engine JEEP XJ 1995 Service And Owner's Guide

TOE POSITIONÐYJ VEHICLES
The wheel toe position should be the final front
wheel alignment adjustment. In all instances follow
the equipment manufacturer's recommended proce-
dure.
(1) Start the engine if equipped with power steer-
ing. Turn wheels both ways before straightening the
wheels. Secure the steering wheel with the front
wheels in the straight-ahead position. Turn off the
engine.
(2) Loosen the adjustment sleeve clamp bolts on
the tie rod (Fig. 7).The tie rod and adjustment sleeve have both
right and left hand threads to provide equal ad-
justment for each wheel.
(3) After the adjustment is completed, position the
tie rod adjustment sleeve clamp bolts as shown.
(4) Tighten the adjustment sleeve clamp bolts to
27 Nzm (20 ft. lbs.) torque.
(5) Complete the adjustment. Position the drag
link clamp bolts as shown. Tighten the bolts to 49
Nzm (36 ft. lbs.) torque.
Fig. 7 Steering Linkage
YJ Vehicles
ALIGNMENT SPECIFICATIONSÐXJ VEHICLESALIGNMENT SPECIFICATIONSÐYJ VEHICLES
2 - 10 FRONT SUSPENSION AND AXLEJ

LOWER SUSPENSION ARM
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the lower suspension arm nut and bolt
from the axle bracket (Fig. 3).
(3) Remove the nut and bolt (Fig. 3) from the rear
bracket and remove the lower suspension arm.
INSTALLATION
(1) Position the lower suspension arm at the axle
bracket and rear bracket (Fig. 3).
(2) Install the bolts and finger tighten the nuts
(Fig. 3).
(3) Remove support and lower the vehicle.
(4) Tighten the front and rear nuts to 115 Nzm (85
ft. lbs.) torque.
SPRING AND SHOCK DIAGNOSIS
A squeak noise from the shock absorber can be pro-
duced if movement between the rubber bushings and
the metal occurs. This noise can usually be stopped
by tightening the attaching nuts. If the squeak noise
persists, inspect for damaged and worn bushings,
and attaching components. Repair as necessary.
The shock absorber bushings do not require any
type of lubrication. Do not lubricate the bushings to
reduce bushing noise. Grease or mineral oil-base lu-
bricants will deteriorate the bushing rubber.
The shock absorbers are not refillable or adjust-
able. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston into and out
of the cylinder four or five times. The action through-
out each stroke should be smooth and even.
SHOCK ABSORBER
REMOVAL
(1) Remove the nut, retainer and grommet from
the upper stud in the engine compartment (Fig. 6).
(2) Remove the lower nuts and bolts from the axle
bracket (Fig. 6). Remove the shock absorber.
Fig. 6 Coil Spring & Shock Absorber
Fig. 5 Axle Bracket Bushing Installation
JFRONT SUSPENSION AND AXLE 2 - 13

INSTALLATION
(1) Position the lower retainer and grommet on the
upper stud. Insert the shock absorber through the
shock tower hole.
(2) Install the lower bolts and nuts. Tighten nuts
to 23 Nzm (17 ft. lbs.) torque.
(3) Install the upper grommet and retainer on the
stud in the engine compartment. Install the nut and
tighten to 10 Nzm (8 ft. lbs.) torque.
COIL SPRING
REMOVAL
(1) Raise and support the vehicle. Position a hy-
draulic jack under the axle to support it.
(2) Remove the wheel if necessary.
(3) Mark and disconnect the front propeller shaft
from the axle.
(4) Disconnect the lower suspension arms from the
axle (Fig. 6).
(5) Disconnect the stabilizer bar link and shock ab-
sorber from the axle.
(6) Disconnect the track bar from the frame rail
bracket.(7) Disconnect the drag link from the pitman arm.
(8) Lower the axle until the spring is free from the
upper mount. Remove the coil spring clip (Fig. 6) and
remove the spring.
