clutch JEEP GRAND CHEROKEE 2003 WJ / 2.G Workshop Manual

ENERGY CONSERVING OIL
An Energy Conserving type oil is recommended for
gasoline engines. The designation of ENERGY CON-
SERVING is located on the label of an engine oil con-
tainer.
CONTAINER IDENTIFICATION
Standard engine oil identification notations have
been adopted to aid in the proper selection of engine
oil. The identifying notations are located on the label
of engine oil plastic bottles and the top of engine oil
cans (Fig. 6).
DESCRIPTION
A multi-purpose, hypoid gear lubricant which con-
forms to MIL-L-2105C and API GL 5 quality specifi-
cations should be used. Mopar Hypoid Gear
Lubricant conforms to these specifications.
FRONT AXLE
²Lubricant is SAE 75W-140 SYNTHETIC.
REAR AXLE
²Lubricant is a thermally stable SAE 80W-90
gear lubricant.
²Lubricant for heavy-duty or trailer tow use is
SAE 75W-140 SYNTHETIC.
NOTE: Trac-lokTand Vari-lokTequipped axles
require a friction modifier be added to the lubricant.
DESCRIPTION - TRANSFER CASE - NV242
Recommended lubricant for the NV242 transfer
case is MopartATF+4, type 9602 Automatic Trans-
mission Fluid.
DESCRIPTION - TRANSFER CASE - NV247
MopartTransfer Case Lubricant (P/N 05016796) is
the only lubricant recommended for the NV247
transfer case.
DESCRIPTION - AUTOMATIC TRANSMISSION
FLUID
NOTE: Refer to Service Procedures in this group for
fluid level checking procedures.
MopartATF +4, type 9602, Automatic Transmis-
sion Fluid is the recommended fluid for
DaimlerChrysler automatic transmissions.
Dexron II fluid IS NOT recommended. Clutch
chatter can result from the use of improper
fluid.
MopartATF +4, type 9602, Automatic Transmis-
sion Fluid when new is red in color. The ATF is dyed
red so it can be identified from other fluids used in
the vehicle such as engine oil or antifreeze. The red
color is not permanent and is not an indicator of fluid
condition. As the vehicle is driven, the ATF will begin
to look darker in color and may eventually become
brown.This is normal.ATF+4 also has a unique
odor that may change with age. Consequently, odor
and color cannot be used to indicate the fluid condi-
tion or the need for a fluid change.
FLUID ADDITIVES
DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.
Various ªspecialº additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup-
ported to the satisfaction of DaimlerChrysler and
these additivesmust not be used.The use of trans-
mission ªsealersº should also be avoided, since they
may adversely affect the integrity of transmission
seals.
Fig. 5 Temperature/Engine Oil Viscosity - 4.0L
Fig. 6 API Symbol
WJLUBRICATION & MAINTENANCE 0 - 5
FLUID TYPES (Continued)

