bolt pattern JEEP YJ 1995 Service And User Guide

ings for normal wear patterns, scoring, grooving, fa-
tigue and pitting (Fig. 5). Replace any bearing that
shows abnormal wear.
Inspect the connecting rod journals for signs of
scoring, nicks and burrs.
CONNECTING RODS
Misaligned or bent connecting rods can cause ab-
normal wear on pistons, piston rings, cylinder walls,
connecting rod bearings and crankshaft connecting
rod journals. If wear patterns or damage to any of
these components indicate the probability of a mis-
aligned connecting rod, inspect it for correct rod
alignment. Replace misaligned, bent or twisted con-
necting rods.BEARING-TO-JOURNAL CLEARANCE
(1) Wipe the oil from the connecting rod journal.
(2) Use short rubber hose sections over rod bolts
during installation.
(3) Lubricate the upper bearing insert and install
in connecting rod.
(4) Use piston ring compressor to install the rod
and piston assemblies. The oil squirt holes in the
rods must face the camshaft. The arrow on the piston
crown should point to the front of the engine (Fig. 6).
Verify that the oil squirt holes in the rods face the
camshaft and that the arrows on the pistons face the
front of the engine.
Fig. 2 Removal of Connecting Rod and Piston
Assembly
Fig. 3 Connecting Rod Bearing Inspection
Fig. 4 Locking Tab Inspection
Fig. 5 Scoring Caused by Insufficient Lubrication or
by Damaged Crankshaft Pin Journal
Fig. 6 Rod and Piston Assembly Installation
9 - 40 2.5L ENGINEJ

FITTING (CRANKSHAFT INSTALLED)
The main bearing caps, numbered (front to rear)
from 1 through 5 have an arrow to indicate the for-
ward position. The upper main bearing inserts are
grooved to provide oil channels while the lower in-
serts are smooth.
Each bearing insert pair is selectively fitted to its
respective journal to obtain the specified operating
clearance. In production, the select fit is obtained by
using various-sized color-coded bearing insert pairs
as listed in the Main Bearing Fitting Chart. The
bearing color code appears on the edge of the insert.
The size is not stamped on bearing inserts used
for engine production.
The main bearing journal size (diameter) is identi-
fied by a color-coded paint mark on the adjacent
cheek. The rear main journal, is identified by a color-
coded paint mark on the crankshaft rear flange.
When required, upper and lower bearing inserts of
different sizes may be used as a pair. A standard size
insert is sometimes used in combination with a 0.025
mm (0.001 inch) undersize insert to reduce the clear-
ance by 0.013 mm (0.0005 inch).Never use a pair
of bearing inserts with greater than a 0.025 mm
(0.001 inch) difference in size (Fig. 4).
When replacing inserts, the odd size inserts
must be either all on the top (in cylinder block)
or all on the bottom (in main bearing cap).
Once the bearings have been properly fitted, pro-
ceed to Crankshaft Main BearingÐInstallation.
BEARING-TO-JOURNAL CLEARANCE (CRANKSHAFT
INSTALLED)
When using Plastigage, check only one bearing
clearance at a time.
Install the grooved main bearings into the cylinder
block and the non-grooved bearings into the bearing
caps.
Install the crankshaft into the upper bearings dry.
Place a strip of Plastigage across full width of the
crankshaft journal to be checked.
Install the bearing cap and tighten the bolts to 108
Nzm (80 ft. lbs.) torque.DO NOT rotate the crankshaft. This will
cause the Plastigage to shift, resulting in an in-
accurate reading. Plastigage must not be per-
mitted to crumble. If brittle, obtain fresh stock.
Remove the bearing cap. Determine the amount of
clearance by measuring the width of the compressed
Plastigage with the scale on the Plastigage envelope
(Fig. 5). Refer to Engine Specifications for the proper
clearance.
Plastigage should indicate the same clearance
across the entire width of the insert. If clearance var-
ies, it may indicate a tapered journal or foreign ma-
terial trapped behind the insert.
If the specified clearance is indicated and there are
no abnormal wear patterns, replacement of the bear-
ing inserts is not necessary. Remove the Plastigage
from the crankshaft journal and bearing insert. Pro-
ceed to Crankshaft Main BearingÐInstallation.
If the clearance exceeds specification, install a pair
of 0.025 mm (0.001 inch) undersize bearing inserts
and measure the clearance as described in the previ-
ous steps.
The clearance indicated with the 0.025 mm (0.001
inch) undersize insert pair installed will determine if
this insert size or some other combination will pro-
vide the specified clearance.
FOR EXAMPLE:If the clearance was 0.0762 mm
(0.003 inch) originally, a pair of 0.0254 mm (0.001
inch) undersize inserts would reduce the clearance by
0.0254 mm (0.001 inch). The clearance would then be
0.0508 mm (0.002 inch) and within the specification.
A 0.051 mm (0.002 inch) undersize bearing insert
and a 0.0254 mm (0.001 inch) undersize insert would
reduce the original clearance an additional 0.0127
mm (0.0005 inch). The clearance would then be
0.0381 mm (0.0015 inch).
CAUTION: Never use a pair of inserts that differ
more than one bearing size as a pair.
Fig. 4 Bearing Insert Pairs
Fig. 5 Measuring Bearing Clearance with Plastigage
9 - 46 2.5L ENGINEJ

