No RDS JEEP GRAND CHEROKEE 2002 WJ / 2.G Repair Manual

FUEL DELIVERY
DESCRIPTION
The fuel delivery system consists of:
²the fuel pump module containing the electric
fuel pump, fuel gauge sending unit (fuel level sensor)
and a separate fuel filter located at bottom of pump
module
²a separate combination fuel filter/fuel pressure
regulator
²fuel tubes/lines/hoses
²quick-connect fittings
²fuel injector rail
²fuel injectors
²fuel tank
²fuel tank filler/vent tube assembly
²fuel tank filler tube cap
²accelerator pedal
²throttle cable
OPERATION
The fuel tank assembly consists of: the fuel tank,
fuel tank shield, fuel tank straps, fuel pump module
assembly, fuel pump module locknut/gasket, and fuel
tank check valve (refer to Emission Control System
for fuel tank check valve information).
A fuel filler/vent tube assembly using a pressure/
vacuum, 1/4 turn fuel filler cap is used. The fuel
filler tube contains a flap door located below the fuel
fill cap.
Also to be considered part of the fuel system is the
evaporation control system. This is designed to
reduce the emission of fuel vapors into the atmo-
sphere. The description and function of the Evapora-
tive Control System is found in Emission Control
Systems.
Both fuel filters (at bottom of fuel pump module
and within fuel pressure regulator) are designed for
extended service. They do not require normal sched-
uled maintenance. Filters should only be replaced if
a diagnostic procedure indicates to do so.
DIAGNOSIS AND TESTING
FUEL PRESSURE LEAK DOWN TEST
Use this test in conjunction with the Fuel Pump
Pressure Test and Fuel Pump Capacity Test.
Check Valve Operation:The electric fuel pump
outlet contains a one-way check valve to prevent fuel
flow back into the tank and to maintain fuel supply
line pressure (engine warm) when pump is not oper-
ational. It is also used to keep the fuel supply line
full of gasoline when pump is not operational. After
the vehicle has cooled down, fuel pressure may drop
to 0 psi (cold fluid contracts), but liquid gasoline willremain in fuel supply line between the check valve
and fuel injectors.Fuel pressure that has
dropped to 0 psi on a cooled down vehicle
(engine off) is a normal condition.When the elec-
tric fuel pump is activated, fuel pressure should
immediately(1±2 seconds) rise to specification.
Abnormally long periods of cranking to restart a
hotengine that has been shut down for a short
period of time may be caused by:
²Fuel pressure bleeding past a fuel injector(s).
²Fuel pressure bleeding past the check valve in
the fuel pump module.
²A defective fuel filter/pressure regulator.
Two #6539, 5/16º, Fuel Line Pressure Test Adapter
Hose Tools are required for the following tests.
(1) Release fuel system pressure. Refer to Fuel
Pressure Release Procedure.
(2) Raise vehicle.
Fuel Line Identification:The fuel filter/pressure
regulator is located in front of the fuel tank and
above the rear axle. It is transversely mounted to a
chassis crossmember (left-to-right). The filter/regula-
tor is equipped with 3 fuel line fittings (2 at one end
and 1 at the other end). The single fitting facing the
left side of the vehicle is the supply line to the fuel
rail (Fig. 1) . The 2 fittings facing the right side of
the vehicle are connected to the fuel tank. Of these 2
fittings, the fitting towards thefrontis used for fuel
return to the fuel tank. The fitting towards therear
is a pressure line. Thisrearfitting must be discon-
nected for the following step.
(3) See previous step. Disconnect fuel pressure line
atrearof filter/regulator. This is a 5/169quick-con-
nect fitting (Fig. 1) . Refer to Quick-Connect Fittings
for procedures.
(4) Obtain correct Fuel Line Pressure Test Adapter
Hose Tool # 6539 for 5/16º fuel lines. Connect one
end of this Special Tool into the disconnected fuel
pressure line. Connect the other end of the Tool into
fitting on filter/regulator.
(5) Lower vehicle.