(9) Pull jounce bumper out of mount.
INSTALLATION
(1) Install jounce bumper into mount.
(2) Position the coil spring on the axle pad. Install
the spring clip and bolt (Fig. 6). Tighten bolt to 21
Nzm (16 ft. lbs.) torque.
(3) Raise the axle into position until the spring
seats in the upper mount.
(4) Connect the stabilizer bar links and shock ab-
sorbers to the axle bracket. Connect the track bar to
the frame rail bracket.
(5) Install the lower suspension arms to the axle.
DO NOT TIGHTEN AT THIS TIME.
(6) Install the front propeller shaft to the axle.
(7) Remove the supports and lower the vehicle.
(8) Tighten lower suspension arms nuts to 115 Nzm
(85 ft. lbs.) torque.
2 - 14 FRONT SUSPENSION AND AXLEJ

AXLE NOISE/VIBRATION DIAGNOSIS
INDEX
page page
Driveline Snap........................... 19
Gear and Bearing Noise.................... 18
General Information....................... 18Low Speed Knock......................... 19
Vibration................................ 19
GENERAL INFORMATION
Axle bearing problem conditions are usually caused
by:
²Insufficient or incorrect lubricant
²Foreign matter/water contamination
²Incorrect bearing preload torque adjustment
²Incorrect backlash (to tight)
When serviced, the bearings must be cleaned thor-
oughly. They should be dried with lint-free shop tow-
els.Never dry bearings with compressed air.
This will overheat them and brinell the bearing
surfaces. This will result in noisy operation af-
ter repair.
Axle gear problem conditions are usually the result
of:
²Insufficient lubrication
²Incorrect or contaminated lubricant
²Overloading (excessive engine torque) or exceeding
vehicle weight capacity
²Incorrect clearance or backlash adjustment
Insufficient lubrication is usually the result of a
housing cover leak. It can also be from worn axle
shaft or pinion gear seals. Check for cracks or porous
areas in the housing or tubes.
Using the wrong lubricant will cause overheating
and gear failure. Gear tooth cracking and bearing
spalling are indicators of this.
Axle component breakage is most often the result
of:
²Severe overloading
²Insufficient lubricant
²Incorrect lubricant
²Improperly tightened components
Overloading occurs when towing heavier than rec-
ommended loads. Component breakage can occur
when the wheels are spun excessively. Incorrect lu-
bricant quantity contributes to breakage. Loose dif-
ferential components can also cause breakage.
Incorrect bearing preload or gear backlash will not
result in component breakage. Mis-adjustment will
produce enough noise to cause service repair before a
failure occurs. If a mis-adjustment condition is not
corrected, component failure can result.
Excessive bearing preload may not be noisy. This
condition will cause high temperature which can re-
sult in bearing failure.
GEAR AND BEARING NOISE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant. Incorrect backlash, tooth contact, or worn/dam-
aged gears can cause noise.
Gear noise usually happens at a specific speed
range. The range is 30 to 40 mph, or above 50 mph.
The noise can also occur during a specific type of
driving condition. These conditions are acceleration,
deceleration, coast, or constant load.
When road testing, accelerate the vehicle to the
speed range where the noise is the greatest. Shift
out-of-gear and coast through the peak-noise range.
If the noise stops or changes greatly, check for insuf-
ficient lubricant. Incorrect ring gear backlash, or
gear damage can cause noise changes.
Differential side and pinion gears can be checked
by turning the vehicle. They usually do not cause
noise in straight-ahead driving. These gears are
loaded during vehicle turns. If noise does occur dur-
ing vehicle turns, the side or pinion gears could be
worn or damaged. A worn pinion gear mate shaft can
also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion gear bear-
ings can all produce noise when worn or damaged.
Bearing noise can be either a whining, or a growling
sound.
Pinion gear bearings have a constant-pitch noise.
