tires JEEP LIBERTY 2002 KJ / 1.G Service Manual

(5) Install the power steering pressure hose
bracket (Fig. 3).
(6) Install the lower coupler bolt and slide the cou-
pler on to the gear (Fig. 2).
(7) Install the tie rod end to the knuckle and
tighten the nuts.
(8) Install the tire and wheel assembly. (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PRO-
CEDURE).
(9) Install the skid plate(Refer to 13 - FRAME &
BUMPERS/FRAME/FRONT SKID PLATE - INSTAL-
LATION).(10) Lower the vehicle.
(11) Unlock the steering wheel.
(12) Fill the power steering fluid (Refer to 19 -
STEERING/PUMP - STANDARD PROCEDURE).
(13) Reset the toe and center the steering wheel
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT -
STANDARD PROCEDURE).
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Rack and Pinion Steering
Gear
Gear to Frame Bolts162 120 Ð
Rack and Pinion Steering
Gear
Intermediate Shaft Bolt49 36 Ð
Tie Rod End
Knuckle Nut108 80 Ð
Tie Rod End
Jam Nut75 55 Ð
Power Steering Line
Pressure Line35 25 Ð
Power Steering Line
Return Line35 25 Ð
SPECIAL TOOLS
OUTER TIE ROD END REMOVAL TOOL
Puller C-3894-A
KJGEAR 19 - 15
GEAR (Continued)

LINKAGE
TABLE OF CONTENTS
page page
LINKAGE
STANDARD PROCEDURE - STEERING
LINKAGE............................16TIE ROD END
REMOVAL.............................16
INSTALLATION.........................16
LINKAGE
STANDARD PROCEDURE - STEERING LINKAGE
The tie rod end and ball stud seals should be
inspected during all oil changes. If a seal is damaged,
replace the tie rod.
CAUTION: If any steering components are replaced
or serviced an alignment must be performed, to
ensure the vehicle meets all alignment specifica-
tions.
TIE ROD END
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the tire and wheel assembly.
NOTE: Mark the tie rod end jam nuts on the steer-
ing gear for easier installation.
(3) Loosen the tie rod end jam nut (Fig. 1).
(4) Remove the tie rod end nut (Fig. 1).
(5) Seperate the tie rod end from the knuckle
using tool C3894A.
NOTE: Count the number of turns when removing.
(6) Remove the tie rod end from the rack (Fig. 1).
INSTALLATION
(1) Install the tie rod end to the rack to the exact
number of turns that it was removed (Fig. 1).(2) Install the tie rod end to the knuckle. Tighten
the nut to 108 N´m (80 ft.lbs).
(3) Tighten the jam nut to 76 N´m (55 ft.lbs). (Fig.
1).
(4) Install the tire and wheel assembly. (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PRO-
CEDURE).
(5) Reset the toe and center the steering wheel
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT -
STANDARD PROCEDURE).
Fig. 1 TIE ROD END
1 - JAM NUT
2 - TIE ROD - INNER
3 - TIE ROD END - OUTER
19 - 16 LINKAGEKJ