(6) Disconnect the fuel inlet line at fuel rail. Refer
to Quick-Connect Fittings for procedures. On some
engines, air cleaner housing removal may be neces-
sary before fuel line disconnection.
(7) Obtain a second Fuel Line Pressure Test
Adapter Hose Tool # 6539 for 5/16º fuel lines. Con-
nect this tool between disconnected fuel line and fuel
rail (Fig. 2) .
(8) Connect the 0-414 kPa (0-60 psi) fuel pressure
test gauge (from Gauge Set 5069) to the test port on
the appropriate Adaptor Tool.NOTE: The DRB III
Scan Tool along with the PEP module, the 500
psi pressure transducer, and the transducer-to-
test port adapter may also be used in place of
the fuel pressure gauge.
14 - 2 FUEL DELIVERYWJ

SPECIAL TOOLS
FUEL SYSTEM
FUEL FILTER/PRESSURE
REGULATOR
DESCRIPTION
The combination fuel filter/pressure regulator is
located in front of the fuel tank and above the rear
axle (Fig. 3). It is transversely mounted to a chassis
crossmember (left-to-right).Fuel Line Identifica-
tion:The filter/regulator is equipped with 3 fuel line
fittings (2 at one end and 1 at the other end). The
single fitting facing the left side of the vehicle is the
supply line to the fuel rail (Fig. 3). The 2 fittings fac-
ing the right side of the vehicle are connected to the
fuel tank. Of these 2 fittings, the fitting towards the
frontis used for fuel return to the fuel tank. The fit-
ting towards therearis a pressure line.
OPERATION
Fuel Pressure Regulator Operation:The pres-
sure regulator is a mechanical device that is not con-
trolled by engine vacuum or the Powertrain Control
Module (PCM).
Spanner WrenchÐ6856
FITTING, AIR METERING - 6714
Adapters, Fuel Pressure TestÐ6539 and/or 6631
O2S (Oxygen Sensor) Remover/InstallerÐC-4907
Test Kit, Fuel PressureÐ5069
Test Kit, Fuel PressureÐC-4799-B
Fuel Line Removal ToolÐ6782
WJFUEL DELIVERY 14 - 5
FUEL DELIVERY (Continued)

(5)Pinch-Type Fitting:This fitting is equipped
with two finger tabs. Pinch both tabs together while
removing fitting (Fig. 44). Special tools are not
required for disconnection.
(6)Single-Tab Type Fitting:This type of fitting
is equipped with a single pull tab (Fig. 45). The tabis removable. After tab is removed, quick-connect fit-
ting can be separated from fuel system component.
Special tools are not required for disconnection.
(a) Press release tab on side of fitting to release
pull tab (Fig. 46).If release tab is not pressed
prior to releasing pull tab, pull tab will be
damaged.
(b) While pressing release tab on side of fitting,
use screwdriver to pry up pull tab (Fig. 46).
(c) Raise pull tab until it separates from quick-
connect fitting (Fig. 47).
(7)Two-Tab Type Fitting:This type of fitting is
equipped with tabs located on both sides of fitting
(Fig. 48). The tabs are supplied for disconnecting
quick-connect fitting from component being serviced.
(a) To disconnect quick-connect fitting, squeeze
plastic retainer tabs (Fig. 48) against sides of
quick-connect fitting with your fingers. Tool use is
not required for removal and may damage plastic
retainer.
(b) Pull fitting from fuel system component
being serviced.
(c) The plastic retainer will remain on compo-
nent being serviced after fitting is disconnected.
The o-rings and spacer will remain in quick-con-
nect fitting connector body.
(8)Plastic Retainer Ring Type Fitting:This
type of fitting can be identified by the use of a full-
round plastic retainer ring (Fig. 49) usually black in
color.
