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(2) Install the bolts/nuts and tighten to 28 N·m (21
(3) Install the park brake release rod. (4) Connect the front cable to the arm on the pedal
DR PEDAL (Continued)
BRAKES - BASE
5 - 37
(5) Tighten the front cable grommet to the floor-
pan and the cable retainer, roll the carpet back.
(6) Connect the wires to the brake lamp switch. (7) Install the knee bolster, (Refer to 23 - BODY/ COLUMN
PANEL/STEERING INSTRUMENT OPENING COVER - INSTALLATION).
(8) Raise the vehicle. (9) Adjust the parking brake cable tensioner (Refer to 5 - BRAKES/PARKING BRAKE/CABLE TEN- SIONER - ADJUSTMENTS).
(6) Check the rear brake shoe adjustment with standard brake gauge (Refer to 5 - BRAKES/PARK- ING BRAKE/SHOES - ADJUSTMENTS).
(7) Install the rotors (Refer to 5 - BRAKES/HY- INSTALLA- the rotors rotate freely
DRAULIC/MECHANICAL/ROTORS - TION) and verify that without drag.
(8) Install the wheel/tire assemblies, (Refer to 22 - TIRES/WHEELS/WHEELS - STANDARD PROCE- DURE).
(9) Lower the vehicle enough for access to the park brake foot pedal. Then fully apply the park brakes.
NOTE: Leave park brakes applied until adjustment is complete.
(10) Raise the vehicle again. (11) Mark the tensioner rod 6.35 mm (1/4 in.) from
edge of the tensioner (Fig. 73).
(12) Tighten the adjusting nut on the tensioner rod
until the mark is no longer visible.
CAUTION: Do not loosen, or tighten the tensioner adjusting nut for any reason after completing adjustment.
(13) Lower the vehicle until the rear wheels are
15-20 cm (6-8 in.) off the shop floor.
(14) Release the park brake foot pedal and verify that rear wheels rotate freely without drag. Then lower the vehicle.
Fig.73AdjustmentMark
1 - TENSIONER CABLE BRACKET 2 - TENSIONER 3 - CABLE CONNECTOR 4 - 6.35mm (1/4 IN.) 5 - ADJUSTER NUT
Fig.72PARKINGBRAKEASSEMBLY
1 - PEDAL ASSEMBLY 2 - MOUNTING NUT
CABLE TENSIONER
ADJUSTMENTS
ADJUSTMENT
NOTE: Tensioner adjustment is only necessary when the tensioner, or a cable has been replaced or disconnected for service. When adjustment is nec- essary, perform adjustment only as described in the following procedure. This is necessary to avoid faulty park brake operation.
(1) Raise the vehicle. (2) Back off the cable tensioner adjusting nut to
create slack in the cables.
(3) Remove the rear wheel/tire assemblies. Then remove the brake rotors (Refer to 5 - BRAKES/HY- DRAULIC/MECHANICAL/ROTORS - REMOVAL).
(4) Verify the brakes are in good condition and
operating properly.
(5) Verify the park brake cables operate freely and
are not binding, or seized.
5 - 38
BRAKES - BASE
RELEASE HANDLE REMOVAL
DR
(1) Disconnect and isolate the battery negative
cable.
(2) Reach under the driver side outboard end of the instrument panel to access and unsnap the plas- tic retainer clip that secures the park brake release linkage rod to the park brake mechanism on the left cowl side inner panel.
(3) Disengage the park brake release linkage rod
end from the park brake mechanism.
(4) Lift the park brake release handle to access and unsnap the plastic retainer clip that secures the park brake release linkage rod to the lever on the back of the park brake release handle.
(5) Lower the park brake release handle and reach under the driver side outboard end of the instrument panel to disengage the park brake release linkage rod end from the lever on the back of the park brake release handle.
(6) Lift the park brake release handle to access the
handle mounting bracket.
(7) Using a trim stick or another suitable wide flat-bladed tool, gently pry each of the park brake release handle mounting bracket latch tabs away from the retaining notches in the instrument panel receptacle (Fig. 74).
(8) With both of the park brake release handle mounting bracket latches released, slide the handle and bracket assembly down and out of the instru- ment panel receptacle.
INSTALLATION
instrument panel.
(1) Position the park brake release handle to the
(2) Slide the handle and bracket assembly up into the instrument panel receptacle until both of the park brake release handle mounting bracket latches are engaged with the notches in the instrument panel receptacle.
(3) Lower the park brake release handle and reach under the driver side outboard end of the instrument panel to engage the park brake release linkage rod
Fig.74ParkBrakeReleaseHandleRemove/Install 1 - CLIP 2 - ROD 3 - MOUNTING BRACKET 4 - TRIM STICK 5 - LATCH TABS 6 - PARK BRAKE RELEASE HANDLE
end with the lever on the back of the park brake release handle.
(4) Lift the park brake release handle to access and snap the plastic retainer clip that secures the park brake release linkage rod to the lever on the back of the park brake release handle over the link- age rod.
(5) Reach under the driver side outboard end of the instrument panel to access and engage the park brake release linkage rod end to the park brake mechanism.
(6) Snap the plastic retainer clip that secures the park brake release linkage rod to the park brake mechanism on the left cowl side inner panel over the linkage rod.
(7) Reconnect the battery negative cable.
DR
BRAKES - ABS
5 - 39
BRAKES - ABS
TABLE OF CONTENTS
page
page
BRAKES - ABS
HYDRAULIC/MECHANICAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 39
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
STANDARD PROCEDURE - ABS BRAKEBLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
DESCRIPTION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING . . . . . . . . . . . . . . . 43
OPERATION - ELECTRONIC VARIABLE
BRAKE PROPORTIONING . . . . . . . . . . . . . . . 43
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 40
FRONT WHEEL SPEED SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 41
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 42REAR WHEEL SPEED SENSOR
DIAGNOSIS AND TESTING - REAR WHEEL
ANTILOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 43TONE WHEEL
DIAGNOSIS AND TESTING - REAR WHEEL
SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . 43
BRAKES - ABS DESCRIPTION
The antilock brake system (ABS) is an electroni- cally operated, three channel brake control system. The vehicle has Electronic Variable Brake Propor- tioning (EVBP) designed into the system which elim- inates the combination/proportioning valve.
The system is designed to prevent wheel lockup and maintain steering control during braking. Pre- venting lockup is accomplished by modulating fluid pressure to the wheel brake units.
The hydraulic system is a three channel design. The front wheel brakes are controlled individually and the rear wheel brakes in tandem. The ABS elec- trical system is separate from other electrical circuits in the vehicle. A specially programmed controller antilock brake unit operates the system components.
ABS system major components include: † Controller Antilock Brakes (CAB) † Hydraulic Control Unit (HCU) † Wheel Speed Sensors (WSS) † ABS Warning Light
HCU (HYDRAULIC CONTROL UNIT)
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 43
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 44RWAL VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 44
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 45OPERATION
Battery voltage is supplied to the CAB. The CAB performs a system initialization procedure at start up. A check of the ABS motor is performed at 15
miles per hour. Initialization consists of a static and dynamic self check of system electrical components. The static and dynamic checks occurs at ignition start up. During the dynamic check, the CAB briefly cycles solenoids to verify operation. An audible noise may be heard during this self check. This noise should be considered normal. The ABS motor and pump are then checked at a speed of 15 mile per hour.If an ABS component exhibits a fault during ini- tialization, the CAB illuminates the amber warning light and registers a fault code in the microprocessor memory.
