four wheel drive CHRYSLER VOYAGER 2001 Service Manual

mitted on the bus even though a module may not
require all information to perform its function. It
will only respond to messages ªaddressedº to it
through binary coding process. This method of data
transmission significantly reduces the complexity
of the wiring in the vehicle and the size of wiring
harnesses. All of the information about the func-
tioning of all the systems is organized, controlled,
and communicated by the PCI bus, which is de-
scribed in the Communication Section of this gen-
eral information.
3.1 AIRBAG SYSTEM/OCCUPANT
RESTRAINT CONTROLLER SYSTEM
The 2001 Minivan Airbag System contain the
following components: Occupant Restraint Control-
ler (ORC), Airbag Warning Indicator, Clockspring,
Driver and Passenger Airbags, Seat belt Tensioners
(SBT), Hall-effect Seat Belt Switches (SBS), Left
and Right Side Airbag Control Module (SIACM),
and Seat (mounted side) Airbags.
The Occupant Restraint Controller (ORC) is a
new type of Airbag Control Module (ACM) that
supports staged airbag deployment. Staged deploy-
ment is the ability to trigger airbag system squib
inflators all at once or individually as needed to
provide the appropriate restraint for the severity of
the impact. The ORC has four major functions: PCI
Bus communications, onboard diagnostics, impact
sensing, and component deployment. The ORC also
contains an energy-storage capacitor. This capaci-
tor stores enough electrical energy to deploy the
front airbag components for two seconds following a
battery disconnect or failure during an impact. The
ORC is secured to the floor panel transmission
tunnel below the instrument panel inside the vehi-
cle. The ORC cannot be repaired or adjusted and
must be replaced.
The ORC sends and/or receives PCI Bus mes-
sages with the Instrument Cluster (MIC), Body
Control Module (BCM), and Powertrain Control
Module (PCM). Diagnostic trouble codes will be set
if the communication with these modules is lost or
contains invalid information.
The microprocessor in the ORC monitors the
impact sensor signal and the airbag system electri-
cal circuits to determine the system readiness. The
ORC also monitors bus messages from both SIACM.
If the ORC detects a monitored system fault or
SIACM fault, it sends a message to the instrument
cluster via PCI bus to turn on the airbag warning
indicator. The ORC can set both active and stored
diagnostic trouble codes to aid in the diagnosing
system problems. See ORC/SIACM DIAGNOSTIC
TROUBLE CODES in this section.
The ORC has an internal accelerometer that
senses the rate of vehicle deceleration, which pro-vides verification of the direction and severity of an
impact. A pre-programmed decision algorithm in
the ORC microprocessor determines when the de-
celeration rate is severe enough to require airbag
system protection. The Occupant Restraint Control-
ler (ORC) also uses the driver and front passenger
seat belt switch status (buckled or unbuckled) as
inputs to determine the level of airbag deployment,
low, medium, or high as well as whether or not the
seat belt tensioners should deploy. The ORC also
uses the crash severity to determine the level of
driver and front passenger deployment, low me-
dium or high. When the programmed conditions are
met, the ORC sends an electrical signal to deploy
the appropriate airbag system components.WARNING: THE AIRBAG SYSTEM IS A
SENSITIVE, COMPLEX ELECTRO-
MECHANICAL UNIT. BEFORE ATTEMPTING
TO DIAGNOSE OR SERVICE ANY AIRBAG
SYSTEM OR RELATED STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT
PANEL COMPONENTS YOU MUST FIRST
DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE. WAIT TWO
MINUTES FOR THE SYSTEM CAPACITOR TO
DISCHARGE BEFORE FURTHER SYSTEM
SERVICE. THIS IS THE ONLY SURE WAY TO
DISABLE THE AIRBAG SYSTEM. FAILURE
TO DO THIS COULD RESULT IS ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY. NEVER STRIKE OR
KICK THE AIRBAG CONTROL MODULE, AS
IT CAN DAMAGE THE IMPACT SENSOR OR
AFFECT ITS CALIBRATION. IF AN AIRBAG
CONTROL MODULE IS ACCIDENTALLY
DROPPED DURING SERVICE, THE MODULE
MUST BE SCRAPPED AND REPLACED WITH
A NEW UNIT.
