wheel torque DODGE RAM 2002 Service Repair Manual

INTRODUCTION
TABLE OF CONTENTS
page page
VEHICLE SAFETY CERTIFICATION LABEL
DESCRIPTION..........................1
VEHICLE IDENTIFICATION NUMBER
DESCRIPTION..........................1
VEHICLE EMISSION CONTROL INFORMATION
(VECI)
DESCRIPTION..........................3
EQUIPMENT IDENTIFICATION PLATE
DESCRIPTION..........................3
BODY CODE PLATE
DESCRIPTION..........................4
INTERNATIONAL VEHICLE CONTROL &
DISPLAY SYMBOLS
DESCRIPTION - INTERNATIONAL SYMBOLS . . . 5FASTENER IDENTIFICATION
DESCRIPTION..........................6
FASTENER USAGE
DESCRIPTION..........................9
THREADED HOLE REPAIR
DESCRIPTION..........................9
METRIC SYSTEM
DESCRIPTION..........................9
TORQUE REFERENCES
DESCRIPTION.........................11
VEHICLE SAFETY
CERTIFICATION LABEL
DESCRIPTION
A vehicle safety certification label (Fig. 1) is
attached to every Chrysler Corporation vehicle. The
label certifies that the vehicle conforms to all appli-
cable Federal Motor Vehicle Safety Standards. The
label also lists:
²Month and year of vehicle manufacture.
²Gross Vehicle Weight Rating (GVWR). The gross
front and rear axle weight ratings (GAWR's) are
based on a minimum rim size and maximum cold tire
inflation pressure.
²Vehicle Identification Number (VIN).
²Type of vehicle.
²Type of rear wheels.
²Bar code.
²Month, Day and Hour (MDH) of final assembly.
²Paint and Trim codes.
²Country of origin.
The label is located on the driver-side door shut-
face.
VEHICLE IDENTIFICATION
NUMBER
DESCRIPTION
VIN CODING/LOCATIONS
The Vehicle Identification Number (VIN) plate is
located on the lower windshield fence near the left
A-pillar (Fig. 2). The VIN contains 17 characters that
provide data concerning the vehicle. Refer to the VIN
decoding chart to determine the identification of a
vehicle.
The Vehicle Identification Number is also
imprinted on the:
²Body Code Plate.
²Equipment Identification Plate.
²Vehicle Safety Certification Label.
²Frame rail.
Fig. 1 Vehicle Safety Certification Label
BR/BEINTRODUCTION 1

FRONT - 4WD
TABLE OF CONTENTS
page page
FRONT - 4WD
DESCRIPTION
DESCRIPTION........................14
DESCRIPTION........................15
SPECIFICATIONS
TORQUE CHART......................15
SPECIAL TOOLS
LINK/COIL SUSPENSION...............16
HUB / BEARING
REMOVAL.............................16
INSTALLATION.........................17
KNUCKLE
REMOVAL.............................19
INSTALLATION.........................19
UPPER CONTROL ARM
REMOVAL.............................19
INSTALLATION.........................19
UPPER BALL JOINT
REMOVAL - DANA 44 & 60................19
INSTALLATION
INSTALLATION - DANA 44 AXLE..........20
INSTALLATION - DANA 60 AXLE..........20
LOWER CONTROL ARM
REMOVAL.............................20INSTALLATION.........................20
LOWER BALL JOINT
REMOVAL
REMOVAL - DANA 44 AXLE..............21
REMOVAL - DANA 60 AXLE..............21
INSTALLATION
INSTALLATION - DANA 44 AXLE..........21
INSTALLATION - DANA 60 AXLE..........22
SHOCK
DIAGNOSIS AND TESTING - SHOCK........22
REMOVAL.............................22
INSTALLATION.........................22
SPRING
REMOVAL.............................23
INSTALLATION.........................23
STABILIZER BAR
REMOVAL.............................23
INSTALLATION.........................23
TRACK BAR
DIAGNOSIS AND TESTING - TRACK BAR....24
REMOVAL.............................24
INSTALLATION.........................24
FRONT - 4WD
DESCRIPTION
DESCRIPTION
The link/coil suspension allows each wheel to adapt
to different road surfaces. The suspension is com-
prised of (Fig. 1) :
²Shock absorbers
²Coil springs
²Upper and lower suspension arms
²Stabilizer bar
²Track bar
²Steering Knuckles
²Jounce Bumper
Fig. 1 Link/Coil Suspension
1 - STABILIZER BAR
2 - SHOCK ABSORBER
3 - COIL SPRING
4 - UPPER SUSPENSION ARM
5 - LOWER SUSPENSION ARM
6 - TRACK BAR
2 - 14 FRONT - 4WDBR/BE

