steering wheel adjustment JEEP CHEROKEE 1994 Service Repair Manual

FRONT WHEEL BEARINGS
Only 2WD XJ vehicles are equipped with front
wheel bearings. XJ vehicles have semi-floating axle
shafts and axle shaft bearings that are lubricated via
differential lube oil.
RECOMMENDED MAINTENANCEÐ2WD XJ
VEHICLES
The front wheel bearings should be lubricated (re-
packed) at the same time as front brake pad/caliper
service is conducted.
LUBRICANT SPECIFICATION
Wheel bearings should be lubricated with a lubri-
cant that is identified as NLGI GC-LB lubricant.
INSPECTION/LUBRICATION
(1) Remove the wheel/tire and the disc brake cali-
per.Do not disconnect the caliper brake fluid
hose unless the caliper must also be removed for
maintenance. Support the caliper with a hanger
to prevent brake fluid hose damage.
(2) Remove the dust cap, the cotter pin, the nut re-
tainer, the adjustment nut, and the thrust washer
from the spindle (Fig. 3). Discard the cotter pin.
(3) Remove the wheel outer bearing from the hub.
(4) Remove the wheel hub/disc brake rotor from
the spindle.
(5) Remove the seal and the inner wheel bearing
from the hub cavity.
(6) After removal, inspect both front wheel bearing
races for indications of pitting, brinelling and exces-
sive heat.
(7) Wipe the spindle clean and apply a small
amount of chassis/wheel bearing lubricant (NLGI
GC-LB lubricant) to prevent rust. Wipe the wheel
hub cavity clean.
CAUTION: Do not over-fill the wheel hub cavity with
lubricant. Excessive lubricant can cause overheat-ing and bearing damage. Also, excessive lubricant
can be forced out of the wheel hub cavity and con-
taminate the brake rotor/pads.
(8) Partially fill the wheel hub cavity with chassis/
wheel bearing lubricant (NLGI GC-LB lubricant).
(9) Pack the wheel bearings with chassis/wheel
bearing lubricant (NLGI GC-LB lubricant). Ensure
that sufficient lubricant is forced between the bear-
ing rollers.
(10) Install the wheel inner bearing in the wheel
hub and install a replacement seal.
(11) Clean the disc brake rotor contact surfaces, if
necessary.
(12) Install the wheel hub/disc brake rotor on the
spindle.
(13) Install the wheel outer bearing, the thrust
washer, and the spindle nut.
(14) Tighten the spindle nut with 28 NIm (21 ft.
lbs.) torque while rotating the disc brake rotor to
seat the bearings.
(15) Loosen the spindle nut 1/2 turn. While rotat-
ing the disc brake rotor, tighten the spindle nut with
2NIm (19 in. lbs.) torque.
(16) Install the nut retainer and a replacement cot-
ter pin.
(17) Clean the dust cap and apply wheel bearing
lubricant to the inside surface.Do not fill the dust
cap with lubricant.
(18) Install the dust cap.
(19) Install the disc brake caliper.
POWER STEERING SYSTEM
RECOMMENDED MAINTENANCE
The condition of power steering system should be
inspected and the fluid level checked. Add fluid as
necessary.
FLUID SPECIFICATION
Jeeptpower steering systems require MOPAR
Power Steering Fluid, or an equivalent product.
The original power steering fluid installed in
Jeeptvehicles includes black-light leak detec-
tion dye.
INSPECTION
Inspect the power steering system (Figs. 4 and 5)
for the sources of fluid leaks, steering gear housing
cracks and ensure that the steering gear is securely
attached to the vehicle frame rail. Inspect the steer-
ing damper for leaks and loose connections.
FLUID LEVEL
The fluid level dipstick is attached to the reservoir
cap (Fig. 6). The fluid level in the reservoir can be
determined with the fluid either hot or cold.
(1) Remove the cap from the reservoir.