The CAB monitors wheel speed sensor inputs con- tinuously while the vehicle is in motion. However, the CAB will not activate any ABS components as long as sensor inputs indicate normal braking.
During normal braking, the master cylinder, power booster and wheel brake units all function as they would in a vehicle without ABS. The HCU compo- nents are not activated.
BRAKES - ABS
5 - 40
BRAKES - ABS (Continued)The purpose of the antilock system is to prevent wheel lockup. Preventing lockup helps maintain vehi- cle braking action and steering control.
The antilock CAB activates the system whenever
sensor signals indicate periods of wheel slip.
The antilock system prevents lockup during a wheel slip condition by modulating fluid apply pres- sure to the wheel brake units.
Brake fluid apply pressure is modulated according to wheel speed, degree of slip and rate of decelera- tion. Sensors at each front wheel convert wheel speed into electrical signals. These signals are transmitted to the CAB for processing and determination of wheel slip and deceleration rate.
The ABS system has three fluid pressure control channels. The front brakes are controlled separately and the rear brakes in tandem. A speed sensor input signal indicating a wheel slip condition activates the CAB antilock program.
There are Two solenoid valves (Isolation and Dump valve) which are used in each antilock control chan- nel. The valves are all located within the HCU valve body and work in pairs to either increase, hold, or decrease apply pressure as needed in the individual control channels.
During an ABS stop the ISO valve is energized which acts to prevent further pressure build-up to
DR
the calipers. Then the Dump valve dumps off pres- sure until the wheel unlocks. This will continue until the wheels quit slipping altogether.
STANDARD PROCEDURE - ABS BRAKE BLEEDING
ABS system bleeding requires conventional bleed- ing methods plus use of the DRB scan tool. The pro- cedure involves performing a base brake bleeding, followed by use of the scan tool to cycle and bleed the HCU pump and solenoids. A second base brake bleed- ing procedure is then required to remove any air remaining in the system.
(1) Perform base brake bleeding,(Refer to 5 - BRAKES - STANDARD PROCEDURE) OR (Refer to 5 - BRAKES - STANDARD PROCEDURE).
(2) Connect scan tool to the Data Link Connector. (3) Select ANTILOCK BRAKES, followed by MIS- CELLANEOUS, then ABS BRAKES. Follow the instructions displayed. When scan tool displays TEST COMPLETE, disconnect scan tool and proceed.
(4) Perform base brake bleeding a second time,(Re- fer to 5 - BRAKES - STANDARD PROCEDURE) OR (Refer to 5 - BRAKES - STANDARD PROCEDURE). (5) Top off master cylinder fluid level and verify
proper brake operation before moving vehicle.
SPECIFICATIONS
TORQUE CHART
DESCRIPTION ABS Assembly Mounting Bolts ABS Assembly CAB Screws ABS Assembly
Brake Line Fittings
Wheel Speed Sensors
Front Sensor Bolt
Wheel Speed Sensors
Bracket To Knuckle
Wheel Speed Sensors
Rear Sensor Stud
Controller
Mounting Screws
RWAL Module Mounting Bolts
TORQUE SPECIFICATIONS
N·m 15
3.5
19
21
6.7
22.5
15
Ft. Lbs.
In. Lbs.
11
—
—
—
—
—
—
11
—
31
170
190
60
200
53
—
DR BRAKES - ABS (Continued)
DESCRIPTION
RWAL Valve
Brake Line Fittings
Rear Wheel Speed Sensor
Mounting Bolt
BRAKES - ABS
5 - 41
N·m 19
24
Ft. Lbs.
—
—
In. Lbs.
170
200
FRONT WHEEL SPEED SENSOR DESCRIPTION
The ABS brake system uses 3 wheel speed sensors. A sensor is mounted to each front hub/bearings. The third sensor is mounted on top of the rear axle dif- ferential housing.
OPERATION
The Wheel Speed Sensor consists of a magnet sur- rounded by windings from a single strand of wire. The sensor sends a small AC signal to the CAB. This signal is generated by magnetic induction. The mag- netic induction is created when a toothed sensor ring (exciter ring or tone wheel) passes the stationary magnetic WSS.
When the ring gear is rotated, the exciter ring passes the tip of the WSS. As the exciter ring tooth approaches the tip of the WSS, the magnetic lines of force expand, causing the magnetic field to cut across the sensor’s windings. This, in turn causes current to flow through the WSS circuit (Fig. 1) in one direc- tion. When the exciter ring tooth moves away from the sensor tip, the magnetic lines of force collapse cutting the winding in the opposite direction. This causes the current to flow in the opposite direction. Every time a tooth of the exciter ring passes the tip of the WSS, an AC signal is generated. Each AC sig- nal (positive to negative signal or sinewave) is inter- preted by the CAB. It then compares the frequency of the sinewave to a time value to calculate vehicle speed. The CAB continues to monitor the frequency to determine a deceleration rate that would indicate a possible wheel-locking tendency.
sor is directly affected by:
netic field, the stronger the signal
The signal strength of any magnetic induction sen- † Magnetic field strength; the stronger the mag- † Number of windings in the sensor; more wind- † Exciter ring speed; the faster the exciter ring/ † Distance between the exciter ring teeth and WSS; the closer the WSS is to the exciter ring/tone wheel, the stronger the signal will be
tone wheel rotates, the stronger the signal will be
ings provide a stronger signal
The rear WSS is not adjustable. A clearance speci- fication has been established for manufacturing toler-
Fig.1OperationoftheWheelSpeedSensor
1 - MAGNETIC CORE 2 - CAB 3 - AIR GAP 4 - EXCITER RING 5 - COIL
If
the
clearance
ances. is not within these specifications, then either the WSS or other compo- nents may be damaged. The clearance between the WSS and the exciter ring is 0.005 – 0.050 in.
The assembly plant performs a “Rolls Test” on every vehicle that leaves the assembly plant. One of the test performed is a test of the WSS. To properly test the sensor, the assembly plant connects test equipment to the Data Link Connector (DLC). This connector is located to the right of the steering col- umn and attached to the lower portion of the instru- ment panel (Fig. 2). The rolls test terminal is spliced to the WSS circuit. The vehicle is then driven on a set of rollers and the WSS output is monitored for proper operation.
REMOVAL
(1) Remove the front rotor (Refer to 5 - BRAKES/ HYDRAULIC/MECHANICAL/ROTORS - REMOV- AL).
(2) Remove the wheel speed sensor mounting bolt
from the hub. (Fig. 3)
BRAKES - ABS
5 - 42
FRONT WHEEL SPEED SENSOR (Continued)DR
REAR WHEEL SPEED SENSOR DIAGNOSIS AND TESTING - REAR WHEEL ANTILOCK
Diagnosis of base brake conditions which are mechanical in nature should be performed first. This includes brake noise, lack of power assist, parking brake, or vehicle vibration during normal braking.
The RWAL brake system performs several self- tests every time the ignition switch is turned on and the vehicle is driven. The CAB monitors the system inputs and outputs circuits to verify the system is operating properly. If the CAB senses a malfunction in the system it will set a DTC into memory and trig- ger the warning lamp.
is used to NOTE: The MDS or DRB III scan tool diagnose the RWAL system. For test procedures refer to the Chassis Diagnostic Manual.
