Cylinders seal JEEP LIBERTY 2002 KJ / 1.G Workshop Manual

DIAGNOSIS AND TESTING - MASTER
CYLINDER/POWER BOOSTER...........21
REMOVAL.............................22
INSTALLATION.........................23
MASTER CYLINDER
DESCRIPTION.........................24
OPERATION...........................24
DIAGNOSIS AND TESTING - MASTER
CYLINDER/POWER BOOSTER...........24
STANDARD PROCEDURE - MASTER
CYLINDER BLEEDING..................24
REMOVAL.............................25
INSTALLATION.........................25
FLUID RESERVOIR
REMOVAL.............................26
INSTALLATION.........................26
FLUID
DIAGNOSIS AND TESTING - BRAKE FLUID
CONTAMINATION.....................26
STANDARD PROCEDURES - MASTER
CYLINDER FLUID LEVEL................26
SPECIFICATIONS
BRAKE FLUID........................27
DRUM
DIAGNOSIS AND TESTING - BRAKE DRUM . . . 27
STANDARD PROCEDURES - BRAKE DRUM
MACHINING..........................27SUPPORT PLATE
REMOVAL
REMOVAL - 198 RBI AXLE..............27
REMOVAL - 8 1/4 AXLE.................27
INSTALLATION
INSTALLATION - 198 RBI AXLE...........28
INSTALLATION - 8 1/4 AXLE.............28
WHEEL CYLINDERS
REMOVAL.............................28
DISASSEMBLY.........................28
CLEANING............................28
INSPECTION..........................29
ASSEMBLY............................29
INSTALLATION.........................29
PARKING BRAKE
DESCRIPTION.........................29
OPERATION...........................29
ADJUSTMENTS
ADJUSTMENT - LOCK OUT.............30
CABLES
REMOVAL.............................30
INSTALLATION.........................30
LEVER
REMOVAL.............................31
INSTALLATION.........................31
BRAKES - BASE
DESCRIPTION
Power assist front disc and rear drum brakes are
standard equipment. Disc brake components consist
of single piston calipers and ventilated rotors. Rear
drum brakes are dual shoe units with cast brake
drums.
The parking brake mechanism is lever and cable
operated. The cables are attached to levers on the
rear drum brake secondary shoes. The parking
brakes are operated by a hand lever.
A dual diaphragm vacuum power brake booster is
used for all applications. All models have an alumi-
num master cylinder with plastic reservoir.
All models are equipped with a combination valve.
The valve contains a pressure differential valve and
switch and a fixed rate rear proportioning valve.
Factory brake lining on all models consists of an
organic base material combined with metallic parti-
cles. The original equipment linings do not contain
asbestos.
WARNING
WARNING: DUST AND DIRT ACCUMULATING ON
BRAKE PARTS DURING NORMAL USE MAY CON-
TAIN ASBESTOS FIBERS FROM AFTERMARKET
LININGS. BREATHING EXCESSIVE CONCENTRA-
TIONS OF ASBESTOS FIBERS CAN CAUSE SERI-
OUS BODILY HARM. EXERCISE CARE WHEN
SERVICING BRAKE PARTS. DO NOT CLEAN
BRAKE PARTS WITH COMPRESSED AIR OR BY
DRY BRUSHING. USE A VACUUM CLEANER SPE-
CIFICALLY DESIGNED FOR THE REMOVAL OF
ASBESTOS FIBERS FROM BRAKE COMPONENTS.
IF A SUITABLE VACUUM CLEANER IS NOT AVAIL-
ABLE, CLEANING SHOULD BE DONE WITH A
WATER DAMPENED CLOTH. DO NOT SAND, OR
GRIND BRAKE LINING UNLESS EQUIPMENT USED
IS DESIGNED TO CONTAIN THE DUST RESIDUE.
DISPOSE OF ALL RESIDUE CONTAINING ASBES-
TOS FIBERS IN SEALED BAGS OR CONTAINERS
TO MINIMIZE EXPOSURE TO YOURSELF AND OTH-
ERS. FOLLOW PRACTICES PRESCRIBED BY THE
OCCUPATIONAL SAFETY AND HEALTH ADMINIS-
TRATION AND THE ENVIRONMENTAL PROTECTION
AGENCY FOR THE HANDLING, PROCESSING, AND
DISPOSITION OF DUST OR DEBRIS THAT MAY
CONTAIN ASBESTOS FIBERS.
