section 8 JEEP LIBERTY 2002 KJ / 1.G Workshop Manual

FOREWORD
This manual is designed as a supplement to be used along with the 2002 Liberty service manual,
81-370-02060. It includes information related to the 2.4L gas engine installed in this vehicle by
DaimlerChrysler Corporation. For diagnosis or service procedures relating to other components or systems,
refer to the 2002 Liberty Service Manual.
The information contained in this service manual has been prepared for the professional automotive tech-
nician involved in daily repair operations. Information describing the operation and use of standard and
optional equipment is included in the Owner's Manual provided with the vehicle.
Information in this manual is divided into groups. These groups contain description, operation, diagnosis,
testing, adjustments, removal, installation, disassembly, and assembly procedures for the systems and compo-
nents. To assist in locating a group title page, use the Group Tab Locator on the following page. The solid bar
after the group title is aligned to a solid tab on the first page of each group. The first page of the group has
a contents section that lists major topics within the group. If you are not sure which Group contains the infor-
mation you need, look up the Component/System in the alphabetical index located in the rear of this manual.
A Service Manual Comment form is included at the rear of this manual. Use the form to provide
DaimlerChrysler Corporation with your comments and suggestions.
Tightening torques are provided as a specific value throughout this manual. This value represents the
midpoint of the acceptable engineering torque range for a given fastener application. These torque values are
intended for use in service assembly and installation procedures using the correct OEM fasteners. When
replacing fasteners, always use the same type (part number) fastener as removed.
DaimlerChrysler Corporation reserves the right to change testing procedures, specifications, diagnosis,
repair methods, or vehicle wiring at any time without prior notice or incurring obligation.

API QUALITY CLASSIFICATION
This symbol (Fig. 2) on the front of an oil container
means that the oil has been certified by the Ameri-
can Petroleum Institute (API) to meet all the lubri-
cation requirements specified by DaimlerChrysler
Corporation.
GEAR LUBRICANTS
SAE ratings also apply to multigrade gear lubri-
cants. In addition, API classification defines the
lubricants usage. Such as API GL-5 and SAE 75W-
90.
LUBRICANTS AND GREASES
Lubricating grease is rated for quality and usage
by the NLGI. All approved products have the NLGI
symbol (Fig. 3) on the label. At the bottom NLGI
symbol is the usage and quality identification letters.
Wheel bearing lubricant is identified by the letter
ªGº. Chassis lubricant is identified by the latter ªLº.
The letter following the usage letter indicates the
quality of the lubricant. The following symbols indi-
cate the highest quality.
SPECIALIZED LUBRICANTS AND OILS
Some maintenance or repair procedures may
require the use of specialized lubricants or oils. Con-
sult the appropriate sections in this manual for the
correct application of these lubricants.
DESCRIPTION - AXLE
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
Lubricants conforms to these specifications.
FRONT AXLE
²Lubricant for 186FIA (Model 30) axle is SAE
75W-140 SYNTHETIC.
REAR AXLE
²Lubricant for 198RBI (Model 35) axle is SAE
75W-140 SYNTHETIC.
²Lubricant for 8 1/4 axle is a thermally stable
SAE 75W-90. For trailer tow or heavy duty applica-
tions the lubricant should be replaced with SAE
75W-140 SYNTHETIC.
NOTE: Trac-lokTequipped axles require a friction
modifier be added to the lubricant.
CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.
DESCRIPTION - MANUAL TRANSMISSION
Mopartmanual transmission fluid is the lubricant
recommended for the NV1500 and the NV3550 trans-
missions.
DESCRIPTION - AUTOMATIC TRANSMISSION
FLUID
NOTE: Refer to the maintenance schedules in this
group for the recommended maintenance (fluid/filter
change) intervals for this transmission.
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
Fig. 2 API Symbol
Fig. 3 NLGI Symbol
1 - WHEEL BEARINGS
2 - CHASSIS LUBRICATION
3 - CHASSIS AND WHEEL BEARINGS
0 - 2 LUBRICATION & MAINTENANCEKJ
FLUID TYPES (Continued)