REMOVAL
(1) Raise the vehicle on a hoist. (2) Remove the brake line mounting nut and
remove the brake line from the sensor stud.
(3) Remove the mounting stud from the sensor and
shield (Fig. 4).
Fig.4REARWHEELSPEEDSENSOR
1 - WHEEL SPEED SENSOR 2 - MOUNTING BOLT 3 - AXLE HOUSING
(4) Remove the sensor and shield from the differ-
(5) Disconnect the sensor wire harness and remove
ential housing.
the sensor.
Fig.2DataLinkConnector-Typical
1 - 16–WAY DATA LINK CONNECTOR
(3) Remove the wheel speed sensor from the hub. (4) Remove the wiring from the clips and discon-
nect the electrical connector.
Fig.3WHEELSPEEDSENSOR
1 - WHEEL SPEED SENSOR MOUNTING BOLT 2 - WHEEL SPEED SENSOR 3 - HUB/BEARING
INSTALLATION
(1) Install the wiring to the clips and Reconnect
the electrical connector.
(2) Install the wheel speed sensor to the hub. (3) Install the wheel speed sensor mounting bolt to
the hub. Tighten the bolt to 21 N·m (190 in. lbs.).
(4) Install the front rotor and brake caliper assem- bly (Refer to 5 - BRAKES/HYDRAULIC/MECHANI- CAL/ROTORS - INSTALLATION).
DR REAR WHEEL SPEED SENSOR (Continued) INSTALLATION
(1) Connect the harness to the sensor. Be sure the seal is securely in place between the sensor and the wiring connector.
(2) Install the O-ring on the sensor (if removed). (3) Insert the sensor in the differential housing. (4) Install the sensor shield. (5) Install the sensor mounting stud and tighten to
(6) Install the brake line on the sensor stud and
24 N·m (200 in. lbs.).
install the nut.
(7) Lower the vehicle.
TONE WHEEL DIAGNOSIS AND TESTING - REAR WHEEL SPEED SENSOR
Diagnosis of base brake conditions which are mechanical in nature should be performed first. This includes brake noise, lack of power assist, parking brake, or vehicle vibration during normal braking.
The Antilock brake system performs several self- tests every time the ignition switch is turned on and the vehicle is driven. The CAB monitors the system inputs and outputs circuits to verify the system is operating properly. If the CAB senses a malfunction in the system it will set a DTC into memory and trig- ger the warning lamp.
NOTE: The MDS or DRB III scan tool is used to diagnose the Antilock Brake system. For test proce- dures refer to the Chassis Diagnostic Manual.
HYDRAULIC/MECHANICAL DESCRIPTION - ELECTRONIC VARIABLE BRAKE PROPORTIONING
Vehicles equipped with ABS use electronic variable brake proportioning (EVBP) to balance front-to-rear braking. The EVBP is used in place of a rear propor- tioning valve. The EVBP system uses the ABS sys- tem to control the slip of the rear wheels in partial braking range. The braking force of the rear wheels is controlled electronically by using the inlet and out- let valves located in the integrated control unit (ICU).
OPERATION - ELECTRONIC VARIABLE BRAKE PROPORTIONING
EVBP is able to decrease, hold and increase rear brake pressure without activating full ABS control. Upon entry into EVBP the inlet valve for the rear brake circuit is switched on so that the fluid supply
BRAKES - ABS
5 - 43
from the master cylinder is shut off. In order to decrease the rear brake pressure, the outlet valve for the rear brake circuit is pulsed. This allows fluid to enter the low pressure accumulator (LPA) in the hydraulic control unit (HCU) resulting in a drop in fluid pressure to the rear brakes. In order to increase the rear brake pressure, the outlet valve is switched off and the inlet valve is pulsed. This increases the pressure to the rear brakes.
The EVBP will remain functional during many ABS fault modes. If both the red BRAKE and amber ABS warning indicators are illuminated, the EVBP may not be functioning.
HCU (HYDRAULIC CONTROL UNIT) DESCRIPTION
The HCU consists of a valve body, pump motor, low pressure accumulators, inlet valves, outlet valves and noise attenuators.
OPERATION
Accumulators in the valve body store extra fluid released to the system for ABS mode operation. The pump provides the fluid volume needed and is oper- ated by a DC type motor. The motor is controlled by the CAB.
The
valves modulate brake pressure during
antilock braking and are controlled by the CAB.
The HCU provides three channel pressure control to the front and rear brakes. One channel controls the rear wheel brakes in tandem. The two remaining channels control the front wheel brakes individually. During antilock braking, the solenoid valves are
opened and closed as needed.
During normal braking, the HCU solenoid valves and pump are not activated. The master cylinder and power booster operate the same as a vehicle without an ABS brake system.
NOTE: The three modes mentioned below do occur but not necessarily in the order listed everytime.
During antilock braking, solenoid valve pressure modulation occurs in three stages, pressure increase, pressure hold, and pressure decrease. The valves are all contained in the valve body portion of the HCU.
PRESSURE DECREASE
The outlet valve is opened and the inlet valve is
closed during the pressure decrease cycle.
A pressure decrease cycle is initiated when speed sensor signals indicate high wheel slip at one or more wheels. At this point, the CAB closes the inlet
BRAKES - ABS
5 - 44
HCU (HYDRAULIC CONTROL UNIT) (Continued)DR
then opens the outlet valve, which also opens the return circuit to the accumulators. Fluid pressure is allowed to bleed off (decrease) as needed to prevent wheel lock.
Once the period of high wheel slip has ended, the CAB closes the outlet valve and begins a pressure increase or hold cycle as needed.
PRESSURE HOLD
Both solenoid valves are closed in the pressure hold cycle but only the inlet valve is energized. Fluid apply pressure in the control channel is maintained at a constant rate. The CAB maintains the hold cycle until sensor inputs indicate a pressure change is nec- essary.
PRESSURE INCREASE
The inlet valve is open and the outlet valve is closed during the pressure increase cycle. The pres- sure increase cycle is used to reapply thew brakes. This cycle controls re-application of fluid apply pres- sure.
REMOVAL
(1) Install a prop rod on the brake pedal to keep
pressure on the brake system.
(2) Disconnect the battery cables from the battery. (3) Remove the battery. (4) Disconnect the two electrical harness connec-
tors (Fig. 5).
(Fig. 5).
(5) Remove the five brake lines from the HCU
(6) Remove HCU/CAB mounting bolts and remove
the HCU/CAB (Fig. 5).
INSTALLATION
NOTE: If the CAB is being replaced with a new CAB is must be reprogrammed with the use of a DRB III.
(1) Install HCU/CAB on the mounts and Tighten
the bolts to 15N·m (11 ft. lbs.) (Fig. 5).
(2) Install the five brake lines to the HCU and
tighten to 19 N·m (170 in. lbs.) (Fig. 5).
(3) Install the two electrical harness connectors to the HCU/CAB and push down on the release to secure the connectors.
(4) Install the battery. (5) Install the battery cables to the battery. (6) Remove the prop rod on the brake pedal. (7) Bleed ABS brake system (Refer to 5 - BRAKES
- STANDARD PROCEDURE).
RWAL VALVE DESCRIPTION
Rear Wheel Antilock (RWAL) brake system is stan- dard equipment on 1500 series vehicles. The RWAL brake system is designed to prevent rear wheel lock-up on virtually all types of road surfaces. RWAL braking is desirable because a vehicle which is stopped without locking the rear wheels will retain directional stability. This allows the driver to retain greater control of the vehicle during braking.