Fig. 3 2WD Front Wheel BearingsÐXJ Vehicles
JLUBRICATION AND MAINTENANCE 0 - 31

axle assembly to the frame. The lower arms uses
shims at the frame mount to allow for adjustment of
caster and pinion angle. The suspension arm travel
(jounce or rebound) is limited through the use of rub-
ber bumpers.
Suspension components which use rubber bushings
should be tightened at vehicle ride height. This will
prevent premature failure of the bushing and main-
tain ride comfort. Bushings must never be lubricated.
The coil springs control ride quality and maintain
proper ride height. The coil springs mount up in the
fender shield which is part of the unitized body
bracket. A rubber isolator is located between the top
of the spring and the frame. The bottom of the spring
seats on a axle pad and is retained with a clip.
The shock absorbers dampen jounce and rebound of
the vehicle over various road conditions. The top of
the shock absorbers are bolted to the frame. The bot-
tom of the shocks are bolted to the axle spring
bracket.
The stabilizer bar is used to minimize vehicle front
sway during turns. The spring steel bar helps to con-
trol the vehicle body in relationship to the suspen-
sion. The bar extends across the front underside of
the chassis and connects to the frame rails. Links are
connected from the bar to the axle brackets. Stabi-
lizer bar mounts are isolated by rubber bushings.
The track bar is used to minimize front axle side-
to-side movement. The bar is attached to a frame rail
bracket with a ball stud and isolated with a bushing
at the axle bracket.
TUBE AXLE (2WD VEHICLES)
The front axle used on two-wheel drive vehicles is
a one-piece, tubular axle (Fig. 2). The tubular axle
mounts in the same bracketry as does the four-wheel
drive front axle. The steering knuckles and hub bear-
ing assemblies are the same as used on the Model 30
drive axle.
YJ VEHICLES
The Wrangler (YJ) front suspension is leaf spring
design comprised of (Fig. 3);
²Drive axle
²Track bar
²Stabilizer bar
²Leaf springs
²Dual-action shock absorbers
²Jounce bumpers (used to limit the travel of the
suspension)
The front suspension uses semi-elliptic multi-leaf
springs mounted on the drive axle. The rearward end
of the springs are mounted to the frame rail hangers
through rubber bushings. The bushings isolate road
noise as the springs move. The forward end of the
springs are attached to the frame with shackles. The
spring and shackles use rubber bushings to isolate
road noise. The shackles allow the springs to changetheir length as the vehicle moves over various road
conditions. The spring and axle travel (jounce or re-
bound) is limited through use of rubber bumpers
mounted on the frame.
Suspension components which use rubber bushings
should be tightened at vehicle ride height. This will
prevent premature failure of the bushing and main-
tain ride comfort. The bushings should never be lu-
bricated.
Fig. 2 Front AxleÐ 2WD Vehicles
Fig. 3 YJ Front Suspension
2 - 2 FRONT SUSPENSION AND AXLEJ

FRONT WHEEL ALIGNMENT
INDEX
page page
Alignment Measurements and Adjustments...... 6
General Information........................ 5Pre-Alignment Inspection.................... 6
GENERAL INFORMATION
Front wheel alignment involves the correct posi-
tioning of the wheels in relation to the vehicle. The
positioning is accomplished through suspension and
steering linkage adjustments. An alignment is con-
sidered essential for efficient steering, good direc-
tional stability and to maximize tire wear. The most
important measurements of front end alignment are
caster, camber and toe position.
Routine inspection of the front suspension
and steering components is a good preventative
maintenance practice. Inspection also helps to
ensure safe operation of the vehicle.
²CASTER is the forward or rearward tilt of the
steering knuckle from vertical. Tilting the top of the
knuckle rearward provides positive caster. Tilting the
top of the knuckle forward provides negative caster.
Caster is a directional stability angle whichenables the front wheels to return to a straight
ahead position after turns (Fig. 1).
²CAMBER is the inward or outward tilt of the
wheel relative to the center of the vehicle. Tilting the
top of the wheel inward provides negative camber.
Tilting the top of the wheel outward provides positive
camber. Incorrect camber will cause wear on the in-
side or outside edge of the tire (Fig. 1).