FLUID FILL/CHECK
LOCATIONS
DESCRIPTION
The fluid check/fill point locations are located in
each applicable service manual section.
MAINTENANCE SCHEDULES
DESCRIPTION
9Maintenance Schedule Information not included in
this section, is located in the appropriate Owner's
Manual.9
HOISTING
STANDARD PROCEDURE - HOISTING
RECOMMENDATIONS
Refer to the Owner's Manual for emergency vehicle
lifting procedures.
When properly positioned, a floor jack can be used
to lift a Jeep vehicle (Fig. 4). Support the vehicle in
the raised position with jack stands at the front and
rear ends of the frame rails.CAUTION: Do not attempt to lift a Jeep vehicle with
a floor jack positioned under:
²A body side sill.
²A steering linkage component.
²A drive shaft.
²The engine or transmission oil pan.
²The fuel tank.
²A front suspension arm.
²Transfer case.
NOTE: Use the correct sub-frame rail or frame rail
lifting locations only.
HOIST
Refer to the Owner's Manual for emergency vehicle
lifting procedures.
A vehicle can be lifted with:
²A single-post, frame-contact hoist.
²A twin-post, chassis hoist.
²A ramp-type, drive-on hoist.
NOTE: When a frame-contact type hoist is used,
verify that the lifting pads are positioned properly.
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN A CHASSIS OR DRIVETRAIN COMPO-
NENT IS REMOVED FROM A VEHICLE, THE
CENTER OF GRAVITY IS ALTERED MAKING SOME
HOISTING CONDITIONS UNSTABLE. PROPERLY
SUPPORT OR SECURE VEHICLE TO HOISTING
DEVICE WHEN THESE CONDITIONS EXIST.
Fig. 4 Correct Vehicle Lifting Locations
1 - Frame Contact Lift (Single Post)
Chassis Lift (Non-Axle Dual Post)
Outboard Lift (Dual Post)
Floor Jack
2 - Floor Jack
KJLUBRICATION & MAINTENANCE 0 - 5

FRONT AXLE - 186FIA
TABLE OF CONTENTS
page page
FRONT AXLE - 186FIA
DESCRIPTION.........................19
OPERATION...........................19
DIAGNOSIS AND TESTING - AXLE..........20
REMOVAL.............................24
INSTALLATION.........................24
ADJUSTMENTS........................25
SPECIFICATIONS - FRONT AXLE...........33
SPECIAL TOOLS
FRONT AXLE........................34
AXLE SHAFTS
REMOVAL.............................37
INSTALLATION.........................37
AXLE SHAFT SEALS
REMOVAL.............................37
INSTALLATION.........................38
AXLE BEARINGS
REMOVAL.............................38INSTALLATION.........................38
PINION SEAL
REMOVAL.............................38
INSTALLATION.........................39
DIFFERENTIAL
REMOVAL.............................40
DISASSEMBLY.........................41
ASSEMBLY............................41
INSTALLATION.........................42
DIFFERENTIAL CASE BEARINGS
REMOVAL.............................43
INSTALLATION.........................44
PINION GEAR/RING GEAR
REMOVAL.............................44
INSTALLATION.........................46
FRONT AXLE - 186FIA
DESCRIPTION
The 186FIA (Model 30) axle consists of an alumu-
num center section with an axle tube extending from
one side. The tube is pressed into the differential
housing. The integral type housing, hypoid gear
design has the centerline of the pinion set below the
centerline of the ring gear.
The differential case is a one-piece design. The differ-
ential pinion mate shaft is retained with a roll-pin. Dif-
ferential bearing preload and ring gear backlash is
adjusted by the use of shims (select thickness). The
shims are located between the differential bearing cups
and the axle housing. Pinion bearing preload is set and
maintained by the use of a collapsible spacer.
The power is transferred from the axle through two
constant velocity (C/V) drive shafts to the wheel hubs.
The differential cover provides a means for inspec-
tion and service without removing the axle from the
vehicle. The cover has a vent tube used to relieve
internal pressure caused by vaporization and inter-
nal expansion.
OPERATION
The axle receives power from the transfer case through
the front propeller shaft. The front propeller shaft is con-
nected to the pinion gear which rotates the differential
through the gear mesh with the ring gear bolted to thedifferential 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.
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).
Fig. 1 DIFFERENTIAL-STRAIGHT AHEAD DRIVING
1 - STRAIGHT AHEAD DRIVING
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
KJFRONT AXLE - 186FIA 3 - 19

(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)