5 - 2 BRAKES - BASEKJ

CAUTION: Never use gasoline, kerosene, alcohol,
motor oil, transmission fluid, or any fluid containing
mineral oil to clean the system components. These
fluids damage rubber cups and seals. Use only
fresh brake fluid or Mopar brake cleaner to clean or
flush brake system components. These are the only
cleaning materials recommended. If system contam-
ination is suspected, check the fluid for dirt, discol-
oration, or separation into distinct layers. Also
check the reservoir cap seal for distortion. Drain
and flush the system with new brake fluid if con-
tamination is suspected.
CAUTION: Use Mopar brake fluid, or an equivalent
quality fluid meeting SAE/DOT standards J1703 and
DOT 3. Brake fluid must be clean and free of con-
taminants. Use fresh fluid from sealed containers
only to ensure proper antilock component opera-
tion.
CAUTION: Use Mopar multi-mileage or high temper-
ature grease to lubricate caliper slide surfaces,
drum brake pivot pins, and shoe contact points on
the backing plates. Use multi-mileage grease or GE
661 or Dow 111 silicone grease on caliper slide pins
to ensure proper operation.
DIAGNOSIS AND TESTING - BASE BRAKE
SYSTEM
Base brake components consist of the brake shoes,
calipers, wheel cylinders, brake drums, rotors, brake
lines, master cylinder, booster, and parking brake
components.
Brake diagnosis involves determining if the prob-
lem is related to a mechanical, hydraulic, or vacuum
operated component.
The first diagnosis step is the preliminary check.
PRELIMINARY BRAKE CHECK
(1) Check condition of tires and wheels. Damaged
wheels and worn, damaged, or underinflated tires
can cause pull, shudder, vibration, and a condition
similar to grab.
(2) If complaint was based on noise when braking,
check suspension components. Jounce front and rear
of vehicle and listen for noise that might be caused
by loose, worn or damaged suspension or steering
components.
(3) Inspect brake fluid level and condition. Note
that the brake reservoir fluid level will decrease in
proportion to normal lining wear.Also note that
brake fluid tends to darken over time. This is
normal and should not be mistaken for contam-
ination.(a) If fluid level is abnormally low, look for evi-
dence of leaks at calipers, wheel cylinders, brake
lines, and master cylinder.
(b) If fluid appears contaminated, drain out a
sample to examine. System will have to be flushed
if fluid is separated into layers, or contains a sub-
stance other than brake fluid. The system seals
and cups will also have to be replaced after flush-
ing. Use clean brake fluid to flush the system.
(4) Check parking brake operation. Verify free
movement and full release of cables and pedal. Also
note if vehicle was being operated with parking
brake partially applied.
(5) Check brake pedal operation. Verify that pedal
does not bind and has adequate free play. If pedal
lacks free play, check pedal and power booster for
being loose or for bind condition. Do not road test
until condition is corrected.
(6) Check booster vacuum check valve and hose.
(7) If components checked appear OK, road test
the vehicle.
ROAD TESTING
(1) If complaint involved low brake pedal, pump
pedal and note if it comes back up to normal height.
(2) Check brake pedal response with transmission
in Neutral and engine running. Pedal should remain
firm under constant foot pressure.
(3) During road test, make normal and firm brake
stops in 25-40 mph range. Note faulty brake opera-
tion such as low pedal, hard pedal, fade, pedal pulsa-
tion, pull, grab, drag, noise, etc.
(4) Attempt to stop the vehicle with the parking
brake only and note grab, drag, noise, etc.
PEDAL FALLS AWAY
A brake pedal that falls away under steady foot
pressure is generally the result of a system leak. The
leak point could be at a brake line, fitting, hose, or
caliper/wheel cylinder. If leakage is severe, fluid will
be evident at or around the leaking component.
Internal leakage (seal by-pass) in the master cylin-
der caused by worn or damaged piston cups, may
also be the problem cause.
An internal leak in the ABS or RWAL system may
also be the problem with no physical evidence.
LOW PEDAL
If a low pedal is experienced, pump the pedal sev-
eral times. If the pedal comes back up worn linings,
rotors, drums, or rear brakes out of adjustment are
the most likely causes. The proper course of action is
to inspect and replace all worn component and make
the proper adjustments.