This noise changes only with vehicle speed. Pinion
bearing noise will be higher because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs the pinion rear bearing is
the source of the noise. If the bearing noise is heard
during a coast, front bearing is the source.
Worn, damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing. The pitch of differential
bearing noise is also constant and varies only with
vehicle speed.
2 - 18 FRONT SUSPENSION AND AXLEJ

Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn U-
joint or by worn side-gear thrust washers. A worn
pinion gear shaft bore will also cause low speed
knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
²Damaged drive shaft
²Missing drive shaft balance weight
²Worn, out-of-balance wheels
²Loose wheel lug nuts
²Worn U-joint
²Loose spring U-bolts
²Loose/broken springs
²Damaged axle shaft bearings
²Loose pinion gear nut
²Excessive pinion yoke run out²Bent axle shaft
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear-end vi-
bration. Do not overlook engine accessories, brackets
and drive belts.
All driveline components should be examined be-
fore starting any repair.
Refer to Group 22ÐTires And Wheels for addi-
tional information involving vibration diagnosis.
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
²Loose engine/transmission/transfer case mounts
²Worn U-joints
²Loose spring mounts
²Loose pinion gear nut and yoke
²Excessive ring gear backlash
²Excessive differential 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 ve-
hicle 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.
JFRONT SUSPENSION AND AXLE 2 - 19

CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.
LUBRICANT CHANGE
The gear lubricant will drain quicker if the vehicle
has been recently driven.
(1) Raise and support the vehicle.
(2) Remove the lubricant fill hole plug from the dif-
ferential housing cover.
(3) Remove the differential housing cover and
drain the lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth.Do not use water,
steam, kerosene or gasoline for cleaning.
(5) Remove the sealant from the housing and cover
surfaces. Use solvent to clean the mating surfaces.
(6) Apply a bead of MOPARtSilicone Rubber Seal-
ant to the housing cover (Fig. 1).Allow the sealant
to cure for a few minutes.
Install the housing cover within 5 minutes af-
ter applying the sealant. If not installed the
sealant must be removed and another bead ap-
plied.
(7) Install the cover and any identification tag.
Tighten the cover bolts in a criss-cross pattern to 41
Nzm (30 ft. lbs.) torque.
(8) Refill the differential with MOPARtHypoid
Gear Lubricant to bottom of the fill plug hole.
(9) Install the fill hole plug and lower the vehicle.
DRIVE AXLE ASSEMBLY REPLACEMENTÐXJ
VEHICLES
REMOVAL
(1) Raise the vehicle and position support stands
under the frame rails behind the lower suspension
arm frame brackets.
(2) Remove the front wheels.
(3) Remove the brake components and ABS brake
sensor (if equipped). Refer to Group 5ÐBrakes.
(4) On 4WD vehicles, disconnect the axle vent
hose.
(5) On 4WD vehicles, mark the drive shaft yoke
and axle pinion yoke for alignment reference. Discon-
nect the drive shaft from the axle.
(6) Disconnect the stabilizer bar link at the axle
bracket.
(7) Disconnect the shock absorbers from axle
bracket.
(8) Disconnect the track bar from the axle bracket.
(9) Disconnect the tie rod and drag link from the
steering knuckle. Disconnect the steering damper
from the axle bracket.
(10) Support the axle with a hydraulic jack under
the differential.
(11) Disconnect the upper and lower suspension
arms from the axle bracket.
(12) Lower the jack enough to remove the axle.
The coil springs will drop with the axle.
(13) Remove the coil springs from the axle bracket.
INSTALLATION
CAUTION: Suspension components with rubber
bushings should be tightened with the vehicle at
normal height. It is important to have the springs
supporting the weight of the vehicle when the fas-
teners are torqued. If springs are not at their normal
ride position, vehicle ride comfort could be affected
and premature bushing wear may occur. Rubber
bushings must never be lubricated.
