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TRANSFER CASE - NV273
21 - 714
TRANSFER CASE - NV273 (Continued) SPECIAL TOOLSTRANSFER CASE NV271/NV273
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Installer,Bearing-8128
Handle,Universal-C-4171
Cup-8148
Installer-8151
Installer-8152
Remover-L-4454
Installer,Bearing-6953
Installer,PumpHousingSeal-7888
DR TRANSFER CASE - NV273 (Continued)
TRANSFER CASE - NV273
21 - 715
Installer-8891
Installer,Seal-9036
Socket-9033
Installer,Seal-9037
Installer,Bearing-9035
21 - 716
TRANSFER CASE - NV273
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EXTENSION HOUSING SEAL AND DUST BOOT REMOVAL
(1) Raise and support vehicle. (2) Remove rear propeller shaft. (Refer to 3 - DIF- FERENTIAL & DRIVELINE/PROPELLER SHAFT/ PROPELLER SHAFT - REMOVAL)
(3) Use a suitable chisel or pry tool to remove the
rear extension housing dust boot (Fig. 89).
(4) Use a suitable chisel or pry tool to remove the
rear extension housing seal.
Fig.90InstallExtensionHousingSeal
1 - EXTENSION HOUSING 2 - HANDLE C-4171
3 - INSTALLER 9037Fig.91DrainandFillLocations
1 - FILL HOLE 2 - DRAIN HOLE
(2) Position drain pan under transfer case. (3) Remove drain and fill plugs and drain lubri-
(4) Install drain plug. Tighten plug to 41-54 N·m
cant completely.
(30-40 ft. lbs.).
(5) Remove drain pan.
Fig.89RemoveExtensionHousingDustBoot
1 - EXTENSION HOUSING 2 - DUST BOOT
INSTALLATION
(1) Clean fluid residue from sealing surface and
inspect for defects.
(2) Install the extension housing dust boot and seal assembly with Installer 9037 and Handle C-4171
(Fig. 90).(3) Install propeller shaft. (Refer to 3 - DIFFER- ENTIAL & DRIVELINE/PROPELLER SHAFT/PRO- PELLER SHAFT - INSTALLATION)
(4) Verify proper transfer case fluid level. (5) Lower vehicle.
FLUID STANDARD PROCEDURE - FLUID DRAIN AND REFILL
The fill and drain plugs are both in the rear case
(Fig. 91).
(1) Raise vehicle.
TRANSFER CASE - NV273
21 - 717
(6) Using a screw and a slide hammer, remove the
front output shaft seal.
INSTALLATION
(1) Install the new front output shaft seal with
Installer MB991168A.
front output shaft.
(2) Install the front companion flange onto the
(3) Install two bolts 180° apart into the front out-
put shaft companion flange.
(4) Place holder over the bolts and against the
companion flange (Fig. 93).
(5) Install a new front companion flange nut. Tighten the companion flange nut to 258-312 N·m (190-230 ft.lbs.).
DR FLUID (Continued)
(6) Fill transfer case to bottom edge of fill plug opening with Mopart ATF +4, Automatic Transmis- sion fluid.
(7) Install and tighten fill plug to 41-54 N·m
(30-40 ft. lbs.).
(8) Lower vehicle.
FRONT OUTPUT SHAFT SEAL REMOVAL
(1) Remove the front propeller shaft (Refer to 3 - DRIVELINE/PROPELLER
DIFFERENTIAL SHAFT/PROPELLER SHAFT - REMOVAL).
(2) Install two bolts 180° apart into the front out-
put shaft companion flange.
(3) Place holder over the bolts and against the
companion flange (Fig. 92).
(4) Remove and discard the front companion flange
nut.
(5) Remove the companion flange from the front output shaft. It may be necessary to use Flange puller 8992 to remove the companion flange.
Fig.93InstallCompanionFlangeNut
1 - HOLDER 6719
2 - BOLTS(6) Install front propeller shaft (Refer to 3 - DIF- FERENTIAL & DRIVELINE/PROPELLER SHAFT/ PROPELLER SHAFT - INSTALLATION).
Fig.92RemoveCompanionFlangeNut
1 - HOLDER 6719
2 - BOLTS21 - 718
TRANSFER CASE - NV273
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MODE SENSOR DESCRIPTION
The transfer case mode sensor (Fig. 94) is an elec- tronic device whose output can be interpreted to indi- cate the shift motor shaft’s rotary position. The sensor consists of a magnetic ring and four Hall Effect Transistors to create a 4 channel digital device (non-contacting) whose output converts the motor shaft position into a coded signal. The TCCM must supply 5VDC (+/- 0.5v) to the sensor and monitor the shift motor position. The four channels are denoted A, B, C, and D. The sensor is mechanically linked to the shaft of the cam which causes the transfer case shifting. The mode sensor draws less than 53 mA.
OPERATION
During normal vehicle operation, the Transfer Case Control Module (TCCM) monitors the mode sensor outputs at least every 250 (+/-50) milliseconds when the shift motor is stationary and 400 microseconds when the shift motor is active. A mode sensor signal between 3.8 Volts and 0.8 Volts is considered to be undefined.
Refer to SECTOR ANGLES vs. TRANSFER CASE POSITION for the relative angles of the transfer case shift sector versus the interpreted transfer case gear operating mode. Refer to MODE SENSOR CHAN- NEL STATES for the sensor codes returned to the TCCM for each transfer case mode sensor position. The various between gears positions can also be referred as the transfer case’s coarse position. These coarse positions come into play during shift attempts.
Fig.94ModeSensor
1 - MODE SENSOR
SECTOR ANGLES VS. TRANSFER CASE POSITION
Shaft Angle (Degrees)
Transfer Case Position
+40
+20
-204LO
2WD/AWD
4HI
Transfer Case Angle (degrees) Between Gears
+40 (4LO)
Between Gears Between Gears +20 (NEUTRAL) Between Gears Between Gears 0 (2WD/AWD) Between Gears Between Gears
-20 (4HI)
Between Gears Between Gears
MODE SENSOR CHANNEL STATES
Sensor Channel A
Sensor Channel B
Sensor Channel C
Sensor Channel D
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TRANSFER CASE - NV273
21 - 719
SELECTOR SWITCH DESCRIPTION
The selector switch assembly (Fig. 95) is mounted in the left side of the vehicle’s Instrument Panel (IP) and consists of a rotary knob connected to a resistive network for the mode and range shift selections. Also located in this assembly is a recessed, normally open momentary switch for making shifts into and out of transfer case NEUTRAL. A pen, or similar instru- ment, is used to make a NEUTRAL shift selection, thus reducing the likelihood of an inadvertent shift request.
The selector switch also contains four light emit- ting diode’s (LED’s) to indicate the transfer case posi- tion and whether a shift is in progress.