(10) Install axle vent hose.
(11) Install propeller shaft with reference marks.
(12) Install the wheels and tires.
(13) Add gear lubricant to specifications, if neces-
sary.
(14) Remove lifting device from axle and lower the
vehicle.
(15) Tighten the lower control arm bolts to torque
specification.
ADJUSTMENTS
ADJUSTMENT
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched into the face of each gear (Fig.
9). 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 cen-
ter line of the ring gear to the back face of the pinion
is 96.850 mm (3.813 in.). The standard depth pro-
vides the best teeth contact pattern. Refer to Back-
lash and Contact Pattern Analysis Paragraph in this
section for additional information.
Compensation for pinion depth variance is
achieved with select shims. The shims are placed
under the inner pinion bearing cone (Fig. 10).
If a new gear set is being installed, note the depth
variance etched into both the original and replace-
ment pinion gear. Add or subtract the thickness of
the original depth shims to compensate for the differ-
ence in the depth variances. Refer to the Depth Vari-
ance charts.Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus amount needed.
Note the etched number on the face of the drive
pinion gear (±1, ±2, 0, +1, +2, etc.). The numbers rep-
resent thousands of an inch deviation from the stan-
dard. If the number is negative, add that value to the
required thickness of the depth shim(s). If the num-
ber is positive, subtract that value from the thickness
of the depth shim(s). If the number is 0 no change is
necessary. Refer to the Pinion Gear Depth Variance
Chart.
Fig. 8 LOWER SUSPENSION ARM
1 - AXLE BRACKET BOLT
2 - LOWER CONTROL ARM
3 - BODY BRACKET BOLTFig. 9 PINION GEAR ID NUMBERS
1 - PRODUCTION NUMBERS
2 - PINION GEAR DEPTH VARIANCE
3 - GEAR MATCHING NUMBER
Fig. 10 Shim Locations
1 - PINION GEAR DEPTH SHIM
2 - DIFFERENTIAL BEARING SHIM
3 - RING GEAR
4 - DIFFERENTIAL BEARING SHIM
5 - COLLAPSIBLE SPACER
KJREAR AXLE - 198RBI 3 - 55
REAR AXLE - 198RBI (Continued)

(10) Install axle vent hose.
(11) Install propeller shaft with reference marks.
(12) Install the wheels and tires.
(13) Add gear lubricant to specifications, if neces-
sary.
(14) Remove lifting device from axle and lower the
vehicle.
(15) Tighten the lower control arm bolts to torque
specification.
ADJUSTMENTS
Ring gears and pinions are supplied as matched
sets only. The identifying numbers for the ring gear
and pinion are etched/marked onto each gear (Fig. 8).
A plus (+) number, minus (±) number or zero (0) is
etched/marked on the face or shaft of the pinion. 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 depth pro-
vides the best gear tooth contact pattern. Refer to
Backlash and Contact Pattern Analysis paragraph in
this section for additional information.
Compensation for pinion depth variance is
achieved with select shims. The shims are placed
behind the rear pinion bearing (Fig. 9).
If a new gear set is being installed, note the depth
variance etched into both the original and replace-
ment pinion. Add or subtract the thickness of the
original depth shims to compensate for the difference
in the depth variances. Refer to the Depth Variance
chart.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus the amount needed.Note the etched number on the face of the pinion
gear head (±1, ±2, 0, +1, +2, etc.). The numbers rep-
resent thousands of an inch deviation from the stan-
dard. If the number is negative, add that value to the
required thickness of the depth shims. If the number
is positive, subtract that value from the thickness of
the depth shim. If the number is 0 no change is nec-
essary.
Fig. 7 LOWER SUSPENSION ARM
1 - AXLE BRACKET BOLT
2 - LOWER CONTROL ARM
3 - BODY BRACKET BOLT
Fig. 8 Pinion Gear ID Numbers - Typical
1 - PRODUCTION NUMBERS
2 - DRIVE PINION GEAR DEPTH VARIANCE
3 - GEAR MATCHING NUMBER (SAME AS RING GEAR
NUMBER)
Fig. 9 Adjustment Shim Locations
1 - DIFFERENTIAL HOUSING
2 - COLLAPSIBLE SPACER
3 - REAR PINION BEARING
4 - PINION DEPTH SHIM
5 - PINION GEAR
6 - BEARING CUP
3 - 92 REAR AXLE-81/4KJ
REAR AXLE - 8 1/4 (Continued)