KJBRAKES - BASE 5 - 3
BRAKES - BASE (Continued)

BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and/or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or wheel cylinders, worn seals, driv-
ing through deep water puddles, or lining that has
become covered with grease and grit during repair.
Contaminated lining should be replaced to avoid fur-
ther brake problems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation. A
tire with internal damage such as a severe bruise,
cut, or ply separation can cause pull and vibration.
BRAKE NOISES
Some brake noise is common with rear drum
brakes and on some disc brakes during the first few
stops after a vehicle has been parked overnight or
stored. This is primarily due to the formation of trace
corrosion (light rust) on metal surfaces. This light
corrosion is typically cleared from the metal surfaces
after a few brake applications causing the noise to
subside.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake shoes in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors and drums can become so scored that replace-
ment is necessary.
BRAKE CHATTER
Brake chatter is usually caused by loose or worn
components, or glazed/burnt lining. Rotors with hard
spots can also contribute to chatter. Additional causesof chatter are out-of-tolerance rotors, brake lining not
securely attached to the shoes, loose wheel bearings
and contaminated brake lining.
THUMP/CLUNK NOISE
Thumping or clunk noises during braking are fre-
quentlynotcaused by brake components. In many
cases, such noises are caused by loose or damaged
steering, suspension, or engine components. However,
calipers that bind on the slide surfaces can generate
a thump or clunk noise. In addition, worn out,
improperly adjusted, or improperly assembled rear
brake shoes can also produce a thump noise.
STANDARD PROCEDURE
STANDARD PROCEDURE - PRESSURE
BLEEDING
Use Mopar brake fluid, or an equivalent quality
fluid meeting SAE J1703-F and DOT 3 standards
only. Use fresh, clean fluid from a sealed container at
all times.
Do not pump the brake pedal at any time while
bleeding. Air in the system will be compressed into
small bubbles that are distributed throughout the
hydraulic system. This will make additional bleeding
operations necessary.
Do not allow the master cylinder to run out of fluid
during bleed operations. An empty cylinder will allow
additional air to be drawn into the system. Check the
cylinder fluid level frequently and add fluid as
needed.
Bleed only one brake component at a time in the
following sequence:
²Master Cylinder
²Combination Valve
²Right Rear Wheel
²Left Rear Wheel
²Right Front Wheel
²Left Front Wheel
Follow the manufacturers instructions carefully
when using pressure equipment. Do not exceed the
tank manufacturers pressure recommendations. Gen-
erally, a tank pressure of 15-20 psi is sufficient for
bleeding.
Fill the bleeder tank with recommended fluid and
purge air from the tank lines before bleeding.
Do not pressure bleed without a proper master cyl-
inder adapter. The wrong adapter can lead to leak-
age, or drawing air back into the system. Use
adapter provided with the equipment or Adapter
6921.
KJBRAKES - BASE 5 - 5
BRAKES - BASE (Continued)

STANDARD PROCEDURE - MANUAL BLEEDING
Use Mopar brake fluid, or an equivalent quality
fluid meeting SAE J1703-F and DOT 3 standards
only. Use fresh, clean fluid from a sealed container at
all times.
Do not pump the brake pedal at any time while
bleeding. Air in the system will be compressed into
small bubbles that are distributed throughout the
hydraulic system. This will make additional bleeding
operations necessary.
Do not allow the master cylinder to run out of fluid
during bleed operations. An empty cylinder will allow
additional air to be drawn into the system. Check the
cylinder fluid level frequently and add fluid as
needed.
Bleed only one brake component at a time in the
following sequence:
²Master Cylinder
²Combination Valve
²Right Rear Wheel
²Left Rear Wheel
²Right Front Wheel
²Left Front Wheel
(1) Remove reservoir filler caps and fill reservoir.
(2) If calipers, or wheel cylinders were overhauled,
open all caliper and wheel cylinder bleed screws.
Then close each bleed screw as fluid starts to drip
from it. Top off master cylinder reservoir once more
before proceeding.
(3) Attach one end of bleed hose to bleed screw
and insert opposite end in glass container partially
filled with brake fluid (Fig. 1). Be sure end of bleed
hose is immersed in fluid.
(4) Open up bleeder, then have a helper press
down the brake pedal. Once the pedal is down close
the bleeder. Repeat bleeding until fluid stream is
clear and free of bubbles. Then move to the next
wheel.