²WHEEL TOE POSITION is the difference between
the leading inside edges and trailing inside edges of
the front tires (Fig. 1). Incorrect wheel toe position is
the most common cause of unstable steering and un-
even tire wear. The wheel toe position is thefinal
front wheel alignment adjustment.
²STEERING AXIS INCLINATION ANGLE is mea-
sured in degrees and is the angle that the steering
knuckles are tilted (Fig. 1). The inclination angle has
a fixed relationship with the camber angle. It will
Fig. 1 Wheel Alignment Measurements
JFRONT SUSPENSION AND AXLE 2 - 5

not change except when a spindle or ball stud is
damaged or bent. The angle is not adjustable and the
damaged component(s) must be replaced to correct
mis-alignment.
CAUTION:Do not attempt to modify any suspension
or steering component by heating and bending.
PRE-ALIGNMENT INSPECTION
Before starting a front wheel alignment, the follow-
ing inspection and necessary corrections must be
completed.
(1) Tires with the same recommended air pressure,
size, and thread wear. Refer to Group 22, Tires And
Wheels for diagnosis information.
(2) Front wheel bearings for wear.
(3) Ball studs, steering linkage pivot points and
steering gear for looseness, roughness, binding or
wear. Refer to Group 19, Steering for additional in-
formation.
(4) Front wheels for excessive radial or lateral
runout and unbalance. Refer to Group 22, Tires And
Wheels for diagnosis information.
(5) Suspension components for wear and noise.
Check components for correct torque. Refer to Groups
2 and 3, Suspension and Axle for additional informa-
tion.
ALIGNMENT MEASUREMENTS AND ADJUSTMENTS
Before each alignment reading, the vehicle should
be jounced (rear first, then front). Grasp each bumper
at the center and jounce the vehicle up and down
several times. Always release the bumper in the
down position.Set the front end alignment to
specifications with the vehicle at its NOR-
MALLY RIDE HEIGHT.
CAMBER
The wheel camber angle (Fig. 1) is preset at ZERO
DEGREES (0É). The angle is not adjustable and can-
not be altered.
CASTER
The caster angle (Fig. 1) is set at:
²XJ manual transmission, POSITIVE 6.5 DE-
GREES (+6.5É).
²XJ automatic transmission, POSITIVE 8.0 DE-
GREES (+8.0É).
²YJ all transmissions, POSITIVE 6.0 DEGREES
(+6.0É).
Before checking the caster of the front axle for cor-
rect angle. Be sure the axle is not bent or twisted.
Road test the vehicle, and make left and right
turns. If the steering wheel returns to the center po-
sition unassisted, the caster angle is correct. How-ever, if steering wheel does not return toward the
center position unassisted, an incorrect caster angle
is probable.
Caster can be adjusted by installing the appropri-
ate size shims (Fig. 2, 3).Changing caster angle
will also change the front propeller shaft angle.
The propeller shaft angle has priority over
caster. Refer to Group 16, Propeller Shafts for
additional information.
Fig. 2 AdjustmentÐYJ Vehicles
Fig. 3 AdjustmentÐXJ Vehicles
2 - 6 FRONT SUSPENSION AND AXLEJ

TOE POSITIONÐXJ VEHICLES
The wheel toe position adjustment should be the fi-
nal adjustment.
(1) Start the engine and turn wheels both ways be-
fore straightening the wheels. Secure the steering
wheel with the front wheels in the straight-ahead po-
sition.
(2) Loosen the adjustment sleeve clamp bolts (Fig.
4).
(3) Adjust the right wheel toe position with the
drag link. Turn the sleeve until the right wheel is at
specifications. Position the clamp bolts as shown
(Fig. 5) and tighten to 49 Nzm (36 ft. lbs.) torque.
Make sure the toe setting does not change dur-
ing clamp tightening.