The valve is located on the drivers side inner fender under the hood. The valve modulates hydrau- lic pressure to the rear brakes.
The RWAL components include: † RWAL Valve † Controller Antilock brake (CAB) † Rear Wheel Speed Sensor (WSS)
OPERATION
When the brakes are applied, hydraulic fluid is routed from the master cylinder’s secondary circuit to the RWAL valve. From there hydraulic fluid is routed to the rear brakes. The Controller Antilock Brake (CAB) contains an Electronic Variable Brake Propor- tioning (EVBP) control algorithm, which proportions the applied braking force to the rear wheels during braking. The EVBP function of the RWAL system takes the place of a conventional hydraulic propor- tioning valve. The CAB monitors the rear wheel speed through the rear wheel speed sensor and cal- culates an estimated vehicle deceleration. When an established deceleration threshold is exceeded, an isolation valve is closed to hold the applied brake pressure to the rear brakes constant. Upon further increases in the estimated vehicle deceleration, the isolation valve is selectively opened to increase rear
Fig.5HYDRAULICCONTROLUNIT
1 - HYDRAULIC CONTROL UNIT 2 - MOUNTING BOLTS
DR RWAL VALVE (Continued)
brake pressure in proportion to the front brake pres- sure. If impending rear wheel lock-up is sensed, the CAB signals the RWAL valve to modulate hydraulic brake pressure to the rear wheels to prevent lock-up. NORMAL BRAKING Since the RWAL valve also performs the EVBP or proportioning function, vehicle deceleration under normal braking may be sufficient to trigger the EVBP function of the RWAL system without full RWAL activity as would normally occur during an impending rear wheel lock-up. As previ- ously mentioned, the isolation valve is selectively closed and opened to increase rear brake pressure in proportion to the front brake pressure under EVBP control. Slight brake pedal pulsations may be noticed as the isolation valve is opened.
REMOVAL
(1) Install a prop rod on the brake pedal to keep
pressure on the brake system.
(2) Disconnect the battery cables from the battery. (3) Remove the battery. (4) Disconnect
the electrical harness connector
(Fig. 6).
(Fig. 6).
(5) Remove the brake lines from the rwal valve
(6) Remove rwal valve mounting nuts and remove
the rwal valve (Fig. 6).
INSTALLATION
(1) Install rwal valve and Tighten the nuts to 15
N·m (11 ft. lbs.) (Fig. 6).
BRAKES - ABS
5 - 45
Fig.6RWALVALVE
1 - RWAL VALVE 2 - MOUNTING NUTS
(2) Install the brake lines to the rwal valve and
tighten to 19 N·m (170 in. lbs.) (Fig. 6).
(3) Install the electrical harness connector to the
rwal valve and secure the connector.
(4) Install the battery. (5) Install the battery cables to the battery. (6) Remove the prop rod on the brake pedal. (7) Bleed ABS brake system (Refer to 5 - BRAKES
- STANDARD PROCEDURE).
DR
CLUTCH
CLUTCH
TABLE OF CONTENTS
page
FLYWHEEL
CLUTCH
6 - 1
page
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
WARNING DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 2
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 6DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 11
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 12
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12CLUTCH DISC
PILOT BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12CLUTCH HOUSING
LINKAGE
DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 8
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10CLUTCH RELEASE BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13CLUTCH PEDAL POSITION SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 14CLUTCH DESCRIPTION
The clutch mechanism consists of a flywheel, a sin- gle, dry-type disc, and a diaphragm style clutch cover (Fig. 1). A hydraulic linkage is used to operate the clutch release bearing and fork. The flywheel is bolted to the rear flange of the crankshaft. The clutch pressure plate is bolted to the flywheel with the clutch disc located between these two compo- nents. The clutch system provides the mechanical, but still easily detachable, link between the engine and the transmission. The system is designed to ensure that the full torque output of the engine is transfered to the transmission while isolating the transmission from the engine firing pulses to mini- mize concerns such as gear rattle.
OPERATION
Leverage, clamping force and friction are what make the clutch work. The disc serves as the friction element and a diaphragm spring and pressure plate provide the clamping force. The clutch pedal, hydrau- lic linkage, release lever and bearing provide the leverage.
The clutch master cylinder push rod is connected to the clutch pedal. When the clutch pedal is depressed, the slave cylinder is operated by the clutch master cylinder mounted on the dash panel. The release fork is actuated by the hydraulic slave cylinder mounted on the transmission housing. The
Fig.1ENGINEPOWERFLOW
release bearing is operated by a release fork pivoting on a ball stud mounted in the transmission housing. The release bearing then depresses the pressure plate spring fingers, releasing pressure on the clutch disc and allowing the engine crankshaft to spin inde- pendently of the transmission input shaft (Fig. 2).
CLUTCH
6 - 2
CLUTCH (Continued)DR
(EPA), FOR THE HANDLING AND DISPOSAL OF PRODUCTS CONTAINING ASBESTOS.
DIAGNOSIS AND TESTING
A road test and component inspection is recom- mended to determine a clutch problem. During a road test, drive the vehicle at normal speeds. Shift the transmission through all gear ranges and observe clutch action. If the clutch chatters, grabs, slips or does not release properly, remove and inspect the clutch components. If the problem is noise or hard shifting, further diagnosis may be needed as the transmission or another driveline component may be at fault.
CLUTCH CONTAMINATION
Fig.2CLUTCHOPERATION
1 - FLYWHEEL 2 - PRESSURE PLATE FINGERS 3 - PIVOT POINT 4 - RELEASE BEARING PUSHED IN 5 - CLUTCH DISC ENGAGED 6 - CLUTCH DISC ENGAGED 7 - RELEASE BEARING
WARNING
WARNING:: EXERCISE CARE WHEN SERVICING CLUTCH COMPONENTS. FACTORY INSTALLED CLUTCH DISCS DO NOT CONTAIN ASBESTOS FIBERS. DUST AND DIRT ON CLUTCH PARTS MAY CONTAIN ASBESTOS FIBERS FROM AFTERMAR- KET COMPONENTS. BREATHING EXCESSIVE CON- CENTRATIONS OF THESE FIBERS CAN CAUSE SERIOUS BODILY HARM. WEAR A RESPIRATOR DURING SERVICE AND NEVER CLEAN CLUTCH COMPONENTS WITH COMPRESSED AIR OR WITH A DRY BRUSH. EITHER CLEAN THE COMPONENTS WITH A WATER DAMPENED RAGS OR USE A VAC- UUM CLEANER SPECIFICALLY DESIGNED FOR REMOVING ASBESTOS FIBERS AND DUST. DO NOT CREATE DUST BY SANDING A CLUTCH DISC. REPLACE THE DISC IF THE FRICTION MATERIAL IS DAMAGED OR CONTAMINATED. DISPOSE OF ALL DUST AND DIRT CONTAINING ASBESTOS FIBERS IN SEALED BAGS OR CONTAINERS. THIS WILL HELP MINIMIZE EXPOSURE TO YOURSELF AND TO OTHERS. FOLLOW ALL RECOMMENDED SAFETY PRACTICES PRESCRIBED BY THE OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION (OSHA) AND THE ENVIRONMENTAL SAFETY AGENCY
Fluid contamination is a frequent cause of clutch malfunctions. Oil, water or clutch fluid on the clutch disc and pressure plate surfaces will cause chatter, slip and grab. Inspect components for oil, hydraulic fluid or water/road splash contamination.