The airbag warning lamp is the only point at
which the customer can observe symptoms of a
system malfunction. Whenever the ignition key is
turned to the run or start position, the MIC per-
forms a lamp check by turning the airbag warning
indicator on for 6-8 seconds. After the lamp check, if
the indicator turns on, it means that the ORC has
checked the system and found it to be free of
discernible malfunctions. If the lamp remains on,
there could be an active fault in the system or the
MIC lamp circuit may be internally shorted to
ground. If the lamp comes on and stays on for a
period longer than 6-8 seconds then goes off, there
is usually an intermittent problem in the system.
2
GENERAL INFORMATION

this type of system would only refer to this circuit.
A faulty speaker could not cause this DTC.
3.2.1 REMOTE RADIO CONTROLS
These radios can be controlled via remote radio
switches (optional). These switches are located on
the back side of the steering wheel. They control
mode, preset, seek up, seek down, volume up and
volume down functions.
These functions are inputs to the Body Control
Module and can be read with the DRBIIItunder
ªbody computerº. The switches are a multiplexed
signal to the BCM. The radio control MUX circuit is
a 5 volt line that is pulled to ground through
different value resistors built into the switches.
This causes a voltage drop to be seen by the BCM
and it sends a specific message to the radio on the
PCI Bus circuit. The radio then responses to the
message.
This circuit is fairly simple to troubleshoot. The
circuit must be complete from the switches in the
steering wheel to the BCM. The ground must be
complete so that the switches can cause the voltage
drop for the BCM to see. The circuit passes through
the clockspring so continuity through this devise
must be verified.
3.2.2 CD CHANGER
The new in-dash CD Changer is designed to fit
into the existing cubby bin in the center stack. This
new cartridge-less CD Changer is controlled by
your radio, and allows you to individually load up to
four discs at a time. However, due to its compact
design, the CD Changer can only carry out one
operation at a time. For example, you can not load
a new disc while playing another at the same time.
Each operation happens sequentially.
The radio unit installed with your system pro-
vides control over all features of the CD Changer
with the exception of the CD load and eject func-
tions, which are controlled by buttons located on the
front of the CD Changer. The radio also supplies the
power, ground, PCI Bus, left and right speaker
output thru a single DIN cable. All features you
would expect, such as Disc Up/Down, Track Up/
Down, Random and Scan are controlled by the
radio, which also displays all relevant CD Changer
information on the radio display.
The CD Changer contains a Load/Eject button
and an indicator light for each of the four disc
positions. The individual light indicates whether a
CD is currently loaded in that particular chamber of
the CD Changer. Pressing the individual Load/Eject
button for a particular chamber will eject a disc
currently present in that chamber. If the chamber iscurrently empty, actuating the Load/Eject button
will position that chamber to receive and load a new
disc in that chamber.
3.3 BODY CONTROL MODULE
The body control module (BCM) supplies vehicle
occupants with visual and audible information and
controls various vehicle functions. To provide and
receive information, the module is interfaced to the
vehicle's serial bus communications network (PCI).
This network consists of the powertrain control
module (PCM), the engine control module (ECM) -
diesel only, the transmission control module (TCM),
the mechanical instrument cluster (MIC), the front
control module (FCM), the occupant restraint con-
troller (ORC), the compass/mini-trip (CMTC), the
electronic vehicle information center (EVIC), the
controller antilock brake (CAB), the HVAC control
module (ATC & MTC), the power sliding door (Left
& Right) modules (PSD), the power liftgate module
(PLG), the Audio system, the side impact airbag
control (left & right) modules (SIACM), the memory
seat/mirror module (MSMM), the RKE/thatcham
alarm module and the sentry key immobilizer mod-
ule (SKIM). The BCM is operational when battery
power is supplied to the module.
The body control module provides the following
features:
²Power Door Locks
²Automatic Door Lock
²Door Lock Inhibit
²Central Locking (with VTSS Only)
²Battery Protection
²The BCM will automatically turn off all exterior
lamps after 3 minutes and all interior lamps after
15 minutes after the ignition is turned off, if they
are not turned off by the driver.
