3-7
HALF SHAFT - FRONT (Continued)

HALF SHAFT - REAR
TABLE OF CONTENTS
page page
HALF SHAFT - REAR
DESCRIPTION...........................16
DIAGNOSIS AND TESTING.................16
HALF SHAFT..........................16
REMOVAL..............................16INSTALLATION...........................17
SPECIFICATIONS........................18
CV BOOT - INNER/OUTER
REMOVAL..............................18
INSTALLATION...........................20
HALF SHAFT - REAR
DESCRIPTION
The inner and outer joints of both half shaft
assemblies are tripod joints. The tripod joints are
true constant velocity (CV) joint assemblies, which
allow for the changes in half shaft length through
the jounce and rebound travel of the rear suspension.
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 bolted
rear differential assembly's output flanges. 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.
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) Lift vehicle on hoist so that the wheels hang
freely.
(2) Remove rear wheel.
(3) Remove cotter pin, nut lock, and wave washer
(Fig. 1).
(4) Remove hub nut and washer.
CAUTION: The half shaft outer CV joint, when
installed, acts as a bolt and secures the hub/bear-
ing assembly. If the vehicle is to be supported or
moved on its wheels, install and torque a bolt
through the hub. This will ensure that the hub/bear-
ing assembly cannot loosen.
(5) Remove inner half shaft retaining bolts (Fig. 2).
3 - 16 HALF SHAFT - REARRS

(6) The half shaft is spring loaded. Compress inner
half shaft joint slightly and pull downward to clear
rear differential output flange. Then pull half shaft
assembly outward to remove (Fig. 3).
INSTALLATION
(1) Install the outer CV joint stub shaft through
the hub bearing (Fig. 4).
(2) The half shaft is spring loaded. Compress inner
half shaft joint slightly and push upward until the
inner CV joint flange engages the rear differential
output flange.(3) Install the inner half shaft retaining bolts (Fig.
5). Torque the bolts to 61 N´m (45 ft.lbs.).
(4) Install the half shaft washer and hub nut.
Torque the hub nut to 244 N´m (180 ft.lbs.).
(5) Install the wave washer, nut lock, and a new
cotter pin (Fig. 6). Be sure to wrap the cotter pin
prongs tightly around the hub nut lock.
(6) Install rear wheel. Torque the lug nuts to 135
N´m (100 ft.lbs.).
Fig. 1 Cotter Pin, Nut Lock, And Wave Washer
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - WAVE WASHER
Fig. 2 Inner Half Shaft Bolts
1 - SHAFT
2 - FLANGE
Fig. 3 Half Shaft Removal
1 - BRAKE BACKING PLATE
2 - HALF SHAFT
Fig. 4 Half Shaft Installation
1 - BRAKE BACKING PLATE
2 - HALF SHAFT
RSHALF SHAFT - REAR3-17
HALF SHAFT - REAR (Continued)

SPECIFICATIONS
SPECIFICATIONS - HALF SHAFT - FRONT
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Nut, Hub 244 180 -
Nuts, Rear Wheel Lug 135 100 -
Bolt, Half Shaft to Output Flange 61 45 -
CV BOOT - INNER/OUTER
REMOVAL
(1) Remove half shaft from vehicle. (Refer to 3 -
DIFFERENTIAL & DRIVELINE/HALF SHAFT -
REMOVAL)
(2) Clamp the half shaft into a suitable vise with
protective jaws clamped onto the interconnecting
shaft (Fig. 7).
(3) Remove the large and small diameter retaining
clamps holding the CV boot to the CV joint and the
interconnecting shaft (Fig. 8).
(4) Pull the boot back from the CV joint (Fig. 9).
(5) Remove the CV housing from the interconnect-
ing shaft and tripod assembly (Fig. 10).
(6) Remove the snap-ring holding the tripod
assembly onto the interconnecting shaft (Fig. 11).
Fig. 5 Inner Half Shaft Bolts
1 - SHAFT
2 - FLANGE
Fig. 6 Cotter Pin, Nut Lock, And Wave Washer
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - WAVE WASHER
Fig. 7 Clamp Shaft In Soft Jawed Vice
1 - HALF SHAFT BOOT
2 - HALF SHAFT
3 - VISE
3 - 18 HALF SHAFT - REARRS
HALF SHAFT - REAR (Continued)