OPERATION
As the position of the selector switch varies, the resistance between the Mode Sensor supply voltage pin and the Mode Sensor output will vary. Hardware, software, and calibrations within the Transfer Case Control Module (TCCM) are provided that interpret the selector switch resistance as given in the table below: SELECTOR SWITCH INTERPRETATION
SELECTOR SWITCH INTERPRETATION
Step
Resistance
Range (ohms)
Required
Interpretation
<200
400-700
1050-1450
1850-2300
3050-5950
9.5-12.5K>15.5K
Shorted
NEUTRAL
4LO 4HI
2WD (Default)
In between positions
Open
Fig.95TransferCaseSelectorSwitch
1 - SELECTOR SWITCH
For resistances between the ranges B-E shown for each valid position (T-Case NEUTRAL, 4LO, 4HI, 2WD), the TCCM may interpret the resistance as:
† either of the neighboring valid positions. † as an invalid fault position. For resistances between the ranges E and F shown for 2WD and in-between positions, the TCCM may interpret the resistance as:
† the 2WD position. † an invalid fault position. † a valid in-between position. For resistances between the ranges F and G shown for in-between positions and fault condition (open), the TCCM may interpret the resistance as:
† a valid in-between position. † an invalid fault position. For resistances between the ranges A and B shown for the fault condition (short) and , T-Case NEU- TRAL, the TCCM may interpret the resistance as:
† the T-Case NEUTRAL position. † an invalid fault position. The LED’s in the selector assembly are illuminat- ed/flashed in the following manner to indicate a par- ticular condition or state. † A solidly illuminated LED indicates a success- fully completed shift and the current operating mode of the transfer case. While a shift has been requested but not yet completed, the LED for the desired trans- fer case position is flashed.
21 - 720
TRANSFER CASE - NV273
SELECTOR SWITCH (Continued) † A flashing operating mode LED for the desired gear indicates that a shift to that position has been requested, but all of the driver controllable conditions have not been met. This is in an attempt to notify the driver that the transmission needs to be put into NEUTRAL, the vehicle speed is too great, or some other condition outlined (other than a diagnostic fail- ure that would prevent this shift) elsewhere (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MOD- ULES/TRANSFER CASE CONTROL MODULE - OPERATION) is not met. Note that this flashing will continue indefinitely until the conditions are eventu- ally met, or the selector switch position is changed, or longer allow the if diagnostic requested shift. † If the driver attempts to make a shift into trans- fer case NEUTRAL, and any of the driver controlla- ble conditions are not met, the request will be ignored until all of the conditions are met or until the NEUTRAL select button is released. Additionally the neutral lamp will flash, or begin to flash while the button is depressed and operator controllable conditions are not being met. All of the LED’s except the Neutral will flash if any of the operator control- lable conditions for shifting are not met while the Neutral button is depressed. This 9toggle9 type of fea- ture is necessary because the TCCM would interpret into another request transfer case NEUTRAL has completed. † No LED’s illuminated indicate a fault in theimmediately after the shift
routines no
transfer case control system.
SHIFT MOTOR DESCRIPTION
The shift motor (Fig. 96) consists of a permanent magnet D.C. motor with gear reduction to convert a high speed-low torque device into a low speed-high torque device. The output of the device is coupled to a shaft which internally moves the mode and range forks that change the transfer case operating ranges. The motor is rated at 25 amps maximum at 72° F with 10 volts at the motor leads.
OPERATION
The transfer case shift motor responds to the Transfer Case Control Module (TCCM) commands to move the transfer case shift sector bi-directionally, as required, to obtain the transfer case operating mode indicated by the instrument panel mounted selector switch.
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Fig.96ShiftMotor-ShownInverted-Typical
1 - SHIFT MOTOR
REMOVAL
(1) Raise the vehicle on a suitable hoist. (2) Disengage the wiring connectors from the shift
motor and mode sensor.
(3) Remove the bolts holding the shift motor and
mode sensor assembly onto the transfer case.
(4) Separate the shift motor and mode sensor
assembly from the transfer case.
INSTALLATION
(1) Verify that the shift sector o-ring is clean and properly positioned over the shift sector and against the transfer case.
(2) Position the shift motor and mode sensor
assembly onto the transfer case.
(3) Install the bolts to hold the assembly onto the transfer case. Tighten the bolts to 16-24 N·m (12-18
ft.lbs.).CAUTION: If the original shift motor and mode sen- sor assembly bolts are reused, be sure to use MoparT Lock & Seal or Loctite™ 242 to replenish the lock patch material originally found on the bolts
(4) Engage the wiring connectors to the shift motor
and mode sensor.
(5) Refill the transfer case as necessary. (6) Lower vehicle and verify transfer case operation.
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TIRES/WHEELS
22 - 1
TIRES/WHEELS
TABLE OF CONTENTS
page
page
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND
STANDARD PROCEDURE - REPAIRING
LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
WHEEL RUNOUT
. . . . . . . . . . . . . . . . . . . . . . 1
SPECIFICATIONS
STANDARD PROCEDURE
TIRE REVOLUTIONS PER MILE
. . . . . . . . . . 10
STANDARD PROCEDURE - TIRE ROTATION . 2
STANDARD PROCEDURE - MATCHMOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
STANDARD PROCEDURE - TIRE AND
WHEEL BALANCE . . . . . . . . . . . . . . . . . . . . . . 4
TIRES
DESCRIPTION
DESCRIPTION - SPARE TIRE /
TEMPORARY . . . . . . . . . . . . . . . . . . . . . . . . . 5
DESCRIPTION - TIRES . . . . . . . . . . . . . . . . . . 5
DESCRIPTION - RADIAL – PLY TIRES . . . . . . 6
DESCRIPTION - TIRE PRESSURE FORHIGH SPEEDS. . . . . . . . . . . . . . . . . . . . . . . . . 6
DESCRIPTION - REPLACEMENT TIRES . . . . . 6
DESCRIPTION - TIRE INFLATIONPRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRESSURE
GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING - TIRE NOISE
WHEELS
. . . . . . . . . . . . . . . . . . . . . . . . . 11
DESCRIPTION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DIAGNOSIS AND TESTINGWHEEL INSPECTION
. . . . . . . . . . . . . . . . . . 11
STANDARD PROCEDURE
STANDARD PROCEDURE - WHEEL
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . 12
STANDARD PROCEDURE - DUAL REAR
WHEEL INSTALLATION . . . . . . . . . . . . . . . . . 12
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 13
STUDS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14WHEEL COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATIONINSTALLATION - REAR . . . . . . . . . . . . . . . . . 14
. . . . . . . . . . . . . . . . 15
INSTALLATION - FRONTOR VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . 7
SPARE TIRE
DIAGNOSIS AND TESTING - TREAD WEAR
DESCRIPTION
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DESCRIPTION - SPARE / TEMPORARY
DIAGNOSIS AND TESTING - TIRE WEAR
TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DESCRIPTION - FULL SIZE, SPARE WHEEL
DIAGNOSIS AND TESTING - TIRE/VEHICLE
LEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
TIRES/WHEELS DIAGNOSIS AND TESTING - TIRE AND WHEEL RUNOUT
Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 1).