(a) To release fuel system component from quick-
connect fitting, firmly push fitting towards compo-
nent being serviced while firmly pushing plastic
retainer ring into fitting (Fig. 49). With plastic ring
Fig. 43 2-BUTTON TYPE FITTING
1 - QUICK-CONNECT FITTING
2 - PUSH-BUTTONS (2)
Fig. 44 PINCH TYPE QUICK-CONNECT FITTING
1 - QUICK-CONNECT FITTINGS
2 - PINCH TABS
Fig. 45 SINGLE-TAB TYPE FITTING
1 - PULL TAB
2 - QUICK-CONNECT FITTING
3 - PRESS HERE TO REMOVE PULL TAB
4 - INSERTED TUBE END
14 - 28 FUEL DELIVERYWJ
QUICK CONNECT FITTING (Continued)

The PCM uses the IAC motor to control idle speed
(along with timing) and to reach a desired MAP dur-
ing decel (keep engine from stalling).
The IAC motor has 4 wires with 4 circuits. Two of
the wires are for 12 volts and ground to supply elec-
trical current to the motor windings to operate the
stepper motor in one direction. The other 2 wires are
also for 12 volts and ground to supply electrical cur-
rent to operate the stepper motor in the opposite
direction.
To make the IAC go in the opposite direction, the
PCM just reverses polarity on both windings. If only
1 wire is open, the IAC can only be moved 1 step
(increment) in either direction. To keep the IAC
motor in position when no movement is needed, the
PCM will energize both windings at the same time.
This locks the IAC motor in place.
In the IAC motor system, the PCM will count
every step that the motor is moved. This allows the
PCM to determine the motor pintle position. If the
memory is cleared, the PCM no longer knows the
position of the pintle. So at the first key ON, the
PCM drives the IAC motor closed, regardless of
where it was before. This zeros the counter. From
this point the PCM will back out the IAC motor and
keep track of its position again.
When engine rpm is above idle speed, the IAC is
used for the following:
²Off-idle dashpot (throttle blade will close quickly
but idle speed will not stop quickly)
²Deceleration air flow control
²A/C compressor load control (also opens the pas-
sage slightly before the compressor is engaged so
that the engine rpm does not dip down when the
compressor engages)
²Power steering load control
The PCM can control polarity of the circuit to con-
trol direction of the stepper motor.
IAC Stepper Motor Program:The PCM is also
equipped with a memory program that records the
number of steps the IAC stepper motor most recently
advanced to during a certain set of parameters. For
example: The PCM was attempting to maintain a
1000 rpm target during a cold start-up cycle. The last
recorded number of steps for that may have been
125. That value would be recorded in the memory
cell so that the next time the PCM recognizes the
identical conditions, the PCM recalls that 125 steps
were required to maintain the target. This program
allows for greater customer satisfaction due to
greater control of engine idle.
Another function of the memory program, which
occurs when the power steering switch (if equipped),
or the A/C request circuit, requires that the IAC step-
per motor control engine rpm, is the recording of the
last targeted steps into the memory cell. The PCMcan anticipate A/C compressor loads. This is accom-
plished by delaying compressor operation for approx-
imately 0.5 seconds until the PCM moves the IAC
stepper motor to the recorded steps that were loaded
into the memory cell. Using this program helps elim-
inate idle-quality changes as loads change. Finally,
the PCM incorporates a9No-Load9engine speed lim-
iter of approximately 1800 - 2000 rpm, when it rec-
ognizes that the TPS is indicating an idle signal and
IAC motor cannot maintain engine idle.
A (factory adjusted) set screw is used to mechani-
cally limit the position of the throttle body throttle
plate.Never attempt to adjust the engine idle
speed using this screw.All idle speed functions are
controlled by the IAC motor through the PCM.
REMOVAL
REMOVAL - 4.0L
The IAC motor is located on the throttle body.
(1) Remove air duct and air resonator box at throt-
tle body.
(2) Disconnect electrical connector from IAC motor
(Fig. 40).
(3) Remove two mounting bolts (screws) (Fig. 26).
(4) Remove IAC motor from throttle body.
REMOVAL - 4.7L
(1) Remove air duct and air resonator box at throt-
tle body.
