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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 BODY (Continued)
BODY
23 - 5
CODE
FAMILY NAME
COMMON TRADE NAME
TYPICAL APPLICATION
PC/ABS
PC/ABS ALLOY
PPO
POLYPHENYLENE OXIDE
POLYPHENYLENE/ POLYAMID FIBERGLASS REINFORCED PLASTIC POLYSTYRENE
RESIN TRANSFER MOLDING COMPOUND SHEET MOLDED COMPOUND TRANSFER MOLDING COMPOUND UNSATURATED POLYESTER (THERMOSETTING)
ETHER/ESTER BLOCKED CO-POLYMER EEBC/POLYBUTYLENE TEREPTHALATE ETHYLENE MODIFIED POLYPROPYLENE ETHYLENE/ PROPROPYLENE DIENE MONOMER ETHYLENE/ PROPROPYLENE CO- POLYMER FOAM POLYURETHANE POLYETHYLENE
POLYPROPYLENE (BLENDS) PP/EPDM ALLOY POLYURETHANE PUR/PC ALLOY POLYVINYL CHLORIDE
PPO/PA
PR/FV
PS
RTM
SMC
TMC
UP
EEBC
EEBC/PBTP
EMPP
EPDM
EPM
MPU PE
PP
PP/EPDM PUR PUR/PC PVC
RIM
RRIM
GERMAX, BAY BLENDS, PULSE AZDEL, HOSTALEN, MARLEX, PRFAX, NORYL, GTX, PPO PPO/PA, GTX 910
DOORS, INSTRUMENT PANELS INTERIOR TRIM, DOOR PANELS, SPLASH SHIELDS, STEERING COLUMN SHROUD FENDERS, QUARTER PANELS
FIBERGLASS, FV, PR/FV
BODY PANELS
LUSTREX, STYRON, PS
RTM
SMC
TMC
SMC, BMC, TMC, ZMC, IMC, XSMC, UP
EEBC
DOOR PANELS, DASH PANELS BODY PANELS
BODY PANELS
GRILLES
GRILLE OPENING PANEL, LIFTGATES, FLARESIDE FENDERS, FENDER EXTENSIONS BUMPERS
EEBC, PBTP, BEXLOY
BUMPER, ROCKER PANELS
EMPP
BUMPER COVERS
EPDM, NORDEL, VISTALON
BUMPERS
EPM
MPU ALATHON, DYLAN, LUPOLEN, MARLEX NORYL, AZDEL, MARLOX, DYLON, PRAVEX PP/EPDM COLONELS, PUR, PU TEXIN APEX, GEON, VINYLITE
FENDERS
SPOILERS
INNER FENDER, SPOILERS, KICK PANELS SPOILERS, GRILLES FASCIAS, BUMPERS BUMPERS BODY MOLDINGS, WIRE INSULATION, STEERING WHEELS FRONT FASCIAS, MODULAR WINDOWS FASCIAS, BODY PANELS, BODY TRIMS
REACTION INJECTED MOLDED POLYURETHANE REINFORCED REACTION INJECTED MOLDED
RIM, BAYFLEX
PUR, RRIM
BODY
23 - 6
BODY (Continued)DR
CODE
FAMILY NAME
COMMON TRADE NAME
TYPICAL APPLICATION
TPE
TPO
TPP
TPU
THERMO POLYETHYLENE
TPE, HYTREL, BEXLOY-V
THERMOPOLYOLEFIN
THERMO- POLYPROPYLENE THERMOPOLYURETHANE, POLYESTER
POLYTROPE, RENFLEX, SANTOPRENE, VISAFLEX, ETA, APEX, TPO, SHIELDS, CLADDINGS TPP
TPU, HYTREL, TEXIN, ESTANE
FASCIAS, BUMPERS, CLADDINGS BUMPERS, END CAPS, TELCAR, RUBBER, STRIPS, SIGHT, INTERIOR B POST
BUMPERS
BUMPERS, BODY SIDE, MOLDINGS, FENDERS, FASCIAS
PANEL SECTIONING
If it is required to section a large panel for a plas- tic repair, it will be necessary to reinforce the panel (Fig. 1). To bond two plastic panels together, a rein- forcement must overlap both panels. The panels must be “V’d” at a 20 degree angle. The area to be reinforced should be washed, then sanded. Be sure to wipe off any excess soap and water when finished. Lightly sand or abrade the plastic with an abrasive pad or sandpaper. Blow off any dust with compressed air or wipe with a clean dry rag.