Oil contamination indicates a leak at either the rear main seal or transmission input shaft. Clutch fluid leaks are usually from damaged slave cylinder push rod seals. Heat buildup caused by slippage between the pressure plate, disc and flywheel can bake the oil residue onto the components. The glaze- like residue ranges in color from amber to black.
Road splash contamination is dirt/water entering the clutch housing due to loose bolts, housing cracks. Driving through deep water puddles can force water/ road splash into the housing through such openings.
IMPROPER RELEASE OR CLUTCH ENGAGEMENT
Clutch release or engagement problems can be caused by worn or damage clutch components. A visual inspection of the release components will usu- ally reveal the problem part.
Release problems can result in hard shifting and noise. Look for leaks at the clutch cylinders and interconnecting line and loose slave cylinder bolts. Also worn/loose release fork, pivot stud, clutch disc, pressure plate or release bearing.
Engagement problems can result in slip, chatter/ shudder and noisy operation. The causes may be clutch disc contamination, wear, distortion or fly- wheel damage. Visually inspect to determine the actual cause of the problem.
CLUTCH MISALIGNMENT
Clutch components must be in proper alignment with the crankshaft and transmission input shaft. Misalignment caused by excessive runout or warpage of any clutch component will cause grab, chatter and improper clutch release.
DR CLUTCH (Continued) CLUTCH COVER AND DISC RUNOUT
Check the clutch disc before installation. Axial (face) runout of a new disc should not exceed 0.50
mm (0.020 in.). Measure runout about 6 mm (1/4 in.) from the outer edge of the disc facing. Obtain another disc if runout is excessive.Check condition of the clutch before installation. A warped cover or diaphragm spring will cause grab and incomplete release or engagement. Be careful when handling the cover and disc. Impact can distort the cover, diaphragm spring, release fingers and the hub of the clutch disc.
Use an alignment tool when positioning the disc on the flywheel. The tool prevents accidental misalign- ment which could result in cover distortion and disc damage.
A frequent cause of clutch cover distortion (and consequent misalignment) is improper bolt tighten- ing.
FLYWHEEL RUNOUT
Check flywheel runout whenever misalignment is suspected. Flywheel runout should not exceed 0.08
mm (0.003 in.). Measure runout at the outer edge of the flywheel face with a dial indicator.Common causes of runout are: † heat warpage † improper machining † incorrect bolt tightening † improper seating on crankshaft flange shoulder
CLUTCH
6 - 3
† foreign material on crankshaft flange Flywheel machining is not recommended. The fly- wheel clutch surface is machined to a unique contour and machining will negate this feature. Minor fly- wheel scoring can be cleaned up by hand with 180
grit emery or with turning equipment. Remove only enough material to reduce scoring (approximately 0.001 - 0.003 in.). Heavy stock removal is not rec- ommended. Replace the flywheel if scoring is severe and deeper than 0.076 mm (0.003 in.). Excessive stock removal can result in flywheel cracking or warpage after installation; it can also weaken the fly- wheel and interfere with proper clutch release.Clean the crankshaft flange before mounting the flywheel. Dirt and grease on the flange surface may cock the flywheel causing excessive runout. Use new bolts when remounting a flywheel and secure the bolts with Mopar Lock And Seal or equivalent. Tighten flywheel bolts to specified torque only. Over- tightening can distort the flywheel hub causing runout.
DIAGNOSIS CHART
The diagnosis charts Diagnosis Chart describe common clutch problems, causes and correction. Fault conditions are listed at the top of each chart. Conditions, causes and corrective action are outlined in the indicated columns.
The charts are provided as a convenient reference
when diagnosing faulty clutch operation.
DIAGNOSIS CHART
CONDITION
POSSIBLE CAUSES
CORRECTION
Disc facing worn out
1. Normal wear.
2. Driver frequently rides (slips) the clutch. Results in rapid overheating and wear. 3. Insufficient clutch cover diaphragm spring tension.
1. Replace cover and disc.
2. Replace cover and disc.
3. Replace cover and disc.
Clutch disc facing contaminated with oil, grease, or clutch fluid.
1. Leak at rear main engine seal or transmission input shaft seal.
1. Replace appropriate seal.
2. Excessive amount of grease applied to the input shaft splines. 3. Road splash, water entering housing. 4. Slave cylinder leaking.
2. Remove grease and apply the correct amount of grease. 3. Replace clutch disc. Clean clutch cover and reuse if in good condition. 4. Replace hydraulic clutch linkage.
1. Release bearing sticking or binding and does not return to the normal running position.
1. Verify failure. Replace the release bearing and transmission front bearing retainer as necessary.
Clutch is running partially disengaged.
CLUTCH
6 - 4
CLUTCH (Continued)DR
CONDITION
POSSIBLE CAUSES
CORRECTION
Flywheel below minimum thickness specification.
1. Improper flywheel machining. Flywheel has excessive taper or excessive material removal.
1. Replace flywheel.
Clutch disc, cover and/or diaphragm spring warped or distorted.
1. Rough handling. Impact bent cover, spring, or disc.
1. Replace disc or cover as necessary.
2. Improper bolt tightening procedure.
2. Tighten clutch cover using proper procedure.
Facing on flywheel side of disc torn, gouged, or worn.
1. Flywheel surface scored or nicked.
1. Correct surface condition if possible. Replace flywheel and disc as necessary.
2. Clutch disc sticking or binding on transmission input shaft.
2. Inspect components and correct/replace as necessary.
Clutch disc facing burnt. Flywheel and cover pressure plate surfaces heavily glazed.
1. Frequent operation under high loads or hard acceleration conditions.
2. Driver frequently rides (slips) clutch. Results in rapid wear and overheating of disc and cover.
Clutch disc binds on input shaft splines.
1. Clutch disc hub splines damaged during installation.
2. Input shaft splines rough, damaged, or corroded.
1. Correct condition of flywheel and pressure plate surface. Replace clutch cover and disc. Alert driver to problem cause.
2. Correct condition of flywheel and pressure plate surface. Replace clutch cover and disc. Alert driver to problem cause.
1. Clean, smooth, and lubricate hub splines if possible. Replace disc if necessary.
2. Clean, smooth, and lubricate shaft splines if possible. Replace input shaft if necessary.
Clutch disc rusted to flywheel and/or pressure plate.
1. Clutch not used for an extended period of time (e.g. long term vehicle storage).
1. Sand rusted surfaces with 180
grit sanding paper. Replace clutch cover and flywheel if necessary.Pilot bearing seized, loose, or rollers are worn.
1. Bearing cocked during installation. 2. Bearing defective. 3. Bearing not lubricated. 4. Clutch misalignment.
1. Install a new bearing.
2. Install a new bearing. 3. Install a new bearing. 4. Inspect clutch and correct as necessary. Install and lubricate a new bearing.
DR CLUTCH (Continued)
CLUTCH
6 - 5
CONDITION
POSSIBLE CAUSES
CORRECTION
Clutch will not disengage properly.
1. Low hydraulic linkage fluid level.
1. Add hydraulic linkage fluid.
2. Clutch cover loose.
3. Clutch disc bent or distorted. 4. Clutch cover diaphragm spring bent or warped. 5. Clutch disc installed backwards.
6. Release fork bent or fork pivot loose or damaged. 7. Clutch master or slave cylinder failure.
Clutch pedal squeak.