(2) Disconnect electrical connector from IAC motor
(Fig. 36).
(3) Remove two mounting bolts (screws) (Fig. 42).
(4) Remove IAC motor from throttle body.
Fig. 26 Mounting Bolts (Screws)ÐIAC
1 - IDLE AIR CONTROL MOTOR
2 - MOUNTING SCREWS
WJFUEL INJECTION 14 - 45
IDLE AIR CONTROL MOTOR (Continued)

The other two heater elements (downstream sen-
sors 1/2 and 2/2) are controlled by the downstream
heater relay through output signals from the PCM.
To avoid a large simultaneous current surge, power
is delayed to the 2 downstream heater elements by
the PCM for approximately 2 seconds.
REMOVAL
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
(1) Install relay to PDC.
(2) Install cover to PDC.
O2S SENSOR
DESCRIPTION
The Oxygen Sensors (O2S) are attached to, and
protrude into the vehicle exhaust system. Depending
on the emission package, the vehicle may use a total
of either 2 or 4 sensors.
Federal Emissions Package:Two sensors are
used: upstream (referred to as 1/1) and downstream
(referred to as 1/2). With this emission package, the
upstream sensor (1/1) is located just before the main
catalytic convertor. The downstream sensor (1/2) is
located just after the main catalytic convertor.
4.7L V-8 With California Emissions Package:
On this emissions package, 4 sensors are used: 2
upstream (referred to as 1/1 and 2/1) and 2 down-
stream (referred to as 1/2 and 2/2). With this emis-
sion package, the right upstream sensor (2/1) is
located in the right exhaust downpipe just before the
mini-catalytic convertor. The left upstream sensor
(1/1) is located in the left exhaust downpipe just
before the mini-catalytic convertor. The right down-
stream sensor (2/2) is located in the right exhaust
downpipe just after the mini-catalytic convertor, and
before the main catalytic convertor. The left down-
stream sensor (1/2) is located in the left exhaust
downpipe just after the mini-catalytic convertor, and
before the main catalytic convertor.
4.0L 6±Cylinder With California Emissions
Package:On this emissions package, 4 sensors are
used: 2 upstream (referred to as 1/1 and 2/1) and 2
downstream (referred to as 1/2 and 2/2). With this
emission package, the rear/upper upstream sensor
(2/1) is located in the exhaust downpipe just beforethe rear mini-catalytic convertor. The front/upper
upstream sensor (1/1) is located in the exhaust down-
pipe just before the front mini-catalytic convertor.
The rear/lower downstream sensor (2/2) is located in
the exhaust downpipe just after the rear mini-cata-
lytic convertor, and before the main catalytic conver-
tor. The front/lower downstream sensor (1/2) is
located in the exhaust downpipe just after the front
mini-catalytic convertor, and before the main cata-
lytic convertor.
OPERATION
An O2 sensor is a galvanic battery that provides
the PCM with a voltage signal (0-1 volt) inversely
proportional to the amount of oxygen in the exhaust.
In other words, if the oxygen content is low, the volt-
age output is high; if the oxygen content is high the
output voltage is low. The PCM uses this information
to adjust injector pulse-width to achieve the
14.7±to±1 air/fuel ratio necessary for proper engine
operation and to control emissions.
The O2 sensor must have a source of oxygen from
outside of the exhaust stream for comparison. Cur-
rent O2 sensors receive their fresh oxygen (outside
air) supply through the O2 sensor case housing.
Four wires (circuits) are used on each O2 sensor: a
12±volt feed circuit for the sensor heating element; a
ground circuit for the heater element; a low-noise
sensor return circuit to the PCM, and an input cir-
cuit from the sensor back to the PCM to detect sen-
sor operation.
Oxygen Sensor Heaters/Heater Relays:
Depending on the emissions package, the heating ele-
ments within the sensors will be supplied voltage
from either the ASD relay, or 2 separate oxygen sen-
sor relays. Refer to Wiring Diagrams to determine
which relays are used.