SPONGY PEDAL
A spongy pedal is most often caused by air in the
system. However, thin brake drums or substandard
brake lines and hoses can also cause a spongy pedal.
The proper course of action is to bleed the system,
and replace thin drums and substandard quality
brake hoses if suspected.
HARD PEDAL OR HIGH PEDAL EFFORT
A hard pedal or high pedal effort may be due to
lining that is water soaked, contaminated, glazed, or
badly worn. The power booster or check valve could
also be faulty.
PEDAL PULSATION
Pedal pulsation is caused by components that are
loose, or beyond tolerance limits.
The primary cause of pulsation are disc brake
rotors with excessive lateral runout or thickness vari-
ation, or out of round brake drums. Other causes are
loose wheel bearings or calipers and worn, damaged
tires.
NOTE: Some pedal pulsation may be felt during
ABS activation.
BRAKE DRAG
Brake drag occurs when the lining is in constant
contact with the rotor or drum. Drag can occur at one
wheel, all wheels, fronts only, or rears only.
Drag is a product of incomplete brake shoe release.
Drag can be minor or severe enough to overheat the
linings, rotors and drums.
Minor drag will usually cause slight surface char-
ring of the lining. It can also generate hard spots in
rotors and drums from the overheat-cool down pro-
cess. In most cases, the rotors, drums, wheels and
tires are quite warm to the touch after the vehicle is
stopped.
Severe drag can char the brake lining all the way
through. It can also distort and score rotors and
drums to the point of replacement. The wheels, tires
and brake components will be extremely hot. In
severe cases, the lining may generate smoke as it
chars from overheating.
Common causes of brake drag are:
²Seized or improperly adjusted parking brake
cables.
²Loose/worn wheel bearing.
²Seized caliper or wheel cylinder piston.
²Caliper binding on corroded bushings or rusted
slide surfaces.
²Loose caliper mounting.
²Drum brake shoes binding on worn/damaged
support plates.
²Mis-assembled components.²Long booster output rod.
If brake drag occurs at all wheels, the problem
may be related to a blocked master cylinder return
port, or faulty power booster (binds-does not release).
BRAKE FADE
Brake fade is usually a product of overheating
caused by brake drag. However, brake overheating
and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
in a short time span, or constant braking on steep
mountain roads. Refer to the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
²Contaminated lining in one caliper
²Seized caliper piston
²Binding caliper
²Loose caliper
²Rusty caliper slide surfaces
²Improper brake shoes
²Damaged rotor
A worn, damaged wheel bearing or suspension
component are further causes of pull. A damaged
front tire (bruised, ply separation) can also cause
pull.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so
reduced that fade occurs. Since the opposite brake
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in
favor of the normally functioning brake unit.
An additional point when diagnosing a change in
pull condition concerns brake cool down. Remember
that pull will return to the original direction, if the
dragging brake unit is allowed to cool down (and is
not seriously damaged).
REAR BRAKE GRAB OR PULL
Rear grab or pull is usually caused by improperly
adjusted or seized parking brake cables, contami-
nated lining, bent or binding shoes and support
plates, or improperly assembled components. This is
particularly true when only one rear wheel is
involved. However, when both rear wheels are
affected, the master cylinder or proportioning valve
could be at fault.
5 - 4 BRAKES - BASEKJ
BRAKES - BASE (Continued)