TIRES/WHEELS
TABLE OF CONTENTS
page page
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRES AND
WHEEL RUNOUT......................1
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE ROTATION . 2
STANDARD PROCEDURE - MATCH
MOUNTING...........................3
STANDARD PROCEDURE - WHEEL
BALANCING..........................4
TIRES
DESCRIPTION
DESCRIPTION - TIRES..................6
DESCRIPTION - RADIAL-PLY TIRES........6
DESCRIPTION - SPARE TIRE
&TEMPORARY........................6
DESCRIPTION - REPLACEMENT TIRES.....7
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - TIRE
INFLATION...........................7
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS..........................8
DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS...........................8DIAGNOSIS AND TESTING - TIRE NOISE
OR VIBRATION........................8
STANDARD PROCEDURE - REPAIRING
LEAKS...............................8
CLEANING.............................8
SPECIFICATIONS........................8
SPARE TIRE
REMOVAL.............................8
INSTALLATION..........................9
WHEELS
DESCRIPTION..........................9
DIAGNOSIS AND TESTING - WHEELS.......10
STANDARD PROCEDURE
STANDARD PROCEDURE - WHEEL
REPLACEMENT.......................10
STANDARD PROCEDURE - WHEEL
MOUNTING..........................10
SPECIFICATIONS
SPECIFICATION......................11
STUDS
REMOVAL.............................11
INSTALLATION.........................11
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRES AND
WHEEL RUNOUT
Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 1).
Lateral runout is thewobbleof the tire or wheel.
Radial runout of more than 1.5 mm (.060 inch)
measured at the center line of the tread may cause
the vehicle to shake.
Lateral runout of more than 2.0 mm (.080 inch)
measured near the shoulder of the tire may cause the
vehicle to shake.
Sometimes radial runout can be reduced. Relocate
the wheel and tire assembly on the mounting studs
(See Method 1). If this does not reduce runout to an
acceptable level, the tire can be rotated on the wheel.
(See Method 2).
Fig. 1 Checking Tire/Wheel/Hub Runout
1 - RADIAL RUNOUT
2 - LATERAL RUNOUT
KJTIRES/WHEELS 22 - 1

METHOD 1 (RELOCATE WHEEL ON HUB)
(1) Drive vehicle a short distance to eliminate tire
flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
or replace if necessary.
(3) Check the wheel mounting surface.
(4) Relocate wheel on the mounting, two studs
over from the original position.
(5) Tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
(6) Check radial runout. If still excessive, mark
tire sidewall, wheel, and stud at point of maximum
runout and proceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
NOTE: Rotating the tire on wheel is particularly
effective when there is runout in both tire and
wheel.
(1) Remove tire from wheel and mount wheel on
service dynamic balance machine.
(2) Check wheel radial runout (Fig. 2) and lateral
runout (Fig. 3).
²STEEL WHEELS: Radial runout 0.024 in., Lat-
eral runout 0.030 in. (average)
²ALUMINUM WHEELS: Radial runout 0.014 in.,
Lateral runout 0.020 in. (average)
(3) If point of greatest wheel lateral runout is near
original chalk mark, remount tire 180 degrees.
Recheck runout, (Refer to 22 - TIRES/WHEELS -
STANDARD PROCEDURE).
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE ROTATION
Tires on the front and rear operate at different
loads and perform different steering, driving, and
braking functions. For these reasons they wear at
unequal rates and tend to develop irregular wear
patterns. These effects can be reduced by rotating
the tires at regular intervals. The benefits of tire
rotation are:
²Increase tread life
²Maintain traction levels
²A smooth, quiet ride
The suggested method of tire rotation is (Fig. 4).
Other rotation methods can be used, but they will
not provide all the tire longevity benefits.
Fig. 2 Radial Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
Fig. 3 Lateral Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
Fig. 4 Tire Rotation Pattern
22 - 2 TIRES/WHEELSKJ
TIRES/WHEELS (Continued)