Lateral runout is the wobble of the tire or wheel. Radial runout of more than 1.5 mm (.060 inch) measured at the center line of the tread may cause the vehicle to shake.
Lateral runout of more than 2.0 mm (.080 inch) measured near the shoulder of the tire may cause the vehicle to shake.
Sometimes radial runout can be reduced. Relocate the wheel and tire assembly on the mounting studs (See Method 1). If this does not reduce runout to an
WITH MATCHING TIRE . . . . . . . . . . . . . . . . . 15
acceptable level, the tire can be rotated on the wheel. (See Method 2).
METHOD 1 (RELOCATE WHEEL ON HUB)
(1) Drive vehicle a short distance to eliminate tire
flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
or replace if necessary.
(3) Check the wheel mounting surface. (4) Relocate wheel on the mounting, two studs
over from the original position.
(5) Tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
(6) Check radial runout. If still excessive, mark tire sidewall, wheel, and stud at point of maximum runout and proceed to Method 2.
TIRES/WHEELS
22 - 2
TIRES/WHEELS (Continued)DR
Fig.1CheckingTire/Wheel/HubRunout
Fig.2RadialRunout
1 - RADIAL RUNOUT 2 - LATERAL RUNOUT
METHOD 2 (RELOCATE TIRE ON WHEEL)
NOTE: Rotating the tire on wheel effective when there is runout wheel.
is particularly in both tire and
1 - MOUNTING CONE 2 - SPINDLE SHAFT 3 - WING NUT 4 - PLASTIC CUP 5 - DIAL INDICATOR 6 - WHEEL 7 - DIAL INDICATOR
(1) Remove tire from wheel and mount wheel on
service dynamic balance machine.
runout (Fig. 3).
(2) Check wheel radial runout (Fig. 2) and lateral † STEEL WHEELS: Radial runout 0.031 in., Lat- † ALUMINUM WHEELS: Radial runout 0.020 in.,
eral runout 0.031 in. (maximum)
Lateral runout 0.025 in. (maximum)
(3) If point of greatest wheel lateral runout is near original chalk mark, remount tire 180 degrees. Recheck runout, Refer to match mounting procedure.
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE ROTATION
Tires on the front and rear axles operate at differ- ent loads and perform different steering, driving, and braking functions. For these reasons, the tires wear at unequal rates. They may also develop irregular wear patterns. These effects can be reduced by rotat- ing the tires according to the maintenance schedule in the Owners Manual. This will improve tread life, traction and maintain a smooth quiet ride.
The recommended method of tire rotation is (Fig. 4) & (Fig. 5). Other methods can be used, but may not provide the same tire longevity benefits.
CAUTION: 3500 Dual rear tires have a new tire rota- tion pattern. This is to accommodate the asymmet-
Fig.3LateralRunout
1 - MOUNTING CONE 2 - SPINDLE SHAFT 3 - WING NUT 4 - PLASTIC CUP 5 - DIAL INDICATOR 6 - WHEEL 7 - DIAL INDICATOR
rical design of the ON/OFF road tires and the use of the outlined white letter (OWL) tires. When replac- ing a flat, the spare tire may have to be remounted on the rim or installed at a different location to maintain the correct placement of the asymmetrical design or the (OWL).
DR TIRES/WHEELS (Continued)
TIRES/WHEELS
22 - 3
Fig.4TIREROTATIONPATTERN-SINGLEREAR
WHEEL(SRW)
Fig.6FirstMeasurementOnTire
1 - REFERENCE MARK 2 - 1ST MEASUREMENT HIGH SPOT MARK TIRE AND RIM 3 - WHEEL 4 - VALVE STEM
(3) Break down the tire and remount it 180
degrees on the rim (Fig. 7).
Fig.5TIREROTATIONPATTERN-DUALREAR
WHEELS(DRW)
STANDARD PROCEDURE - MATCH MOUNTING Wheels and tires are match mounted at the factory. This means that the high spot of the tire is matched to the low spot on the wheel rim. Each are marked with a bright colored temporary label on the out- board surface for alignment. The wheel is also marked permanently on the inside of the rim in the tire well. This permanent mark may be a paint dot or line, a permanent label or a stamped impression such as an X. An optional location mark is a small spherical indentation on the vertical face of the out- board flange on some non styled base steel wheels. The tire must be removed to locate the permanent mark on the inside of the wheel.
Before dismounting a tire from its wheel, a refer- ence mark should be placed on the tire at the valve stem location. This reference will ensure that it is remounted in the original position on the wheel.
(1) Remove the tire and wheel assembly from the vehicle and mount on a service dynamic balance machine.
(2) Measure the total runout on the center of the tire tread rib with a dial indicator. Record the indi- cator reading. Mark the tire to indicate the high spot. Place a mark on the tire at the valve stem location (Fig. 6).
Fig.7RemountTire180Degrees
1 - VALVE STEM 2 - REFERENCE MARK
(4) Measure the total indicator runout again. Mark
the tire to indicate the high spot.
(5) If runout is still excessive, the following proce-
dures must be done.
TIRES/WHEELS
22 - 4
TIRES/WHEELS (Continued)Fig.8RemountTire90DegreesInDirectionof
Arrow
1 - 2ND HIGH SPOT ON TIRE 2 - 1ST HIGH SPOT ON TIRE
† If the high spot is within 101.6 mm (4.0 in.) of the first spot and is still excessive, replace the tire. † If the high spot is within 101.6 mm (4.0 in.) of the first spot on the wheel, the wheel may be out of specifications. Refer to Wheel and Tire Runout. † If the high spot is NOT within 101.6 mm (4.0 in.) of either high spot, draw an arrow on the tread from second high spot to first. Break down the tire and remount it 90 degrees on rim in that direction (Fig. 8).
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This procedure will normally reduce the runout to an acceptable amount, if not replace the rim.
STANDARD PROCEDURE - TIRE AND WHEEL BALANCE
It
is recommended that a two plane service dynamic balancer be used when a tire and wheel assembly require balancing. Refer to balancer opera- tion instructions for proper cone mounting proce- dures. Typically use front cone mounting method for steel wheels. For aluminum wheel use back cone mounting method without cone spring.
NOTE: Static should be used only when a two plane balancer is not available.
NOTE: Cast aluminum and forged aluminum wheels require coated balance weights and special align- ment equipment.
Wheel balancing can be accomplished with either on or off vehicle equipment. When using on-vehicle balancing equipment, remove the opposite wheel/tire. Off-vehicle balancing is recommended.
For static balancing, find the location of the heavy spot causing the imbalance. Counter balance wheel directly opposite the heavy spot. Determine weight required to counter balance the area of imbalance. Place half of this weight on the inner rim flange and the other half on the outer rim flange (Fig. 9).