²Chime
²Compass/Minitrip Support
²Interior Lighting (Courtesy/Reading Lamps)
²BCM Diagnostic Reporting
²Electronic Liftgate Release (with Power Door
Locks)
²Exterior Lighting
²Power Folding Mirrors
²Remote Radio Controls
²Headlamp Time Delay (with/without Autohead-
lamps)
²Automatic Headlamps (with electrochromatic
mirror)
²Illuminated Entry
²Fade to Off
8
GENERAL INFORMATION

The cycling of the build and decay valves is
similar to the ABS except that they work to control
wheel spin by applying brakes. ABS function is to
control wheel skid by releasing brakes.
Two pressure relief valves allow excess fluid vol-
ume to return to the reservoir when not used by the
build/decay cycles. These are required because the
pump supplies more volume than the traction con-
trol system requires.
If at any time the brake pedal is applied during a
traction control cycle, the brake lamp switch will
trigger the CAB to switch off the traction control.
The traction control system will be enabled at
each ignition cycle. It may be turned off by depress-
ing the Traction Control Switch. The traction con-
trol system function lamp will illuminate ªTRAC
OFFº immediately upon depressing the traction
control switch button. Only the ªTRACº portion of
the ªTRAC OFFº indicator will illuminate during a
traction control event. If the CAB calculates that
the brake temperatures are high, the traction con-
trol system will become inoperative until a time-out
period has elapsed. When in this thermal protection
mode, the traction control ªTRAC OFFº lamp will
illuminate; however, a fault will not be registered.
3.3 SYSTEM COMPONENTS
²controller antilock brake (CAB)
²vacuum booster
²master cylinder
²ABS integrated electronic control module/
hydraulic control unit (HCU), valve block assem-
bly: 8 valve solenoids (4 inlet valves, 4 outlet
valves, 2 accumulators) 1 motor, 2 pump
²ABS integrated electronic control module with
traction control same as above but has 10 valve
solenoids.
²4 wheel speed sensor/tone wheel assemblies
²ABS warning indicator
²fuses and wiring harness
²fluid reservoir
²TRAC/TRAC OFF indicator
3.3.1 ABS AND BRAKE WARNING
INDICATORS
The amber ABS warning indicator is located in
the instrument cluster. It is used to inform the
driver that the antilock function has been turned
off. The ABS warning indicator is controlled by the
CAB. The CAB controls the lamp with a command
over the PCI bus.
The ABS Warning Indicator will remain lit during
every key cycle until a circuit or component fault is
repaired and the CAB no longer detects the fault.After repair of a sensor signal fault or a pump motor
fault, the CAB must sense all four wheels at 25
km/h (15 mph) before it will extinguish the ABS and
TRAC OFF Indicators.
The Instrument Cluster will illuminate the ABS
Warning Indicator if it loses communication with
the CAB.
The red BRAKE warning indicator is also located
in the instrument cluster. It can be activated in
several ways. Application of the parking brake or a
low fluid signal from the fluid level switch located in
the master cylinder reservoir will cause the indica-
tor to come on.
3.3.2 CONTROLLER ANTILOCK BRAKE
(CAB)
The Controller Antilock Brake (CAB) is a
microprocessor-based device that monitors wheel
speeds and controls the antilock functions. The
CAB contains two microprocessors that receive
identical sensor signals and then independently
process the information. The results are then com-
pared to make sure that they agree. Otherwise, the
CAB will turn off the antilock and turn on the ABS
amber warning indicator.
The primary functions of the CAB are to:
²detect wheel locking tendencies
²control fluid pressure modulation to the brakes
during antilock stop
²monitor the system for proper operation
²manage traction control functions
²provide communication to the DRBIIItwhile in
diagnostic mode
²store diagnostic information in non-volatile memory
The CAB continuously monitors the speed of each
wheel. When a wheel locking tendency is detected,
the CAB will command the appropriate valve to
modulate brake fluid pressure in its hydraulic unit.
Brake pedal position is maintained during an an-
tilock stop by being a closed system with the use of
2 accumulators. The CAB continues to control pres-
sure in individual hydraulic circuits until a wheel
locking tendency is no longer present. The CAB
turns on the pump motor during an antilock stop.