(1) Install the springs and retainer clip. Tighten
the retainer bolts to 21 Nzm (16 ft. lbs.) torque.
(2) Support the axle on a hydraulic jack under the
differential. Position the axle under the vehicle.
(3) Raise the axle with a floor jack and align it
with the spring pads.
(4) Position the upper and lower suspension arm at
the axle bracket. Install bolts and nuts finger
tighten.
(5) Connect the track bar to the axle bracket and
install the bolt.Do not tighten at this time.
It is important that the springs support the
weight of the vehicle when the track bar is con-
nected. If springs are not at their usual posi-
tion, vehicle ride comfort could be affected.
Fig. 1 Typical Housing Cover With Sealant
JFRONT SUSPENSION AND AXLE 2 - 23

AXLE NOISE/VIBRATION DIAGNOSIS
INDEX
page page
Driveline Snap........................... 10
Gear and Bearing Noise..................... 9
General Information........................ 9
Limited Slip Differential..................... 10Low Speed Knock......................... 10
Rear Axle Alignment....................... 10
Vibration................................ 10
GENERAL INFORMATION
Axle bearing problem conditions are usually caused
by:
²Insufficient or incorrect lubricant
²Foreign matter/water contamination
²Incorrect bearing preload torque adjustment
²Incorrect backlash (to tight)
When serviced, the bearings must be cleaned thor-
oughly. They should be dried with lint-free shop tow-
els.Never dry bearings with compressed air.
This will overheat them and brinell the bearing
surfaces. This will result in noisy operation af-
ter repair.
Axle gear problem conditions are usually the result of:
²Insufficient lubrication
²Incorrect or contaminated lubricant
²Overloading (excessive engine torque) or exceeding
vehicle weight capacity
²Incorrect clearance or backlash adjustment
Insufficient lubrication is usually the result of a
housing cover leak. It can also be from worn axle
shaft or pinion gear seals. Check for cracks or porous
areas in the housing or tubes.
Using the wrong lubricant will cause overheating
and gear failure. Gear tooth cracking and bearing
spalling are indicators of this.
Axle component breakage is most often the result of:
²Severe overloading
²Insufficient lubricant
²Incorrect lubricant
²Improperly tightened components
Overloading occurs when towing heavier than rec-
ommended loads. Component breakage can occur
when the wheels are spun excessively. Incorrect lu-
bricant quantity contributes to breakage. Loose dif-
ferential components can also cause breakage.
Incorrect bearing preload or gear backlash will not
result in component breakage. Mis-adjustment will
produce enough noise to cause service repair before a
failure occurs. If a mis-adjustment condition is not
corrected, component failure can result.
Excessive bearing preload may not be noisy. This
condition will cause high temperature which can re-
sult in bearing failure.
GEAR AND BEARING NOISE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant. Incorrect backlash, tooth contact, or worn/dam-
aged gears can cause noise.
Gear noise usually happens at a specific speed
range. The range is 30 to 40 mph, or above 50 mph.
The noise can also occur during a specific type of
driving condition. These conditions are acceleration,
deceleration, coast, or constant load.
When road testing, accelerate the vehicle to the
speed range where the noise is the greatest. Shift
out-of-gear and coast through the peak-noise range.
If the noise stops or changes greatly, check for insuf-
ficient lubricant. Incorrect ring gear backlash, or
gear damage can cause noise changes.
Differential side and pinion gears can be checked
by turning the vehicle. They usually do not cause
noise in straight-ahead driving. These gears are
loaded during vehicle turns. If noise does occur dur-
ing vehicle turns, the side or pinion gears could be
worn or damaged. A worn pinion gear mate shaft can
also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion gear bear-
ings can all produce noise when worn or damaged.
Bearing noise can be either a whining, or a growling
sound.
Pinion gear bearings have a constant-pitch noise.