to cure, rough sand the seam and apply the final adhesive filler to the area being repaired. Smooth the filler with a spreader, wooden tongue depressor, or squeegee. For fine texturing, a small amount of water can be applied to the filler surface while smoothing. The cured filler can be sanded as neces- sary and, as a final step, cleanup can be done with soapy water. Wipe the surface clean with a dry cloth allowing time for the panel to dry before moving on with the repair.
PANEL REINFORCEMENT
Structural repair procedures for rigid panels with large cracks and holes will require a reinforcement backing. Reinforcements can be made with several applications of glass cloth saturated with structural adhesive. Semi-rigid or flexible repair materials should be used for semi-rigid or flexible backing rein- forcement (Fig. 2) and (Fig. 3). Open meshed fiber- glass dry wall tape can be used to form a reinforcement. The dry wall tape allows the resin to penetrate through and make a good bond between the panel and the adhesive. Structurally, the more dry wall tape used, the stronger the repair.
Another kind of repair that can be done to repair large cracks and holes is to use a scrap piece of sim- ilar plastic and bond with structural adhesive. The reinforcement should cover the entire break and should have a generous amount of overlap on either side of the cracked or broken area.
When repairing plastic, the damaged area is first “V’d” out, or beveled. Large bonding areas are desir- able when repairing plastic because small repairs are less likely to hold permanently. Beveling the area around a crack at a 20 degree angle will increase the bonding surface for a repair (Fig. 4). It is recom- mended that sharp edges be avoided because the joint may show through after the panel is refinished.
Fig.1PANELSECTIONING
1 - EXISTING PANEL 2 - NEW PANEL 3 - PANEL ADHESIVE 4 - BONDING STRIP
When bonding plastic panels, Follow repair mate- rial manufacturers recommendations. Be sure that enough adhesive has been applied to allow squeeze out and to fill the full bond line. Once the pieces have been brought together, do not move them until the adhesive is cured. The assembly can be held together with clamps, rivets, etc. A faster cure can be obtained by heating with a heat lamp or heat gun. After the parts have been bonded and have had time
DR BODY (Continued)
BODY
23 - 7
ment can cause stress in the repair areas and can result in future failure.
Fig.2SOFTENEDEDGES
1 - SOFTENED EDGES 2 - PANEL ADHESIVE 3 - BONDING STRIP
Fig.3PANELREINFORCEMENT
1 - PANEL ADHESIVE 2 - REINFORCEMENT
Fig.5FIBERGLASSTAPE
VISUAL INSPECTION
Composite materials can mask the severity of an accident. Adhesive bond lines, interior structure of the doors, and steel structures need to be inspected carefully to get a true damage assessment. Close inspection may require partial removal of interior trim or inner panels.
Identify the type of repair: Puncture or Crack - Damage that has penetrated completely through the panel. Damage is confined to one general area; a panel section is not required. However, a backer panel, open fiberglass tape, or matted material must be bonded from behind (Fig. 7) (Fig. 6).
Fig.4BEVELINGANGLE-20DEGREE
† Panel repair for both flexible and rigid panels are basically the same. The primary difference between flexible panel repair and rigid panel repair is in the adhesive materials used (Fig. 5). † The technician should first decide what needs to be done when working on any type of body panel. One should determine if it is possible to return the damage part to its original strength and appearance without exceeding the value of the replacement part. † When plastic repairs are required, it is recom- mended that the part be left on the vehicle when every possible. That will save time, and the panel will remain stationary during the repair. Misalign-
Fig.6DAMAGECOMPONENT
1 - PUNCTURE
PANEL SURFACE PREPARATION
If a body panel has been punctured, cracked, or crushed, the damaged area must be removed from the panel to achieve a successful repair. All spider web cracks leading away from a damaged area must be stopped or removed. To stop a running crack in a panel, drill a 6 mm (0.250 in.) hole at the end of the crack farthest away from the damage. If spider web cracks can not be stopped, the panel would require replacement. The surfaces around the damaged area
BODY
23 - 8
BODY (Continued)should be stripped of paint and freed from wax and oil. Scuff surfaces around repair area with 360 grit wet/dry sandpaper, or equivalent, to assure adhesion of repair materials.