The antilock brake system is constantly moni-
tored by the CAB for proper operation. If the CAB
detects a system malfunction, it can disable the
antilock system and turn on the ABS warning
indicator. If the antilock function is disabled, the
system will revert to standard base brake system
operation.
The CAB inputs include the following:
²diagnostic communication
²four wheel speed sensors
2
GENERAL INFORMATION

²three power feeds: valves, pump and microproces-
sor
²brake switch
²traction control switch
The CAB outputs include the following:
²ABS warning indicator actuation
²12 volts power to wheel speed sensors
²eight valves
²ten valves with traction control
²diagnostic communication
²PCI bus communication
²traction control lamp illumination
3.3.3 HYDRAULIC CONTROL UNIT
The hydraulic control unit (HCU) contains the
valve block assembly, two accumulators, and pump/
motor assembly. The HCU is attached to the CAB.
Valve Block Assembly:The valve block assem-
bly contains valves with four inlet valves and four
outlet valves. The inlet valves are spring-loaded in
the open position and the outlet valves are spring
loaded in the closed position. During an antilock
stop, these valves are cycled to maintain the proper
slip ratio for each wheel. If a wheel detects slip, the
inlet valve is closed to prevent and further pressure
increase. Then the outlet valve is opened to release
the pressure to the accumulators until the wheel is
no longer slipping. Once the wheel is no longer
slipping, the outlet valve is closed and the inlet
valve is opened to reapply pressure. If the wheel is
decelerating within its predetermined limits (prop-
er slip ratio), the inlet valve will close to hold the
pressure constant. On vehicles which are equipped
with a traction control system, there are two addi-
tional valves that isolate the master cylinder and
rear wheels. During a traction control event the
brakes are applied to reduce wheel slippage.
Pump Motor Assembly:The pump motor as-
sembly provides the extra amount of fluid needed
during antilock braking. The pump is supplied fluid
that is released to the accumulators when the outlet
valve is opened during an antilock stop. The pump
is also used to drain the accumulator circuits after
the antilock stop is complete. The pump is operated
by an integral electric motor. This DC-type motor is
controlled by the CAB. The CAB may turn on the
pump motor when an antilock stop is detected. The
pump continues to run during the antilock stop and
is turned off after the stop is complete. Under some
conditions, the pump motor will run to drain the
accumulators during the next drive off. The CAB
monitors the pump motor operation internally.
Accumulators:The accumulators provide tem-
porary fluid storage during an antilock stop and are
drained by the pump motor.
3.3.4 SWITCHES/SENSORS
Master Cylinder:The master cylinder is a stan-
dard tandem compensating port design for ABS and
non ABS systems. Traction control vehicles use a
dual center port master cylinder. For proper trac-
tion control operation the standard master cylinder
must not be used.
A fluid level switch is located in the master
cylinder fluid reservoir. The switch closes when a
low fluid level is detected. The fluid level switch
turns on the brake warning indicator by grounding
the indicator circuit. This switch does not disable
the ABS system.
Wheel Speed Sensors and Tone Wheels:One
active wheel speed sensor (WSS) is located at each
wheel and sends a small signal to the control
module (CAB). This signal is generated when a
toothed sensor ring (tone wheel) passes by a station-
ary wheel speed sensor. The CAB converts the
signals into digital signals for each wheel.
Because of internal circuitry, correct wheel speed
sensor function cannot be determined by a continu-
ity or resistance check through the sensor.
The front wheel speed sensor is attached to a boss
in the steering knuckle. The tone wheel is an
integral part of the front axle shaft. The rear speed
sensor is mounted though the bearing cover and the
rear tone wheel is an integral part of the rear
bearing hub. The wheel speed sensor air gap is not
adjustable. Refer to the service manual for wheel
speed sensor air gap and resistance specifications.
The four wheel speed sensors are serviced indi-
vidually. The front tone wheels are serviced as an
assembly with the outer constant velocity (C.V.)
joint housing. The rear tone wheels are serviced as
an assembly.
Correct antilock system operation is dependent
on tone wheel speed signals from the wheel speed
sensors. The vehicle's wheels and tires should all be
the same size and type to generate accurate signals.