1. Pivot pin loose.
2. Master cylinder bushing not lubricated. 3. Pedal bushings worn out or cracked. 4. Rough surface on front bearing retainer.
2. Follow proper bolt tightening procedure. 3. Replace clutch disc. 4. Replace clutch cover.
5. Remove and install clutch disc correctly. 6. Replace fork or pivot as necessary. 7. Replace hydraulic linkage assembly.
1. Tighten pivot pin if possible. Replace clutch pedal if necessary. 2. Lubricate master cylinder bushing. 3. Replace and lubricate bushings.
4. Replace front bearing retainer.
Clutch master or slave cylinder plunger dragging andør binding
1. Master or slave cylinder components worn or corroded.
1. Replace clutch hydraulic linkage assembly.
Release bearing is noisy.
1. Release bearing defective or damaged.
1. Replace release bearing.
Contact surface of release bearing damaged.
1. Clutch cover incorrect or release fingers bent or distorted.
1. Replace clutch cover and release bearing.
Partial engagement of clutch disc. One side of disc is worn and the other side is glazed and lightly worn.
2. Release bearing defective or damaged. 3. Release bearing misaligned.
1. Clutch pressure plate position incorrect. 2. Clutch cover, spring, or release fingers bent or distorted. 3. Clutch disc damaged or distorted. 4. Clutch misalignment.
2. Replace the release bearing.
3. Check and correct runout of clutch components. Check front bearing sleeve for damage/ alignment. Repair as necessary.
1. Replace clutch disc and cover.
2. Replace clutch disc and cover.
2. Replace clutch disc.
4. Check alignment and runout of flywheel, disc, pressure plate, andør clutch housing. Correct as necessary.
CLUTCH
6 - 6
CLUTCH (Continued) SPECIFICATIONSDESCRIPTION
Slave Cylinder Nuts
Clutch Master Cylinder
Nuts
Pressure Plate Bolts - V6
& V8
Pressure Plate Bolts - V10
Pressure Plate Bolts -
Diesel
Release Bearing Pivot
Flywheel Bolts
CLUTCH DISC REMOVAL
(1) Support engine with wood block and adjustable
jack stand, to prevent strain on engine mounts.
(2) Remove transmission and transfer case,
if
equipped.
(3) If pressure plate will be reused, mark the posi- tion on flywheel with paint or scriber (Fig. 3). Also note location marks on the pressure next to the bolt holes. The mark will be a L or a circle with an X in it.
DR
TORQUE SPECIFICATIONS
N·m 23
28
50
30
30
23
95Ft. Lbs.
In. Lbs.
17
21
37
22.5
22.5
17
70(4) Insert clutch alignment tool through clutch disc and into pilot bushing, to hold disc in place while removing bolts.
(5) Loosen pressure plate bolts evenly, a few threads at a time and in a diagonal pattern to pre- vent warping the plate.
(6) Remove bolts completely and remove pressure
plate, disc and alignment tool.
INSTALLATION
(1) Check runout and free operation of new clutch disc. (2) Lubricate crankshaft pilot bearing with a NLGI
- 2 rated grease.
(3) Install clutch alignment tool in clutch disc hub with the raised side of hub is facing away from the flywheel.
NOTE: Flywheel side is imprinted on the disc face.
(4) Install alignment tool in pilot bearing and posi-
tion disc on the flywheel.
(5) Position pressure plate over disc and onto the
flywheel (Fig. 4).
(6) Align and hold pressure plate in position and
install bolts finger tight.
(7) Tighten bolts evenly and a few threads at a
time in a diagonal pattern.
Fig.3PRESSUREPLATEPOSITION-TYPICAL
1 - FLYWHEEL 2 - ALIGNMENT MARKS 3 - PRESSURE PLATE
CAUTION: Bolts must be tightened evenly and to specified torque to avoid warping pressure plate cover.
(8) Tighten pressure plate bolts to: † V6 & V8 Engines - 50 N·m (37 ft. lbs.) † V10 & Diesel Engines - 30 N·m (22.5 ft. lbs.) (9) Remove release lever and release bearing from clutch housing. Apply Mopar high temperature bearing grease to bore of release bearing, release lever contact surfaces and release lever pivot stud (Fig. 5).
DR CLUTCH DISC (Continued)
CLUTCH
6 - 7
(10) Apply light coat of Mopar high temperature bearing grease to splines of transmission input shaft and to release bearing slide surface of the transmis- sion front bearing retainer (Fig. 6).
CAUTION: Do not over lubricate shaft splines. This can result in grease contamination of the disc.
Fig.4CLUTCHDISCANDPRESSUREPLATE
1 - FLYWHEEL 2 - PRESSURE PLATE AND DISC 3 - ALIGNMENT TOOL
Fig.6INPUTSHAFTLUBRICATIONPOINTS
1 - INPUT SHAFT 2 - BEARING RETAINER 3 - SPLINE AND RELEASE BEARING SURFACE
(11) Wipe pilot bearing surface clean. (12) Install release lever and bearing in clutch housing. Verify spring clips that retain fork on pivot ball and release bearing on fork are installed prop- erly (Fig. 7).
If release lever is installed correctly,
NOTE: the lever part number will be toward the bottom of the transmission and right side up. There is also a stamped “I” in the lever which goes to the pivot ball side of the transmission.
(13) Install
equipped.
transmission and transfer
case if
Fig.5LUBRICATIONPOINTS
1 - CLUTCH HOUSING 2 - FORK PIVOT BALL 3 - RELEASE FORK 4 - RELEASE BEARING BORE 5 - LUBE POINTS
CLUTCH
6 - 8
CLUTCH DISC (Continued)DR
(3) Replace one of
the flywheel bolts with an appropriate size threaded rod that is 10 in. (25.4 cm) long (Fig. 8). The rod will be used to mount the dial indicator.
Fig.7FORK,BEARINGANDSPRINGCLIPS
1 - FORK 2 - SPRING CLIP 3 - BEARING 4 - SPRING CLIP
(14) Check fluid level in clutch master cylinder.
CLUTCH HOUSING DIAGNOSIS AND TESTING
The clutch housing maintains alignment between the crankshaft and transmission input shaft. Mis- alignment can cause clutch noise, hard shifting, incomplete release and chatter. Also premature pilot bearing, cover release fingers and clutch disc wear. In severe cases, it can cause premature wear of the transmission input shaft and front bearing.
NOTE: Only the NV4500 clutch housing can be checked using the following bore and face runout procedures. The NV5600 clutch housing is a inte- gral part of the transmission and can only be checked off the vehicle.
CLUTCH HOUSING BORE RUNOUT
CAUTION: On diesel engines if housing bore runout exceeds 0.015 inch, the clutch housing/transmis- sion adapter plate must be replaced. On gas engines if housing bore runout exceeds 0.053 in. the clutch housing must be replaced.
NOTE: Offset dowels are available for gas engines to correct housing bore runout. They are not avail- able for diesel engines.
(1) Remove the clutch housing. (2) Remove the clutch cover and disc.
Fig.8DIALINDICATORMOUNTINGSTUD
1 - 7/16 - 20 THREAD 2 - NUT 3 - STUD OR THREADED ROD 4 - 10 INCHES LONG
(4) Remove release fork from the clutch housing. (5) Install clutch housing. Tighten the housing
bolts nearest the alignment dowels first.