STANDARD PROCEDURE - MATCH MOUNTING
Tires and wheels are currently match mounted at
the factory. Match mounting is a technique used to
reduce runout in the wheel/tire assembly. This means
that the high spot of the tire is aligned with the low
spot on the wheel rim. The high spot on the tire is
marked with a paint mark or a bright colored adhe-
sive label on the outboard sidewall. The low spot on
the rim is identified with a label on the outside of the
rim and a dot on the inside of the rim. If the outside
label has been removed the tire will have to be
removed to locate the dot on the inside of the rim.
Before dismounting a tire from its wheel, a refer-
ence mark should be placed on the tire at the valve
stem location. This reference will ensure that it is
remounted in the original position on the wheel.
(1) Use a dial indicator to locate the high spot of
the tire on the center tread rib (Fig. 5). Record the
indicator reading and mark the high spot on the tire.
Place a mark on the tire at the valve stem location
(Fig. 6).
(2) Break down the tire and remount it 180
degrees on the rim (Fig. 7).
(3) Measure the total runout again and mark the
tire to indicate the high spot.
(4) If runout is still excessive use the following
procedures.
(a) If the high spot is within 101.6 mm (4.0 in.)
of the first spot and is still excessive, replace the
tire.
(b) If the high spot is within 101.6 mm (4.0 in.)
of the first spot on the wheel, the wheel may be out
of specifications,(Refer to 22 - TIRES/WHEELS -
DIAGNOSIS AND TESTING).
Fig. 5 Dial Indicator
Fig. 6 First Measurement On Tire
1 - REFERENCE MARK
2 - 1ST MEASUREMENT HIGH SPOT MARK TIRE AND RIM
3 - WHEEL
4 - VALVE STEM
Fig. 7 Remount Tire 180 Degrees
1 - VALVE STEM
2 - REFERENCE MARK
KJTIRES/WHEELS 22 - 3
TIRES/WHEELS (Continued)

(c) If the high spot is NOT within 101.6 mm (4.0
in.) of either high spot, draw an arrow on the tread
from second high spot to first. Break down the tire
and remount it 90 degrees on rim in that direction
(Fig. 8). This procedure will normally reduce the
runout to an acceptable amount.STANDARD PROCEDURE - WHEEL BALANCING
It is recommended that a two plane service
dynamic balancer be used when a tire and wheel
assembly require balancing. Refer to balancer opera-
tion instructions for proper cone mounting proce-
dures. Typically use front cone mounting method for
steel wheels. For aluminum wheel use back cone
mounting method without cone spring.
NOTE: Static should be used only when a two plane
balancer is not available.
NOTE: Cast aluminum and forged aluminum wheels
require coated balance weights and special align-
ment equipment.
Wheel balancing can be accomplished with either
on or off vehicle equipment. When using on-vehicle
balancing equipment, remove the opposite wheel/tire.
Off-vehicle balancing is recommended.
For static balancing, find location of heavy spot
causing the imbalance. Counter balance wheel
directly opposite the heavy spot. Determine weight
required to counter balance the area of imbalance.
Place half of this weight on theinnerrim flange and
the other half on theouterrim flange (Fig. 9).
For dynamic balancing, the balancing equipment is
designed to locate the amount of weight to be applied
to both the inner and outer rim flange (Fig. 10).
Fig. 8 Remount Tire 90 Degrees In Direction of
Arrow
1 - 2ND HIGH SPOT ON TIRE
2 - 1ST HIGH SPOT ON TIRE
22 - 4 TIRES/WHEELSKJ
TIRES/WHEELS (Continued)

Fig. 9 Static Unbalance & Balance
1 - HEAVY SPOT
2 - CENTER LINE OF SPINDLE
3 - ADD BALANCE WEIGHTS HERE4 - CORRECTIVE WEIGHT LOCATION
5 - TIRE OR WHEEL TRAMP, OR WHEEL HOP
Fig. 10 Dynamic Unbalance & Balance
1 - CENTER LINE OF SPINDLE
2 - ADD BALANCE WEIGHTS HERE3 - CORRECTIVE WEIGHT LOCATION
4 - HEAVY SPOT WHEEL SHIMMY AND VIBRATION
KJTIRES/WHEELS 22 - 5
TIRES/WHEELS (Continued)