In addition, the tires should be inflated to the
recommended pressure for optimum system opera-
tion. Variation in wheel and tire size or significant
variations in inflation pressure can produce inaccu-
rate wheel speed signals; however, the system will
continue to function when using the mini-spare.
3.3.5 SYSTEM INITIALIZATION
System initialization starts when the key is
turned to ªrunº. At this point, the CAB performs a
complete self-check of all electrical components in
the antilock systems.
Between 8-17 km/h (5-10 mph), a dynamic test is
performed. This will momentarily cycle the inlet
and outlet valves, check wheel speed sensor cir-
cuitry, and run the pump motor at 25 km/h (15
mph). The CAB will try to test the pump motor. If
3
GENERAL INFORMATION

BUSHINGS
REMOVAL - STABILIZER BAR CUSHION
(1) Raise Vehicle. Refer to Hoisting in Lubrication
and Maintenance.
(2) Remove the 2 bolts fastening the emission leak
detection pump to the cradle crossmember reinforce-
ment.
(3) Move the leak detection pump to the side
allowing access to the stabilizer bar cushion retain-
ers.
(4) Remove the nut and bolt securing each stabi-
lizer bar cushion retainer to the cradle crossmember
(Fig. 2) and remove the retainers.
(5) Remove each stabilizer bar cushion from the
stabilizer bar by opening the slit in the cushion and
peeling it off the stabilizer bar.
INSTALLATION - STABILIZER BAR CUSHION
(1) Install each new cushion on stabilizer bar by
spreading cushion at slit and forcing it onto stabilizer
bar.
NOTE: Cushions must be installed on stabilizer bar
so the square corner of the bushing will be down
and slit in cushion will be facing the rear of the
vehicle when the stabilizer bar is installed (Fig. 3).
(2) Place stabilizer bar into mounted position with
cushions properly aligned.
(3) Hook each retainer into cradle crossmember
mounting hole and over cushion.(4) Install each mounting bolt from rear of cradle
crossmember through retainer. Install the two nuts
and tighten to 68 N´m (50 ft. lbs.) torque.
(5) Reattach emission leak detection pump to cra-
dle crossmember reinforcement with two mounting
bolts.
(6) Lower the vehicle.
HUB / BEARING
DESCRIPTION
The front wheel bearing and front wheel hub of
this vehicle are a hub and bearing unit type assem-
bly. This unit combines the front wheel mounting
hub (flange) and the front wheel bearing into a
sealed one-piece unit. The hub and bearing is
mounted to the center of the steering knuckle (Fig.
1). It is retained by four mounting bolts accessible
from the rear of the steering knuckle. The hub flange
has five wheel mounting studs.
The wheel mounting studs used to mount the tire
and wheel to the vehicle are the only replaceable
components of the hub and bearing assembly. Other-
wise, the hub and bearing is serviced only as a com-
plete assembly.
OPERATION
The hub and bearing has internal bearings that
allow the hub to rotate with the driveshaft, along
with the tire and wheel. The five wheel mounting
studs mount the tire and wheel, and brake rotor to
the vehicle.
Fig. 2 Front Stabilizer Bar Cushion Retainers
1 - STEERING GEAR
2 - STABILIZER BAR
3 - RAISED BEAD
4 - FRONT CRADLE CROSSMEMBER
5 - RETAINERS
Fig. 3 Correctly Installed Stabilizer Bar Cushion
1 - SLIT
2 - SQUARE CORNER
3 - STABILIZER BAR
4 - STABILIZER BAR CUSHION (BUSHING)
2 - 4 FRONTRS

DIAGNOSIS AND TESTING - HUB AND
BEARING (FRONT)
The condition of the front hub and bearing assem-
bly is diagnosed using the inspection and testing pro-
cedure detailed below.
The bearing contained in the Unit III front hub/
bearing assembly will produce noise and vibration
when worn or damaged. The noise will generally
change when the bearings are loaded. A road test of
the vehicle is normally required to determine the
location of a worn or damaged bearing.
Find a smooth level road surface and bring the
vehicle up to a constant speed. When vehicle is at a
constant speed, swerve the vehicle back and forth
from the left and to the right. This will load and
unload the bearings and change the noise level.