ings for normal wear patterns, scoring, grooving, fa-
tigue and pitting (Fig. 5). Replace any bearing that
shows abnormal wear.
Inspect the connecting rod journals for signs of
scoring, nicks and burrs.
CONNECTING RODS
Misaligned or bent connecting rods can cause ab-
normal wear on pistons, piston rings, cylinder walls,
connecting rod bearings and crankshaft connecting
rod journals. If wear patterns or damage to any of
these components indicate the probability of a mis-
aligned connecting rod, inspect it for correct rod
alignment. Replace misaligned, bent or twisted con-
necting rods.BEARING-TO-JOURNAL CLEARANCE
(1) Wipe the oil from the connecting rod journal.
(2) Use short rubber hose sections over rod bolts
during installation.
(3) Lubricate the upper bearing insert and install
in connecting rod.
(4) Use piston ring compressor to install the rod
and piston assemblies. The oil squirt holes in the
rods must face the camshaft. The arrow on the piston
crown should point to the front of the engine (Fig. 6).
Verify that the oil squirt holes in the rods face the
camshaft and that the arrows on the pistons face the
front of the engine.
Fig. 2 Removal of Connecting Rod and Piston
Assembly
Fig. 3 Connecting Rod Bearing Inspection
Fig. 4 Locking Tab Inspection
Fig. 5 Scoring Caused by Insufficient Lubrication or
by Damaged Crankshaft Pin Journal
Fig. 6 Rod and Piston Assembly Installation
9 - 82 4.0L ENGINEJ

ward position. The upper main bearing inserts are
grooved to provide oil channels while the lower in-
serts are smooth.
Each bearing insert pair is selectively fitted to its
respective journal to obtain the specified operating
clearance. In production, the select fit is obtained by
using various-sized color-coded bearing insert pairs
as listed in the Main Bearing Fitting Chart. The
bearing color code appears on the edge of the insert.
The size is not stamped on bearing inserts used
for engine production.
The main bearing journal size (diameter) is identi-
fied by a color-coded paint mark on the adjacent
cheek. The rear main journal, is identified by a color-
coded paint mark on the crankshaft rear flange.
When required, upper and lower bearing inserts of
different sizes may be used as a pair. A standard size
insert is sometimes used in combination with a 0.025
mm (0.001 inch) undersize insert to reduce the clear-
ance by 0.013 mm (0.0005 inch).Never use a pair
of bearing inserts with greater than a 0.025 mm
(0.001 inch) difference in size (Fig. 4).
When replacing inserts, the odd size inserts
must be either all on the top (in cylinder block)
or all on the bottom (in main bearing cap).
Once the bearings have been properly fitted, pro-
ceed to Crankshaft Main BearingÐInstallation.
BEARING-TO-JOURNAL CLEARANCE (CRANKSHAFT
INSTALLED)
When using Plastigage, check only one bearing
clearance at a time.
Install the grooved main bearings into the cylinder
block and the non-grooved bearings into the bearing
caps.
Install the crankshaft into the upper bearings dry.
Place a strip of Plastigage across full width of the
crankshaft journal to be checked.
Install the bearing cap and tighten the bolts to 108
Nzm (80 ft. lbs.) torque.
DO NOT rotate the crankshaft. This will
cause the Plastigage to shift, resulting in an in-
accurate reading. Plastigage must not be per-
mitted to crumble. If brittle, obtain fresh stock.Remove the bearing cap. Determine the amount of
clearance by measuring the width of the compressed
Plastigage with the scale on the Plastigage envelope
(Fig. 5). Refer to Engine Specifications for the proper
clearance.
Plastigage should indicate the same clearance
across the entire width of the insert. If clearance var-
ies, it may indicate a tapered journal or foreign ma-
terial trapped behind the insert.
If the specified clearance is indicated and there are
no abnormal wear patterns, replacement of the bear-
ing inserts is not necessary. Remove the Plastigage
from the crankshaft journal and bearing insert. Pro-
ceed to Crankshaft Main BearingÐInstallation.
If the clearance exceeds specification, install a pair
of 0.025 mm (0.001 inch) undersize bearing inserts
and measure the clearance as described in the previ-
ous steps.
The clearance indicatewith the 0.025 mm (0.001
inch) undersize insert pair installed will determine if
this insert size or some other combination will pro-
vide the specified clearany.
FOR EXAMPLE:If the clearance was 0q762 mm
(0.003 inch) originally, a pair of 0.0254 mm (0.001
inch) undersize inserts would reduce the clearance by
0.0254 mm (0.001 inch). The clearance would then be
0.0508 mm (0.002 inch) and within the specification.
A 0.051 mm (0.002 inch) undersize bearing insert
and a 0.0254 mm (0.001 inch) undersize insert would
reduce the original clearance an additional 0.0127
mm (0.0005 inch). The clearance would then be
0.0381 mm (0.0015 inch).
CAUTION: Never use a pair of inserts that differ
more than one bearing size as a pair.
FOR EXAMPLE:DO NOT use a standard size up-
per insert and a 0.051 mm (0.002 inch) undersize
lower insert.
Fig. 4 Bearing Insert Pairs
Fig. 5 Measuring Bearing Clearance with Plastigage
9 - 88 4.0L ENGINEJ