SPECIFICATIONS
BRAKE COMPONENTS
SPECIFICATIONS
DESCRIPTION SPECIFICATION
Disc Brake Rotor
VentilatedMax. Runout
0.12 mm (0.005 in.)
Disc Brake Rotor
VentilatedMax. Thickness Variation
0.013 mm (0.0005 in.)
Disc Brake Rotor
VentilatedMin. Thickness
22.7 mm (0.8937 in.)
Disc Brake Caliper Sliding
Brake Drum 9 in. or 10 in.
Brake Booster Dual Diaphragm
Fig. 1 Bleed Hose Setup
1 - BLEED HOSE
2 - FLUID CONTAINER PARTIALLY FILLED WITH FLUID
5 - 6 BRAKES - BASEKJ
BRAKES - BASE (Continued)

SPECIFICATIONS
BRAKE FLUID
The brake fluid used in this vehicle must conform
to DOT 3 specifications and SAE J1703 standards.
No other type of brake fluid is recommended or
approved for usage in the vehicle brake system. Use
only Mopar brake fluid or an equivalent from a
tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid
from an container which has been left open. An
open container will absorb moisture from the air
and contaminate the fluid.
CAUTION: Never use any type of a petroleum-based
fluid in the brake hydraulic system. Use of such
type fluids will result in seal damage of the vehicle
brake hydraulic system causing a failure of the
vehicle brake system. Petroleum based fluids would
be items such as engine oil, transmission fluid,
power steering fluid, etc.
DRUM
DIAGNOSIS AND TESTING - BRAKE DRUM
The maximum allowable diameter of the drum
braking surface is indicated on the drum outer edge.
Generally, a drum can be machined to a maximum of
1.52 mm (0.060 in.) oversize. Always replace the
drum if machining would cause drum diameter to
exceed the size limit indicated on the drum.
BRAKE DRUM RUNOUT
Measure drum diameter and runout with an accu-
rate gauge. The most accurate method of measure-
ment involves mounting the drum in a brake lathe
and checking variation and runout with a dial indi-
cator.
Variations in drum diameter should not exceed
0.076 mm (0.003 in.). Drum runout should not exceed
0.20 mm (0.008 in.) out of round. Machine the drum
if runout or variation exceed these values. Replace
the drum if machining causes the drum to exceed the
maximum allowable diameter.
STANDARD PROCEDURES - BRAKE DRUM
MACHINING
The brake drums can be machined on a drum lathe
when necessary. Initial machining cuts should be lim-
ited to 0.12 - 0.20 mm (0.005 - 0.008 in.) at a time as
heavier feed rates can produce taper and surface
variation. Final finish cuts of 0.025 to 0.038 mm(0.001 to 0.0015 in.) are recommended and will gen-
erally provide the best surface finish.
Be sure the drum is securely mounted in the lathe
before machining operations. A damper strap should
always be used around the drum to reduce vibration
and avoid chatter marks.
The maximum allowable diameter of the drum
braking surface is stamped or cast into the drum
outer edge.
CAUTION: Replace the drum if machining will cause
the drum to exceed the maximum allowable diame-
ter.
SUPPORT PLATE
REMOVAL
REMOVAL - 198 RBI AXLE
(1) Remove wheel and tire assembly.
(2) Remove the brake drum.
(3) Remove the brake shoes.
(4) Remove parking brake cable from parking
brake lever.
(5) Compress parking brake cable retainer tabs.
Then push retainer and cable through and out of
support plate.
(6) Disconnect brake line at wheel cylinder.
(7) Remove wheel cylinder from support plate,(Re-
fer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
WHEEL CYLINDERS - REMOVAL).
(8) Remove the four bolts attaching the support
plate to axle and remove the support plate with the
axle, bearing and seal.
(9) Remove axle shaft,(Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/REAR AXLE/AXLE SHAFTS -
REMOVAL).
REMOVAL - 8 1/4 AXLE
(1) Remove the wheel and tire assembly.
(2) Remove the brake drum.
(3) Install the brake pedal prop rod.
(4) Remove the brake shoes (Refer to 5 - BRAKES/
HYDRAULIC/MECHANICAL/BRAKE PADS/SHOES
- REMOVAL).
(5) Remove parking brake cable from parking
brake lever.
(6) Compress parking brake cable retainer tabs.
