wheel alignment JEEP LIBERTY 2002 KJ / 1.G User Guide

(2) Remove the control arm from the vise.
(3) Install the lower control arm (Refer to 2 - SUS-
PENSION/FRONT/LOWER CONTROL ARM -
INSTALLATION).
(4) Reset the vehicle ride height (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
(5) Perform a wheel alignment (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
INSTALLATION - CLEVIS BRACKET BUSHING
NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation pro-
cess.
(1) Install the new clevis bracket bushing into the
lower control arm using tools 8858-2 (driver), 8858-1
(receiver) and the bearing with the threaded rod
8839 (Fig. 5) making sure to properly orient the
bushing in the control.
(2) Install the clevis bracket (Refer to 2 - SUS-
PENSION/FRONT/CLEVIS BRACKET - INSTALLA-
TION).
INSTALLATION - UPPER CONTROL ARM
BUSHINGS
NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation pro-
cess.
(1) Install the new upper control arm bushings
into the upper control arm using tools 8830-3, 8830-1
and 8830-2 the bearing with the threaded rod 8838
(Fig. 6) making sure to properly orient the bushing in
the control arm.
(2) Remove the control arm from the vise.
(3) Install the upper control arm (Refer to 2 - SUS-
PENSION/FRONT/UPPER CONTROL ARM -
INSTALLATION).
(4) Reset the vehicle ride height (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
(5) Perform a wheel alignment (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
Fig. 5 CLEVIS BRACKET BUSHING
1 - 8858-2 DRIVER
2 - 8858-1 RECEIVER
3 - 8839 THREADED RODFig. 6 UPPER CONTROL ARM BUSHING -
INSTALLATION
1 - 8830-3
2 - 8830-1
3 - BUSHING
4 - 8830-2
5 - 8838
2s - 4 SUSPENSIONKJ
BUSHINGS (Continued)

LOWER BALL JOINT
REMOVAL
(1) Remove the tire and wheel assembly.
(2) Remove the brake caliper and rotor (Refer to 5
- BRAKES/HYDRAULIC/MECHANICAL/ROTORS -
REMOVAL).
(3) Disconnect the tie rod from the steering
knuckle (Refer to 19 - STEERING/LINKAGE/TIE
ROD END - REMOVAL).
(4) Remove the steering knuckle (Refer to 2 - SUS-
PENSION/FRONT/KNUCKLE - REMOVAL).
(5) Move the halfshaft to the side and support the
halfshaft out of the way (If Equipped).
NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation pro-
cess.
(6) Secure the steering knuckle in a vise.
(7) Press the ball joint from the steering knuckle
using special tools C-4212±F (PRESS), 8859-2
(RECEIVER) and 8859-1 (DRIVER) (Fig. 7).
INSTALLATION
NOTE: Extreme pressure lubrication must be used
on the threaded portions of the tool. This will
increase the longevity of the tool and insure proper
operation during the removal and installation pro-
cess.(1) Install the ball joint into the steering knuckle
and press in using special tools C-4212±F (press),
8859-3 (driver) and 6761 (receiver) (Fig. 8).
(2) Install the ball joint boot.
(3) Remove the support for the halfshaft and
install into position (If Equipped).
(4) Install the steering knuckle (Refer to 2 - SUS-
PENSION/FRONT/KNUCKLE - INSTALLATION).
(5) Install the tie rod end into the steering knuckle
(Refer to 19 - STEERING/LINKAGE/TIE ROD END -
INSTALLATION).
(6) Install and tighten the halfshaft nut to 136
N´m (100 ft. lbs.).
(7) Install the brake caliper and rotor (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/ROTORS -
INSTALLATION).
(8) Install the tire and wheel assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE).
(9) Check the vehicle ride height (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
(10) Perform a wheel alignment (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
Fig. 7 LOWER BALL JOINT
1 - 8859-1 DRIVER
2 - C-4212F PRESS
3 - 8859-2 RECEIVER
Fig. 8 LOWER BALL JOINT
1 - 6761 RECEIVER
2 - 8859-3 DRIVER
3 - C-4212F PRESS
KJSUSPENSION 2s - 5

