1988 JEEP CHEROKEE engine

DRIV E B ELT R O UTIN G

1988 J e ep C hero ke e
1983-88 ENGINE COOLING
Jeep Drive Belt Routing
Cherokee, Comanche, Wagoneer, Wrangler, Grand Wagoneer
DESCRIPTION
Two drive belt systems are used on Jeep vehicles. The
conventional V-Belt and the single Serpentine or V-Ribbed belt.
The single (Serpentine or V-Ribbed) drive belt system
has been adopted by several manufacturers as a replacement for
multiple V-Belt systems previously offered. The Serpentine belt
requires a suitable belt tensioner similar to those used to control
timing belt tension.
Use of a tensioner allows engine accessories to be mounted
rigidly on the engine. The single belt drive system has a predicted
life of 100,000 miles before replacement is required.
The belt tensioner has a wide functional range and is
capable of maintaining tension during the expected life of the belt.
Tensioner cannot compensate for extreme belt lengths. Poor tension
control and possible tensioner damage can result from excessive belt
length.
INSPECTION
Inspect belt for fraying. If fraying has occurred, ensure
belt and tensioner are aligned properly. See Fig. 1. If tensioner has
reached its limit of travel, belt is excessively stretched and
replacement of belt is required. If excessive noise is noticed from
tensioner or idler, check for possible bearing failure. Small cracks
in the back of the belt are acceptable. Do not apply "Belt Dressing"
or any other additive to serpentine belt.
Fig. 1: Serpentine Belt Alignment
Courtesy of Ford Motor Co.
DRIVE BELT ROUTING

Fig. 24: Alternator, Air Pump & P/S: 5.9L Grand Wagoneer
Courtesy of Chrysler Motors
BELT TENSION TABLE









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Application New Belt Used Belt
(1) ( 1)
All Engines ............... 180-200 (82 - 90) ........ 140-160 (63-72\
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( 1) - Tension in Lbs. (Kg) Using Strand Tension Gauge









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Vibration can come from many sources. Before overhauling
driveline, check other sources of possible vibration as follows:
* Tires and wheels - Check tire inflation and wheel balance.
Check for foreign objects in tread, damaged tread, mismatched
tread patterns or incorrect tire size.
* Center Bearing - Tighten drive shaft center bearing
mounting bolts. If bearing insulator is deteriorated or
oil-soaked, replace it.
* Engine & Transmission Mountings - Tighten mounting bolts.
If mountings are deteriorated, replace them.
* Drive Shaft - Check drive shaft for damage or dents that
could affect balance. Check for undercoating adhering to
shafts. If present, clean shafts thoroughly.
* Universal Joints - Check for foreign material stuck in
joints. Check for loose bolts and worn bearings.
ADJUSTMENTS
DRIVE SHAFT PHASING
One-Piece Shafts
Check that flanges on either end of drive shaft are in same
plane. Often there are arrows on slip joint and drive shaft to aid in
alignment. See Fig. 2. If flanges are not in same plane, disassemble
universal joint and align.
Fig. 2: Slip Joint Alignment Arrows
Align arrows for proper shaft phasing.
2-Piece Shafts
1) All General Motors models with 32 splines use keys on
spline and slip joint, which can only mate in correct position. On
most models with 2-piece shafts, proper phasing is accomplished by
keys on spline and slip joint.

2) On models with 2-piece shafts, rotate transmission yoke
until trunnion is in horizontal plane. Install front drive shaft with
"U" joint trunnion in vertical plane. Connect bearing support to
crossmember.
3) Ensure that front face of bearing support is perpendicular
(90 degrees) to centerline of drive shaft. Install rear drive shaft
with "U" joint trunnion of slip joint in vertical plane.
4) Set differential pinion yoke trunnion in vertical plane.
Connect rear drive shaft to pinion yoke. If 2-piece shaft is correctly
installed, centerline of trunnions at each end of individual shafts
will be parallel. See Fig. 3.
Fig. 3: Phase Alignment Of 2-Piece Drive Shafts
Trunnion yoke ears on each shaft must be parallel.
DRIVE SHAFT BALANCE TEST
1) Drive shaft imbalance may often be cured by disconnecting
shaft and rotating it 180 degrees in relation to other components.
Test by raising rear wheels off ground, and turning shaft with engine.
NOTE: DO NOT run engine without ram airflow across radiator for
prolonged periods, as overheating of engine or transmission
may occur.
2) On most models, balance testing may be done by marking
shaft in 4 positions, 90 degrees apart. Place marks approximately 6"
forward of weld, at rear end of shaft. Number marks one through 4.
3) Place screw-type hose clamp so clamp head is in number one
position, and rotate shaft with engine. If there is little or no
change, move clamp head to No. 2 position, and repeat test.
4) Continue procedure until vibration is at lowest level. If
no difference is noted with clamp head moved to all 4 positions,
vibrations may not be drive shaft imbalance.
5) If vibration is lessened but not completely gone, place 2
clamps at that point, and run test again. Combined weight of clamps in
one position may increase vibration. If so, rotate clamps 1/2" apart,
above and below best position, and repeat test.
6) Continue to rotate clamps as necessary, until vibration is
at lowest point. If vibration level is still unacceptable, leave rear
clamp(s) in position and repeat procedure at front end of drive shaft.\
If vibration can be eliminated or reduced to acceptable levels using
this test procedure, send drive shaft out to be balanced.