TRANSMISSION IDENTIFICATION
The AX 4/5 identification code is on the bottom sur-
face of the transmission case near the fill plug (Fig. 2).
The first number is year of manufacture. The second
and third numbers indicate month of manufacture. The
next series of numbers is the transmission serial num-
ber.
GEAR RATIOS
Gear ratios for the AX 4 and AX 5 are as follows:
²First gear: 3.93:1
²Second gear: 2.33:1
²Third gear: 1.45:1
²Fourth gear: 1.00:1
²Fifth gear (AX 5): 0.85:1
²Reverse gear: 4.74:1
SHIFT PATTERN
The AX 4/5 first through fourth gear shift pattern
is in a conventional H configuration. On the AX 5,
fifth gear is up and to the right and reverse gear is
down and to the right (Fig. 3).
RECOMMENDED LUBRICANT
Recommended lubricant for AX 4/5 transmissions is
Mopar 75W-90, API Grade GL-5 gear lubricant, or
equivalent.
Correct lubricant level is from the bottom edge, to
no more than 6 mm (1/4 in.) below the bottom edge of
the fill plug hole.
The fill plug is at the passenger side of the adapter
housing Fig. 4). The drain plug is at the bottom of
the case.
Approximate dry fill lubricant capacity is 3.3 liters
(3.5 qts.).
SERVICE DIAGNOSIS
LOW LUBRICANT LEVEL
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill, or an incor-
rect lubricant level check.
Leaks can occur at the mating surfaces of the gear
case, intermediate plate and adaptor or extension
housing, or from the front/rear seals. A suspected
leak could also be the result of an overfill condition.
Leaks at the rear of the extension or adapter hous-
ing will be from the housing oil seals. Leaks at com-
ponent mating surfaces will probably be the result of
inadequate sealer, gaps in the sealer, incorrect bolt
tightening, or use of a non-recommended sealer.
A leak at the front of the transmission will be from
either the front bearing retainer or retainer seal. Lu-
bricant may be seen dripping from the clutch housing
after extended operation. If the leak is severe, it may
also contaminate the clutch disc causing slip, grab
and chatter.
Transmissions filled from air or electrically powered
lubricant containers can be underfilled. This generally
Fig. 2 Transmission Identification
Fig. 3 AX 4/5 Shift Pattern
Fig. 4 Fill Plug Location
21 - 2 AX 4/5 MANUAL TRANSMISSIONJ