1 - HEAVY SPOT 2 - CENTER LINE OF SPINDLE 3 - ADD BALANCE WEIGHTS HERE
Fig.9StaticUnbalance&Balance
4 - CORRECTIVE WEIGHT LOCATION 5 - TIRE OR WHEEL TRAMP, OR WHEEL HOP
DR TIRES/WHEELS (Continued)
TIRES/WHEELS
22 - 5
1 - CENTER LINE OF SPINDLE 2 - ADD BALANCE WEIGHTS HERE
3 - CORRECTIVE WEIGHT LOCATION 4 - HEAVY SPOT WHEEL SHIMMY AND VIBRATION
Fig.10DynamicUnbalance&Balance
For dynamic balancing, the balancing equipment is designed to locate the amount of weight to be applied to both the inner and outer rim flange (Fig. 10).
TIRES
DESCRIPTION
DESCRIPTION - SPARE TIRE / TEMPORARY
The temporary spare tire is designed for emer- gency use only. The original tire should be repaired or replaced at the first opportunity, then reinstalled. Do not exceed speeds of 50 M.P.H. when using the temporary spare tire. Refer to Owner’s Manual for complete details.
DESCRIPTION - TIRES
Tires are designed and engineered for each specific vehicle. They provide the best overall performance for normal operation. The ride and handling charac- teristics match the vehicle’s requirements. With proper care they will give excellent reliability, trac- tion, skid resistance, and tread life.
Driving habits have more effect on tire life than any other factor. Careful drivers will obtain in most cases, much greater mileage than severe use or care- less drivers. A few of the driving habits which will shorten the life of any tire are: † Rapid acceleration † Severe brake applications
† High speed driving † Excessive speeds on turns † Striking curbs and other obstacles Radial-ply tires are more prone to irregular tread wear. It is important to follow the tire rotation inter- val shown in the section on Tire Rotation, (Refer to 22 - TIRES/WHEELS - STANDARD PROCEDURE). This will help to achieve a greater tread life.
TIRE IDENTIFICATION
Tire type, size, aspect ratio and speed rating are encoded in the letters and numbers imprinted on the side wall of the tire. Refer to the chart to decipher the tire identification code (Fig. 11).
Performance tires have a speed rating letter after the aspect ratio number. The speed rating is not always printed on the tire sidewall. These ratings are:† Q up to 100 mph † R up to 106 mph † S up to 112 mph † T up to 118 mph † U up to 124 mph † H up to 130 mph † V up to 149 mph † Z more than 149 mph (consult the tire manu-
facturer for the specific speed rating)
An All Season type tire will have either M + S, M & S or M–S (indicating mud and snow traction) imprinted on the side wall.
TIRES/WHEELS
22 - 6
TIRES (Continued)DR
DESCRIPTION - TIRE PRESSURE FOR HIGH SPEEDS
Where speed limits allow the vehicle to be driven at high speeds, correct tire inflation pressure is very important. For speeds up to and including 120 km/h (75
mph), tires must be inflated to the pressures shown on the tire placard. For continuous speeds in excess of 120
km/h (75 mph), tires must be inflated to the maximum pressure specified on the tire sidewall.Vehicles loaded to the maximum capacity should not be driven at continuous speeds above 75 mph (120
km/h).For emergency vehicles that are driven at speeds over 90 mph (144 km/h), special high speed tires must be used. Consult tire manufacturer for correct inflation pressure recommendations.
DESCRIPTION - REPLACEMENT TIRES
ance of many characteristics such as:
The original equipment tires provide a proper bal- † Ride † Noise † Handling † Durability † Tread life † Traction † Rolling resistance † Speed capability It is recommended that tires equivalent to the orig- inal equipment tires be used when replacement is needed.
Failure to use equivalent replacement
tires may adversely affect the safety and handling of the vehicle. The use of oversize tires may cause interference with vehicle components. Under extremes of suspen- sion and steering travel, interference with vehicle components may cause tire damage.
WARNING: FAILURE TO EQUIP THE VEHICLE WITH TIRES HAVING ADEQUATE SPEED CAPABILITY CAN RESULT IN SUDDEN TIRE FAILURE.
DESCRIPTION - TIRE INFLATION PRESSURES
Under inflation will cause rapid shoulder wear, tire
flexing, and possible tire failure (Fig. 12).
Over inflation will cause rapid center wear and
loss of the tire’s ability to cushion shocks (Fig. 13).
Improper inflation can cause: † Uneven wear patterns † Reduced tread life † Reduced fuel economy † Unsatisfactory ride † Vehicle drift For proper tire pressure specification refer to the Tire Inflation Pressure Chart provided with the vehicles
Fig.11TireIdentification
TIRE CHAINS
Tire snow chains may be used on certain models.
Refer to the Owner’s Manual for more information.
DESCRIPTION - RADIAL – PLY TIRES
Radial-ply tires improve handling, tread life and
ride quality, and decrease rolling resistance.
Radial-ply tires must always be used in sets of four. Under no circumstances should they be used on the front only. They may be mixed with temporary spare tires when necessary. A maximum speed of 50
MPH is recommended while a temporary spare is in use.Radial-ply tires have the same load-carrying capac- ity as other types of tires of the same size. They also use the same recommended inflation pressures.
The use of oversized tires, either in the front or rear of the vehicle, can cause vehicle drive train fail- ure. This could also cause inaccurate wheel speed signals when the vehicle is equipped with Anti-Lock Brakes.
The use of tires from different manufactures on the same vehicle is NOT recommended. The proper tire pressure should be maintained on all four tires.
DR TIRES (Continued)
Fig.12UnderInflationWear
1 - THIN TIRE THREAD AREAS
Fig.13OverInflationWear
1 - THIN TIRE THREAD AREA
TIRES/WHEELS
22 - 7
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRESSURE GAUGES
A quality air pressure gauge is recommended to check tire pressure. After checking the air pressure, replace valve cap finger tight.
DIAGNOSIS AND TESTING - TIRE NOISE OR VIBRATION
Radial-ply tires are sensitive to force impulses caused by improper mounting, vibration, wheel defects, or possibly tire imbalance.
To find out if tires are causing the noise or vibra- tion, drive the vehicle over a smooth road at varying speeds. Note the noise level during acceleration and deceleration. The engine, differential and exhaust noises will change as speed varies, while the tire noise will usually remain constant.
DIAGNOSIS AND TESTING - TREAD WEAR INDICATORS
Tread wear indicators are molded into the bottom of the tread grooves. When tread depth is 1.6 mm (1/16 in.), the tread wear indicators will appear as a 13 mm (1/2 in.) band (Fig. 14).
Tire replacement
is necessary when indicators appear in two or more grooves or if localized balding occurs.