DRIVELINE VIBRATION
Drive Condition Possible Cause Correction
Propeller Shaft Noise 1) Undercoating or other foreign
material on shaft.1) Clean exterior of shaft and wash
with solvent.
2) Loose U-joint clamp screws. 2) Install new clamps and screws
and tighten to proper torque.
3) Loose or bent U-joint yoke or
excessive runout.3) Install new yoke.
4) Incorrect driveline angularity. 4) Measure and correct driveline
angles.
5) Rear spring center bolt not in
seat.5) Loosen spring u-bolts and seat
center bolt.
6) Worn U-joint bearings. 6) Install new U-joint.
7) Propeller shaft damaged or out
of balance.7) Installl new propeller shaft.
8) Broken rear spring. 8) Install new rear spring.
9) Excessive runout or unbalanced
condition.9) Re-index propeller shaft, test,
and evaluate.
10) Excessive drive pinion gear
shaft runout.10) Re-index propeller shaft and
evaluate.
11) Excessive axle yoke deflection. 11) Inspect and replace yoke if
necessary.
12) Excessive transfer case runout. 12) Inspect and repair as necessary.
Universal Joint Noise 1) Loose U-joint clamp screws. 1) Install new clamps and screws
and tighten to proper torque.
2) Lack of lubrication. 2) Replace as U-joints as
necessary.
BALANCE
NOTE: Removing and re-indexing the propeller
shaft 180É relative to the yoke may eliminate some
vibrations.
If propeller shaft is suspected of being unbalanced,
it can be verified with the following procedure:
(1) Raise the vehicle.
(2) Clean all the foreign material from the propel-
ler shaft and the universal joints.
(3) Inspect the propeller shaft for missing balance
weights, broken welds and bent areas.If the propel-
ler shaft is bent, it must be replaced.
(4) Inspect the universal joints to ensure that they
are not worn, properly installed and correctly aligned
with the shaft.
(5) Check the universal joint clamp screws torque.
(6) Remove the wheels and tires. Install the wheel
lug nuts to retain the brake drums or rotors.
(7) Mark and number the shaft six inches from the
yoke end at four positions 90É apart.(8) Run and accelerate the vehicle until vibration
occurs. Note the intensity and speed the vibration
occurred. Stop the engine.
(9) Install a screw clamp at position 1 (Fig. 1).
(10) Start the engine and re-check for vibration. If
there is little or no change in vibration, move the
clamp to one of the other three positions. Repeat the
vibration test.
(11) If there is no difference in vibration at the
other positions, the source of the vibration may not
be propeller shaft.
(12) If the vibration decreased, install a second
clamp (Fig. 2) and repeat the test.
(13) If the additional clamp causes an additional
vibration, separate the clamps (1/2 inch above and
below the mark). Repeat the vibration test (Fig. 3).
(14) Increase distance between the clamp screws
and repeat the test until the amount of vibration is
at the lowest level. Bend the slack end of the clamps
so the screws will not loosen.
3 - 2 PROPELLER SHAFTBR/BE
PROPELLER SHAFT (Continued)

During straight-ahead driving, the differential pin-
ion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 1).
When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. The difference must be compensated
for to prevent the tires from scuffing and skidding
through turns. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
2). In this instance, the input torque applied to the
pinion gears is not divided equally. The pinion gears
now rotate around the pinion mate shaft in opposite
directions. This allows the side gear and axle shaft
attached to the outside wheel to rotate at a faster
speed.
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, tooth contact, worn/damaged
gears or the carrier housing not having the proper
offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are accelera-
tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then acceler-
ate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through thepeak-noise range. If the noise stops or changes
greatly:
²Check for insufficient lubricant.
²Incorrect ring gear backlash.
²Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion mate shaft can also cause a
snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differen-
tial bearing noise is also constant and varies only
with vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
Fig. 1 DIFFERENTIAL-STRAIGHT AHEAD DRIVING
1 - IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
Fig. 2 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT
BR/BEFRONT AXLE - 248FBI 3 - 15
FRONT AXLE - 248FBI (Continued)