the rear brake circuit is pulsed. This allows fluid to
enter the low pressure accumulator (LPA) in the
HCU resulting in a drop in fluid pressure to the rear
brakes. In order to increase the rear brake pressure
the outlet valve is switched off and the inlet valve is
pulsed. This increases the pressure to the rear
brakes. This will continue until the required slip dif-
ference is obtained. At the end of EBD braking (no
brake application) the fluid in the LPA drains back to
the master cylinder by switching on the outlet valve
and draining through the inlet valve check valve. At
the same time the inlet valve is switched on to pre-
vent a hydraulic short circiut in case of another
brake application.The EBD will remain functional
during many ABS fault modes. If the red and amber
warning lamps are illuminated the EBD may have a
fault.
DIAGNOSIS AND TESTING - ANTILOCK
BRAKING SYSTEM
The ABS brake system performs several self-tests
every time the ignition switch is turned on and the
vehicle is driven. The CAB monitors the systems
input and output circuits to verify the system is oper-
ating correctly. If the on board diagnostic system
senses that a circuit is malfunctioning the system
will set a trouble code in its memory.
NOTE: An audible noise may be heard during the
self-test. This noise should be considered normal.NOTE: The MDS or DRB III scan tool is used to
diagnose the ABS system. For additional informa-
tion refer to the Electrical, Electronic Control Mod-
ules section. For test procedures refer to the
Chassis Diagnostic Manual.
STANDARD PROCEDURE - ABS BRAKE
BLEEDING
ABS system bleeding requires conventional bleed-
ing methods plus use of the DRB scan tool. The pro-
cedure involves performing a base brake bleeding,
followed by use of the scan tool to cycle and bleed the
HCU pump and solenoids. A second base brake bleed-
ing procedure is then required to remove any air
remaining in the system.
(1) Perform base brake bleeding,(Refer to 5 -
BRAKES - STANDARD PROCEDURE) OR (Refer to
5 - BRAKES - STANDARD PROCEDURE).
(2) Connect scan tool to the Data Link Connector.
(3) Select ANTILOCK BRAKES, followed by MIS-
CELLANEOUS, then ABS BRAKES. Follow the
instructions displayed. When scan tool displays TEST
COMPLETE, disconnect scan tool and proceed.
(4) Perform base brake bleeding a second time,(Re-
fer to 5 - BRAKES - STANDARD PROCEDURE) OR
(Refer to 5 - BRAKES - STANDARD PROCEDURE).
(5) Top off master cylinder fluid level and verify
proper brake operation before moving vehicle.
SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Hydraulic Control
Unit/Controller Antilock
Brakes Mounting Nuts14.1 Ð 125
Hydraulic Control
Unit/Controller Antilock
Brakes Brake Lines20.3 Ð 180
Controller Antilock Brakes
Mounting Screws1.8 Ð 16
Wheel Speed Sensors
Front Mounting Bolt12 Ð 132
Wheel Speed Sensor
Rear Mounting Bolt9Ð80
KJBRAKES - ABS 5 - 33
BRAKES - ABS (Continued)

The cooling system also provides a means of heat-
ing the passenger compartment and cooling the auto-
matic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
OPERATION - HOSE CLAMPS
The spring type hose clamp applies constant ten-
sion on a hose connection. To remove a spring type
hose clamp, only use constant tension clamp pliers
designed to compress the hose clamp.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ON-BOARD
DIAGNOSTICS (OBD)
COOLING SYSTEM RELATED DIAGNOSTICS
The powertrain control module (PCM) has been
programmed to monitor certain cooling system com-
ponents:
²If the engine has remained cool for too long a
period, such as with a stuck open thermostat, a Diag-
nostic Trouble Code (DTC) can be set.
²If an open or shorted condition has developed in
the relay circuit controlling the electric radiator fan,
a Diagnostic Trouble Code (DTC) can be set.
If the problem is sensed in a monitored circuit
often enough to indicated an actual problem, a DTC
is stored. The DTC will be stored in the PCM mem-
ory for eventual display to the service technician.
(Refer to 25 - EMISSIONS CONTROL - DESCRIP-
TION).
ACCESSING DIAGNOSTIC TROUBLE CODES
To read DTC's and to obtain cooling system data,
(Refer to 25 - EMISSIONS CONTROL - DESCRIP-
TION).
ERASING TROUBLE CODES
After the problem has been repaired, use the DRB
scan tool to erase a DTC. Refer to the appropriate
Powertrain Diagnostic Procedures service informa-
tion for operation of the DRB scan tool.
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS
ENGINE COOLING SYSTEM OVERHEATING
Establish what driving conditions caused the com-
plaint. Abnormal loads on the cooling system such as
the following may be the cause:
²PROLONGED IDLE
²VERY HIGH AMBIENT TEMPERATURE
²SLIGHT TAIL WIND AT IDLE
²SLOW TRAFFIC
²TRAFFIC JAMS
²HIGH SPEED
²STEEP GRADES
Driving techniques that avoid overheating are:
²Idle with A/C off when temperature gauge is at
end of normal range.
(1) TRAILER TOWING:
Consult Trailer Towing section of owners manual.
Do not exceed limits.
(2) RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been per-
formed on vehicle that may effect cooling system.
This may be:
²Engine adjustments (incorrect timing)
²Slipping engine accessory drive belt(s)
²Brakes (possibly dragging)
²Changed parts. Incorrect water pump, or pump
rotating in wrong direction due to belt not correctly
routed
²Reconditioned radiator or cooling system refill-
ing (possibly under filled or air trapped in system).
NOTE: If investigation reveals none of the previous
items as a cause for an engine overheating com-
plaint, refer to following Cooling System Diagnosis
charts.
These charts are to be used as a quick-reference
only. Refer to the group text for information.
Fig. 2 Spring Clamp Size Location
1 - SPRING CLAMP SIZE LOCATION
KJCOOLING 7 - 3
COOLING (Continued)