Fig. 4: Drive Shaft Phase Alignment
Align drive shaft and slip joint trunnions in same plane.
FLANGE ALIGNMENT & RUNOUT
1) All flanges must be perpendicular in both vertical and
horizontal planes to engine crankshaft. Only exception is "broken
back" type driveline, which has flanges that are not perpendicular in
vertical plane. See Fig. 5.
Fig. 5: Typical "Broken Back" Type Drive Shaft Alignment
Angle "A" equals angle "B".
2) With nonparallel or "broken back" type installation,
working angles of universal joints of given drive shaft are equal.
Angle "A" = angle "B".
3) This is calculated as follows: angle of output shaft
centerline is subtracted from angle of drive shaft. Difference should
equal angle of drive shaft subtracted from pinion shaft angle.
4) Parallel type joints maintain constant velocity between
output shaft and pinion shaft. Vibration is minimized and component
life maximized when universal joints are parallel.

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* D RIV ETR AIN S YSTE M S U NIF O RM IN SPEC TIO N G UID ELIN ES *
1988 Jeep Cherokee
GENERAL INFORMATION
Drivetrain/Transmission Motorist Assurance Program
Standards For Automotive Repair
All Makes and Models
INTRODUCTION TO MOTORIST ASSURANCE PROGRAM (MAP)
CONTENTS
OVERVIEW OF MOTORIST ASSURANCE PROGRAM
OVERVIEW OF SERVICE REQUIREMENTS & SUGGESTIONS
Drive/Power Train Assemblies
AUTOMATIC TRANSMISSION/TRANSAXLE ASSEMBLIES
DIFFERENTIAL AND FINAL DRIVE ASSEMBLIES
MANUAL TRANSMISSION/TRANSAXLE ASSEMBLIES
TRANSFER CASE ASSEMBLIES
Drive/Power Train Components
ACTUATORS (ELECTRICAL)
ACTUATORS (VACUUM)
AXLES
BEARINGS AND RACES
BELL CRANKS
BELL HOUSINGS
BUSHINGS (EXTERNAL)
CABLES (SPEEDOMETER)
CABLES (TV, DETENT AND SHIFT)
CARRIER BEARINGS
CLUTCH CABLES AND CABLE HOUSINGS
CLUTCH DISCS (MANUAL TRANSMISSION)
CLUTCH FORKS
CLUTCH LINKAGES (MECHANICAL)
CLUTCH MASTER CYLINDERS
CLUTCH PEDALS
CLUTCH PIVOTS
CLUTCH PRESSURE PLATES
CLUTCH RELEASE BEARINGS
CLUTCH SLAVE CYLINDERS (CONCENTRIC)
CLUTCH SLAVE CYLINDERS (CONVENTIONAL OR EXTERNAL)
COMPANION FLANGES
CONNECTORS
COOLER BYPASS VALVES
COOLER LINES
COOLERS
CV JOINTS
DIP STICK TUBES
DIP STICKS (FLUID LEVEL INDICATORS)
DOWEL PINS, GUIDES AND PILOT HOLES
DRIVE SHAFT FLANGES
DRIVE SHAFTS AND HALF SHAFTS
DUST BOOTS
ENGINE MOUNTS
EXCITER RINGS
FILLER TUBES
FILTERS AND SCREENS