Where axle bearing damage is slight, the noise is
usually not noticeable at speeds above 48 km/h (30
mph).
REMOVAL - HUB AND BEARING
NOTE: Replacement of the Unit III front hub/bearing
assembly can be normally done without having to
remove the steering knuckle from the vehicle. In the
event that the hub/bearing is frozen in the steering
knuckle and cannot be removed by hand, it will
have to be pressed out of the steering knuckle. The
steering knuckle will require removal from the vehi-
cle to allow the hub/bearing assembly to be
pressed out of the steering knuckle. (Refer to 2 -
SUSPENSION/FRONT/KNUCKLE - REMOVAL)
(1) Raise vehicle on jack stands or centered on a
frame contact type hoist. See Hoisting in Lubrication
and Maintenance.
(2) Remove wheel lug nuts, and front tire and
wheel assembly.
(3) Remove the cotter pin, nut lock and spring
washer from the stub axle (Fig. 4).
(4) With aid of a helper applying the brakes to
keep the front hub from turning, remove the hub nut
(Fig. 4).
(5) Remove disc brake caliper and adapter as an
assembly from knuckle as shown (Fig. 5). Hang
assembly out of the way using a bungee cord or wire.
Do not allow caliper hang by brake hose.
(6) Remove brake rotor from hub and bearing (Fig.
5).
(7) Push in on end of driveshaft stub shaft, push-
ing its splines out of the hub splines.(8) Remove the four hub and bearing mounting
bolts from the rear of steering knuckle (Fig. 6).Use
care not to come in contact with and damage
the ABS tone wheel on the driveshaft stub shaft
upon bolt removal.
(9) Remove the hub and bearing assembly from
the steering knuckle.
Fig. 4 Hub Nut
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - WAVE WASHER
Fig. 5 Front Brake Mounting
1 - BRAKE ROTOR
2 - HUB AND BEARING
3 - STEERING KNUCKLE
4 - ADAPTER MOUNTING BOLTS
5 - BRAKE CALIPER
6 - ADAPTER
7 - CLIP
RSFRONT2-5
HUB / BEARING (Continued)

body, Install the mounting bolts (Fig. 3). Tighten the
four mounting bolts to 61 N´m (45 ft. lbs.) torque.
(9) Raise or lower the jack until shock absorber
lower eye aligns with threads in axle housing. Install
shock absorber lower mounting bolt. Do not fully
tighten bolt at this time.
(10) Lower the vehicle and remove hoist arms and
block of wood from under vehicle.
(11) Tighten the spring front pivot bolt to 156 N´m
(115 ft. lbs.) torque.
(12) Tighten the lower shock absorber mounting
bolt to 102 N´m (75 ft. lbs.) torque.
HUB / BEARING
DESCRIPTION
The rear wheel bearing and rear wheel hub of this
vehicle are a one-piece sealed unit, or hub and bear-
ing unit type assembly. The hub and bearing is
mounted to the center of the rear axle using 4
mounting bolts. It has five wheel mounting studs on
the hub flange.
All-Wheel-Drive vehicles have a hub and bearing
unit with a splined hole in the center of the hub for
rear driveshaft stub axle acceptance.Front-Wheel-Drive vehicles with antilock brakes
have an internally mounted wheel speed sensor and
tone wheel. This hub and bearing can be identified
by the rounded cap and molded in connector on the
rear of the assembly (Fig. 7). The sensor and tone
wheel cannot be serviced separately from the hub
and bearing.
OPERATION
The hub and bearing has internal bearings that
allow the hub to rotate with the tire and wheel
assembly (and driveshaft on All-Wheel-Drive vehi-
cles). The five wheel mounting studs mount the tire
and wheel assembly, and disc brake rotor to the vehi-
cle.
On All-Wheel-Drive vehicles, the splined mating of
the driveshaft stub axle and hub allows the drive-
shaft to rotate with the hub and wheel.
Front-Wheel-Drive vehicles equipped with antilock
brakes have a wheel speed sensor and tone wheel
mounted to the rear of the hub and bearing. The tone
wheel rotates with the hub which is sensed by the
wheel speed sensor.