TIRES
DESCRIPTION
DESCRIPTION - TIRES
Tires are designed and engineered for each specific
vehicle. They provide the best overall performance
for normal operation. The ride and handling charac-
teristics match the vehicle's requirements. With
proper care they will give excellent reliability, trac-
tion, skid resistance, and tread life.
Driving habits have more effect on tire life than
any other factor. Careful drivers will obtain in most
cases, much greater mileage than severe use or care-
less drivers. A few of the driving habits which will
shorten the life of any tire are:
²Rapid acceleration
²Severe brake applications
²High speed driving
²Excessive speeds on turns
²Striking curbs and other obstacles
Radial-ply tires are more prone to irregular tread
wear. It is important to follow the tire rotation inter-
val,(Refer to 22 - TIRES/WHEELS - STANDARD
PROCEDURE). This will help to achieve a greater
tread life.
TIRE IDENTIFICATION
Tire type, size, aspect ratio and speed rating are
encoded in the letters and numbers imprinted on the
side wall of the tire. Refer to the chart to decipher
the tire identification code (Fig. 11).
Performance tires have a speed rating letter after
the aspect ratio number.
LETTER SPEED RATING
S 180 km/h (112 mph)
T 190 km/h (118 mph)
U 200 km/h (124 mph)
H 210 km/h (130 mph)
V 240 km/h (149 mph)
W 270 km/h (168 mph)
Y 300 km/h (186 mph)
The speed rating is not always printed on the tire
sidewall.
TIRE CHAINS
Tire snow chains may be used oncertainmodels.
Refer to the Owner's Manual for more information.
DESCRIPTION - RADIAL-PLY TIRES
Radial-ply tires improve handling, tread life and
ride quality, and decrease rolling resistance.
Radial-ply tires must always be used in sets of
four. Under no circumstances should they be used on
the front only. They may be mixed with temporary
spare tires when necessary. A maximum speed of 50
MPH is recommended while a temporary spare is in
use.
Radial-ply tires have the same load-carrying capac-
ity as other types of tires of the same size. They also
use the same recommended inflation pressures.
The use of oversized tires, either in the front or
rear of the vehicle, can cause vehicle drive train fail-
ure. This could also cause inaccurate wheel speed
signals when the vehicle is equipped with Anti-Lock
Brakes.
The use of tires from different manufactures on the
same vehicle is NOT recommended. The proper tire
pressure should be maintained on all four tires.
DESCRIPTION - SPARE TIRE &TEMPORARY
The temporary spare tire is designed for emer-
gency use only. The original tire should be repaired
or replaced at the first opportunity, then reinstalled.
Do not exceed speeds of 50 M.P.H. when using the
temporary spare tire. Refer to Owner's Manual for
complete details.
Fig. 11 Tire Identification
22 - 6 TIRES/WHEELSKJ

DESCRIPTION - REPLACEMENT TIRES
The original equipment tires provide a proper bal-
ance of many characteristics such as:
²Ride
²Noise
²Handling
²Durability
²Tread life
²Traction
²Rolling resistance
²Speed capability
It is recommended that tires equivalent to the orig-
inal equipment tires be used when replacement is
needed.
Failure to use equivalent replacement tires may
adversely affect the safety and handling of the vehi-
cle.
The use of oversize tires may cause interference
with vehicle components. Under extremes of suspen-
sion and steering travel, interference with vehicle
components may cause tire damage.
WARNING: FAILURE TO EQUIP THE VEHICLE WITH
TIRES HAVING ADEQUATE SPEED CAPABILITY
CAN RESULT IN SUDDEN TIRE FAILURE.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - TIRE INFLATION
Under inflation will cause rapid shoulder wear, tire
flexing, and possible tire failure (Fig. 12).
Over inflation will cause rapid center wear and
loss of the tire's ability to cushion shocks (Fig. 13).
Improper inflation can cause:
²Uneven wear patterns²Reduced tread life
²Reduced fuel economy
²Unsatisfactory ride
²Vehicle drift
For proper tire pressure specification refer to the
Tire Inflation Pressure Chart provided with the vehi-
cle.
Tire pressures have been chosen to provide safe
operation, vehicle stability, and a smooth ride. Tire
pressure should be checked cold once a month. The
spare tire pressure should be check at least twice
annually. Tire pressure decreases as the ambient
temperature drops. Check tire pressure frequently
when ambient temperature varies widely.
Inflation pressures specified on the placards are
cold inflation pressure. The vehicle must sit for at
least 3 hours to obtain the correct cold inflation pres-
sure reading. Or driven less than one mile after sit-
ting for 3 hours. Tire inflation pressures may
increase from 2 to 6 pounds per square inch (psi)
during operation, due to increased tire temperature.
WARNING: OVER OR UNDER INFLATED TIRES CAN
AFFECT VEHICLE HANDLING AND TREAD WEAR.
THIS MAY CAUSE THE TIRE TO FAIL SUDDENLY,
RESULTING IN LOSS OF VEHICLE CONTROL.
Fig. 12 Under Inflation
1 - THIN TIRE THREAD AREAS
Fig. 13 Over Inflation Wear
1 - THIN TIRE THREAD AREA
KJTIRES/WHEELS 22 - 7
TIRES (Continued)

DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS
Tread wear indicators are molded into the bottom
of the tread grooves. When tread depth is 1.6 mm
(1/16 in.), the tread wear indicators will appear as a
13 mm (1/2 in.) band (Fig. 14).
Tire replacement is necessary when indicators
appear in two or more grooves or if localized balding
occurs.
DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS
Under inflation will cause wear on the shoulders of
tire. Over inflation will cause wear at the center of
tire.
Excessive camber causes the tire to run at an
angle to the road. One side of tread is then worn
more than the other (Fig. 15).
Excessive toe-in or toe-out causes wear on the
tread edges and a feathered effect across the tread
(Fig. 15).
DIAGNOSIS AND TESTING - TIRE NOISE OR
VIBRATION
Radial-ply tires are sensitive to force impulses
caused by improper mounting, vibration, wheel
defects, or possibly tire imbalance.
To find out if tires are causing the noise or vibra-
tion, drive the vehicle over a smooth road at varyingspeeds. Note the noise level during acceleration,
deceleration and slight left and right steering inputs.
STANDARD PROCEDURE - REPAIRING LEAKS
For proper repairing, a radial tire must be removed
from the wheel. Repairs should only be made if the
defect, or puncture, is in the tread area (Fig. 16). The
tire should be replaced if the puncture is located in
the sidewall.
Deflate tire completely before removing the tire
from the wheel. Use lubrication such as a mild soap
solution when dismounting or mounting tire. Use
tools free of burrs or sharp edges which could dam-
age the tire or wheel rim.
Before mounting tire on wheel, make sure all rust
is removed from the rim bead and repaint if neces-
sary.
Install wheel on vehicle, and tighten to proper
torque specification.
CLEANING
Remove the protective coating on the tires before
delivery of a vehicle. This coating may cause deteri-
oration of the tires.
To remove the protective coating, apply warm
water and let it soak for a few minutes. Afterwards,
scrub the coating away with a soft bristle brush.
Steam cleaning may also be used to remove the coat-
ing.
NOTE: DO NOT use gasoline, mineral oil, oil-based
solvent or a wire brush for cleaning.
SPECIFICATIONS
SPECIFICATIONS
DESCRIPTION SPECIFICATION
Tire P215/75R16
Tire P235/70R16
Spare Tire P215/75D16
POLYSPARE ONLY ON
169
SPARE TIRE
REMOVAL
(1) Raise the license plate.
(2) Remove the two bolts securing the wheel cover
to the wheel.
(3) Remove the two lug nuts and the one wheel
lock (if equipped) securing the tire/wheel to the spare
tire carrier.
(4) Remove the spare tire.
Fig. 14 Tread Wear Indicators
1 - TREAD ACCEPTABLE
2 - TREAD UNACCEPTABLE
3 - WEAR INDICATOR
22 - 8 TIRES/WHEELSKJ
TIRES (Continued)