This noise changes only with vehicle speed. Pinion
bearing noise will be higher because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs the pinion rear bearing is
the source of the noise. If the bearing noise is heard
during a coast, front bearing is the source.
Worn, damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing. The pitch of differential
bearing noise is also constant and varies only with
vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
JREAR SUSPENSION AND AXLES 3 - 9

This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side-gear thrust washers. A worn
pinion gear shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
²Damaged drive shaft
²Missing drive shaft balance weight
²Worn, out-of-balance wheels
²Loose wheel lug nuts
²Worn U-joint
²Loose spring U-bolts
²Loose/broken springs
²Damaged axle shaft bearings
²Loose pinion gear nut
²Excessive pinion yoke run out
²Bent axle shaft
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear-end vi-
bration. Do not overlook engine accessories, brackets
and drive belts.
All driveline components should be examined be-
fore starting any repair.
Refer to Group 22, Wheels and Tires for additional
information.
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
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\ase clearance
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the ve-
hicle 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.
REAR AXLE ALIGNMENT
MEASUREMENT
The following procedure can be used to determine
if abnormal rear tire tread wear is the result of a
bent or deformed rear axle shaft.
(1) Raise both rear wheels off the surface with a
frame contact hoist.
(2) Attach a one-inch long piece of masking tape at
the center of each tire tread for use as reference marks.
(3) Rotate the rear wheels until both reference
marks face the front of the vehicle. Measure the dis-
tance between the outside edges of the two pieces of
tape. Record this measurement as the front of tire
(FTR) measurement.
(4) Rotate the rear wheels until both reference
marks face the rear of the vehicle. Measure the dis-
tance between the outside edges of the two pieces of
tape. Record this measurement as the rear of tire
(RTR) measurement.
(5) Subtract the (RTR) measurement from the
(FTR) measurement to obtain the amount of wheel
toe. The acceptable rear wheel toe-in position is 1/16
inch (1.6 mm) to 3/16 inch (4.8 mm) toe-out.
(6) Rotate the rear wheels until the reference
marks are facing downward. Measure the distance
between the outside edges of the two pieces of tape.
Record this measurement as the bottom of tire (BTR)
measurement.
(7) Average the (FTR) and the (RTR) distance mea-
surements. Subtract the (BTR) measurement from
this average distance to obtain the camber. The ac-
ceptable amount of camber is 1/16 inch to 3/32 inch
(1.6 to 2.4 mm).
(FTR + RTR) DIVIDED BY 2 (TWO) MINUS
BTR EQUALS CAMBER
If the (BTR) distance measurement is less
than the average FTR and RTR distance mea-
surement, the camber will be positive(+).If
the (BTR) distance measurement is greater
than the average FTR and RTR distance, the
camber will be negative(-).
If the toe position or camber is not acceptable, a bent
or deformed rear axle shaft is most likely the cause.
LIMITED SLIP DIFFERENTIAL
Under normal traction conditions, engine torque is di-
vided evenly. With low-traction surfaces, engine torque
is transferred to the wheel with the most tire traction.
When diagnosing a limited-slip differential the wheel
with the least traction can continue spinning.
The most common problem is a chatter noise when
turning corners. Check for incorrect or contaminated
lubricant. Replace the gear lubricant if necessary.
²With Trac-LokŸ differentials add a container of
MOPAR Trac-Lok Lubricant.
This will correct the condition in most instances. If
the chatter persists, clutch damage could have oc-
curred.
After changing the lubricant, drive the vehicle and
make 10 to 12 slow, figure-eight turns. This maneu-
ver will pump lubricant through the clutches.
