The following chart will assist in converting metric units to equivalent English and SAE units, or vise versa. Refer to the Standard Torque Specifi- cations Chart for torque references not listed in the individual torque charts. If it is not clear which group contains the information needed, refer to the index at the back of this manual. There are two maintenance schedules that show proper service based on the conditions that the vehi- cle is subjected to. Schedule—A, lists scheduled maintenance to be performed when the vehicle is used for general trans- portation.
Schedule—B, lists maintenance intervals for vehi- cles that are operated under the conditions listed at the beginning of the Maintenance Schedule section. Use the schedule that best describes your driving conditions. Where time and mileage are listed, follow the interval that occurs first.
Mopar provides the best engineered products for servicing Chrysler Cor- poration vehicles. SAE 30 specifies a single viscos- ity engine oil. Engine oils also have multiple viscosities. These are specified with a dual SAE vis- cosity grade which indicates the cold-to-hot tempera- ture viscosity range. MOPAR engine oils conform to all of these service grades. Refer to Group 9, Engine for engine oil specifica- tion. In addition, API classification defines the lubricants usage.
At the bottom NLGI symbol is the usage and quality identification letters. The letter following the usage letter indicates the quality of the lubricant. The following symbols indi- cate the highest quality. Refer to Group 21, Transmission for proper fluid fill proce- dure.
NOTE: Vehicles with trailer tow, must use a syn- thetic lubricant. Refer to Group 3, Differential and Driveline for service procedures. Use the schedule that best describes the conditions the vehi- cle is operated under. When mileage and time is listed, follow the interval that occurs first.
Schedule-A lists all the scheduled maintenance to be performed under normal operating conditions. These, and all other maintenance services included in this manual, should be done to provide the best vehicle performance and reliability. More frequent mainte- nance may be needed for vehicles in severe operating conditions such as dusty areas and very short trip driving. Check electrolyte level and add water as needed. Examine threaded fasteners for looseness.
Electrical systems can be damaged on either vehicle. Turn OFF all accessories. BLACK clamp to neg- ative terminal -. Review all warnings in this procedure. If engine does not start within 15 sec- onds, stop cranking engine and allow starter to cool 15 min. Disconnect RED cable clamp from battery positive terminal. When towing a 4WD vehicle, use tow dollies under the opposite end of the vehicle. A vehicle with a flat-bed device can also be used to transport a disabled vehicle Fig.
A towed vehicle should be raised until lifted wheels are a minimum mm 4 in from the ground. Be sure there is adequate ground clearance at the oppo- site end of the vehicle, especially when towing over rough terrain or steep rises in the road. If necessary, remove the wheels from the lifted end of the vehicle and lower the vehicle closer to the ground, to increase the ground clearance at the opposite end of the vehicle.
Install lug nuts on wheel attaching studs to retain brake drums. If the vehicle is to be towed more than 15 miles, the propeller shaft should be disconnected or place tow dollies under rear wheels. A Wheel-lift or Sling-type device can be used provided all the wheels are lifted off the ground using tow dollies. If using the wheel-lift towing method, install tow dollies under rear wheels.
Some Jeep vehicles are equipped with front emer- gency tow hooks. Support the vehicle in the raised position with jack stands at the front and rear ends of the frame rails. A body side sill. A steering linkage component. A drive shaft. The engine or transmission oil pan. The fuel tank. A front suspension arm. NOTE: When a frame-contact type hoist is used, verify that the lifting pads are positioned properly Fig.
The positioning is accomplished through suspension and steering linkage adjustments. An alignment is considered essential for efficient steering, good directional stabil- ity and to maximize tire wear.
The most important measurements of front end alignment are caster, camber and toe position. NOTE: Routine inspection of the front suspension and steering components is a good preventative maintenance practice. Inspection also helps to ensure safe operation of the vehicle.
Tilting the top of the knuckle rearward provides positive caster. Tilting the top of the knuckle forward provides negative caster.
Caster is a directional stability angle. This angle enables the front wheels to return to a straight ahead position after turns. Tilting the top of the wheel inward provides negative camber. Tilting the top of the wheel outward provides positive camber. Incorrect camber will cause wear on the inside or outside edge of the tire. The angle is not adjustable, the damaged component s must be replaced to correct mis-alignment. Incorrect wheel toe position is the most common cause of unstable steering and uneven tire wear.
The wheel toe position is the final front wheel alignment adjustment. The inclination angle has a fixed relationship with the camber angle. It will not change except when a spindle or ball stud is dam- aged or bent. The angle is not adjustable, the dam- aged component s must be replaced to correct mis- alignment.