(6) Mount dial indicator on the threaded rod and position indicator plunger on the clutch housing bore (Fig. 9).
Fig.9CLUTCHHOUSINGBORERUNOUT
1 - MOUNTING STUD OR ROD 2 - DIAL INDICATOR 3 - INDICATOR PLUNGER 4 - CLUTCH HOUSING BORE
(7) Rotate crankshaft until indicator plunger is at the topof the housing bore. Zero the indicator at this point.
(8) Rotate crankshaft and record indicator read- ings at eight points (45° apart) around the bore (Fig. 10). Take measurement at least twice for accuracy.
DR CLUTCH HOUSING (Continued)
CLUTCH
6 - 9
driver. Then install the housing and mount the dial indicator and check bore runout again. Rotate the dowels until the TIR is less than 0.010 inch.
Clutch Housing Face Runout
(1) Position dial indicator towards the housing face (Fig. 12) with indicator plunger on the rim of the housing bore.
Fig.10MEASUREMENTPOINTSANDREADINGS 1 - CLUTCH HOUSING BORE CIRCLE
(9) Subtract each reading from the one 180° oppo- site to determine runout and direction. Bore runout example (Fig. 10):
† 0.000 – (–0.007) = 0.007 in. † +0.002 – (–0.010) = 0.012 in. † +0.004 – (–0.005) = 0.009 in. † –0.001 – (+0.001) = –0.002 in. In this example the largest or total indicator read- ing (TIR) difference is 0.012 inch. This means the housing bore is offset from the crankshaft centerline by 0.006 in. which is 1/2 of 0.012 inch. The dowels needed to correct this have an offset of 0.007 in. (Fig. 11).
Fig.12DIALINDICATORLOCATION
1 - INDICATOR PLUNGER 2 - DIAL INDICATOR 3 - CLUTCH HOUSING FACE 4 - INDICATOR MOUNTING STUD OR ROD
(2) Rotate crankshaft until indicator plunger is at
the 10 O’clock position and zero the dial indicator.
(3) Measure and record face runout readings at four points 90° apart (Fig. 13). Take measurement at least twice for accuracy.
Fig.11ALIGNMENTDOWELSELECTION
1 - SLOT DIRECTION OF OFFSET
2 - OFFSET DOWEL
TIR VALUE
0.011 - 0.021 inch 0.022 - 0.035 inch 0.036 - 0.052 inch
OFFSET DOWEL REQUIRED
0.007 inch 0.014 inch 0.021 inch
Remove housing and install dowels with the slotted side facing out so they can be turned with a screw-
Fig.13MEASUREMENTPOINTSANDREADINGS 1 - CLUTCH HOUSING FACE CIRCLE (AT RIM OF BORE)
(4) Subtract lowest reading from highest to deter- mine total runout. If low reading was minus 0.004
in. and highest reading was plus 0.009 in. the total runout is 0.013 inch.DR
Fig.15TRANSMISSION/CLUTCHHOUSING-NV4500
1 - CLUTCH HOUSING 2 - TRANSMISSION† “C” bolts for 8.0L applications - 74.5 N·m (55
ft.lb.).
CLUTCH
6 - 10
CLUTCH HOUSING (Continued)NOTE: Maximum acceptable face runout is 0.010 inch.
To correct this example (Fig. 13) the shims needed between the clutch housing and transmission are: † 0.009 in. at the 0.000 corner † 0.012 in. at the –0.003 corner † 0.013 in. at the –0.004 corner After installing the clutch assembly and housing, tighten the housing bolts nearest the alignment dow- els first.
NOTE: Shims can be made from shim stock or sim- ilar materials of the required thickness (Fig. 14).
Fig.14ALIGNMENTSHIMS
1 - CUT/DRILL BOLT HOLE TO SIZE 2 - SHIM STOCK 3 - MAKE SHIM 1-INCH DIAMETER
REMOVAL
(1) Remove transmission and transfer case (Fig. 15). (2) Remove the starter from the clutch housing. (3) Remove clutch housing bolts and remove hous-
ing from the engine.
INSTALLATION
(1) Clean housing mounting surface of engine
block with wax and grease remover.
(2) Verify that clutch housing alignment dowels
are in good condition and properly seated.
(3) Transfer slave cylinder, release fork and boot, fork pivot stud and wire/hose brackets to new hous- ing.
(4) Align and install clutch housing on transmis- sion (Fig. 16). Tighten housing bolts closest to align- ment dowels first and to the following torque values: † 1/4in. diameter “A” bolts - 4.5 N·m (40 in.lb.). † 3/8in. diameter “A” bolts - 47.5 N·m (35 ft.lb.). † 7/16in. diameter “A” bolts - 68 N·m (50 ft.lb.). † “B” bolts for 5.9L TD/8.0L applications - 47.5
N·m (35 ft.lb.). † “C” bolts for 5.9L TD applications - 47.5 N·m (35ft.lb.).
Fig.16CLUTCHHOUSINGINSTALLATION-NV4500
1 - ENGINE BLOCK 2 - CLUTCH DISC AND COVER 3 - CLUTCH HOUSING 4 - DUST COVER(5) Install the starter to the clutch housing.
DR CLUTCH HOUSING (Continued)
CLUTCH
6 - 11
(6) Install the clutch housing dust shield to the
(7) Install
transmission and transfer
case,
if
clutch housing.
equipped.
CLUTCH RELEASE BEARING REMOVAL
(1) Remove transmission and transfer case,
if
equipped.
(2) Remove spring clip. (3) Disconnect release bearing from release fork
and remove bearing (Fig. 17).
Fig.18ClutchReleaseForkAnd
1 - PIVOT BALL 2 - FORK 3 - SLAVE CYLINDER OPENING 4 - BEARING
(6) Install transmission and transfer case. (7) Check clutch master cylinder fluid level.
FLYWHEEL DIAGNOSIS AND TESTING
Check flywheel runout whenever misalignment is suspected. Flywheel runout should not exceed 0.08
mm (0.003 in.). Measure runout at the outer edge of the flywheel face with a dial indicator. Mount the indicator on a stud installed in place of one of the fly- wheel bolts.Common causes of runout are: † heat warpage † improper machining † incorrect bolt tightening † improper seating on crankshaft flange shoulder † foreign material on crankshaft flange Flywheel machining is not recommended. The fly- wheel clutch surface is machined to a unique contour and machining will negate this feature. Minor fly- wheel scoring can be cleaned up by hand with 180
grit emery or with surface grinding equipment. Remove only enough material to reduce scoring (approximately 0.001 - 0.003 in.). Heavy stock removal is not recommended. Replace the flywheel if scoring is severe and deeper than 0.076 mm (0.003
in.). Excessive stock removal can result in flywheel cracking or warpage after installation; it can also weaken the flywheel and interfere with proper clutch release.Clean the crankshaft flange before mounting the flywheel. Dirt and grease on the flange surface may cock the flywheel causing excessive runout. Use new
Fig.17CLUTCHRELEASECOMPONENTS
1 - CONED WASHER 2 - CLUTCH HOUSING 3 - RELEASE FORK 4 - RELEASE BEARING AND SLEEVE 5 - PIVOT 23 N·m (200 IN. LBS.) 6 - SPRING CLIP
INSTALLATION
(1) Inspect bearing slide surface on transmission front bearing retainer. Replace retainer if slide sur- face is scored, worn, or cracked.