3 - 10 REAR SUSPENSION AND AXLESJ

MODEL 35 AXLE
INDEX
page page
Axle Shaft............................... 16
Axle Shaft Seal and Bearing................. 17
Backlash and Contact Pattern Analysis......... 27
Cleaning/Inspection........................ 20
Differential Assembly....................... 21
Differential Disassembly.................... 18
Differential Measurement and Installation........ 25
Differential Removal....................... 18
Drive Axle Assembly ReplacementÐXJ Vehicles . . 14Drive Axle Assembly ReplacementÐYJ Vehicles . . 14
Final Assembly........................... 29
General Information....................... 13
Lubricant Change......................... 13
Lubricant Specifications..................... 13
Pinion Gear Depth Information............... 21
Pinion Measurement and Assembly............ 22
Pinion Removal/Disassembly................. 19
Pinion Shaft Seal Replacement............... 15
GENERAL INFORMATION
The Model 35 housing has an iron center casting
(differential housing) with axle shaft tubes extending
from either side. The tubes are pressed into and
welded to the differential housing to form a one-piece
axle housing.
The integral type housing, hypoid gear design has
the centerline of the pinion set below the centerline
of the ring gear.
The axle has a vent hose to relieve internal pres-
sure caused by lubricant vaporization and internal
expansion.
The axles are equipped with semi-floating axle
shafts, meaning that loads are supported by the axle
shaft and bearings. The axle shafts are retained by
C-clips in the differential side gears.
The cover provides a means for servicing the differ-
ential without removing the axle.
Axles may be equipped with drum or disc brakes.
The axles that are equipped with ABS brake have a
tone ring pressed on the axle shaft. Use care when
removing axle shafts as NOT to damage the tone
wheel or the sensor.
The Model 35 axle has the assembly part number
and gear ratio listed on a tag. The tag is attached to
the housing cover. Build date identification codes are
stamped on the axle shaft tube cover side.
The differential case is a one-piece design. The dif-
ferential pinion mate shaft is retained with a
threaded roll pin. Differential bearing preload and
ring gear backlash is adjusted by the use of spacer
shims. Pinion bearing preload is set and maintained
by the use of a collapsible spacer.
For complete drive axle assembly removal
and installation refer to Drive Axle Assembly
Replacement in this Group.
LUBRICANT SPECIFICATIONS
Multi-purpose, hypoid gear lubricant should be
used for Model 35 axle. The lubricant should haveMIL-L-2105C and API GL 5 quality specifications.
MOPAR Hypoid Gear Lubricant conforms to both of
these specifications.
²Lubricant for Model 35 axle is a thermally stable
SAE 80W-90 gear lubricant.
²Lubricant for Model 35 axle with Trailer Tow is
SAE 75W-140 SYNTHETIC gear lubricant.
²Trac-Lok differentials add 4 oz. of friction modifier.
²Lubricant quantity is 1.66 L (3.50 pts.).
Refer to Group 0, Lubrication and Maintenance for
additional information.
CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.
LUBRICANT CHANGE
The gear lubricant will drain quicker if the vehicle
has been recently driven.
(1) Raise and support the vehicle.
(2) Remove the lubricant fill hole plug from the dif-
ferential housing cover.
(3) Remove the differential housing cover and
drain the lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth.Do not use water,
steam, kerosene or gasoline for cleaning.
(5) Remove the sealant from the housing and cover
surfaces.
(6) Apply a bead of MOPARtSilicone Rubber Seal-
ant to the housing cover (Fig. 1).Allow the sealant
to cure for a few minutes.
Install the housing cover within 5 minutes af-
ter applying the sealant. If not installed the
sealant must be removed and another bead ap-
plied.
(7) Install the cover and any identification tag.
Tighten the cover bolts to 41 Nzm (30 ft. lbs.) torque.
(8) Refill differential with Mopar Hypoid Gear Lu-
bricant to bottom of the fill plug hole.
JREAR SUSPENSION AND AXLES 3 - 13

LUBRICANT SPECIFICATIONS
Multi-purpose, hypoid gear lubricant should be
used in the 8 1/4 inch axle. The lubricant should
have MIL-L-2105C and API GL 5 quality specifica-
tions. MOPARtHypoid Gear Lubricant conforms to
both of these specifications.