DIAGNOSIS AND TESTING - HUB AND
BEARING (REAR)
The bearing contained in the hub and bearing
assembly will produce noise and vibration when worn
or damaged. The noise will generally change when
the bearings are loaded. A road test of the vehicle is
normally required to determine the location of a
worn or damaged bearing.
Find a smooth level road surface and bring the
vehicle up to a constant speed. When vehicle is at a
constant speed, swerve the vehicle back and forth
from the left and to the right. This will load and
Fig. 6 TOOL 8459 MOUNTED FOR BUSHING
INSTALLATION
1 - NUT
2 - WASHER
3 - BEARING
4 - LEAF SPRING EYE
5 - BUSHING
6 - INSTALLER PLATE (8459-3)
7 - PIN
8 - BODY (8459-1)
Fig. 7 HUB AND BEARING - FWD WITH ABS
2 - 30 REARRS
BUSHINGS (Continued)

STABILIZER BAR
DESCRIPTION
(1) Front-wheel-drive models use a stabilizer bar
that is mounted behind the rear axle. All-wheel-drive
models use a stabilizer bar that is mounted in front
of the rear axle.
The stabilizer bar interconnects both sides of the
rear axle and attaches to the rear frame rails using 2
rubber isolated link arms.
Both type stabilizer bars have the same basic com-
ponents. Attachment to the rear axle tube, and rear
frame rails is through rubber-isolated bushings.
The 2 rubber isolated links are connected to the
rear frame rails by brackets. These brackets are
bolted to the bottom of the frame rails.
OPERATION
Jounce and rebound movements affecting one
wheel are partially transmitted to the opposite wheel
to reduce body roll.
REMOVAL - AWD
(1) Raise vehicle. See Hoisting in Lubrication and
Maintenance.
(2) Remove the bolts securing the stabilizer bar to
links on each end of the bar.
(3) While holding the stabilizer bar in place,
remove the bolts that attach the stabilizer bar bush-
ing retainers to the rear axle (Fig. 42).
(4) Remove the stabilizer bar from the vehicle.
(5) Remove the bushings from the bar utilizing the
slits in the bushings.
(6) If the links need to be serviced, remove the
upper link arm to bracket bolt. Then remove link
arm from frame rail attaching bracket.
REMOVAL - FWD
(1) Raise vehicle. See Hoisting in Lubrication and
Maintenance.
(2) Remove the bolts securing the stabilizer bar to
links on each side of bar.
(3) While holding the stabilizer bar in place,
remove the bolts that attach the stabilizer bar bush-
ing retainers to the rear axle.
(4) Remove the stabilizer bar from the vehicle.
INSTALLATION - AWD
(1) Install bushings on stabilizer bar utilizing slits
in bushings.
(2) Install the stabilizer bar on the rear axle (Fig.
42).(3) Install the bushing retainers over bushings and
aligning bolt holes.
(4) Install bushing retainers bolts. Do not tighten
at this time.
(5) Install bolts connecting links to stabilizer bar.
Do not tighten at this time.
(6) Lower the vehicle so that the full weight of the
vehicle is on all four tires. With the vehicle at its
curb height, tighten the following bolts to the torques
listed:
²Stabilizer bar bushing retainer-to-axle bracket
bolts Ð 61 N´m (45 ft. lbs.)
²Stabilizer bar-to-link bolts Ð 61 N´m (45 ft. lbs.)
INSTALLATION - FWD
(1) Lift the stabilizer bar onto the rear axle and
install the two retainer mounting bolts. DO NOT
TIGHTEN.
(2) Install the bolts attaching the stabilizer bar
links to the stabilizer bar. DO NOT TIGHTEN.
(3) Lower the vehicle so that the full weight of the
vehicle is on all four tires. With the vehicle at its
curb height, tighten the following bolts to the torques
listed:
²Stabilizer bar bushing retainer-to-axle bracket
bolts Ð 61 N´m (45 ft. lbs.)
²Stabilizer bar-to-link Ð 61 N´m (45 ft. lbs.)
Fig. 42 REAR STABILIZER BAR MOUNTING TO AWD
AXLE
1 - RETAINER
2 - BUSHING
3 - AWD AXLE
4 - STABILIZER BAR
2 - 44 REARRS

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)

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