Condition Possible Causes Correction
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation. 2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct
fluid type and quantity.
2. Improper ring gear and pinion
adjustment.2. Check ring gear and pinion
contact pattern.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched
ring gear and pinion.
4. Worn teeth on ring gear and/or
pinion.4. Replace ring gear and pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing
pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out.
Replace components as necessary.
8. Loose differential bearing cap
bolts.8. Inspect differential components
and replace as necessary. Ensure
that the bearing caps are torqued
tot he proper specification.
9. Housing not machined properly. 9. Replace housing.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove wheels and tires.
(3) Remove brake calipers and rotors. Refer to 5
Brakes for procedures.
(4) Remove ABS wheel speed sensors, if equipped.
Refer to 5 Brakes for procedures.
(5) Disconnect axle vent hose.
(6) Disconnect vacuum hose and electrical connec-
tor at disconnect housing.
(7) Remove front propeller shaft.
(8) Disconnect stabilizer bar links at the axle
brackets.
(9) Disconnect shock absorbers from axle brackets.
(10) Disconnect track bar from the axle bracket.
(11) Disconnect tie rod and drag link from the
steering knuckles.
(12) Position suitable lifting device under the axle
assembly.(13) Secure axle to lifting device.
(14) Mark suspension alignment cams for installa-
tion reference.
(15) Disconnect upper and lower suspension arms
from the axle bracket.
(16) Lower the axle. The coil springs will drop
with the axle.
(17) Remove the coil springs from the axle bracket.
INSTALLATION
CAUTION: Suspension components with rubber
bushings should be tightened with the weight of the
vehicle on the suspension, at normal height. If
springs are not at their normal ride position, vehicle
ride comfort could be affected and premature bush-
ing wear may occur. Rubber bushings must never
be lubricated.
(1) Support the axle on a suitable lifting device.
3 - 18 FRONT AXLE - 248FBIBR/BE
FRONT AXLE - 248FBI (Continued)

(5) Position the yoke with the sockets in a vise
(Fig. 30).
(6) Tighten the vise jaws to force the bearing cap
into the larger socket (receiver).
(7) Release the vise jaws. Remove the sockets and
bearing cap that was partially forced out of the yoke.
(8) Repeat the above procedure for the remaining
bearing cap and remove spider from the propeller
shaft yoke.
INSTALLATION
(1) Pack the bearing caps 1/3 full of wheel bearing
lubricant. Apply extreme pressure (EP), lithium-base
lubricant to aid in installation.
(2) Position the spider in the yoke. Insert the seals
and bearings. Tap the bearing caps into the yoke
bores far enough to hold the spider in position.
(3) Place the socket (driver) against one bearing
cap. Position the yoke with the socket in a vise.
(4) Tighten the vise to force the bearing caps into
the yoke. Force the caps enough to install the retain-
ing clips.
(5) Install the bearing cap retaining clips.
(6) Install axle shaft.
PINION SEAL
REMOVAL
(1) Raise and support the vehicle.
(2) Remove wheel and tire assemblies.
(3) Remove brake calipers and rotors
(4) Mark the propeller shaft and pinion yoke for
installation reference.
(5) Remove the propeller shaft from the yoke.
(6) Rotate the pinion gear three or four times.
(7) Measure the amount of torque necessary to
rotate the pinion gear with a (in. lbs.) dial-type
torque wrench. Record the torque reading for instal-
lation reference.
(8) Remove the pinion yoke nut and washer. Use
Remover C-452 and Wrench C-3281 to remove the
pinion yoke (Fig. 31) .
(9) Use suitable pry tool or slide hammer mounted
screw to remove the pinion shaft seal.
INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal. Install seal with an appropriate
installer (Fig. 32).
(2) Install yoke on the pinion gear with Installer
C-3718 and Holder 6719 (Fig. 33).
CAUTION: Do not exceed the minimum tightening
torque when installing the pinion yoke retaining
nut. Damage to collapsible spacer or bearings may
result.
Fig. 29 AXLE SHAFT OUTER U-JOINT
1 - SHAFT YOKE
2 - BEARING CAP
3 - SNAP RINGS
4 - BEARING CAP
5 - SPINDLE YOKE
6 - BEARING
7 - BEARING CAP
8 - SNAP RINGS
9 - BEARING CAP
Fig. 30 YOKE BEARING CAP
1 - LARGE-DIAMETER SOCKET WRENCH
2 - VISE
3 - SMALL-DIAMETER SOCKET WRENCH
BR/BEFRONT AXLE - 248FBI 3 - 35
SINGLE CARDAN UNIVERSAL JOINTS (Continued)