Refer to Group 22, Wheels and Tires for diagnosis information. Refer to Group 19, Steering for additional information. Check components for correct torque. NOTE: The engine must remain running during the entire toe position adjustment. Center and secure the steering wheel. Position the clamp bolts as shown Fig. NOTE: Tighten clamp bolt nearest the pitman arm first.
Make sure the toe setting does not change during clamp tightening. Turn the sleeve until the left wheel is within. NOTE: Tighten the clamp bolt furthest from the wheel first. Steering knuckles pivot on Fig. Shock Absorbers: The shock absorbers dampen jounce and rebound motion of the vehicle over vari- ous road conditions. The top of the shock absorbers are bolted to the body.
The bottom of the shocks are bolted to the axle brackets. Coil Springs: The coil springs control ride quality and maintain proper ride height. The coil springs mount up in the wheelhouse which is part of the unitized body bracket.
A rubber doughnut isolator is located between the top of the spring and the body. The bottom of the spring seats on a axle pad and is retained with a clip. Upper And Lower Suspension: The suspension arms use bushings to isolate road noise. The suspen- sion arms are bolted to the frame and axle through the rubber bushings. The lower suspension arm uses cam bolts at the axle to allow for caster and pinion angle adjustment.
The suspension arm travel is lim- ited through the use of jounce bumpers in compres- sion and shocks absorbers in rebound. Stabilizer Bar: The stabilizer bar is used to con- trol vehicle body roll during turns. The spring steel bar helps to control the vehicle body in relationship to the suspension. The bar extends across the front underside of the chassis and connects to the frame rails.
Links are connected from the bar to the axle brackets. Track Bar: The track bar is used to control front axle lateral movement. The bar is attached to a frame rail bracket with a ball stud and isolated with a bushing at the axle bracket. NOTE: Periodic lubrication of the front suspension steering system components is required. Refer to Group 0, Lubrication And Maintenance for the rec- ommended maintenance schedule. 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. This noise can usually be stopped by tightening the attaching nuts.
If the noise persists, inspect for damaged and worn bushings, and attaching components. Repair as nec- essary if any of these conditions exist. 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 in and out of the cylinder four or five times.
The action throughout each stroke should be smooth and even. The shock absorber bushings do not require any type of lubrication. Do not attempt to stop bushing noise by lubricating them.
Grease and mineral oil- base lubricants will deteriorate the bushing rubber. Remove the shock absorber. Insert the shock absorber through the shock tower hole. Position a hydraulic jack under the axle to support it. Remove the coil spring retainer bolt and remove the spring. Install the spring retainer and bolt. Connect the track bar to the frame rail bracket.
Re-align the reference marks. Ensure the bar is centered with equal spacing on both sides. Tighten the nuts at the axle bracket finger tight. NOTE: A puller tool may be necessary to separate the ball stud from the frame rail bracket.
Remove the track bar. Loosely install the retaining bolt and flag nut. Install track bar at the frame rail bracket. Install the retaining nut on the stud. Install a new cotter pin. Install the nut retainer and a new cotter pin. Verify that the stud is properly seated into the flange. Lower Nut. Suspension Arm Upper Nuts. Suspension Arm Lower Nuts. Stabilizer Bar Clamp Bolt.
Link Upper Nut. Link Lower Bolt. Track Bar Ball Stud Nut. Axle Bracket Bolt. Track Bar Bracket Bolts. Support Bolts. The suspen- sion arms are bolted to the body and axle through the rubber bushings.
The upper suspension arm has provision for the use of cam bolts at the axle to allow for pinion angle or thrust angle adjustment. The cams are available as a service kit and are not installed at the factory. The suspension arm travel is limited through the of use jounce bumpers in com- pression and shock absorbers in rebound. Shock Absorbers: The shock absorbers dampen jounce and rebound of the vehicle over various road conditions.
The bottom of the shocks are bolted to the axle shock absorber bracket. Coil Springs: The coil springs mount up in the fender shield that is part of the unitized body bracket.
There is a rubber isolator between the top of the spring and bracket to isolate road noise. The bot- tom of the spring seats on the axle pad and is retained with a clip. The spring steel bar helps to equalize the vehicle body in relationship to the suspension.