²The factory installed lubricant for the 8 1/4 inch
rear axle is SAE 80W 90 gear lubricant.
²The factory installed lubricant quantity is 6762
fluid oz.
CAUTION: Overfilling the differential can result in
lubricant foaming and overheating.
Refer to Group 0, Lubrication and Maintenance for
additional information.
CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.
DRIVE AXLE ASSEMBLY REPLACEMENTÐXJ
VEHICLES
REMOVAL
(1) Raise the vehicle. Position support stands un-
der the frame rails slightly in front the springs.
(2) Remove the rear wheels.
(3) Mark the drive shaft yoke and axle pinion yoke
for alignment reference. Disconnect the drive shaft
from the axle.
(4) Disconnect the axle vent hose.
(5) Disconnect the parking brake cables at the
equalizer or backing plate.
(6) Disconnect the shock absorbers from the axle
brackets.
(7) Disconnect the brake hose at the axle junction
block.Do not disconnect the wheel cylinder tub-
ing fittings.
(8) If equipped, disconnect ABS wiring connections
at the axle.
(9) Support the axle with a hydraulic jack under
the differential.
(10) Remove the spring U-bolts from the plate
brackets.
(11) Lower the jack enough to remove the axle.
INSTALLATION
CAUTION: Suspension components with rubber
bushings should be tightened with the vehicle at
normal height. It is important to have the springs
supporting the weight of the vehicle when the fas-
teners are torqued. If springs are not at their normal
ride position, vehicle ride comfort could be affected
and premature bushing wear may occur. Rubber
bushings must never be lubricated.(1) Support the axle on a hydraulic jack under the
differential. Position the axle under the vehicle.
(2) Raise the axle and align the spring center bolts
with the locating holes in the axle pads and plate
brackets.
(3) Install the spring U-bolts through the plate
brackets and tighten to 70 Nzm (52 ft. lbs.) torque.
(4) Install ABS wiring connections (if equipped) at
the axle.
(5) Connect the brake hose at the axle junction
block.
(6) Install the shock absorbers to the axle brackets
and tighten to 62 Nzm (46 ft. lbs.) torque.
(7) Connect the parking brake cables at the equal-
izer or backing plate.
(8) Connect the vent hose to the tube fitting.
(9) Align the reference marks and connect the
drive shaft to the axle yoke. Tighten the U-joint
clamp bolts to 19 Nzm (14 ft. lbs.) torque.
(10) Check differential lubricant and add if neces-
sary.
(11) Install the wheel and tire.
(12) Bleed the brakes.
(13) Remove the supports and lower the vehicle.
LUBRICANT CHANGE
The gear lubricant will drain quicker if the vehicle
has been recently driven.
(1) Raise and support the vehicle.
(2) Remove the lubricant fill hole plug from the dif-
ferential housing cover.
(3) Remove the differential housing cover and
drain the lubricant from the housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth.Do not use water,
steam, kerosene or gasoline for cleaning.
(5) Remove the sealant from the housing and cover
surfaces. Use solvent to clean the mating surfaces.
(6) Apply a bead of MOPARtSilicone Rubber Seal-
ant to the housing cover (Fig. 2). Allow the sealant to
cure for a few minutes.
Install the housing cover within 5 minutes after
applying the sealant. If not installed the sealant
must be removed and another bead applied.
(7) Install the cover and any identification tag.
Tighten the cover bolts in a criss-cross pattern to 47
Nzm (35 ft. lbs.) torque.
(8) Refill the differential with Mopar Hypoid Gear
Lubricant 13 mm (1/2 in.) below the fill plug hole.
With Trac-Lok differentials, add a container of Mopar
Hypoid Gear Lubricant Additive.
CAUTION: Overfilling the differential can result in
lubricant foaming and overheating.
(9) Install the fill hole plug and lower the vehicle.
JREAR SUSPENSION AND AXLES 3 - 31