(3) Install a new nut on the pinion gear. Tighten
the nut only enough to remove the shaft end play.
(4) Rotate the pinion shaft using an inch pound
torque wrench. Rotating torque should be equal to
the reading recorded during removal, plus an addi-
tional 0.56 N´m (5 in. lbs.) (Fig. 34).
(5) If the rotating torque is to low, use Holder 6719
to hold the pinion yoke (Fig. 35), and tighten the pin-
ion shaft nut in 6.8 N´m (5 ft. lbs.) until proper rotat-
ing torque is achieved.
(6) Align the installation reference marks and
attach the propeller shaft to the yoke.
(7) Check and add lubricant to axle, if necessary.
Refer to Lubricant Specifications in this section for
lubricant requirements.
(8) Install brake rotors and calipers.
(9) Install wheel and tire assemblies.
(10) Lower the vehicle.
Fig. 31 Pinion
1 - YOKE HOLDER
2 - YOKE
3 - YOKE PULLER
Fig. 32 Pinion Seal Installation
1 - HANDLE
2 - INSTALLER
Fig. 33 PINION YOKE
1 - INSTALLER
2 - YOKE HOLDER
Fig. 34 PINION ROTATING TORQUE
1 -TORQUE WRENCH
2 - PINION YOKE
3 - 36 FRONT AXLE - 248FBIBR/BE
PINION SEAL (Continued)

REAR AXLE - 248RBI
TABLE OF CONTENTS
page page
REAR AXLE - 248RBI
DESCRIPTION.........................46
OPERATION...........................46
DIAGNOSIS AND TESTING - AXLE..........47
REMOVAL.............................51
INSTALLATION.........................51
ADJUSTMENTS........................51
SPECIFICATIONS
REAR AXLE - 248RBI..................59
SPECIAL TOOLS
REAR AXLE - 248RBI..................59
AXLE SHAFTS
REMOVAL.............................62
INSTALLATION.........................62
AXLE BEARINGS
REMOVAL.............................62
INSTALLATION.........................62
PINION SEAL
REMOVAL.............................63INSTALLATION.........................63
DIFFERENTIAL
REMOVAL.............................64
DISASSEMBLY.........................65
ASSEMBLY............................66
INSTALLATION.........................66
DIFFERENTIAL - TRAC-LOK
DIAGNOSIS AND TESTING - TRAC-LOKT.....67
DISASSEMBLY.........................68
ASSEMBLY............................70
DIFFERENTIAL CASE BEARINGS
REMOVAL.............................72
INSTALLATION.........................72
PINION GEAR/RING GEAR/TONE RING
REMOVAL.............................73
INSTALLATION.........................75
REAR AXLE - 248RBI
DESCRIPTION
The Rear Beam-design Iron (RBI) axle housings consist
of an iron center casting (differential housing) with axle
shaft tubes extending from either side. The tubes are
pressed into the differential housing and welded. The
axles are equipped with full-floating axle shafts, meaning
that loads are supported by the axle housing tubes.
The differential case for the standard differentials
and the Trac-loktdifferential are a one-piece design.
Differential bearing preload and ring gear backlash
are adjusted by the use of shims located between the
differential bearing cones and case. Pinion bearing
preload is set and maintained by the use of a collaps-
ible spacer. The removable, stamped steel cover pro-
vides a means for inspection and service.
OPERATION
STANDARD DIFFERENTIAL
The axle receives power from the transmission/
transfer case through the rear propeller shaft. The
rear propeller shaft is connected to the pinion gear
which rotates the differential through the gear mesh
with the ring gear bolted to the differential case. The
engine power is transmitted to the axle shaftsthrough the pinion mate and side gears. The side
gears are splined to the axle shafts.
During straight-ahead driving, the differential pin-
ion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 1).Fig. 1 STRAIGHT AHEAD DRIVING
1 - IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
3 - 46 REAR AXLE - 248RBIBR/BE