The O2 sensor uses a Positive Thermal Co-efficient
(PTC) heater element. As temperature increases,
resistance increases. At ambient temperatures
around 70ÉF, the resistance of the heating element is
approximately 4.5 ohms on 4.0L engines. It is
approximately 13.5 ohms on the 4.7L engine. As the
sensor's temperature increases, resistance in the
heater element increases. This allows the heater to
maintain the optimum operating temperature of
approximately 930É-1100ÉF (500É-600É C). Although
the sensors operate the same, there are physical dif-
ferences, due to the environment that they operate
in, that keep them from being interchangeable.
Maintaining correct sensor temperature at all
times allows the system to enter into closed loop
operation sooner. Also, it allows the system to remain
in closed loop operation during periods of extended
idle.
14 - 50 FUEL INJECTIONWJ
O2S HEATER RELAY (Continued)

In Closed Loop operation, the PCM monitors cer-
tain O2 sensor input(s) along with other inputs, and
adjusts the injector pulse width accordingly. During
Open Loop operation, the PCM ignores the O2 sensor
input. The PCM adjusts injector pulse width based
on preprogrammed (fixed) values and inputs from
other sensors.
Upstream Sensor (Non-California Emissions):
The upstream sensor (1/1) provides an input voltage
to the PCM. The input tells the PCM the oxygen con-
tent of the exhaust gas. The PCM uses this informa-
tion to fine tune fuel delivery to maintain the correct
oxygen content at the downstream oxygen sensor.
The PCM will change the air/fuel ratio until the
upstream sensor inputs a voltage that the PCM has
determined will make the downstream sensor output
(oxygen content) correct.
The upstream oxygen sensor also provides an input
to determine catalytic convertor efficiency.
Downstream Sensor (Non-California Emis-
sions):The downstream oxygen sensor (1/2) is also
used to determine the correct air-fuel ratio. As the
oxygen content changes at the downstream sensor,
the PCM calculates how much air-fuel ratio change is
required. The PCM then looks at the upstream oxy-
gen sensor voltage and changes fuel delivery until
the upstream sensor voltage changes enough to cor-
rect the downstream sensor voltage (oxygen content).
The downstream oxygen sensor also provides an
input to determine catalytic convertor efficiency.
Upstream Sensors (California Engines):Tw o
upstream sensors are used (1/1 and 2/1). The 1/1 sen-
sor is the first sensor to receive exhaust gases from
the #1 cylinder. They provide an input voltage to the
PCM. The input tells the PCM the oxygen content of
the exhaust gas. The PCM uses this information to
fine tune fuel delivery to maintain the correct oxygen
content at the downstream oxygen sensors. The PCM
will change the air/fuel ratio until the upstream sen-
sors input a voltage that the PCM has determined
will make the downstream sensors output (oxygen
content) correct.
The upstream oxygen sensors also provide an input
to determine mini-catalyst efficiency. Main catalytic
convertor efficiency is not calculated with this pack-
age.
Downstream Sensors (California Engines):
Two downstream sensors are used (1/2 and 2/2). The
downstream sensors are used to determine the cor-
rect air-fuel ratio. As the oxygen content changes at
the downstream sensor, the PCM calculates how
much air-fuel ratio change is required. The PCM
then looks at the upstream oxygen sensor voltage,
and changes fuel delivery until the upstream sensor
voltage changes enough to correct the downstream
sensor voltage (oxygen content).The downstream oxygen sensors also provide an
input to determine mini-catalyst efficiency. Main cat-
alytic convertor efficiency is not calculated with this
package.
Engines equipped with either a downstream sen-
sor(s), or a post-catalytic sensor, will monitor cata-
lytic convertor efficiency. If efficiency is below
emission standards, the Malfunction Indicator Lamp
(MIL) will be illuminated and a Diagnostic Trouble
Code (DTC) will be set. Refer to Monitored Systems
in Emission Control Systems for additional informa-
tion.