(4) Adjust the left wheel toe position with the tie
rod. Turn the sleeve until the left wheel is at speci-
fications. Position the clamp bolts as shown (Fig. 5)
and tighten to 27 Nzm (20 ft. lbs.) torque.Make sure
the toe setting does not change during clamp
tightening.
(5) Verify the right toe setting.
Fig. 4 Steering LinkageÐXJ Vehicles
Fig. 5 Drag Link and Tie Rod Clamp Location
2 - 8 FRONT SUSPENSION AND AXLEJ

TOE POSITIONÐYJ VEHICLES
The wheel toe position should be the final front
wheel alignment adjustment. In all instances follow
the equipment manufacturer's recommended proce-
dure.
(1) Secure the steering wheel with the front wheels
in the straight-ahead position. For vehicles equipped
with power steering, start the engine before straight-
ening the wheels.(2) Loosen the adjustment sleeve clamp bolts on
the tie rod (Fig. 6).
YJ Vehicles
The tie rod and adjustment sleeve have both
right and left hand threads to provide equal ad-
justment for each wheel.
(3) After the adjustment is completed, position the
tie rod adjustment sleeve clamp bolts as shown.
(4) Tighten the adjustment sleeve clamp bolts to
27 Nzm (20 ft. lbs.) torque.
(5) The steering wheel can be centered by the drag
link. Complete the adjustment. Position the drag link
clamp bolts as shown. Tighten the bolts to 49 Nzm
(36 ft. lbs.) torque.
Fig. 6 Steering Linkage
ALIGNMENT SPECIFICATIONSÐXJ VEHICLES
ALIGNMENT SPECIFICATIONSÐYJ VEHICLES
JFRONT SUSPENSION AND AXLE 2 - 9

MODEL 30 AXLE AND TUBE AXLE (2WD)
INDEX
page page
Axle Bushing Replacement................. 32
Axle Shaft Ð Cardan U-Joint................ 25
Axle Specifications....................... 46
Backlash and Contact Pattern Analysis........ 44
Cleaning/Inspection....................... 35
Differential and Pinion Measurement.......... 38
Differential Assembly...................... 36
Differential Disassembly.................... 34
Differential Installation..................... 43
Differential Removal...................... 32
Differential Shim Pack Measurement and Adjustment.42
Drive Axle Assembly ReplacementÐXJ Vehicles . 21
Drive Axle Assembly ReplacementÐYJ Vehicles . 21Final Assembly.......................... 44
Hub Bearing and Axle Shaft................ 24
Information............................. 20
Inner Axle Shaft Oil Seal Replacement........ 33
Lubricant Change........................ 22
Lubricant Specifications.................... 20
Pinion Gear Assembly/Installation............ 40
Pinion Gear Depth Information.............. 37
Pinion Removal/Disassembly................ 34
Pinion Seal Replacement.................. 23
Steering Knuckle and Ball Studs............. 30
Vacuum Disconnect Axle Ð YJ Vehicles....... 26
INFORMATION
The housing for Model 30 front axles consists of an
iron center casting (differential housing) with axle
shaft tubes extending from either side. The tubes are
pressed into and welded to the differential housing to
form a one-piece axle housing.
The integral type housing, hypoid gear design has
the centerline of the pinion set above the centerline
of the ring gear.
The axle has a fitting for a vent hose used to re-
lieve internal pressure caused by lubricant vaporiza-
tion and internal expansion.
The axles are equipped with semi-floating axle
shafts, meaning that loads are supported by the hub
bearings. The axle shafts are retained by nuts at the
hub bearings. The hub bearings are bolted to the
steering knuckle at the outboard end of the axle tube
yoke. The hub bearings are serviced as an assembly.
The axles are equipped with ABS brake sensors.
The sensors are attached to the knuckle assemblies
and tone rings are pressed on the axle shaft.Use
care when removing axle shafts as NOT to dam-
age the tone wheel or the sensor.
The stamped steel cover provides a means for in-
spection and servicing the differential.
The Model 30 axle has the assembly part number
and gear ratio listed on a tag. The tag is attached to
the housing cover. Build date identification codes are
stamped on the axle shaft tube cover side.