Owners Manual. A Certification Label on the drivers side door pillar provides the minimum tire and rim size for the vehicle. The label also list the cold inflation pres- sure for these tires at full load operation
Tire pressures have been chosen to provide safe operation, vehicle stability, and a smooth ride. Tire pressure should be checked cold once a month. Tire pressure decreases as temperature drops. Check tire pressure frequently when ambient temperature varies widely.
the ambient
Tire inflation pressures are cold inflation pressure. The vehicle must sit for at least 3 hours to obtain the correct cold inflation pressure reading. Or be driven less than one mile after sitting for 3 hours. Tire inflation pressures may increase from 2 to 6 pounds per square inch (psi) during operation. Do not reduce this normal pressure build-up.
Fig.14TreadWearIndicators
WARNING: OVER OR UNDER INFLATED TIRES CAN AFFECT VEHICLE HANDLING AND TREAD WEAR. THIS MAY CAUSE THE TIRE TO FAIL SUDDENLY, RESULTING IN LOSS OF VEHICLE CONTROL.
1 - TREAD ACCEPTABLE 2 - TREAD UNACCEPTABLE 3 - WEAR INDICATOR
TIRES/WHEELS
22 - 8
TIRES (Continued)DR
Fig.15TireWearPatterns
DIAGNOSIS AND TESTING - TIRE WEAR PATTERNS
Under inflation will cause wear on the shoulders of tire. Over inflation will cause wear at the center of tire.
Excessive camber causes the tire to run at an angle to the road. One side of tread is then worn more than the other (Fig. 15).
Excessive toe-in or toe-out causes wear on the tread edges and a feathered effect across the tread (Fig. 15).
DIAGNOSIS AND TESTING - TIRE/VEHICLE LEAD
Use the following Vehicle Lead Diagnosis And Cor- rection Chart to diagnose and correct a vehicle lead or drift problem (Fig. 16).
DR TIRES (Continued)
TIRES/WHEELS
22 - 9
Fig.16VEHICLELEADDIAGNOSISANDCORRECTIONCHART
TIRES/WHEELS
22 - 10
TIRES (Continued) STANDARD PROCEDURE - REPAIRING LEAKSDR
For proper repairing, a radial tire must be removed from the wheel. Repairs should only be made if the defect, or puncture, is in the tread area (Fig. 17). The tire should be replaced if the puncture is located in the sidewall.
Deflate tire completely before removing the tire from the wheel. Use lubrication such as a mild soap solution when dismounting or mounting tire. Use tools free of burrs or sharp edges which could dam- age the tire or wheel rim.
Before mounting tire on wheel, make sure all rust is removed from the rim bead and repaint if neces- sary.
Install wheel on vehicle, and tighten to proper torque specification, (Refer to 22 - TIRES/WHEELS/ WHEELS - SPECIFICATIONS).
SPECIFICATIONS
TIRE REVOLUTIONS PER MILE
Fig.17TIREREPAIRAREA
1 - TIRE REPAIR AREA
TIRE SIZE P245/70R17
LTX A/S
LT245/70R17
LTX A/S
LT265/70R17
LTX A/S
LT245/70R17
RUGGED TRAIL T/A
LT265/70R17
RUGGED TRAIL T/A
P265/70R17
WRANGLER SR/A
P265/70R17
WRANGLER GS/A
LT275/70R17
WRANGLER AT/S
P275/55R20
EAGLE LS P275/60R20WRANGLER HP
LT235/80R17
WRANGLER SRA
LT235/80R17
WRANGLER GSA
SUPPLIER
MICHELINT
MICHELINT
MICHELINT
BF GOODRICHT
BF GOODRICHT
GOODYEART
GOODYEART
GOODYEART
GOODYEART
GOODYEART
GOODYEART
GOODYEART
REVOLUTIONS PER MILE
686
675
657
684
658
656
663
640
655
636
649
649
DR
WHEELS DESCRIPTION
Original equipment wheels are designed for the
specified Maximum Vehicle Capacity.
All models use steel or aluminum drop center
wheels.
Aluminum wheels require special balance weights
and alignment equipment.
(1) On vehicles equipped with dual rear wheels, The rim is an eight stud hole pattern wheel. The wheels have a flat mounting surface (Fig. 18). The slots in the wheel must be aligned to provide access to the valve stem (Fig. 19).
Fig.18FLATFACEWHEEL
1 - FLAT FACE 2 - VALVE STEM
Fig.19DUALREARWHEELS
1 - WINDOW OPENINGS (5) 2 - INBOARD VALVE STEM 3 - OUTBOARD VALVE STEM
TIRES/WHEELS
22 - 11
OPERATION
The wheel (Fig. 20) has raised sections 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.
Fig.20SafetyRim
1 - FLANGE 2 - RIDGE 3 - WELL
DIAGNOSIS AND TESTING
WHEEL INSPECTION Inspect wheels for: † Excessive run out † Dents or cracks † Damaged wheel lug nut holes † Air Leaks from any area or surface of the rim
NOTE: Do not attempt to repair a wheel by hammer- ing, heating or welding.
If a wheel
is damaged an original equipment replacement wheel should be used. When obtaining replacement wheels, they should be equivalent in load carrying capacity. The diameter, width, offset, pilot hole and bolt circle of the wheel should be the same as the original wheel.
FAILURE
TO USE MAY
EQUIVALENT WARNING: REPLACEMENT WHEELS ADVERSELY AFFECT THE SAFETY AND HANDLING OF THE VEHICLE. USED WHEELS ARE NOT RECOM- MENDED. THE SERVICE HISTORY OF THE WHEEL MAY HAVE INCLUDED SEVERE TREATMENT OR VERY HIGH MILEAGE. THE RIM COULD FAIL WITH- OUT WARNING.
DR
Fig.228-LUGTIGHTENINGPATTERN
22 - 12
TIRES/WHEELS WHEELS (Continued) STANDARD PROCEDURESTANDARD PROCEDURE - WHEEL REPLACEMENT
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 enlarged nose. This enlarged nose is necessary to ensure proper retention of the aluminum wheels.
NOTE: Do not use chrome plated lug nuts with chrome plated 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 (Fig. 21). This could affect the safety and handling of your vehicle.
To install the wheel, first position it properly on the mounting surface (Fig. 21). All wheel nuts should then be tightened just snug. Gradually tighten them in sequence to the proper torque specification, (Fig. 22) (Fig. 23). Never use oil or grease on studs or nuts.
Fig.23TYPICAL6-LUGNUTTIGHTENING
PATTERN
Original equipment wheels are available through your dealer. Replacement wheels from any other source should be equivalent in:
† Load carrying capacity † Diameter † Width † Offset † Mounting configuration Failure to use equivalent replacement wheels may affect the safety and handling of your vehicle. Replacement with used wheels is not recommended. Their service history may have included severe treat- ment.
STANDARD PROCEDURE - DUAL REAR WHEEL INSTALLATION
Dual rear wheels use a special heavy duty lug nut wrench. It is recommended to remove and install dual rear wheels only when the proper wrench is available. The wrench is also use to remove wheel
Fig.21WHEELINSTALLATION8-LUGSHOWN
1 - CENTER CAP 2 - LUG NUT 3 - TIRE/WHEEL ASSEMBLY 4 - WHEEL STUDS
Wheels must be replaced if they have: † Excessive runout † Bent or dented † Leak air through welds † Have damaged bolt holes Wheel repairs employing hammering, heating, or
welding are not allowed.