When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. The difference must be compensated
for to prevent the tires from scuffing and skidding
through turns. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
2). In this instance, the input torque applied to the
pinion gears is not divided equally. The pinion gears
now rotate around the pinion mate shaft in opposite
directions. This allows the side gear and axle shaft
attached to the outside wheel to rotate at a faster
speed.
TRAC-LOKTDIFFERENTIAL
The differential clutches are engaged by two con-
current forces. The first being the preload force
exerted through Belleville spring washers within the
clutch packs. The second is the separating forces gen-
erated by the side gears as torque is applied through
the ring gear (Fig. 3).
This design provides the differential action needed
for turning corners and for driving straight ahead
during periods of unequal traction. When one wheel
looses traction, the clutch packs transfer additional
torque to the wheel having the most traction. The
differential resist wheel spin on bumpy roads and
provide more pulling power when one wheel looses
traction. Pulling power is provided continuously until
both wheels loose traction. If both wheels slip due to
unequal traction, Trac-loktoperation is normal. In
extreme cases of differences of traction, the wheel
with the least traction may spin.
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, incorrect pinion depth, toothcontact, worn/damaged gears, or the carrier housing
not having the proper offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are accelera-
tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then acceler-
ate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak-noise range. If the noise stops or changes
greatly:
²Check for insufficient lubricant.
²Incorrect ring gear backlash.
²Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
Fig. 2 DIFFERENTIAL ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFTFig. 3 TRAC-LOK LIMITED SLIP DIFFERENTIAL
1 - CASE
2 - RING GEAR
3 - DRIVE PINION
4 - PINION GEAR
5 - MATE SHAFT
6 - CLUTCH PACK
7 - SIDE GEAR
8 - CLUTCH PACK
BR/BEREAR AXLE - 248RBI 3 - 47
REAR AXLE - 248RBI (Continued)

PINION SEAL
REMOVAL
(1) Raise and support the vehicle.
(2) Mark universal joint, pinion yoke and shaft for
installation reference.
(3) Disconnect the propeller shaft from the pinion
yoke.
(4) Remove the wheel and tire assemblies.
(5) Remove brake calipers to prevent any drag
that may cause a false bearing preload torque mea-
surement.
(6) Rotate pinion yoke three or four times.
(7) Record pinion gear rotating torque with an
inch pound torque wrench (Fig. 22).
(8) Hold yoke with Yoke Holder 6719A and remove
the pinion shaft nut and washer.
(9) Remove yoke with Remover C-452 (Fig. 23).
(10) Remove pinion seal with pry tool or slide-
hammer mounted screw.
INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal.
(2) Installnewpinion seal with an aproppriate
installer (Fig. 24).
(3) Install yoke on pinion shaft with Installer
C-3718 and Yoke Holder 6719.(4) Install pinion yoke washer with theconcave
surfaceagainst the yoke end.
(5) Installnewpinion nut.
CAUTION: Never exceed the minimum tightening
torque when installing the pinion yoke retaining nut
at this point. Damage to collapsible spacer, if
equipped, or bearings may result.
(6) Hold pinion yoke with Yoke Holder 6719 and
tighten shaft nut to 291.5 N´m (215 ft. lbs.) (Fig. 25).
Rotate pinion shaft several revolutions to ensure the
bearing rollers are seated.
(7) Rotate pinion shaft with a inch pound torque
wrench. Rotating torque should be equal to the read-
ing recorded during removal, plus an additional 0.56
N´m (5 in. lbs.) (Fig. 26).
Fig. 22 PINION ROTATING TORQUE
1 -TORQUE WRENCH
2 - PINION YOKE
Fig. 23 PINION YOKE REMOVER
1 - PINION YOKE
2 - REMOVER
Fig. 24 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER
BR/BEREAR AXLE - 248RBI 3 - 63