REAR DRIVELINE MODULE
TABLE OF CONTENTS
page page
REAR DRIVELINE MODULE
DESCRIPTION...........................26
OPERATION.............................26
DIAGNOSIS AND TESTING.................27
REAR DRIVELINE MODULE NOISE.........27
REAR DRIVELINE MODULE OPERATION....29
REMOVAL..............................29
DISASSEMBLY...........................30
ASSEMBLY.............................32
INSTALLATION...........................36
SPECIFICATIONS........................37
SPECIAL TOOLS.........................37
BI-DIRECTIONAL OVERRUNNING CLUTCH
DESCRIPTION...........................37
OPERATION.............................38
DIFFERENTIAL ASSEMBLY
DESCRIPTION...........................43
OPERATION.............................43FLUID - DIFFERENTIAL ASSEMBLY
STANDARD PROCEDURE..................44
DIFFERENTIAL ASSEMBLY FLUID CHANGE . . 44
FLUID
STANDARD PROCEDURE..................44
OVERRUNNING CLUTCH HOUSING FLUID
CHANGE..............................44
VISCOUS COUPLER
DESCRIPTION...........................45
OPERATION.............................45
TORQUE ARM
REMOVAL..............................47
INSTALLATION...........................47
INPUT FLANGE SEAL
REMOVAL..............................47
INSTALLATION...........................47
OUTPUT FLANGE SEAL
REMOVAL..............................49
INSTALLATION...........................50
REAR DRIVELINE MODULE
DESCRIPTION
The rear driveline module assembly (Fig. 1) con-
sists of four main components:
²Bi-Directional Overrunning Clutch (BOC)
²Viscous Coupling
²Differential Assembly
²Torque Arm
The viscous coupling and bi-directional overrun-
ning clutch are contained within an overrunning
clutch housing, which fastens to the differential
assembly. The overrunning clutch housing and differ-
ential assembly have unique fluid sumps, each
requiring their own type and capacity of fluid. The
overrunning clutch housing requires MopartATF+4
(Automatic Transmission FluidÐType 9602) or equiv-
alent. The differential assembly requires
Driveline module service is limited to the following
components:
²Differential Assembly (serviced only as assem-
bly)
²Viscous Coupling
²Bi-Directional Overrunning Clutch (BOC)
²Overrunning Clutch Housing
²Seals (Input Flange, Output Flange, Overrun-
ning Clutch Housing O-rings)
²Input Flange/Shield²Torque Arm
²Vents
²FastenersOPERATION
The primary benefits of All Wheel Drive are:
²Superior straight line acceleration, and corner-
ing on all surfaces
²Better traction and handling under adverse con-
ditions, resulting in improved hill climbing ability
and safer driving.
The heart of the system is an inter-axle viscous
coupling. The vehicle retains predominantly front-
wheel drive characteristics, but the All Wheel Drive
capability takes effect when the front wheels start to
slip. Under normal level road, straight line driving,
100% of the torque is allocated to the front wheels.
The viscous coupling controls and distributes torque/
power to the rear wheels. The viscous coupling trans-
mits torque to the rear wheels in proportion of the
amount of the slippage at the front wheels. Thais
variable torque distribution is automatic with no
driver inputs required. The coupling is similar to a
multi-plate clutch. It consists of a series of closely
spaced discs, which are alternately connected to the
front and rear drive units. The unit is totally sealed
and partially filled with silicone fluid. There is no
3 - 26 REAR DRIVELINE MODULERS