DR WHEELS (Continued)
TIRES/WHEELS
22 - 13
center caps for more information refer to Owner’s Manual.
The tires on both wheels must be completely raised off the ground when tightening the lug nuts. This will ensure correct wheel centering and maximum wheel clamping.
A two piece flat face lug nut with right-hand threads is used for retaining the wheels on the hubs (Fig. 24).
The dual rear wheel lug nuts should be tightened according to the following procedure: † Place two drops of oil to the interface of the nut/ washer (Fig. 24) before installing on the wheel stud.
NOTE: Do not use more then two drops of oil on the nut/washer, since the center caps attach in this area. † Tighten the wheel lug nuts in the numbered sequential pattern until they are snug tight. Then tighten lug nut to specified torque following same number sequence, (Refer to 22 - TIRES/WHEELS/ WHEELS - SPECIFICATIONS). † Tighten lug nuts in same numbered sequence a second time to the specified torque. This will ensure that the wheels are thoroughly mated.
Fig.24OilLocation
1 - PLACE TWO DROPS OF OIL HERE
† Check lug nut specified torque after 100 miles (160 kilometers). Also after 500 miles (800 kilome- ters) of vehicle operation.
NOTE: Wheel lug nuts should be tightened to spec- ified torque at every maintenance interval thereafter.
SPECIFICATIONS
TORQUE CHART
DESCRIPTION
1500 Series
Lug Nut 9/16 X 18 with
60° Cone 2500 Series
Lug Nut 9/16 X 18 with
60° Cone 3500 Series
Lug Nut 9/16 X 18 with
Flat Washer
TORQUE SPECIFICATIONS
N·m 180
180
195
Ft. Lbs.
135
135
145
In. Lbs.
—
—
—
22 - 14
TIRES/WHEELS
DR
STUDS REMOVAL
(1) Raise and support the vehicle. (2) Remove the wheel and tire assembly. (3) Remove the brake caliper, caliper adapter and rotor, (Refer to 5 - BRAKES/HYDRAULIC/MECHAN- ICAL/ROTORS - REMOVAL).
(4) Remove the stud from the hub with Remover
C-4150A (Fig. 25).
WHEEL COVER REMOVAL
NOTE: The hub caps must be removed before rais- ing the vehicle off the ground.
NOTE: You must use the flat end of the hub/cap remover/installer combination tool the wheel skins. Insert the flat tip completely and using a back and forth motion, loosen the wheel skin. repeat this procedure around the tire until the wheel skin pops off.
to pry off
Fig.25WheelStudRemoval
1 - REMOVER 2 - WHEEL STUD
INSTALLATION
(1) Install the new stud into the hub flange. (2) Install the three washers onto the stud, then install the lug nut with the flat side of the nut against the washers.
(3) Tighten the lug nut until the stud is pulled into the hub flange. Verify that the stud is properly seated into the flange.
(4) Remove the lug nut and washers. (5) Install the brake rotor, caliper adapter, and cal- iper, (Refer to 5 - BRAKES/HYDRAULIC/MECHAN- ICAL/ROTORS - INSTALLATION).
(6) Install the wheel and tire assembly, (Refer to 22 - TIRES/WHEELS/WHEELS - STANDARD PRO- CEDURE), use new the lug nut on stud or studs that were replaced.
(7) Remove the support and lower vehicle.
(1) On 2500/3500 single rear wheel (SRW) models, insert a hub/cap remover/installer combination tool using the blade on the end of the tool to pry the cap off in a back and forth motion.
(2) On 3500 models with dual rear wheels (DRW), you must first remove the hub caps. The hub/cap remover/installer combination tool must be inserted in the pry off notch of the rear hub caps.
(3) Position the hub/cap remover/installer combina- tion tool and pull out on the tool firmly. The cap should come off.
(4) The wheel skins can now be removed from the
wheel.
(5) On 3500 models front hub caps use the hub/cap remover/installer combination tool to pry off the cap in a back and forth motion. The wheel skins can now be removed.
INSTALLATION
INSTALLATION - REAR
(1) Install one 1 1/2 in. valve stem extension on
each rear inner wheel.
NOTE: A 3/8 in. drive 10mm deep wheel socket with a 10 in. or greater extension can be used to remove the existing valve stem cap and install the exten- sion.
(2) Install one 1 in. valve stem extension on each
outer wheel.
(3) Align the cooling windows of the wheel skin with the cooling windows of the wheel. Seat one side of the wheel skin’s retainer onto the wheel. Using a rubber mallet, strike thew wheel skin on the outer circumference. Strike at several locations around the circumference until the skin is fully seated.
NOTE: The wheel skin and the hub cap are fully seated when there is a consistent gap between the skin/cap and the wheel.
DR WHEEL COVER (Continued)
(4) Tug on the hub/cap wheel skin to ensure that
they are properly installed.
INSTALLATION - FRONT
(1) Align the valve stem with the notch in the
(2) Seat on side of the wheel skin’s wire retainer
wheel skin.
on to the wheel.
(3) Using a rubber mallet, strike the opposite side
of the wheel skin until the skin is properly seated.
NOTE: The wheel skin and the hub cap are fully seated when there is a consistant gap between the skin/ cap and the wheel.
(4) Tug on the hub cap/wheel skin to ensure that
they are properly installed.
TIRES/WHEELS
22 - 15
SPARE TIRE
DESCRIPTION
DESCRIPTION - SPARE / TEMPORARY TIRE
The temporary spare tire is designed for emer- gency use only. The original tire should be repaired or replaced at the first opportunity, then reinstalled. Do not exceed speeds of 50 M.P.H. when using the temporary spare tire. Refer to Owner’s Manual for complete details.
DESCRIPTION - FULL SIZE, SPARE WHEEL WITH MATCHING TIRE
The spare is a full usage wheel with a matching tire, It can be used within the (posted legal) speed limits or distance limitations as of the rest of the vehicles four tires. Refer to Owner’s Manual for com- plete details.
DR
BODY
23 - 1
BODY
TABLE OF CONTENTS
page
page
BODY
WARNING
SAFETY PRECAUTIONS AND WARNINGS
. . . 1
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - WATER LEAKS . 1
DIAGNOSIS AND TESTING - WIND NOISE . . . 2STANDARD PROCEDURE
STANDARD PROCEDURE - BODY
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . 3
STANDARD PROCEDURE - HEAT STAKING . . 3
STANDARD PROCEDURE - PLASTIC BODYPANEL REPAIR . . . . . . . . . . . . . . . . . . . . . . . . 3
STANDARD PROCEDURE - BUZZ, SQUEAK
& RATTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
SPECIFICATIONS - TORQUE . . . . . . . . . . . . . . 12BODY
WARNING
SAFETY PRECAUTIONS AND WARNINGS
WARNING: USE AN OSHA APPROVED BREATHING FILTER WHEN SPRAYING PAINT OR SOLVENTS IN A CONFINED AREA. PERSONAL INJURY CAN RESULT. † AVOID PROLONGED SKIN CONTACT WITH PETROLEUM OR ALCOHOL – BASED CLEANING SOLVENTS. PERSONAL INJURY CAN RESULT. † DO NOT STAND UNDER A HOISTED VEHICLE THAT IS NOT PROPERLY SUPPORTED ON SAFETY STANDS. PERSONAL INJURY CAN RESULT.