PATCHING PANELS
An panel that has extensive puncture type damage can be repaired by cutting out the damaged material (Fig. 7). Use a suitable reciprocating saw or cut off wheel to remove the section of the panel that is dam- aged. The piece cut out can be used as a template to shape the new patch. It is not necessary to have access to the back of the panel to install a patch. Bevel edges of cutout at 20 degrees to expose a larger bonding area on the outer side. This will allow for an increased reinforcement areas.
Fig.7DAMAGEDPANELCUTOUTANDPATCH
1 - CUTOUT 2 - DAMAGED BODY PANEL 3 - 4 MM (0.160 IN.) HOLES 4 - PATCH CUT TO SIZE
PANEL PATCH FABRICATIONS
A patch can be fabricated from any rigid fiberglass panel that has comparable contour with the repair area. Lift gates and fenders can be used to supply patch material. If existing material is not available or compatible, a patch can be constructed with adhe- sive and reinforcement mesh (dry wall tape). Perform the following operation if required:
(1) Cover waxed paper or plastic with adhesive backed nylon mesh (dry wall tape) larger than the patch required (Fig. 8).
(2) Tape waxed paper or plastic sheet with mesh to a surface that has a compatible contour to the repair area.
(3) Apply a liberal coat of adhesive over the rein- forcement mesh (Fig. 8). If necessary apply a second or third coat of adhesive and mesh after firs coat has cured. The thickness of the patch should be the same as the repair area.
DR
(4) After patch has cured, peel waxed paper or
plastic from the back of the patch.
(5) If desired, a thin film coat of adhesive can be applied to the back of the patch to cover mesh for added strength.
Fig.8FABRICATEDPANEL
1 - STRUCTURAL ADHESIVE 2 - FIBERGLASS CLOTH OR FIBERGLASS MESH TAPE 3 - WIDTH OF V-GROOVE 4 - WAXED PAPER
PANEL PATCH INSTALLATION
(1) Make a paper or cardboard pattern the size
and shape of the cutout hole in the panel.
(2) Trim 3 mm (0.125 in.) from edges of pattern so
patch will have a gap between connecting surfaces.
(3) Using the pattern as a guide, cut the patch to
size.
(4) Cut scrap pieces of patch material into 50 mm (2 in.) squares to use as patch supports to sustain the patch in the cutout.
(5) Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.) in
from edge of cutout hole (Fig. 7).
(6) Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.) away from edge of patch across from holes drilled around cutout.
(7) Drill 3 mm (0.125 in.) holes in the support squares 13 mm (0.5 in.) from the edge in the center of one side.
(8) Scuff the backside of the body panel around the
cutout hole with a scuff pad or sandpaper.
(9) Mix enough adhesive to cover one side of all
(10) Apply adhesive to cover one side of all support
support squares.
squares.
(11) Using number 8 sheet metal screws, secure support squares to back side of body panel with adhesive sandwiched between the panel and squares (Fig. 9).
(12) Position patch in cutout against
support squares and adjust patch until the gap is equal along all sides (Fig. 10).
DR BODY (Continued)
BODY
23 - 9
Fig.9SECURESUPPORTSQUARESTOBODY
PANEL
1 - SUPPORT SQUARES 2 - SCREWS 3 - DAMAGED BODY PANEL
Fig.10POSITIONPATCHINCUTOUTANDALIGN 1 - CUTOUT 2 - SUPPORT SQUARES
(13) Drill 3 mm (0.125 in.) holes in the support
squares through the pre-drilled holes in the patch.