(2) Inspect release lever and pivot stud. Be sure stud is secure and in good condition. Be sure fork is not distorted or worn. Replace fork spring clips if bent or damaged.
(3) Lubricate input shaft splines, bearing retainer slide surface, lever pivot ball stud, and release lever pivot surface with Mopart high temperature bearing grease.
(4) Install release fork and release bearing (Fig. 18). Be sure fork and bearing are properly secured by spring clips. Also be sure that the release fork is installed properly. The rear side of the release lever has one end with a raised area. This raised area goes toward the slave cylinder side of the transmission.
(5) Install clutch housing, if removed.
DR
WARNING: WEAR PROTECTIVE GOGGLES OR SAFETY GLASSES AND HEAT RESISTENT GLOVES WHEN HANDLING A HEATED RING GEAR.
(1) The heated gear must be installed evenly to
avoid misalignment or distortion.
(2) Position and install the heated ring gear on the flywheel with a shop press and a suitable press plates.
(3) Place flywheel on work bench and let it cool in normal shop air. Allow the ring gear to cool down completely before installation it on the engine.
CAUTION: Do not use water or compressed air to cool the flywheel. The rapid cooling produced by water or compressed air will distort or crack the new gear.
INSTALLATION
(1) Install flywheel on the crank shaft. (2) Install flywheel bolts and tighten to 95 N·m (70
ft. lbs.).
(3) Install clutch. (4) Install transmission.
PILOT BEARING REMOVAL
(1) Remove transmission. (2) Remove clutch disc. (3) Use a suitable blind hole puller to remove pilot
bearing.
INSTALLATION
(1) Clean bearing bore with solvent and wipe dry
with shop towel.
(2) Install new bearing with clutch alignment tool (Fig. 19). Drive bearing into place with the letter side of the bearing facing the transmission. Bearing should be flush with edge of bearing bore.
CAUTION: Do not allow bearing to become cocked and do not recess bearing.
CLUTCH
6 - 12
FLYWHEEL (Continued)bolts when remounting a flywheel and secure the bolts with Mopar Lock And Seal or equivalent. Tighten flywheel bolts to specified torque only. Over- tightening can distort the flywheel hub causing runout.
REMOVAL
(1) Remove transmission. (2) Remove pressure plate and clutch. (3) Remove flywheel bolts and remove flywheel.
DISASSEMBLY
NOTE: If the teeth are worn or damaged, the fly- wheel should be replaced as an assembly. This is the recommended repair. In cases where a new fly- wheel is not readily available, (V10/Diesel Engine only) a replacement ring gear can be installed. The following procedure must be observed to avoid damaging the flywheel and replacement gear.
WARNING: WEAR PROTECTIVE GOGGLES OR SAFETY GLASSES WHILE CUTTING RING GEAR.
(1) Mark position of the old gear for alignment ref- erence on the flywheel. Use a scriber for this pur- pose.
(2) Remove the old gear by cutting most of the way through it (at one point) with an abrasive cut-off wheel. Then complete removal with a cold chisel or punch.
ASSEMBLY
NOTE: The ring gear is a shrink fit on the flywheel. This means the gear must be expanded by heating in order to install it. The method of heating and expanding the gear is extremely important. Every surface of the gear must be heated at the same time to produce uniform expansion. An oven or similar enclosed heating device must be used. Tem- perature required for uniform expansion is approxi- mately 375° F.
CAUTION: Do not use an oxy/acetylene torch to remove the old gear, or to heat and expand a new gear. The high temperature of the torch flame can cause localized heating that will damage the fly- wheel. In addition, using the torch to heat a replace- ment and expansion. The torch flame can also anneal the gear teeth resulting in rapid wear and damage after installation.
gear will
heating
uneven
cause
DR PILOT BEARING (Continued)
CLUTCH
6 - 13
Fig.19PILOTBEARING
1 - PILOT BEARING 2 - ALIGNMENT TOOL 3 - LETTER SIDE MUST FACE TRANSMISSION
(3) Install clutch disc, pressure plate and trans-
mission.
LINKAGE REMOVAL
CAUTION: The hydraulic linkage has a quick dis- connect at the slave cylinder. This fitting should never be disconnected or tampered with. Once the hydraulic line is connected to the slave cylinder, it should never be disconnected.
(1) Raise and support vehicle. (2) Remove nuts attaching slave cylinder to studs
on clutch housing (Fig. 20).
(3) Remove slave cylinder from clutch housing. (4) Remove plastic clip securing the hydraulic line to the dash panel from the lower dash panel flange. (5) Remove plastic clip securing hydraulic line to
the dash panel from the upper dash panel stud.
(6) Lower vehicle. (7) Disconnect clutch pedal interlock switch wires
(Fig. 21).
(8) Remove clutch master cylinder rod pin. (9) Verify that cap on clutch master cylinder reser- voir is tight. This will avoid spillage during removal. (10) Remove clutch master cylinder nuts holding
the to the dash panel.
Fig.20SLAVECYLINDER
1 - MOUNTING NUTS 2 - SLAVE CYLINDER
Fig.21CLUTCHMASTERCYLINDER
1 - MASTER CYLINDER 2 - INTERLOCK CONNECTOR 3 - ROD PIN
(11) Remove clutch cylinders, reservoir and con-
necting lines from vehicle.
INSTALLATION
(1) Position cylinders and connecting line in vehi- cle engine compartment. Position clutch hydraulic line against the dash panel and behind all engine hoses and wiring.
(2) Apply a light coating of grease to the inside
diameter of the master cylinder push rod eye.
(3) Install clutch master cylinder on dash panel and tighten clutch master cylinder nuts to 28 N·m (21 ft. lbs.).
(4) Install clutch master cylinder push rod pin. (5) Connect clutch pedal position interlock switch
wires.
CLUTCH
6 - 14
LINKAGE (Continued)(6) Install plastic clip securing hydraulic line to
the dash panel into the lower dash panel flange.
(7) Install plastic clip securing hydraulic line to
the dash panel onto the upper dash panel stud.
(8) Raise vehicle. (9) Install slave cylinder and verify cylinder rod is
properly seated in release lever.
(10) Install and tighten slave cylinder nuts to 23
N·m (17 ft. lbs.).
(11) If new clutch linkage is being installed, con- nect the clutch hydraulic line to the clutch slave cyl- inder.
CAUTION: Once the clutch hydraulic line is con- nected to the slave cylinder, it should never be dis- connected.
(12) Lower vehicle. (13) Operate linkage several times to verify proper
operation.
CLUTCH PEDAL POSITION SWITCH DESCRIPTION
A clutch pedal position (interlock)
switch is mounted on the clutch master cylinder push rod (Fig. 22). The switch is actuated by clutch pedal move- ment.
DR
OPERATION
The clutch pedal position switch is used to prevent starter motor engagement unless the clutch pedal is depressed.
An input from this switch is also used to either shut down and/or prevent operation of the speed con- trol system when the clutch pedal is depressed.
The position switch is an integral part of the clutch master cylinder push rod and is not serviced sepa- rately.
DIAGNOSIS AND TESTING
(1) Locate clutch switch 2-wire electrical connector. This will be the test point. This connector is attached to pedal support bracket located under instrument panel to left of clutch pedal (Fig. 23). Disconnect wir-