CAUTION: When holes must be drilled or punched in an inner body panel, verify depth of space to the outer body panel, electrical wiring, or other compo- nents. Damage to vehicle can result. † Do not weld exterior panels unless combustible material on the interior of vehicle is removed from the repair area. Fire or hazardous conditions, can
result.† Always have a fire extinguisher ready for use when welding. † Disconnect the negative (-) cable clamp from the battery when servicing electrical components that are live when the ignition is OFF. Damage to electrical system can result.
SPECIAL TOOLS
BODY
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
TAILGATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
DOOR - FRONT . . . . . . . . . . . . . . . . . . . . . . . . . 18
DOORS - REAR . . . . . . . . . . . . . . . . . . . . . . . . . 28
EXTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . 50
INTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
STATIONARY GLASS . . . . . . . . . . . . . . . . . . . . . 86
WEATHERSTRIP/SEALS . . . . . . . . . . . . . . . . . . . 91
BODY STRUCTURE . . . . . . . . . . . . . . . . . . . . . . 95† Do not use abrasive chemicals or compounds on painted surfaces. Damage to finish can result. † Do not use harsh alkaline based cleaning sol- vents on painted or upholstered surfaces. Damage to finish or color can result. † Do not hammer or pound on plastic trim panel when servicing interior trim. Plastic panels can break.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - WATER LEAKS
Water
leaks can be caused by poor sealing, improper body component alignment, body seam porosity, missing plugs, or blocked drain holes. Cen- trifugal and gravitational force can cause water to drip from a location away from the actual leak point, making leak detection difficult. All body sealing points should be water tight in normal wet-driving conditions. Water flowing downward from the front of the vehicle should not enter the passenger or luggage compartment. Moving sealing surfaces will not always seal water tight under all conditions. At times, side glass or door seals will allow water to enter the passenger compartment during high pres- sure washing or hard driving rain (severe) condi- tions. Overcompensating glass adjustments to stop a water leak that occurs under severe conditions can cause premature seal wear and excessive closing or latching effort. After completing a repair, water test vehicle to verify leak has stopped before returning vehicle to use.
door
on
or
BODY
23 - 2
BODY (Continued) VISUAL INSPECTION BEFORE WATER LEAK TESTS Verify that floor and body plugs are in place, body drains are clear, and body components are properly aligned and sealed. If component alignment or seal- ing is necessary, refer to the appropriate section of this group for proper procedures.WATER LEAK TESTS
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS OR TOOLS IN WATER TEST AREA. PERSONAL INJURY CAN RESULT.
When the conditions causing a water leak have been determined, simulate the conditions as closely as possible. † If a leak occurs with the vehicle parked in a steady light rain, flood the leak area with an open- ended garden hose. † If a leak occurs while driving at highway speeds in a steady rain, test the leak area with a reasonable velocity stream or fan spray of water. Direct the spray in a direction comparable to actual conditions. † If a leak occurs when the vehicle is parked on an incline, hoist the end or side of the vehicle to simu- late this condition. This method can be used when the leak occurs when the vehicle accelerates, stops or turns. If the leak occurs on acceleration, hoist the front of the vehicle. If the leak occurs when braking, hoist the back of the vehicle. If the leak occurs on left turns, hoist the left side of the vehicle. If the leak occurs on right turns, hoist the right side of the vehi- cle. For hoisting recommendations (Refer to LUBRI- CATION STANDARD PROCEDURE).
MAINTENANCE/HOISTING
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water test and watch for water tracks or droplets forming on the inside of the vehicle. If necessary, remove inte- rior trim covers or panels to gain visual access to the leak area. If the hose cannot be positioned without being held, have someone help do the water test.
Some water leaks must be tested for a considerable length of time to become apparent. When a leak appears, find the highest point of the water track or drop. The highest point usually will show the point of entry. After leak point has been found, repair the leak and water test to verify that the leak has stopped.
Locating the entry point of water that is leaking into a cavity between panels can be difficult. The trapped water may splash or run from the cavity, often at a distance from the entry point. Most water leaks of this type become apparent after accelerating, stopping, turning, or when on an incline.
DR
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use a suitable mirror to gain visual access. A mirror can also be used to deflect light to a limited-access area to assist in locating a leak point.
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can be detected without water testing. Position the vehi- cle in a brightly lit area. From inside the darkened luggage compartment inspect around seals and body seams. If necessary, have a helper direct a drop light over the suspected leak areas around the luggage compartment. If light is visible through a normally sealed location, water could enter through the open- ing.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compart- ment cannot be detected by water testing, pressurize the passenger compartment and soap test exterior of the vehicle. To pressurize the passenger compart- ment, close all doors and windows, start engine, and set heater control to high blower in HEAT position. If engine can not be started, connect a charger to the battery to ensure adequate voltage to the blower. With interior pressurized, apply dish detergent solu- tion to suspected leak area on the exterior of the vehicle. Apply detergent solution with spray device or soft bristle brush. If soap bubbles occur at a body seam, joint, seal or gasket, the leak entry point could be at that location.
DIAGNOSIS AND TESTING - WIND NOISE
Wind noise is the result of most air leaks. Air leaks can be caused by poor sealing, improper body compo- nent alignment, body seam porosity, or missing plugs in the engine compartment or door hinge pillar areas. All body sealing points should be airtight in normal driving conditions. Moving sealing surfaces will not always seal airtight under all conditions. At times, side glass or door seals will allow wind noise to be noticed in the passenger compartment during high cross winds. Over compensating on door or glass adjustments to stop wind noise that occurs under severe conditions can cause premature seal wear and excessive closing or latching effort. After a repair pro- cedure has been performed, test vehicle to verify noise has stopped before returning vehicle to use.
VISUAL INSPECTION BEFORE TESTS
Verify that floor and body plugs are in place and body components are aligned and sealed. If compo- nent alignment or sealing is necessary, refer to the appropriate section of this group for proper proce- dures.
DR BODY (Continued)
ROAD TESTING WIND NOISE
(1) Drive the vehicle to verify the general location
of the wind noise.
(2) Apply 50 mm (2 in.) masking tape in 150 mm (6 in.) lengths along weatherstrips, weld seams or moldings. After each length is applied, drive the vehi- cle. If noise goes away after a piece of tape is applied, remove tape, locate, and repair defect.