The differential case is a one-piece design. The dif-
ferential pinion mate shaft is retained with a roll
pin. Differential bearing preload and ring gear back-
lash is adjusted by the use of shims (select thick-
ness). The shims are located between the differential
bearing cones and case. Pinion bearing preload is set
and maintained by the use of collapsible spacer.
PINION GEAR DEPTH MEASUREMENT WITH
PINION GAUGE SET 6774, Pinion Block 6733 and
Dial Indicator C-3339 is performed when;²Axle/differential housing is being replaced
²Original pinion depth shim pack is lost or mis-
placed
²Replacing the differential case
²Original differential bearing shim pack is lost or
misplaced
COMMAND-TRACÐYJ VEHICLES
The Command-Trac system is a vacuum disconnect
axle. The system has a two-piece axle shaft coupled
together by a shift collar. For two-wheel drive oper-
ation, the vacuum motor and shift fork disengages
the axle shaft splines. For four-wheel drive opera-
tion, the vacuum motor and shift fork engages the
splines.
SELEC-TRACÐXJ VEHICLES
The Selec-Trac system is a non-disconnect axle.
Shifting from two-wheel to four-wheel drive is at the
transfer case.
For XJ vehicles equipped withSelec-Tracand
ABS brake system, refer to Group 5ÐBrakes for ad-
ditional service information.
LUBRICANT SPECIFICATIONS
Multi-purpose, hypoid gear lubricant should be
used for Model 30 axles. The lubricant should have
MIL-L-2105C and API GL 5 quality specifications.
MOPARtHypoid Gear Lubricant conforms to both of
these specifications.
²The factory fill for the Model 30 axle is SAE 75W
gear lubricant.Do not use heavier weight lubri-
cant, this will cause axle engagement difficulties.
²The factory installed lubricant quantity for the
NON-DISCONNECT TYPE AXLE is 5061 fluid oz..
²The factory installed lubricant quantity for the
VACUUM-DISCONNECT TYPE AXLE is 5661 fluid
oz..
2 - 20 FRONT SUSPENSION AND AXLEJ

when the cover is off. The second involves adding to,
or filling the cylinder reservoirs with a non-recom-
mended fluid.
Brake fluid contaminated with only dirt, or debris
usually retains a normal appearance. In some cases,
the foreign material will remain suspended in the
fluid and be visible. The fluid and foreign material
can be removed from the reservoir with a suction
gun but only if the brakes have not been applied. If
the brakes are applied after contamination, system
flushing will be required. The master cylinder may
also have to be disassembled, cleaned and the piston
seals replaced. Foreign material lodged in the reser-
voir compensator/return ports can cause brake drag
by restricting fluid return after brake application.
Brake fluid contaminated by a non-recommended
fluid will usually be discolored, milky, oily looking,
or foamy. In some cases, it may even appear as if the
fluid contains sludge.However, remember that
brake fluid will darken in time and occasionally
be cloudy in appearance. These are normal con-
ditions and should not be mistaken for contami-
nation.
If some type of oil has been added to the system,
the fluid will separate into distinct layers. To verify
this, drain off a sample with a clean suction gun.
Then pour the sample into a glass container and ob-
serve fluid action. If the fluid separates into distinct
layers, it is definitely contaminated.
The only real correction for contamination by non-
recommended fluid is to flush the entire hydraulic
system and replace all the seals.
BRAKE NOISE
Squeak/Squeal
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign
of severely worn brake lining. If the lining has worn
through to the brakeshoes in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors can become so scored that replacement is nec-
essary.
Thump/Clunk
Thumping or clunk noises during braking are fre-
quentlynotcaused by brake components. In many
cases, such noises are caused by loose or damaged
steering, suspension, or engine components. How-
ever, calipers that bind on the slide surfaces can gen-
erate a thump or clunk noise. In addition, worn out,
improperly adjusted, or improperly assembled rear
brakeshoes can also produce a thump noise.Chatter/Shudder
Brake chatter, or shudder is usually caused by
loose or worn components, or glazed/burnt lining. Ro-
tors with hard spots can also contribute to chatter.