FLANGES
FLEX PLATES
FLUID LEVEL INDICATORS
FLUIDS AND LUBRICANTS
FLYWHEELS
FORCE MOTORS
GUIDES
HALF SHAFTS
HOSES, LINES AND TUBES
HOUSINGS (BELL, CASE, TAIL (EXTENSION) AND AUXILIARY)
INTERMEDIATE SHAFT SUPPORT BEARINGS
KEY INTERLOCK SYSTEMS
LIMITED SLIPS
LINES
LINKAGES (EXTERNAL)
LOCKING HUB ASSEMBLIES
LOCKING HUB CONTROL KNOBS
LUBRICANTS
METAL-CLAD SEALS
METALASTIC JOINTS
MODULATOR PINS
MODULATORS
MOUNTS (ENGINE, TRANSAXLE AND TRANSMISSION)
ODOMETER DRIVES (MECHANICAL)
ODOMETER HEADS (MECHANICAL)
OIL PANS
PANS
PILOT HOLES
PRESSURE PLATES
PRESSURE SWITCHES
RACES
RUBBER JOINTS (METALASTIC)
SCREENS
SEALS
SEALS (METAL-CLAD)
SELECTOR INTERLOCK SYSTEMS
SERVOS
SHIFT INTERLOCK SYSTEMS (SELECTOR AND KEY INTERLOCK SYSTEMS)
SENSORS
SIDE COVERS
SLIP YOKES
SOLENOIDS
SPEED SENSORS (ELECTRONIC WHEEL AND VEHICLE)
SPEEDOMETER-DRIVEN GEAR HOUSINGS
SPEEDOMETER/ODOMETER DRIVES (MECHANICAL)
SPEEDOMETER/ODOMETER HEADS (MECHANICAL)
SPEEDOMETERS AND ODOMETERS (ELECTRONIC)
SWITCHES
TONE WHEELS
TOOTHED RINGS (TONE WHEELS)
TORQUE CONVERTERS
TRANSAXLE MOUNTS
TRANSDUCERS (TRANSMISSION)
TRANSMISSION COOLERS
TRANSMISSION MOUNTS
TRANSMISSION PANS
TRANSMISSION RANGE INDICATORS (PRNDL)
TUBES
UNIVERSAL JOINTS (CARDON OR CROSS TYPE)
VACUUM CONTROLS
VACUUM HOSES
VACUUM MOTORS
VACUUM-OPERATED SWITCHES

VEHICLE SPEED SENSORS
VENTS
VIBRATION DAMPERS
WHEEL ATTACHMENT HARDWARE
WHEEL SPEED SENSORS
WIRING HARNESSES AND CONNECTORS
YOKES AND SLIP YOKES
INTRODUCTION TO MOTORIST ASSURANCE PROGRAM (MAP)
OVERVIEW OF MOTORIST ASSURANCE PROGRAM
The Motorist Assurance Program is the consumer outreach
effort of the Automotive Maintenance and Repair Association, Inc.
(AMRA). Participation in the Motorist Assurance Program is drawn from
retailers, suppliers, independent repair facilities, vehicle
manufacturers and industry associations.
Our organization's mission is to strengthen the relationship
between the consumer and the auto repair industry. We produce
materials that give motorists the information and encouragement to
take greater responsibility for their vehicles-through proper,
manufacturer-recommended, maintenance. We encourage participating
service and repair shops (including franchisees and dealers) to adopt
(1) a Pledge of Assurance to their Customers and (2) the Motorist
Assurance Program Standards of Service. All participating service
providers have agreed to subscribe to this Pledge and to adhere to the
promulgated Standards of Service demonstrating to their customers that
they are serious about customer satisfaction.
These Standards of Service require that an inspection of the
vehicle's (problem) system be made and the results communicated to the\
customer according to industry standards. Given that the industry did
not have such standards, the Motorist Assurance Program successfully
promulgated industry inspection communication standards in 1994-95 for
the following systems: Exhaust, Brakes, ABS, Steering and Suspension,
Engine Maintenance and Performance, HVAC, and Electrical Systems.
Further, revisions to all of these inspection were recently published.
Further, revisions to all of these inspection communication standards
are continually republished. In addition to these, standards for Drive
Train and Transmissions have recently been promulgated. Participating
shops utilize these Uniform Inspection & Communication Standards as
part of the inspection process and for communicating their findings to
their customers.
The Motorist Assurance Program continues to work
cooperatively and proactively with government agencies and consumer
groups toward solutions that both benefit the customer and are
mutually acceptable to both regulators and industry. We maintain the
belief that industry must retain control over how we conduct our
business, and we must be viewed as part of the solution and not part
of the problem. Meetings with state and other government officials
(and their representatives), concerned with auto repair and/or
consumer protection, are conducted. Feedback from these sessions is
brought back to the association, and the program adjusted as needed.
To assure auto repair customers recourse if they were not
satisfied with a repair transaction, the Motorist Assurance Program
offers mediation and arbitration through MAP/BBB-CARE and other non-
profit organizations. MAP conducted pilot programs in twelve states
before announcing the program nationally in October, 1998. During the
pilots, participating repair shops demonstrated their adherence to the
Pledge and Standards and agreed to follow the UICS in communicating
the results of their inspection to their customers. To put some
"teeth" in the program, an accreditation requirement for shops was
initiated. The requirements are stringent, and a self-policing method