FRONT AXLE - 186FBI
TABLE OF CONTENTS
page page
FRONT AXLE - 186FBI
DESCRIPTION.........................15
OPERATION...........................15
DIAGNOSIS AND TESTING................16
REMOVAL.............................20
INSTALLATION.........................21
ADJUSTMENTS........................21
SPECIFICATIONS.......................30
SPECIAL TOOLS.......................31
AXLE SHAFTS
REMOVAL.............................34
INSTALLATION.........................34
AXLE SHAFT SEALS
REMOVAL.............................35
INSTALLATION.........................35
AXLE - C/V JOINT
REMOVAL.............................35
INSTALLATION.........................35
AXLE - U-JOINT
REMOVAL.............................36INSTALLATION.........................37
PINION SEAL
REMOVAL.............................37
INSTALLATION.........................37
COLLAPSIBLE SPACER
REMOVAL.............................39
INSTALLATION.........................39
DIFFERENTIAL
REMOVAL.............................40
DISASSEMBLY.........................42
ASSEMBLY............................42
INSTALLATION.........................43
DIFFERENTIAL CASE BEARINGS
REMOVAL.............................44
INSTALLATION.........................44
PINION GEAR/RING GEAR
REMOVAL.............................45
INSTALLATION.........................46
FRONT AXLE - 186FBI
DESCRIPTION
The Front Beam-design Iron (FBI) axle consists of
a cast iron differential housing with axle shaft tubes
extending from either side. The tubes are pressed
into the differential housing and welded. The axles
are semi-floating axle shafts, meaning the loads are
supported by the hub bearings. The axle shafts are
retained by nuts at the hub bearings.
The differential case is a one-piece design. Differ-
ential bearing preload and ring gear backlash is
adjusted by the use of shims located between the dif-
ferential bearing cups and housing. Pinion bearing
preload is set and maintained by the use of a collaps-
ible spacer. A differential cover provides a means for
inspection and servicing.
An optional Vari-Loktdifferential has a one-piece
differential case which contains the gerotor pump
assembly and the clutch mechinism. This unit is ser-
viced as an assembly.
OPERATION
The axle receives power from the transfer case
through the front propeller shaft. The front propeller
shaft is connected to the pinion gear which rotatesthe differential through the gear mesh with the ring
gear bolted to the differential case. The engine power
is transmitted to the axle shafts through the pinion
mate and side gears. The side gears are splined to
the axle shafts.
STANDARD DIFFERENTIAL
During straight-ahead driving, the differential pinion
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 pin-
ion 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.
WJFRONT AXLE - 186FBI 3 - 15

VARI-LOKTDIFFERENTIAL
In a standard differential if one wheel spins, the
opposite wheel will generate only as much torque as
the spinning wheel.
A gerotor pump and clutch pack are used to pro-
vide the torque transfer capability. One axle shaft is
splined to the gerotor pump and one of the differen-
tial side gears, which provides the input to the pump.
As a wheel begins to lose traction, the speed differ-
ential is transmitted from one side of the differential
to the other through the side gears. The motion of
one side gear relative to the other turns the inner
rotor of the pump. Since the outer rotor of the pump
is grounded to the differential case, the inner and
outer rotors are now moving relative to each other
and therefore creates pressure in the pump. The tun-ing of the front and rear axle orifices and valves
inside the gerotor pump is unique and each system
includes a torque-limiting pressure relief valve to
protect the clutch pack, which also facilitates vehicle
control under extreme side-to-side traction varia-
tions. The resulting pressure is applied to the clutch
pack and the transfer of torque is completed.
Under conditions in which opposite wheels are on
surfaces with widely different friction characteristics,
Vari-loktdelivers far more torque to the wheel on
the higher traction surface than do conventional
Trac-loktsystems. Because conventional Trac-lokt
differentials are initially pre-loaded to assure torque
transfer, normal driving (where inner and outer
wheel speeds differ during cornering, etc.) produces
torque transfer during even slight side-to-side speed
variations. Since these devices rely on friction from
this preload to transfer torque, normal use tends to
cause wear that reduces the ability of the differential
to transfer torque over time. By design, the Vari-lokt
system is less subject to wear, remaining more con-
sistent over time in its ability to transfer torque. The
coupling assembly is serviced as a unit. From a ser-
vice standpoint the coupling also benefits from using
the same lubricant supply as the ring and pinion
gears.
DIAGNOSIS AND TESTING
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 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-
cle turns. A worn pinion mate shaft can also cause a
snapping or a knocking noise.
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
3 - 16 FRONT AXLE - 186FBIWJ
FRONT AXLE - 186FBI (Continued)

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.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side-gear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
²Damaged drive shaft.
²Missing drive shaft balance weight(s).²Worn or out-of-balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).
²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front±end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear-end
vibration. Do not overlook engine accessories, brack-
ets and drive belts.
All driveline components should be examined
before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING)
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
²High engine idle speed.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints.
²Loose spring mounts.
²Loose pinion gear nut and yoke.
²Excessive ring gear backlash.
²Excessive side gear to case clearance.
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
WJFRONT AXLE - 186FBI 3 - 17
FRONT AXLE - 186FBI (Continued)

DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash
between the ring gear and pinion.4. Check adjustment of the ring
gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion
gear bearings.5. Adjust the pinion bearings
pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact
surfaces.7. Inspect and replace as
necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
3 - 18 FRONT AXLE - 186FBIWJ
FRONT AXLE - 186FBI (Continued)

Condition Possible Causes Correction
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal
cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
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.
WJFRONT AXLE - 186FBI 3 - 19
FRONT AXLE - 186FBI (Continued)

REAR AXLE - 198RBI
TABLE OF CONTENTS
page page
REAR AXLE - 198RBI
DESCRIPTION.........................50
OPERATION...........................50
DIAGNOSIS AND TESTING................51
REMOVAL.............................55
INSTALLATION.........................56
ADJUSTMENTS........................56
SPECIFICATIONS.......................65
SPECIAL TOOLS.......................66
AXLE SHAFTS
REMOVAL.............................69
INSTALLATION.........................69
AXLE BEARINGS/SEALS
REMOVAL.............................69
INSTALLATION.........................70
PINION SEAL
REMOVAL.............................71
INSTALLATION.........................71
COLLAPSIBLE SPACER
REMOVAL.............................73INSTALLATION.........................73
DIFFERENTIAL
REMOVAL.............................75
DISASSEMBLY.........................77
ASSEMBLY............................77
INSTALLATION.........................77
DIFFERENTIAL-TRAC-LOC
DIAGNOSIS AND TESTING................79
DISASSEMBLY.........................79
CLEANING............................82
INSPECTION..........................82
ASSEMBLY............................82
DIFFERENTIAL CASE BEARINGS
REMOVAL.............................83
INSTALLATION.........................84
PINION GEAR/RING GEAR
REMOVAL.............................84
INSTALLATION.........................86
REAR AXLE - 198RBI
DESCRIPTION
The Rear Beam-design Iron (RBI) axle housing has
an iron center casting with axle shaft tubes extend-
ing from either side. The tubes are pressed into and
welded to the differential housing to form a one-piece
axle housing. The axles has semi-floating axle shafts,
meaning that loads are supported by the axle shaft
and bearings. The axle shafts are retained by bearing
retainer plates on the axles which are bolted to
flanges at the outboard end of the axle tubes.
The differential case is a one-piece design. Differ-
ential bearing preload and ring gear backlash is
adjusted by the use of selective spacer shims. Pinion
bearing preload is set and maintained by the use of a
collapsible spacer. A differential cover provides a
means for inspection and service.
Axles with optional Trac-Loktdifferential have a
one-piece differential case, and the same internal
components as a standard differential, plus two
clutch disc packs.
OPERATION
The axle receives power from the transmission/
transfer case through the rear propeller shaft. Therear 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 shafts
through the pinion mate and side gears. The side
gears are splined to the axle shafts.
STANDARD DIFFERENTIAL
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.
3 - 50 REAR AXLE - 198RBIWJ

TRAC-LOKTDIFFERENTIAL
This differentials 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. This
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-lokŸ operation is normal. Inextreme cases of differences of traction, the wheel
with the least traction may spin.DIAGNOSIS AND TESTING
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 the
Fig. 1 STRAIGHT AHEAD DRIVING
1 - WHEELS ROTATE AT 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
Fig. 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
WJREAR AXLE - 198RBI 3 - 51
REAR AXLE - 198RBI (Continued)

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-
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.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side±gear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
²Damaged drive shaft.
²Missing drive shaft balance weight(s).
²Worn or out-of-balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).
²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rearend vibra-
tion. Do not overlook engine accessories, brackets
and drive belts.
All driveline components should be examined
before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING)
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
²High engine idle speed.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints.
²Loose spring mounts.
²Loose pinion gear nut and yoke.
²Excessive ring gear backlash.
²Excessive side gear to case clearance.
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
3 - 52 REAR AXLE - 198RBIWJ
REAR AXLE - 198RBI (Continued)

DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash
between the ring gear and pinion.4. Check adjustment of the ring
gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion
gear bearings.5. Adjust the pinion bearings
pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact
surfaces.7. Inspect and replace as
necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
WJREAR AXLE - 198RBI 3 - 53
REAR AXLE - 198RBI (Continued)