adjustment, maintenance or fluid checks required
during the life of the unit.
The overrunning clutch allows the rear wheels to
overrun the front wheels during a rapid front wheel
lock braking maneuver. The overrunning action pre-
vents any feed-back of front wheel braking torque to
the rear wheels. It also allows the braking system to
control the braking behavior as a two wheel drive
(2WD) vehicle.
The overrunning clutch housing has a separate oil
sump and is filled independently from the differen-
tial. The fill plug is located on the side of the over-
running clutch case. When filling the overrunning
clutch with lubricant use MopartATF+4 (Automatic
Transmission FluidÐType 9602) or equivalent.
The differential assembly contains a conventional
open differential with hypoid ring gear and pinion
gear set. The hypoid gears are lubricated by SAE
80W-90 gear lubricant.DIAGNOSIS AND TESTING - REAR DRIVELINE
MODULE NOISE
Different sources can be the cause of noise that the
rear driveline module assembly is suspected of mak-
ing. Refer to the following causes for noise diagnosis.
DRIVELINE MODULE ASSEMBLY NOISE
The most important part of driveline module ser-
vice is properly identifying the cause of failures and
noise complaints. The cause of most driveline module
failures is relatively easy to identify. The cause of
driveline module noise is more difficult to identify.
If vehicle noise becomes intolerable, an effort
should be made to isolate the noise. Many noises that
are reported as coming from the driveline module
may actually originate at other sources. For example:
Fig. 1 AWD Driveline Module Assembly
1 - TORQUE ARM
2 - INPUT FLANGE
3 - FLANGE NUT
4 - WASHER
5 - SHIELD
6 - VENT
7 - O-RING
8 - WASHER
9 - BI-DIRECTIONAL OVERRUNNING CLUTCH (BOC)
10 - VISCOUS COUPLER11 - SHIM (SELECT)
12 - O-RING
13 - DIFFERENTIAL ASSEMBLY
14 - PLUG-DIFFERENTIAL FILL
15 - PLUG-OVERRUNNING CLUTCH HOUSING DRAIN
16 - SNAP RING
17 - BEARING
18 - OVERRUNING CLUTCH HOUSING
19 - SEAL-INPUT FLANGE
RSREAR DRIVELINE MODULE3-27
REAR DRIVELINE MODULE (Continued)

DIAGNOSIS AND TESTING - REAR DRIVELINE
MODULE OPERATION
Driveline module operation requires relatively
straight-forward diagnosis. Refer to the following
chart:
DRIVELINE MODULE DIAGNOSIS CHART
CONDITION POSSIBLE CAUSES CORRECTION
Rear wheels not
overrunning1) Bi-directional overrunning clutch
failure1) Replace overrunning clutch
components as required
No AWD in forward or
reverse directions, propeller
shaft turning1) Bi-directional overrunning clutch
failure1) Replace overrunning clutch
components as required
2) Viscous coupling failure 2) Replace viscous coupling
3) Rear differential failure 3) Replace the rear differential
assembly
No AWD in forward or
reverse directions, propeller
shaft not turning1) Power transfer unit failure. 1) Replace power transfer unit
components as necessary
Vibration at all speeds,
continuous torque transfer1) Mis-matched tires, worn tires on
front axle.1) Replace worn or incorrect
(mis-matched) tires with same
make and size
REMOVAL
(1) Raise vehicle on hoist.
(2) Drain fluid from overrunning clutch housing
and/or differential assembly if necessary.
(3) Remove propeller shaft. (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/PROPELLER SHAFT -
REMOVAL)
(4) Disconnect left and right rear halfshafts from
output flanges (Fig. 2).(5) Remove torque arm mount to body bolts.
(6) Position transmission jack to driveline module
assembly and secure assembly to jack.
(7) Remove two driveline module-to-body bolts
(Fig. 3).
(8) Lower driveline module from vehicle and
remove from jack.
Fig. 2 Half Shaft Mounting Bolts
1 - SHAFT
2 - FLANGE
Fig. 3 Rear Drive Line Module Assembly Mounting
Bolts
1 - DRIVELINE MODULE RETAINING BOLT (2)
2 - RUBBER ISOLATOR
3 - WASHER
RSREAR DRIVELINE MODULE3-29
REAR DRIVELINE MODULE (Continued)