Then push retainer and cable through and out of
support plate.
(7) Disconnect the brake line at wheel cylinder.
(8) Remove the wheel cylinder from the support
plate,(Refer to 5 - BRAKES/HYDRAULIC/MECHAN-
ICAL/WHEEL CYLINDERS - REMOVAL).
KJBRAKES - BASE 5 - 27
FLUID (Continued)

(9) Remove the axle shaft, (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/REAR AXLE - 8 1/4/AXLE
SHAFTS - REMOVAL).
(10) Remove the bolts attaching the support plate
to the axle and remove the support plate (Fig. 43).
INSTALLATION
INSTALLATION - 198 RBI AXLE
(1) Install the support plate on the axle flange.
Tighten 75 N´m (55 ft. lbs.)
(2) Install the axle, bearing and seal into the hous-
ing and tighten the four attaching bolts to 61 N´m
(45 ft. lbs.).
(3) Install the wheel cylinder,(Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/WHEEL
CYLINDERS - INSTALLATION).
(4) Install the brake line in the wheel cylinder.
(5) Install the parking brake cable in the support
plate.
(6) Connect parking brake cable to lever on sec-
ondary shoe and install brake shoes on support plate.
(7) Adjust the brake shoes to the drum with the
brake gauge.
(8) Install the brake drum and wheel and tire
assembly (Refer to 22 - TIRES/WHEELS/WHEELS -
STANDARD PROCEDURE).
(9) Bleed brake system,(Refer to 5 - BRAKES -
STANDARD PROCEDURE) OR (Refer to 5 -
BRAKES - STANDARD PROCEDURE).
INSTALLATION - 8 1/4 AXLE
(1) Install the support plate on the axle flange.
Tighten attaching bolts to 61 N´m (45 ft. lbs.) (Fig.
43).(2) Install the wheel cylinder,(Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/WHEEL
CYLINDERS - INSTALLATION).
(3) Install the brake line in the wheel cylinder and
tighten the line to 14 N´m (124 in.lbs.)..
(4) Remove the brake pedal prop rod.
(5) Install the parking brake cable in the support
plate.
(6) Install the axle shaft, (Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/REAR AXLE - 8 1/4/AXLE
SHAFTS - INSTALLATION).
(7) Connect the parking brake cable to the lever on
the primary shoe and install the brake shoes on the
support plate (Refer to 5 - BRAKES/HYDRAULIC/
MECHANICAL/BRAKE PADS/SHOES - INSTALLA-
TION).
(8) Adjust the brake shoes to the drum with the
brake gauge (Refer to 5 - BRAKES/HYDRAULIC/
MECHANICAL/BRAKE PADS/SHOES - ADJUST-
MENTS).
(9) Install the brake drum.
(10) Install the wheel and tire assembly (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PRO-
CEDURE).
(11) Bleed the brake system,(Refer to 5 - BRAKES
- STANDARD PROCEDURE).
WHEEL CYLINDERS
REMOVAL
(1) Remove wheel and tire assembly.
(2) Remove brake drum.
(3) Install brake pedal prop rod.
(4) Disconnect wheel cylinder brake line.
(5) Remove brake shoe return springs and move
shoes out of engagement with cylinder push rods.
(6) Remove cylinder attaching bolts and remove
cylinder from support plate (Fig. 44).
DISASSEMBLY
(1) Remove push rods and boots (Fig. 45).
(2) Press pistons, cups and spring and expander
out of cylinder bore.
(3) Remove bleed screw.
CLEANING
Clean the cylinder and pistons with clean brake
fluid or brake cleaner only. Do not use any other
cleaning agents.
Dry the cylinder and pistons with compressed air.
Do not use rags or shop towels to dry the cylinder
components. Lint from cloth material will adhere to
the cylinder bores and pistons.
Fig. 43 SUPPORT PLATE 8 1/4
1 - SUPPORT PLATE
2 - MOUNTING NUTS
5 - 28 BRAKES - BASEKJ
SUPPORT PLATE (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)

On a Dual Mass Flywheel the additional secondary
mass coupled to the transmission lowers the natural
frequency of the transmission rotating elements. This
decreases the transmission gear rattle. The damper
springs between the two flywheel masses replace the
clutch disc damper springs and assist in a smooth
transfer of torque to the transmission.