HALF SHAFT
TABLE OF CONTENTS
page page
HALF SHAFT
CAUTION.............................10
DIAGNOSIS AND TESTING - HALF SHAFT....10
REMOVAL.............................10
INSTALLATION.........................11
SPECIFICATIONS
HALF SHAFT.........................11SPECIAL TOOLS.......................12
CV JOINT/BOOT-OUTER
REMOVAL.............................12
INSTALLATION.........................13
CV JOINT/BOOT-INNER
REMOVAL.............................15
INSTALLATION.........................17
HALF SHAFT
CAUTION
CAUTION:: Never grasp half shaft assembly by the
boots. This may cause the boot to pucker or crease
and reduce the service life of the boot.
Avoid over angulating or stroking the C/V joints
when handling the half shaft.
Half shafts exposed to battery acid, transmission
fluid, brake fluid, differential fluid or gasoline may
cause the boots to deteriorate.
DIAGNOSIS AND TESTING - HALF SHAFT
Check for grease at the inboard and outboard C/V
joint. This is a sign of boot or boot clamp damage.
NOISE AND/OR VIBRATION IN TURNS
A clicking noise or a vibration in turns could be
caused by a damaged outer C/V or inner tripod joint
seal boot or seal boot clamps. This will result in the
loss/contamination of the joint grease, resulting in
inadequate lubrication of the joint. Noise could also
be caused by another component of the vehicle com-
ing in contact with the half shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a result of a damaged or worn
C/V joint. A torn boot or loose/missing clamp on the
inner/outer joint which has allowed the grease to be
lost will damage the C/V joint.
SHUDDER OR VIBRATION DURING ACCELERATION
This problem could be a result of a worn/damaged
inner tripod joint or a sticking tripod joint. Improper
wheel alignment may also cause a shudder or vibration.
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of out of balance
front tires or tire/wheel runout. Foreign material
(mud, etc.) packed on the backside of the wheel(s)
will also cause a vibration.
REMOVAL
(1) Raise and support vehicle.
(2) Remove wheel and tire assembly.
(3) Remove half shaft hub nut.
(4) Remove stabilizer link (Fig. 1).
Fig. 1 STABILIZER BAR LINK
1 - STABILIZER BAR
2 - STABILIZER BAR LINK
3 - 10 HALF SHAFTKJ

SPECIAL TOOLS
CV JOINT/BOOT-OUTER
REMOVAL
(1) Clamp shaft in a vise (with soft jaws) and sup-
port C/V joint.
(2) Remove clamps with a cut-off wheel or grinder
(Fig. 4).
CAUTION: Do not damage C/V housing or half shaft.
(3) Slide the boot down the shaft.
(4) Remove lubricant to expose the C/V joint snap
ring.
(5) Spread snap ring and slide the joint off the
shaft (Fig. 5).
(6) Slide boot off the shaft and discard old boot.(7) Mark alignment marks on the inner race/hub,
bearing cage and housing with dabs of paint (Fig. 6).
(8) Clamp C/V joint in a vertical position in a in
soft jawed vise.
(9) Press down one side of the bearing cage to gain
access to the ball at the opposite.
NOTE: If joint is tight, use a hammer and brass drift
to loosen the bearing hub. Do not contact the bear-
ing cage with the drift.
CLAMP INSTALLER C-4975A
Fig. 4 BOOT CLAMP LOCATIONS
1 - C/V HOUSING
2 - CLAMP
3 - HALF SHAFT
4 - CLAMP
5 - C/V BOOT
Fig. 5 OUTER C/V JOINT
1 - SNAP RING
2 - SNAP RING GROVE
3 - SNAP RING PLIERS
Fig. 6 BEARING ACCESS
1 - ALIGNMENT MARKS
2 - BEARING HUB
3 - BEARING CAGE
4 - HOUSING
3 - 12 HALF SHAFTKJ
HALF SHAFT (Continued)