The bar extends across the under- side of the chassis and connects to the frame rails. Links are connected from the bar to the axle brack- ets. Stabilizer bar are isolated by rubber bushings. Track Bar: The track bar is used to control rear axle lateral movement. The track bar is attached to a frame rail bracket and an axle bracket. It is isolated with bushings at both ends. This will prevent premature fail- ure of the bushing and maintain ride comfort. Rub- ber bushings must never be lubricated.
Install the shock absorber on the axle bracket. Remove the coil spring retainer bolt Fig. Replace the isolator if necessary before installing spring. Remove the ABS wire bracket from the arm. Install the ABS wire bracket onto the arm. Remove one wheel and tire.
Remove the stabilizer bar. Install the track bar to the frame rail bracket. Loosely install the bolt and flag nut. Link Nut. Track Bar Frame Bracket Nut. The shaft is designed to send torque through an angle from the transmission transfer case on 4WD vehicles to the axle Fig. The propeller shaft must operate through con- stantly changing relative angles between the trans- mission and axle.
It must also be capable of changing length while transmitting torque. The axle rides sus- pended by springs in a floating motion.
This means the propeller shaft must be able to change angles when going over various roads. This is accomplished through universal joints, which permit the propeller shaft to operate at different angles.
The slip joints or yokes permit contraction or expansion. Tubular propeller shafts are balanced by the man- ufacturer with weights spot welded to the tube. The propeller shaft is designed and built with the yoke lugs in line with each other which is called phasing. This design produces the smoothest running condition.
An out of phase shaft can cause a vibra- tion. Before undercoating a vehicle, the propeller shaft and the U-joints should be covered. This will prevent the undercoating from causing an out of balance condition and vibration.
This will ensure safe oper- ation. The specified torque must always be applied when tightening the fasteners. This shaft uses a double cardan joint at the transfer case end and a Constant Velocity joint CV at the front axle end Fig. The CV joint has a splined shaft which allows the overall shaft length to be adjusted for optimum joint travel.
This spline shaft is locked in place with a nut. Never attempt to adjust the shaft length. The overall shaft length is preset during manufacturing. These joints are not repairable if worn or damaged they must be replaced. If a vehicle has a damaged constant velocity joint or boot Fig. The factory installed U-joints are lubricated for the life of the vehicle and do not need lubrication. All U-joints should be inspected for leakage and damage each time the vehicle is ser- viced.
If seal leakage or damage exists, the U—joint should be replaced. Exact replacement will ensure safe operation. Put reference marks on the propshaft yoke and axle or transmission yoke before service Fig.
This will assure correct phasing and eliminate possible vibration. Attach it to the vehicle underside with wire to pre- vent damage to the universal joints. If damaged, the transmission extension seal could be damaged and cause a leak. Refer to Group 22, Wheels and Tires for additional information. Brake drums that are unbalanced will cause a harsh, low frequency vibration.
Refer to Group 5, Brakes for additional information. Driveline vibration can also result from loose or damaged engine mounts. Refer to Group 21, Trans- missions for additional information. Propeller shaft vibration will increase as the vehi- cle speed is increased. A vibration that occurs within a specific speed range is not caused by propeller shaft unbalance.
Defective universal joints or an incorrect propeller shaft angle are usually the cause. If the pro- peller shaft is bent, it must be replaced. Install the wheel lug nuts to retain the brake drums. Note the intensity and speed the vibration occurred.
Free repair manuals for vehicles are pretty much non existent. They give you plenty of info to do just about any repair on your car. Read More. You might find them cheaper if you look around a bit. Try this. On the internet, go to Books4cars. You can not. You might get lucky and find one on EBay or something or maybe at a junkyard but there is no such thing as a free lunch. I would buy an aftermarket repair manual for the Jeep.
Chiltons and Haynes both make them for a very modest sum and theyre accurate and more detailed by far than the original owners manual. Libraries usually have them in their reference section and you can read… Read More. A good place to find an automobile repair manual is the auto parts store. Chilton is a brand name that has many different automotive repair manuals, including one for a Chevrolet Lumina.
Do a Google search on this Nissan zx repair manual CD This is your repair manual that can be downloaded and the Black Dragon link on this page is one of the best sources for parts of all kinds.
TomballPI Read More. You need to go to a car parts store, and get a repair manual for your car. If you do it yourself, then it will only be the cost of the seal. If you have it done, then you'll have to call around for an estimate. If you have a manual transmission, then you may consider replacing the clutch and throwout bearing, since you're already there. The repair following normal Chrysler processes, using OEM parts is a difficult and costly repair. Check the shortcut method and hardware at heatertreater.
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