REMOVAL
Never apply any type of grease to the oxygen
sensor electrical connector, or attempt any sol-
dering of the sensor wiring harness.
Oxygen sensor (O2S) locations are shown in (Fig.
33) and (Fig. 34).
WARNING: THE EXHAUST MANIFOLD, EXHAUST
PIPES AND CATALYTIC CONVERTER(S) BECOME
VERY HOT DURING ENGINE OPERATION. ALLOW
ENGINE TO COOL BEFORE REMOVING OXYGEN
SENSOR.
(1) Raise and support vehicle.
(2) Disconnect O2S pigtail harness from main wir-
ing harness.
(3) If equipped, disconnect sensor wire harness
mounting clips from engine or body.
CAUTION: When disconnecting sensor electrical
connector, do not pull directly on wire going into
sensor.
(4) Remove O2S sensor with an oxygen sensor
removal and installation tool.
INSTALLATION
Threads of new oxygen sensors are factory coated
with anti-seize compound to aid in removal.DO
NOT add any additional anti-seize compound to
threads of a new oxygen sensor.
(1) Install O2S sensor. Tighten to 30 N´m (22 ft.
lbs.) torque.
(2) Connect O2S sensor wire connector to main
wiring harness.
(3) If equipped, connect sensor wire harness
mounting clips to engine or body.When Equipped:
The O2S pigtail harness must be clipped and/or
bolted back to their original positions on
engine or body to prevent mechanical damage
to wiring..
(4) Lower vehicle.
WJFUEL INJECTION 14 - 51
O2S SENSOR (Continued)

REMOVAL - 4.7L
CAUTION: Be careful not to damage or kink the
cable core wire (within the cable sheathing) while
servicing accelerator pedal or throttle cable.
(1) From inside vehicle, hold up accelerator pedal.
Remove plastic cable retainer (clip) and throttle cable
core wire from upper end of pedal arm (Fig. 16).
Plastic cable retainer (clip) snaps into pedal arm.
(2) Remove cable core wire at pedal arm.
(3) From inside vehicle, remove clip holding cable
to dashpanel (Fig. 16).
(4) Remove air box at throttle body.
(5) Unsnap cable from plenum routing clip.
(6) Remove cable housing from dash panel and
pull into engine compartment.
(7) Using finger pressure only, disconnect accelera-
tor cable connector at throttle body bellcrank pin by
pushing connector off bellcrank pin towards front of
vehicle (Fig. 38).DO NOT try to pull connector
off perpendicular to the bellcrank pin. Connec-
tor will be broken.(8) Lift accelerator cable from top of cable cam
(Fig. 38).
(9) Press tab (Fig. 39) to release plastic cable
mount from bracket.Press on tab only enough to
release cable from bracket. If tab is pressed too
much, it will be broken.Slide plastic mount (Fig.
39) towards passenger side of vehicle to remove cable
from bracket.
(10) Remove throttle cable from vehicle.
INSTALLATION
INSTALLATION ± 4.0L
(1) Slide throttle cable through hole in bracket
until release tabs lock into bracket.
(2) Connect cable ball end to throttle body
bellcrank ball (snaps on).
(3) Snap cable into routing clips on engine valve
cover.
(4) Slide rubber grommet away from plastic cable
housing.
(5) Install rubber grommet into dash panel until
seated.
(6) Push cable housing into rubber grommet and
through opening in dash panel.
Fig. 37 Throttle (Accelerator) Cable at Throttle
BodyÐ4.0L Engine
1 - ACCELERATOR CABLE
2 - OFF
3 - OFF
4 - THROTTLE BODY BELLCRANK
5 - SPEED CONTROL CABLE
6 - RELEASE TABS
7 - BRACKET
Fig. 38 Accelerator Cable at Bell CrankÐ4.7L V-8
Engine
1 - THROTTLE BODY
2 - SPEED CONTROL CABLE CONNECTOR
3 - OFF
4 - OFF
5 - ACCELERATOR CABLE CONNECTOR
6 - CABLE CAM
7 - BELLCRANK
WJFUEL INJECTION 14 - 55
THROTTLE CONTROL CABLE (Continued)

(2) Install lower pitman shaft bearing with the
other side Driver 8294 and Handle C-4171 (Fig. 11).