POSSIBLE CAUSE OF WIND NOISE † Moldings standing away from body surface can catch wind and whistle. † Gaps in sealed areas behind overhanging body flanges can cause wind-rushing sounds. † Misaligned movable components. † Missing or improperly installed plugs in pillars. † Weld burn through holes.
STANDARD PROCEDURE
STANDARD PROCEDURE - BODY LUBRICATION All mechanisms and linkages should be lubricated when necessary. This will maintain ease of operation and provide protection against rust and excessive wear. The weatherstrip seals should be lubricated to prolong their life as well as to improve door sealing. All applicable exterior and interior vehicle operat- ing mechanisms should be inspected and cleaned. Pivot/sliding contact areas on the mechanisms should then be lubricated.
(1) When necessary, lubricate the operating mech-
anisms with the specified lubricants.
(2) Apply silicone lubricant to a cloth and wipe it on door seals to avoid over-spray that can soil pas- senger’s clothing.
(3) Before applying
component should be wiped clean. After lubrication, any excess lubricant should be removed.
lubricant,
the
(4) The hood latch, latch release mechanism, latch striker, and safety latch should be lubricated period- ically.
directly into the lock cylinder.
twice each year (preferably autumn and spring).
(5) The door lock cylinders should be lubricated † Spray a small amount of lock cylinder lubricant † Apply a small amount to the key and insert it † Rotate it to the locked position and then back to † Remove the key. Wipe the lubricant from it with
the unlocked position several times.
into the lock cylinder.
a clean cloth to avoid soiling of clothing.
STANDARD PROCEDURE - HEAT STAKING
(1) Remove trim panel.
BODY
23 - 3
(2) Bend or move the trim panel components at the heat staked joints. Observe the heat staked loca- tions and/or component seams for looseness.
(3) Heat stake the components.
(a) If the heat staked or component seam loca- tion is loose, hold the two components tightly together and using a soldering gun with a flat tip, melt components together. Do not over heat the affected area, dam- age to the exterior of the trim panel may occur.
the material
securing
the
(b) If the heat staked material is broken or miss- ing, use a hot glue gun to apply new material to the area to be repaired. The panels that are being heat staked must be held together while the apply- ing the glue. Once the new material is in place, it may be necessary to use a soldering gun to melt the newly applied material. Do not over heat the affected area, damage to the exterior of the trim panel may occur. (4) Allow the repaired area to cool and verify the
repair.
(5) Install trim panel.
STANDARD PROCEDURE - PLASTIC BODY PANEL REPAIR
There are many different types of plastics used in today’s automotive environment. We group plastics in three different categories: Rigid, Semi-Rigid, and Flexible. Any of these plastics may require the use of an adhesion promoter for repair. These types of plas- tic are used extensively on DaimlerChrysler Motors vehicles. Always follow repair material manufactur- er’s plastic identification and repair procedures.
Rigid Plastics:
Examples of rigid plastic use: Fascias, Hoods, Doors, and other Body Panels, which include SMC, ABS, and Polycarbonates.
Semi-Rigid Plastics:
Examples of semi-rigid plastic use: Interior Panels,
Under Hood Panels, and other Body Trim Panels.
Flexible Plastics:
Examples of
flexible plastic use: Fascias, Body
Moldings, and upper and lower Fascia Covers.
Repair Procedure:
The repair procedure for all three categories of plastics is basically the same. The one difference is the material used for the repair. The materials must be specific for each substrate, rigid repair material for rigid plastic repair, semi-rigid repair material for semi-rigid plastic repair and flexible repair material for flexible plastic repair.
BODY
23 - 4
BODY (Continued) Adhesion Promoter/Surface Modifier:Adhesion Promoters/Surface Modifiers are required for certain plastics. All three categories may have plastics that require the use of adhesion promoter/ surface modifiers. Always follow repair material man- ufacturer’s repair procedures.
identification
plastic
and
DR
† AVOID PROLONGED SKIN CONTACT WITH RESIN, PETROLEUM, OR ALCOHOL BASED SOL- VENTS. PERSONAL INJURY CAN RESULT. † DO NOT VENTURE UNDER A HOISTED VEHI- CLE THAT IS NOT PROPERLY SUPPORTED ON SAFETY INJURY CAN RESULT.
PERSONAL
STANDS.
SAFETY PRECAUTION AND WARNINGS
WARNING: † EYE PROTECTION SHOULD BE USED WHEN SERVICING COMPONENTS. PERSONAL INJURY CAN RESULT. † USE AN OSHA APPROVED BREATHING MASK WHEN MIXING EPOXY, GRINDING, AND SPRAYING PAINT OR SOLVENTS IN A CONFINED AREA. PER- SONAL INJURY CAN RESULT.
NOTE:† When holes must be drilled or cut in body pan-
els, verify locations of internal body components and electrical wiring. Damage to vehicle can result. † Do not use abrasive chemicals or compounds on undamaged painted surfaces around repair areas. Damage to finish can result.
RIGID, SEMI-RIGID, AND FLEXIBLE PLASTIC PARTS TYPES
CODE
FAMILY NAME
COMMON TRADE NAME
TYPICAL APPLICATION
ASA
ABS
ABS/PC
ACRYLONITRILE STYRENE ACRYLITE ACRYLONITRILE BUTADIENE STYRENE ABS/PC ALLOY
ABS/PVC
ABS/PV ALLOY
BMC
EMA
METTON
MPPO
PA
PET
PBT/PPO PBTP
PBTP/EEBC
PC
BULK MOLDING COMPOUND EHTYLENE METHYL ACRYLATE/IONOMER METTON
MODIFIED POLYPHENYLENE OXIDE POLYAMID
THERMOPLASTIC POLYESTER PBT/PPO ALLOY POLYBUTYLENE THEREPTHALATE POLYBUTYLENE THEREPTHALATE/EEBC ALLOY POLYCARBONATE
LURAN S
TERLURAN
PULSE, PROLOY, BAYBLEND PROLOY, PULSE, LUSTRAN, CYCLOVIN BMC
CONSOLES, GRILLES
9A9 PILLARS, CONSOLES, GRILLES DOORS, INSTRUMENT PANELS DOOR PANELS, GRILLES, TRIM FENDER EXTENSIONS
SURLYN, EMA, IONOMER
BUMPER GUARDS, PADS
METTON
MPPO
ZYTEL, VYDYNE, PA, MINLON RYNITE
GRILLES, KICK PANELS, RUNNING BOARDS SPOILER ASSEMBLY
FENDERS, QUARTER PANELS
TRIM
GERMAX PBT, PBTP, POCAN, VALOX
BEXLOY, 9M9, PBTP/EEBC
CLADDINGS WHEEL COVERS, FENDERS, GRILLES FASCIAS, ROCKER PANEL, MOLDINGS
LEXAN, MERLON, CALIBRE, MAKROLON PC
TAIL LIGHT LENSES, IP TRIM, VALANCE PANELS
DR