CAUTION: The Dual Mass Flywheel is serviced as
an assembly only and should never be taken apart.
DIAGNOSIS AND TESTING - FLYWHEEL
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.
Common causes of runout are:
²heat warpage
²improper machining
²incorrect bolt tightening
²improper seating on crankshaft flange shoulder
²foreign material on crankshaft flange
Flywheel machining is not recommended. The fly-
wheel clutch surface is machined to a unique contour
and machining will negate this feature. Minor fly-
wheel scoring can be cleaned up by hand with 180
grit emery or with surface grinding equipment.
Remove only enough material to reduce scoring
(approximately 0.001 - 0.003 in.). Heavy stock
removal isnot recommended.Replace the flywheel
if scoring is severe and deeper than 0.076 mm (0.003
in.). Excessive stock removal can result in flywheel
cracking or warpage after installation; it can also
weaken the flywheel and interfere with proper clutch
release.
Clean the crankshaft flange before mounting the
flywheel. Dirt and grease on the flange surface may
cock the flywheel causing excessive runout. Use new
bolts when remounting a flywheel and secure the
bolts with Mopar Lock And Seal or equivalent.
Tighten flywheel bolts to specified torque only. Over-
tightening can distort the flywheel hub causing
runout.
PILOT BEARING
REMOVAL
(1) Remove the transmission.
(2) Remove pressure plate and clutch disc.
(3) Remove pilot bearing with an internal (blind
hole) puller.
INSTALLATION
(1) Lubricate new bearing with Mopar high tem-
perature bearing grease or equivalent.
(2) Start new bearing into crankshaft by hand.
Then seat bearing with clutch alignment tool (Fig. 5).
(3) Lightly scuff sand flywheel surface with 180
grit emery cloth. Then clean surface with wax and
grease remover.
(4) Install clutch disc and pressure plate.
(5) Install the transmission.
LINKAGE
REMOVAL
NOTE: The clutch master cylinder, slave cylinder
and connecting line are serviced as an assembly
only. The linkage components cannot be over-
hauled or serviced separately. The cylinders and
connecting line are sealed units.
(1) Raise vehicle.
(2) Remove fasteners attaching slave cylinder to
clutch housing.
(3) Remove slave cylinder from clutch housing
(Fig. 6).
(4) Disengage clutch fluid line from body clips, if
applicable.
(5) Lower vehicle.
(6) Verify cap on clutch master cylinder reservoir
is tight to avoid spilling fluid during removal.
(7) Remove clutch master cylinder attaching nuts
(Fig. 7).
(8) Disengage captured bushing on clutch master
cylinder actuator from pivot pin on pedal arm.
Fig. 5 Pilot Bearing Installer
1 - PILOT BEARING
2 - ALIGNMENT TOOL
6 - 8 CLUTCHKJ
FLYWHEEL (Continued)

(9) Slide actuator off pivot pin.
(10) Disconnect clutch interlock safety switch
wires.(11) Remove clutch hydraulic linkage through
engine compartment.
INSTALLATION
NOTE: The clutch master cylinder, slave cylinder
and connecting line are serviced as an assembly
only. The linkage components cannot be over-
hauled or serviced separately. The cylinders and
connecting line are sealed units.
(1) Be sure reservoir cover on clutch master cylin-
der is tight to avoid spills.
(2) Position clutch linkage components in vehicle.
Work connecting line and slave cylinder downward
past engine and adjacent to clutch housing.
(3) Position clutch master cylinder on dash panel.
(4) Attach clutch master cylinder actuator to pivot
pin on clutch pedal.
(5) Install and tighten clutch master cylinder
attaching nuts to 38 N´m (28 ft. lbs.).
(6) Raise vehicle.
(7) Insert slave cylinder push rod through clutch
housing opening and into release lever. Be sure cap
on end of rod is securely engaged in lever. Check this
before installing cylinder attaching nuts.
(8) Install and tighten slave cylinder attaching
nuts to 23 N´m (17 ft. lbs.).
(9) Secure clutch fluid line in body and transmis-
sion clips.
(10) Lower vehicle.
(11) Connect clutch interlock safety switch wires.
MASTER CYLINDER
INSPECTION
The clutch fluid reservoir, master cylinder, slave
cylinder and fluid lines are pre-filled with fluid at
the factory during assembly operations.