(14) Apply a coat of adhesive to the exposed ends
of the support squares (Fig. 11).
(15) Install screws to hold the patch to support squares (Fig. 12). Tighten screws until patch surface is flush with panel surface.
(16) Allow adhesive to cure, and remove all screws. (17) Using a 125 mm (5 in.) 24 grit disc grinder, grind a 50 mm (2 in.) to 75 mm (3 in.) wide and 2
mm (0.080 in.) deep path across the gaps around the patch (Fig. 13). With compressed air, blow dust from around patch.(18) Apply adhesive backed nylon mesh (dry wall
tape) over gaps around patch (Fig. 14).
(19) Mix enough adhesive to cover the entire patch
area.
(20) Apply adhesive over the mesh around patch, and smooth epoxy with a wide spreader to reduce fin- ish grinding. Use two to three layers of mesh and adhesive to create a stronger repair (Fig. 15).
Fig.11APPLYADHESIVETOSUPPORTSQUARES 1 - APPLICATOR 2 - SUPPORT SQUARES 3 - ADHESIVE
BODY
23 - 10
BODY (Continued)DR
Fig.12INSTALLSCREWS
Fig.14COVERGAPSWITHMESH
1 - PATCH 2 - GAP
1 - GROUND DOWN AREA 2 - PATCH 3 - MESH
Fig.13GRINDSURFACE
Fig.15COVERMESHWITHADHESIVE
1 - PATCH 2 - GAP 3 - DISC GRINDER
PATCHED PANEL SURFACING
After patch panel is installed, the patch area can be finished using the same methods as finishing other types of body panels. If mesh material is exposed in the patched area, grind surface down, and apply a coat of high quality rigid plastic body filler. Prime, block sand, and paint as required.
1 - ADHESIVE 2 - MESH 3 - PATCH 4 - SPREADER
DR BODY (Continued) STANDARD PROCEDURE - BUZZ, SQUEAK & RATTLE
Buzz, Squeak & Rattles (BSR) may be caused by any one or more of the following and may be cor- rected as indicated: † Loose fasteners should be tightened to specifica- tions.† Damaged or missing clips should be replaced. † Damaged trim panels should be replaced.
BODY
23 - 11
† Incorrectly installed trim panels should be rein-
stalled properly.
Many BSR complaints such as loose trim, can be serviced using the Mopart Parts BSR Noise Reduc- tion Kit. This kit contains various tapes including foam, flock and anti-squeak used to eliminate noises caused by metal, plastic and vinyl components. Long life lubricants and greases can also be used on a vari- ety of components. Refer to the Buzz, Squeak & Rat- tle Kit table for material contents and usage.
BUZZ, SQUEAK & RATTLE KIT
FEATURES
APPLICATIONS
SERVICE TEMP
ITEM
Itch And Squeak Tape
Black Nylon Flock
An abrasion resistant material thin enough to conform to most irregular surfaces. Stops most itches and squeaks.
Nylon Flock with an aggressive acrylic adhesive. Provides for cushioning and compression fit, also isolates components. Water-resistant.
High Density Urethane Foam
Tear resistant, highly resilient and durable.
Open Cell Foam Tape
Soft foam conforms to irregular surfaces.
Closed Cell Low Density Foam Tape
Soft, conformable. Water- resistant.
NYET Grease 880
Long life.
KrytoxT Oil
Long life. Will not dry out or harm plastics or rubber.
KrytoxT Grease
Long life. Will not dry out or harm plastics or rubber.
Between metal and metal, metal and plastic, metal and vinyl, vinyl and plastic. Interior. Examples: Trim panels and bezels. Between metal and metal, metal and plastic, vinyl and plastic. Examples: Pull cups, bezels, clips, ducts, top cover to glass, cowl panel. Between metal and metal, metal and plastic. Water- resistant. Examples: I/P, heavy metal rattles, isolating brackets. Wire harness and connector wrap. Examples: Seals, gasket, wiring, heat ducts. Wherever bulk is needed. Prevents closing flutters and rattles when applied to door watershield. Examples: Door, I/P. Suspensions. Examples: Strut busings, sway bars.