The first number is year of manufacture. The sec-
ond and third numbers indicate month of manufac-
ture. The next series of numbers is the transmission
serial number.
TRANSMISSION SHIFT PATTERN
The AX 15 shift pattern is shown in Figure 3. First
and second and third and fourth gear ranges are in
line for improved shifting. Fifth and reverse gear
ranges are also in line at the extreme right of the
pattern (Fig. 3).
The AX 15 is equipped with a reverse lockout
mechanism. The shift lever must be moved through
the Neutral detent before making a shift to reverse.
TRANSMISSION LUBRICANT
Recommended lubricant for AX 15 transmissions is
Mopar 75W-90, API Grade GL-5 gear lubricant, or
equivalent.
Correct lubricant level is from the bottom edge, to
no more than 6 mm (1/4 in.) below the bottom edge of
the fill plug hole.
Approximate dry fill lubricant capacity is:
²3.10 liters (3.27 qts.) in 4-wheel drive models
²3.15 liters (3.32 qts.) in 2-wheel drive models
TRANSMISSION SWITCH AND PLUG LOCATIONS
The fill plug is at the driver side of the gear case
(Fig. 4).
The drain plug and backup light switch are on the
passenger side of the gear case (Fig. 5).
TRANSMISSION GEAR RATIOS
AX 15 gear ratios are:
First gear - 3.83:1
Second gear - 2.33:1
Third gear - 1.44:1
Fourth gear - 1.00:1
Fifth gear - 0.79:1
Reverse - 4.22:1
SERVICE DIAGNOSIS
LOW LUBRICANT LEVEL
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill, or an incor-
rect lubricant level check.
Leaks can occur at the mating surfaces of the gear
case, intermediate plate and adapter or extension
housing, or from the front/rear seals. A suspected
leak could also be the result of an overfill condition.
Leaks at the rear of the extension or adapter hous-
ing will be from the housing oil seals. Leaks at com-
ponent mating surfaces will usually be the result of
inadequate sealer, gaps in the sealer, incorrect bolt
tightening, or use of a non-recommended sealer.
A leak at the front of the transmission will be from
either the front bearing retainer or retainer seal. Lu-
bricant may be seen dripping from the clutch housing
after extended operation. If the leak is severe, it may
also contaminate the clutch disc causing slip, grab
and chatter.
Transmissions filled from air or electrically pow-
ered lubricant containers can be underfilled. This
Fig. 3 AX 15 Shift Pattern
Fig. 4 Fill Plug Location
Fig. 5 Drain Plug/Backup Light Switch Location
21 - 34 AX 15 MANUAL TRANSMISSIONJ

(7) Align valve body and seat it on case. Be sure
manual lever shaft and accumulator spring are prop-
erly seated.
(8) Hold valve body in position and install one or
two attaching bolts to hold valve body in place.
(9) Install remaining valve body bolts. Tighten all
bolts evenly in a diagonal pattern to 12 Nzm (105 in-
lbs) torque.
(10) Install new oil filter and tighten filter screws
to4Nzm (35 in. lbs.) torque.
(11) Connect converter solenoid wire to case con-
nector.
(12) Install manual and throttle levers on throttle
lever shaft. Tighten lever clamp screws and check for
free operation. Shaft and levers must operate freely
without any bind.
(13) Install oil pan and new gasket. Tighten pan
bolts to 17 Nzm (13 ft. lbs.) torque.
(14) Install seal on neutral switch, install switch in
case, and connect switch wires.
(15) Lower vehicle.
(16) Fill transmission with Mopar ATF Plus, Type
7176 fluid.
(17) Adjust gearshift linkage and throttle valve
(kickdown) cable if necessary.
GOVERNOR AND PARK GEAR SERVICE
GOVERNOR/PARK GEAR REMOVAL
(1) Raise vehicle.
(2) Mark both propeller shaft yokes for assembly
reference and disconnect propeller shafts at transfer
case.
(3) Disconnect speed sensor wires and remove
speedometer adapter and sensor.
(4) Position support stand under transmission con-
verter housing.
(5) Remove rear crossmember.
(6) Disconnect parking brake cable at equalizer
and disconnect exhaust components as necessary.
(7) Support transfer case with jack.
(8) Remove bolts attaching transfer case to trans-
mission adapter housing and remove transfer case.
(9) Remove bolts attaching adapter, or extension
housing to transmission and remove adapter/housing.
(10) Loosen but do not remove bolts that attach
governor body to park gear.
(11) Rotate transmission output shaft until gover-
nor weight assembly is accessible. Then remove
E-clip at this end of governor shaft.
(12) Remove governor valve and shaft from gover-
nor body (Fig. 13).
(13) Remove snap rings and washers that retain
governor body and park gear assembly on output
shaft (Fig. 14).
(14) Remove governor body-park gear assembly
from output shaft (Fig. 15).
GOVERNOR BODY/PARK GEAR DISASSEMBLY
(1) Remove bolts attaching governor body to park
gear; then separate body from gear.
Fig. 13 Governor Valve And Shaft Removal
Fig. 14 Governor Body/Park Gear Retaining Snap
Rings And Thrust Washer Position
Fig. 15 Governor Body And Park Gear Removal/
Installation
J30RH/32RH IN-VEHICLE SERVICE 21 - 105