Additional causes of chatter are out of tolerance ro-
tors, brake lining not securely attached to the shoes,
loose wheel bearings and contaminated brake lining.
BRAKELINING CONTAMINATION
Brakelining contamination is usually a product of
leaking calipers or wheel cylinders, driving through
deep water puddles, or lining that has become cov-
ered with grease and grit during repair.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can
produce a condition similar to grab as the tire loses
and recovers traction.
Flat-spotted tires can cause vibration and wheel
tramp and generate shudder during brake operation.
A tire with internal damage such as a severe
bruise or ply separation can cause pull and vibration.
DIAGNOSING PARKING BRAKE PROBLEMS
Adjustment Mechanism
Parking brake adjustment is controlled by a
cable tensioner mechanism. This applies to 1991
through 1994 YJ models and 1992 and later XJ
models. The cable tensioner, once adjusted at
the factory, will not need further adjustment un-
der normal circumstances. There are only two
instances when adjustment is required. The first
is when a new tensioner, or cables have been in-
stalled. And the second, is when the tensioner
and cables are disconnected for access to other
brake components.
Parking Brake problem Causes
In most cases, the actual cause of an improperly
functioning parking brake (too loose/too tight/wont
hold), can be traced to a drum brake component.
The leading cause of improper parking brake
operation, is excessive clearance between the
brakeshoes and the drum surface. Excessive
clearance is a result of: lining and/or drum wear;
oversize drums; or inoperative shoe adjuster
components.
Excessive parking brake lever travel (sometimes
described as a loose lever or too loose condition), is
the result of worn brakeshoes/drums, improper
brakeshoe adjustment, or mis-assembled brake parts.
A ``too loose'' condition can also be caused by inop-
erative brakeshoe adjusters. If the adjusters are mis-
5 - 10 BRAKESJ

ence) of piston and caliper boot groove (Fig. 24).
Grease serves as corrosion protection for these areas.
(8) Press caliper piston to bottom of bore.
(9) Seat dust boot in caliper with Installer Tool
C-4842 and Tool Handle C-4171 (Fig. 25).
(10) Install caliper bleed screw if removed.
CALIPER INSTALLATION
(1) Install brakeshoes in caliper (Figs. 11, 12).
(2) Connect brake hose fitting to caliper but do not
tighten fitting bolt completely at this time.Be sure
to use new washers on fitting bolt to avoid leaks
(Fig. 26).
(3) Install caliper. Position mounting notches at
lower end of brakeshoes on bottom mounting ledge(Fig. 13). Then rotate caliper over rotor and seat
notches at upper end of shoes on mounting ledge
(Fig. 13).
(4) Coat caliper mounting bolts with GE 661 or
Dow 111 silicone grease. Then install and tighten
bolts to 10-20 Nzm (7-15 ft. lbs.) torque.
CAUTION: If new caliper bolts are being installed,
or if the original reason for repair was a drag/pull
condition, check caliper bolt length before proceed-
ing. If the bolts have a shank length greater than
67.6 mm (2.66 in.), they may contact the inboard
brakeshoe causing a partial apply condition. Refer
to Figure 14 for the required caliper bolt length.
(5) Position front brake hose clear of all chassis
components and tighten caliper fitting bolt to 31 Nzm
(23 ft. lbs.) torque.
CAUTION: Be sure the brake hose is not twisted or
kinked at any point. Also be sure the hose is clear
of all steering and suspension components. Loosen
and reposition the hose if necessary.
(6) Install wheels. Tighten wheel lug nuts to 109-
150 Nzm (80-110 ft. lbs.) torque.
(7) Fill and bleed brake system. Refer to proce-
dures in Service Adjustments section.
ROTOR REMOVAL
(1) Raise vehicle and remove wheel.
(2) Remove caliper.
(3) Remove retainers securing rotor to hub studs
(Fig. 27).