Drive bearing into housing until the bearing shoulder
is seated against the housing.
(3) Coat the oil seal and backup washers withspe-
cial greasesupplied with the new seal.
(4) Install the oil seal with Driver 8294 and Han-
dle C-4171.
(5) Install plastic backup washer.
NOTE: The plastic backup washer has a lip on the
inside diameter that faces down towards the oil
seal.
(6) Install metal backup washer.
(7) Install the retainer ring with snap ring pliers.(8) Coat the dust seal withspecial greasesup-
plied with the new seal.
(9) Install dust seal with Driver 8294 and Handle
C-4171.
(10) Install new pitman shaft cover o-ring.
(11) Install pitman shaft assembly into the hous-
ing.
(12) Install cover bolts and tighten to 62 N´m (46
ft. lbs.).
(13) Perform over-center rotation torque adjust-
ment.
Fig. 8 Oil Seal Retaining Ring
1 - SNAP RING PLIERS
2 - RETAINING RING
Fig. 9 Bearing Driver
1 - UPPER BEARING
2 - LOWER BEARING
3 - DRIVER
Fig. 10 Upper Pitman Shaft Bearing
1 - DRIVER
2 - UPPER BEARING
Fig. 11 Lower Pitman Shaft Bearing
1 - STEERING GEAR
2 - BEARING SHOULDER
3 - DRIVER
4 - LOWER BEARING
WJGEAR 19 - 21
PITMAN SHAFT (Continued)

PITMAN SHAFT BEARING
REMOVAL
(1) Clean exposed end of pitman shaft and housing
with a wire brush.
(2) Rotate the stub shaft with a wrench (Fig.
5)from stop to stop and count the number of turns.
(3) Center the stub shaft by rotating it from the
stop 1/2 of the total amount of turns.
NOTE: The pitman shaft will not clear the housing if
it is not centered.
(4) Remove pitman shaft cover bolts and remove
the shaft assembly (Fig. 6).
(5) Remove pitman shaft cover o-ring.
(6) Remove pitman shaft dust seal from the hous-
ing with a Puller 7794-A and Slide Hammer C-637
(Fig. 7).
(7) Remove the pitman shaft oil seal retaining ring
with snap ring pliers (Fig. 8).
(8) Remove oil seal metal backup washer then
plastic backup washer from the housing (Fig. 12).
(9)
Remove pitman shaft oil seal from the housing
with a Puller 7794-A and Slide Hammer C-637 (Fig. 7).
(10) Drop Driver 8277 through the top bearing and
align the driver up with the lower bearing. (Fig. 9).
Install Handle C-4171 into the driver and remove the
lower bearing.
(11) Turn the gear over and remover the upper
bearing with Driver 8277 and Handle C-4171.
INSTALLATION
(1) Install upper pitman shaft bearing, with Driver
8294 and Handle C-4171 (Fig. 10). Drive bearing into
housing until the driver bottoms out.NOTE: Install upper pitman shaft bearing with the
part number/letters facing the driver.
(2) Install lower pitman shaft bearing with the
other side Driver 8294 and Handle C-4171 (Fig. 11).
Drive bearing into housing until the bearing shoulder
is seated against the housing.
(3) Coat the oil seal and backup washers withspe-
cial greasesupplied with the new seal.
(4) Install the oil seal with Driver 8294 and Han-
dle C-4171.
(5) Install plastic backup washer.
NOTE: The plastic backup washer has a lip on the
inside diameter that faces down towards the oil
seal.
(6) Install metal backup washer.
(7) Install the retainer ring with snap ring pliers.
(8) Coat the dust seal withspecial greasesup-
plied with the new seal.
(9) Install dust seal with Driver 8294 and Handle
C-4171.
(10) Install new pitman shaft cover o-ring.