(6) Verify that reaction shaft support hub seal
rings are hooked together (Fig. 155).
(7) Coat front clutch thrust washer with petroleum
jelly to hold it in place. Then install washer over re-
action shaft hub and seat it on pump (Fig. 156).
CAUTION: The thrust washer bore (I.D.), is cham-
fered on one side. Make sure the chamfered side is
installed so it faces the pump.(8) Thread two Pilot Stud Tools C-3288-B into bolt
holes in oil pump flange (Fig. 157).
(9) Align and install oil pump gasket (Fig. 157).
(10) Lubricate oil pump seals with Mopar Door-
Ease, or Ru-Glyde, Door Eze, or ATF Plus.
(11) Install oil pump (Fig. 158). Align and position
pump on pilot studs. Slide pump down studs and
work it into front clutch hub and case by hand. Then
install two or three pump bolts to hold pump in
place.
(12) Remove pilot stud tools and install remaining
oil pump bolts. Tighten bolts alternately in diagonal
pattern to 20 Nzm (15 ft-lbs).
CHECKING INPUT SHAFT END PLAY
(1) Measure input shaft end play (Fig. 159).
(2) Attach dial indicator to converter housing. Po-
sition indicator plunger against input shaft and zero
indicator.
Fig. 153 Front Band Linkage Installation
Fig. 154 Installing Front Band Pivot Pin Access Plug
Fig. 155 Reaction Shaft Support Seal Rings
Fig. 156 Front Clutch Thrust Washer Installation
Fig. 157 Installing Pilot Studs And Oil Pump Gasket
21 - 162 30RH/32RH TRANSMISSION OVERHAULJ

WHEELS
GENERAL INFORMATION
Original equipment wheels are designed for the
specified Maximum Vehicle Capacity.
All models use steel or cast aluminum drop center
wheels. The safety rim wheel (Fig. 1) has raised sec-
tions between the rim flanges and the rim well.
Initial inflation of the tire forces the bead over
these raised sections. In case of tire failure, the
raised sections hold the tire in position on the wheel
until the vehicle can be brought to a safe stop.
Cast aluminum wheels require special balance
weights and alignment equipment.
WHEEL INSTALLATION
The wheel studs and nuts are designed for specific
applications. They must be replaced with equivalent
parts. Do not use replacement parts of lesser quality
or a substitute design. All aluminum and some steel
wheels have wheel stud nuts which feature an en-
larged nose. This enlarged nose is necessary to en-
sure proper retention of the aluminum wheels.
Before installing the wheel, be sure to remove any
build up of corrosion on the wheel mounting surfaces.
Ensure wheels are installed with good metal-to-metal
contact. Improper installation could cause loosening
of wheel nuts. This could affect the safety and han-
dling of your vehicle.
To install the wheel, first position it properly on
the mounting surface. All wheel nuts should then be
tightened just snug. Gradually tighten them in se-
quence to 129 Nzm (95 ft. lbs.) torque (Fig. 2).Never
use oil or grease on studs or nuts.
WHEEL REPLACEMENT
Wheels must be replaced if they have:²Excessive runout
²Bent or dented
²Leak air through welds
²Have damaged bolt holes
Wheel repairs employing hammering, heating, or
welding are not allowed.
Original equipment wheels are available through
your dealer. Replacement wheels from any other
source should be equivalent in:
²Load carrying capacity
²Diameter
²Width
²Offset
²Mounting configuration
Failure to use equivalent replacement wheels may
affect the safety and handling of your vehicle. Re-
placement withusedwheels is not recommended.
Their service history may have included severe treat-
ment.
Refer to the Specifications Chart for informa-
tion regarding above requirements.
WHEEL ORNAMENTATION
WARNING: HANDLE ALL WHEEL ORNAMENTATION
WITH EXTREME CARE DURING REMOVAL AND IN-
STALLATION. SHARP EDGES ON THE COVERS OR
CAPS CAN CAUSE PERSONAL INJURY.
TIRE AND WHEEL BALANCE
It is recommended that a two plane dynamic bal-
ancer be used when a wheel and tire assembly re-
quire balancing. Static should be used only when a
two plane balancer is not available.
For static imbalance, find location of heavy spot
causing imbalance. Counter balance wheel directly
Fig. 1 Wheel Safety Rim
Fig. 2 Lug Nut Tightening Pattern
22 - 6 WHEELS AND TIRESJ