When access is not possible, oil will migrate to condition. Vinyl, rubber, plastic, metal. Examples: Convertible top bushings, pull cups trim panel inserts. Vinyl, rubber, plastic, metal, glass. Examples: Weather-strips, backlite and windshield moldings.
-40° to 225° Fahrenheit (-40° to 107° Celsius)
-40° to 180° Fahrenheit (-40° to 82° Celsius)
-40° to 180° Fahrenheit (-40° to 82° Celsius)
-40° to 180° Fahrenheit (-40° to 82° Celsius)
-40° to 180° Fahrenheit (-40° to 82° Celsius)
-40° to 390° Fahrenheit (-40° to 200° Celsius) -30° to 400° Fahrenheit (-34° to 205° Celsius)
-30° to 400° Fahrenheit (-34° to 205° Celsius)
BODY
23 - 12
BODY (Continued) SPECIFICATIONS - TORQUETORQUE SPECIFICATIONS
DR
Description
A-pillar trim/grab handle bolts
Body Isolator/cab bolts
Cargo box bolts
Cargo box tie down/cleat bolts
Center seat assembly nuts*
Center seat cushion/hinge bolts*
Center seat back hinge to storage bin bolts*
Center seat back free pivot hinge bolt* Center seat back inertia hinge pivot bolt*
Center seat inertia hinge to seat back bolts*
Fender bolts - front lower Fender bolts - lower inside
Fender to hinge support bolts
Fender to upper fender rail bolts
Footmans loop bolts Front center seat nuts*
Front door glass lift plate nuts Front door hinge to a-pillar nuts
Front door hinge to door nuts/bolts
Front door inside handle bolt
Front door latch adjustment screw
Front door latch assembly bolts
Front door latch striker bolts Front door latch striker bolts
Front door regulator bolts
Front door regulator stabilizer nuts
Front door remote handle actuator nuts
Front door run channel screws Front seat assembly front bolts* Front seat assembly rear bolts*
Front seat track nuts*
Fuel fill door bolts
Hood hinge to fender rail bolts
Hood latch bolts
Hood latch striker/safety catch bolts
Hood hinge to hood nuts
Instrument panel center bracket bolts Instrument panel column support bolts Instrument panel side mounting bolts
N·m
Ft. Lbs.
In. Lbs.
81
108
34
25
20
25
25
10
25
17
11
12
25
10
28
28
10
28
28
10
10
10
10
28
40
25
20
11
11
23
12
14
12— 60
80
25
18
15
18
18
— 18
— 13
— 18
— 21
21
— — — 21
21
— — — — 30
30
18
— 15
17
1055
— — — — — — — 89
— 80
— — 80
— — 89
— — 80
30
89
— — 89
89
89
89
— — — 80
— — — — — — —DR BODY (Continued)
Description
Instrument panel top bolts
Load floor nuts
Load floor/rear seat bolts
Overhead/b-pillar grab handle bolts
Radiator and condenser to radiator crossmember bolts
Radiator upper crossmember bolts
Rear door glass lift plate nuts Rear door glass run channels Rear door hinge to b-pillar bolts
Rear door hinge to door bolts/nuts
Rear door inside handle bolt
Rear door latch adjustment screw
Rear door latch bolts
Rear door latch striker bolts
Rear door regulator bolts
Rear door regulator stabilizer nuts
Rear door remote handle actuator nuts
Rear fender bottom screws
Rear fender nuts
Rear fender support bracket bolts
Rear seat assembly bolts* Rear seat back hinge bolts*
Rear seat cushion hinge bolts* Rear shoulder belt anchor bolts
Rear view mirror set screw
Shifter knob nut
Side view mirror nuts
Tailgate check cable bolt Tailgate hinge/pivot screws
Tailgate latch bolts Tailgate latch striker
Tailgate release handle nuts
NOTE: *Seat replaced with new fasteners during assembly.
fasteners should be discarded and
BODY
23 - 13
Ft. Lbs.