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.
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.
KJFRONT AXLE - 186FIA 3 - 21
FRONT AXLE - 186FIA (Continued)

(8) Install lower control arms, refer to 2 Suspen-
sion for procedures.
(9) Install new half shaft hub nuts and tighten to
136 N´m (100 ft. lbs.).
(10) Install axle vent hose.
(11) Fill differential with gear lubricant.
(12) Install skid plate.
(13) Install wheel and tire assemblies.
(14) Remove support and lower vehicle.
(15) Check vehicle alignment.
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched onto each gear (Fig. 8). A plus
(+) number, minus (±) number or zero (0) is etched
into the face of the pinion gear. This number is the
amount (in thousandths of an inch) the depth varies
from the standard depth setting of a pinion etched
with a (0). The standard setting from the center line
of the ring gear to the back face of the pinion is 92.1
mm (3.625 in.). The standard depth provides the best
gear tooth contact pattern. Refer to Backlash and
Contact Pattern Analysis paragraph in this section
for additional information.
Fig. 6 RIGHT AXLE BRACKET
1 - RIGHT AXLE BRACKET
2 - FRONT BRACKET BOLT
3 - REAR BRACKET BOLT
Fig. 7 LEFT REAR AXLE BRACKET
1 - LEFT REAR AXLE BRACKET
2 - BRACKET BOLT
Fig. 8 PINION GEAR ID NUMBERS
1 - PRODUCTION NUMBERS
2 - DRIVE PINION GEAR DEPTH VARIANCE
3 - GEAR MATCHING NUMBER
KJFRONT AXLE - 186FIA 3 - 25
FRONT AXLE - 186FIA (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.
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.
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.
3 - 52 REAR AXLE - 198RBIKJ
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.
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.
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.
KJREAR AXLE - 8 1/4 3 - 89
REAR AXLE - 8 1/4 (Continued)

(15) Invert the differential case.
(16) Install ring gear on the differential case and
start two ring gear bolts. This will provide case-to-
ring gear bolt hole alignment.
(17) Invert the differential case in the vise.
(18) Installnewring gear bolts and alternately
tighten to 102 N´m (75 ft. lbs.) (Fig. 60).
CAUTION: Never reuse the ring gear bolts. The
bolts can fracture causing extensive damage.
(19) Install differential in axle housing and verify
gear mesh refer to Adjustments (Gear Contact Pat-
tern).
(20) Install differential cover fill with gear lubri-
cant.
(21) Install the propeller shaft with reference
marks aligned.
(22) Install wheel and tire assemblies and lower
the vehicle.
Fig. 60 Ring Gear
1 - TORQUE WRENCH
2 - BOLTS
3 - RING GEAR
4 - DIFFERENTIAL CASE
KJREAR AXLE - 8 1/4 3 - 115
PINION GEAR/RING GEAR/TONE RING (Continued)