The hydraulic system should not require additional
fluid under normal circumstances.The reservoir
fluid level will actually increase as normal
clutch wear occurs. Avoid overfilling or remov-
ing fluid from the reservoir.
Clutch fluid level is checked at the master cylinder
reservoir. An indicator ring is provided on the outside
of the reservoir. With the cap and diaphragm
removed, fluid level should not be above indicator
ring.
To avoid contaminating the hydraulic fluid during
inspection, wipe reservoir and cover clean before
removing the cap.
Fig. 6 SLAVE CYLINDER
1 - CLUTCH SLAVE CYLINDER
Fig. 7 CLUTCH PEDAL
1 - CYLINDER
2 - ACTUATOR SHAFT
3 - ACTUATOR EYE
4 - PEDAL PIN
5 - CONNECTOR
KJCLUTCH 6 - 9
LINKAGE (Continued)

IGNITION CONTROL
TABLE OF CONTENTS
page page
IGNITION CONTROL
DESCRIPTION..........................1
OPERATION............................1
SPECIFICATIONS
SPECIFICATIONS - IGNITION TIMING.......2
ENGINE FIRING ORDER - 2.4L 4-CYLINDER . 2
ENGINE FIRING ORDER - 3.7L V-6.........2
IGNITION COIL RESISTANCE - 2.4L........2
IGNITION COIL RESISTANCE - 3.7L V-6.....3
SPARK PLUGS........................3
SPARK PLUG CABLE RESISTANCE - 2.4L . . . 3
TORQUE - IGNITION SYSTEM............3
AUTO SHUT DOWN RELAY
DESCRIPTION - PCM OUTPUT.............4
OPERATION
OPERATION - ASD SENSE - PCM INPUT....4
OPERATION - PCM OUTPUT.............4
DIAGNOSIS AND TESTING - ASD AND FUEL
PUMP RELAYS........................4
REMOVAL.............................5
INSTALLATION..........................5
CAMSHAFT POSITION SENSOR
DESCRIPTION
DESCRIPTION - 2.4L....................5
DESCRIPTION-3.7L.....................6
OPERATION
OPERATION - 2.4L.....................6OPERATION - 3.7L.....................6
REMOVAL.............................7
INSTALLATION..........................8
IGNITION COIL
DESCRIPTION..........................9
OPERATION............................9
REMOVAL.............................10
INSTALLATION.........................10
KNOCK SENSOR
DESCRIPTION.........................11
OPERATION...........................11
REMOVAL.............................12
INSTALLATION.........................12
SPARK PLUG
DESCRIPTION.........................12
OPERATION...........................12
DIAGNOSIS AND TESTING - SPARK PLUG
CONDITIONS.........................13
REMOVAL.............................15
CLEANING SPARK PLUGS................15
INSTALLATION.........................15
IGNITION COIL CAPACITOR
DESCRIPTION.........................16
OPERATION...........................16
REMOVAL.............................16
INSTALLATION.........................16
IGNITION CONTROL
DESCRIPTION
The ignition system consists of:
²Spark Plugs
²Ignition Coil(s)
²Powertrain Control Module (PCM)
²Crankshaft Position Sensor
²2 Knock Sensors (3.7L only)
²Camshaft Position Sensor
²The MAP, TPS, IAC and ECT also have an effect
on the control of the ignition system.
OPERATION
2.4L
A common ignition coil divided into 2 halves is
used. Secondary, high-tension spark plug cables are
also used. One half of the coil fires two spark plugs
simultaneously (one plug is the cylinder under com-pression, and the other plug is the cylinder on the
exhaust stroke). Coil half number one fires cylinders
1 and 4. Coil half number two fires cylinders 2 and 3.
The PCM determines which of the coils to charge and
fire at the correct time.
The Auto Shutdown (ASD) relay provides battery
voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing the coil. When
the PCM breaks the contact, the energy in the coil
primary transfers to the secondary causing a spark.
The PCM will de-energize the ASD relay if it does
not receive inputs from either the crankshaft or cam-
shaft position sensors.
A distributor is not used with the 2.4L engine.
3.7L
The 3.7L V6 engine uses a separate ignition coil for
each cylinder. The one-piece coil bolts directly to the
cylinder head. Rubber boots seal the secondary ter-
minal ends of the coils to the top of all 6 spark plugs.
A separate electrical connector is used for each coil.
KJIGNITION CONTROL 8I - 1