(11) Install pitman shaft assembly into the hous-
ing.
(12) Install cover bolts and tighten to 62 N´m (46
ft. lbs.).
(13) Perform over-center rotation torque adjust-
ment.
PITMAN SHAFT SEAL
REMOVAL
(1) Clean exposed end of pitman shaft and housing
with a wire brush.
(2) Rotate the stub shaft with a wrench (Fig.
5)from stop to stop and count the number of turns.
(3) Center the stub shaft by rotating it from the
stop 1/2 of the total amount of turns.
NOTE: The pitman shaft will not clear the housing if
it is not centered.
(4) Remove pitman shaft cover bolts and remove
the shaft assembly (Fig. 6).
(5) Remove pitman shaft cover o-ring.
(6) Remove pitman shaft dust seal from the hous-
ing with a Puller 7794-A and Slide Hammer C-637
(Fig. 7).
(7) Remove the pitman shaft oil seal retaining ring
with snap ring pliers (Fig. 8).
(8) Remove oil seal metal backup washer then
plastic backup washer from the housing (Fig. 12).
Fig. 12 Backup Washers
1 - METAL BACK UP WASHER
2 - PLASTIC BACK UP WASHER
19 - 22 GEARWJ

(9) Remove pitman shaft oil seal from the housing
with a Puller 7794-A and Slide Hammer C-637 (Fig.
7).
(10) Drop Driver 8277 through the top bearing and
align the driver up with the lower bearing. (Fig. 9).
Install Handle C-4171 into the driver and remove the
lower bearing.
(11) Turn the gear over and remover the upper
bearing with Driver 8277 and Handle C-4171.
INSTALLATION
(1) Install upper pitman shaft bearing, with Driver
8294 and Handle C-4171 (Fig. 10). Drive bearing into
housing until the driver bottoms out.
NOTE: Install upper pitman shaft bearing with the
part number/letters facing the driver.
(2) Install lower pitman shaft bearing with the
other side Driver 8294 and Handle C-4171 (Fig. 11).
Drive bearing into housing until the bearing shoulder
is seated against the housing.
(3) Coat the oil seal and backup washers withspe-
cial greasesupplied with the new seal.
(4) Install the oil seal with Driver 8294 and Han-
dle C-4171.
(5) Install plastic backup washer.
NOTE: The plastic backup washer has a lip on the
inside diameter that faces down towards the oil
seal.
(6) Install metal backup washer.
(7) Install the retainer ring with snap ring pliers.
(8) Coat the dust seal withspecial greasesup-
plied with the new seal.
(9) Install dust seal with Driver 8294 and Handle
C-4171.
(10) Install new pitman shaft cover o-ring.
(11) Install pitman shaft assembly into the hous-
ing.
(12) Install cover bolts and tighten to 62 N´m (46
ft. lbs.).
(13) Perform over-center rotation torque adjust-
ment.
RACK PISTON/VALVE
ASSEMBLY
REMOVAL
(1) Remove the steering gear (Refer to 19 -
STEERING/GEAR - REMOVAL).
(2) Clean exposed end of pitman shaft and housing
with a wire brush.
(3) Rotate the stub shaft with a wrench (Fig.
5)from stop to stop and count the number of turns.(4) Center the stub shaft by rotating it from the
stop 1/2 of the total amount of turns.
NOTE: The pitman shaft will not clear the housing if
it is not centered.
(5) Remove pitman shaft cover bolts and remove
the shaft assembly (Fig. 6).
(6) Remove the pitman shaft cover o-ring.
(7) Remove stub shaft housing bolts (Fig. 13).
(8) Remove the housing from the stub shaft (Fig.
14).
Fig. 13 Stub Shaft Housing
1 - STUB SHAFT HOUSING
2 - BOLTS
3 - STUB SHAFT
Fig. 14 Housing Removal
1 - STEERING GEAR
2 - STUB SHAFT HOUSING
WJGEAR 19 - 23
PITMAN SHAFT SEAL (Continued)