WARNING
WARNING:: EXERCISE CARE WHEN SERVICING
CLUTCH COMPONENTS. FACTORY INSTALLED
CLUTCH DISCS DO NOT CONTAIN ASBESTOS
FIBERS. DUST AND DIRT ON CLUTCH PARTS MAY
CONTAIN ASBESTOS FIBERS FROM AFTERMAR-
KET COMPONENTS. BREATHING EXCESSIVE CON-
CENTRATIONS OF THESE FIBERS CAN CAUSE
SERIOUS BODILY HARM. WEAR A RESPIRATOR
DURING SERVICE AND NEVER CLEAN CLUTCH
COMPONENTS WITH COMPRESSED AIR OR WITH
A DRY BRUSH. EITHER CLEAN THE COMPONENTS
WITH A WATER DAMPENED RAGS OR USE A VAC-
UUM CLEANER SPECIFICALLY DESIGNED FOR
REMOVING ASBESTOS FIBERS AND DUST. DO NOT
CREATE DUST BY SANDING A CLUTCH DISC.
REPLACE THE DISC IF THE FRICTION MATERIAL IS
DAMAGED OR CONTAMINATED. DISPOSE OF ALL
DUST AND DIRT CONTAINING ASBESTOS FIBERS
IN SEALED BAGS OR CONTAINERS. THIS WILL
HELP MINIMIZE EXPOSURE TO YOURSELF AND TO
OTHERS. FOLLOW ALL RECOMMENDED SAFETY
PRACTICES PRESCRIBED BY THE OCCUPATIONAL
SAFETY AND HEALTH ADMINISTRATION (OSHA)
AND THE ENVIRONMENTAL SAFETY AGENCY
(EPA), FOR THE HANDLING AND DISPOSAL OF
PRODUCTS CONTAINING ASBESTOS.
DIAGNOSIS AND TESTING - CLUTCH
Drive the vehicle at normal speeds. Shift the trans-
mission through all gear ranges and observe clutch
action. If the clutch chatters, grabs, slips or does not
release properly, remove and inspect the clutch com-
ponents. If the problem is noise or hard shifting, fur-
ther diagnosis may be needed as the transmission or
another driveline component may be at fault.
NOTE: Vehicles equipped with a Dual Mass Fly-
wheel may produce a rattle when the engine is shut
off. This noise is considered normal.
CLUTCH CONTAMINATION
Fluid contamination is a frequent cause of clutch
malfunctions. Oil, water or clutch fluid on the clutch
disc and pressure plate surfaces will cause chatter,
slip and grab. Inspect components for oil, hydraulic
fluid or water/road splash contamination.
Oil contamination indicates a leak at either the
rear main seal or transmission input shaft. Clutch
fluid leaks are usually from damaged slave cylinder
push rod seals. Heat buildup caused by slippage
between the pressure plate, disc and flywheel can
bake the oil residue onto the components. The glaze-
like residue ranges in color from amber to black.Road splash contamination is dirt/water entering
the clutch housing due to loose bolts, housing cracks.
Driving through deep water puddles can force water/
road splash into the housing through such openings.
IMPROPER RELEASE OR CLUTCH ENGAGEMENT
Clutch release or engagement problems are caused
by wear or damage clutch components. A visual
inspection of the release components will usually
reveal the problem part.
Release problems can result in hard shifting and
noise. Look for leaks at the clutch cylinders and
interconnecting line and loose slave cylinder bolts.
Also worn/loose release fork, pivot stud, clutch disc,
pressure plate or release bearing.
Engagement problems can result in slip, chatter/
shudder and noisy operation. The causes may be
clutch disc contamination, wear, distortion or fly-
wheel damage. Visually inspect to determine the
actual cause of the problem.
CLUTCH MISALIGNMENT
Clutch components must be in proper alignment
with the crankshaft and transmission input shaft.
Misalignment caused by excessive runout or warpage
of any clutch component will cause grab, chatter and
improper clutch release.
PRESSURE PLATE AND DISC RUNOUT
Check the clutch disc before installation. Axial
(face) runout of anewdisc should not exceed 0.50
mm (0.020 in.). Measure runout about 6 mm (1/4 in.)
from the outer edge of the disc facing. Obtain
another disc if runout is excessive.
Check condition of the clutch before installation. A
warped cover or diaphragm spring will cause grab
and incomplete release or engagement. Be careful
when handling the cover and disc. Impact can distort
the cover, diaphragm spring, release fingers and the
hub of the clutch disc.
Use an alignment tool when positioning the disc on
the flywheel. The tool prevents accidental misalign-
ment which could result in cover distortion and disc
damage.
A frequent cause of clutch cover distortion (and
consequent misalignment) is improper bolt tighten-
ing.
FLYWHEEL RUNOUT
Check flywheel runout whenever misalignment is
suspected. Flywheel runout should not exceed 0.08
mm (0.003 in.). Measure runout at the outer edge of
the flywheel face with a dial indicator. Mount the
indicator on a stud installed in place of one of the fly-
wheel bolts.
6 - 2 CLUTCHKJ
CLUTCH (Continued)