(4) Remove rotor from hub (Fig. 27).
(5) If rotor shield requires service, remove front
hub and bearing assembly.
ROTOR INSTALLATION
(1) Install rotor on hub.
(2) Install caliper.
Fig. 24 Typical Caliper/Piston Areas To Be Lightly
Coated With Silicone Grease
Fig. 25 Seating Caliper Piston Piston Dust Boot
Fig. 26 Front Brake Hose And Fitting Components
5 - 30 BRAKESJ

Clean the reservoir and caps thoroughly before
checking level or adding fluid. Cap open lines and
hoses during service to prevent dirt entry.
Dirt or foreign material entering the ABS hydrau-
lic system through the reservoir opening will circu-
late within the system. The result will be poor brake
performance and possible component failure. Use
clean, fresh fluid only to top off, or refill the system.
WHEEL SENSOR AIR GAP ADJUSTMENT
Only rear sensor air gap is adjustable. The front
sensors are fixed and cannot be adjusted.
A rear sensor air gap adjustment is only
needed when reinstalling an original sensor. Re-
placement sensors have an air gap spacer at-
tached to the sensor pickup face. The spacer
establishes correct air gap when pressed against
the tone ring during installation. As the tone
ring rotates, it peels the spacer off the sensor to
create the required air gap.
Preferred rear sensor air gap is 1.1 mm (0.043 in.).
Acceptable air gap range is 0.92 to 1.275 mm (0.036
to 0.050 in.).
Front sensor air gap is not adjustable. The front
sensors are fixed in position and cannot be adjusted.
Front sensor air gap can only be checked. Air gap
should be 0.040 to 1.3 mm (0.0157 to 0.051 in.). If
front sensor air gap is incorrect, the sensor is either
loose, or damaged.
FRONT WHEEL SENSOR REMOVAL
(1) Raise vehicle and turn wheel outward for eas-
ier access to sensor.
(2) Remove sensor wire from mounting brackets.
(3) Clean sensor and surrounding area before removal.
(4) Remove bolt attaching sensor to steering
knuckle and remove sensor.
(5) Unseat grommet retaining sensor wire in wheel
house panel.
(6) In engine compartment, disconnect sensor wire con-
nector at harness plug. Then remove sensor and wire.
FRONT WHEEL SENSOR INSTALLATION
(1) Apply Mopar Lock N' Seal or Loctite 242 to
bolt that attaches sensor to steering knuckle. Use
new sensor bolt if original bolt is worn or damaged.
(2) Position sensor on steering knuckle. Seat sen-
sor locating tab in hole in knuckle and install sensor
attaching bolt finger tight.
(3) Tighten sensor bolt to 14 NIm (11 ft. lbs.) torque.
(4) Attach sensor wire to steering knuckle bracket
with grommets on sensor wire.
(5) Route sensor wire forward and behind shock
absorber. Then attach sensor wire to spring seat
bracket with grommets on sensor wire.
(6) Route sensor wire to outer sill bracket. Remove
all twists or kinks from wire.(7) Attach sensor wire to sill bracket with grom-
met. Be sure wire is free of twists and kinks.
(8) Verify sensor wire routing. Wire should loop
forward and above sill bracket. Loose end of wire
should be below sill bracket and towards brake hose.
(9) Seat sensor wire grommet in body panel and
clip wire to brake line at grommet location.
(10) Connect sensor wire to harness in engine com-
partment.
REAR WHEEL SENSOR REMOVAL
(1) On XJ models, if separate connectors are not
used to attach sensor harness to each sensor wire,
proceed as follows:
(a) Raise and fold rear seat forward for access to
rear sensor connectors (Figs. 4 and 5).
(b) Disconnect sensors at rear harness connectors.
(c) Push sensor grommets and sensor wires
through floorpan.
Fig. 4 Acceleration Switch And Rear Sensor
Connections (XJ)
Fig. 5 Rear Sensor Connections (XJ)
JABS COMPONENT SERVICE 5 - 49