1993 CHEVROLET DYNASTY engine

(8) Insert balls into raceway by tilting cage and in-
ner race assembly (Fig. 7). (9) Fasten boot to shaft. See Boots Install.
(10) On G.K.N. units insert the new circlip, pro-
vided with kit in shaft groove. Do not over expand
or twist circlip during assembly (Fig. 8). The S.S.G.
unit has a reusable circlip retainer that is an inte-
gral part of driver assembly.
(11) Position outer joint on splined end with hub
nut on stub shaft. Engage splines, and tap sharply
with mallet (Fig. 9). (12) Check that circlip is properly seated by at-
tempting to pull joint from the shaft. (13) Locate large end of boot over joint housing
checking that boot is not twisted. (14) Fasten boot to housing. See Boots Install.
INTERMEDIATE SHAFT ASSEMBLY RECONDITION
Reconditioning of intermediate shaft assembly (Fig.
1), for Equal Length Drive Shaft System vehicles is
the same for manual and automatic transaxles.
INTERMEDIATE SHAFT ASSEMBLY
REMOVE
(1) Remove right driveshaft. See Driveshaft As-
semblies Remove. (2) Remove speedometer pinion from the extension
housing (Fig. 2). (3) Remove the two bolts which mount the bearing
assembly bracket to the engine block (Fig. 1). (4) Remove assembly from transaxle extension by
pulling outward on the yoke (Fig. 3).
UNIVERSAL JOINT AND ROLLER
Disassemble
(1) Mark relationship of shaft to shaft to ensure
proper alignment at assembly. Apply penetrating oil
to bushings and remove snap rings. (2) Support yoke in vise and place a socket large
enough to receive bushing on top of yoke. A 1-1/8
inch socket is suitable (Fig. 4). (3) Striking socket with hammer will cause yoke to
move down and bushing to move up out of yoke into
socket. (4) After removing one bushing, turn parts in a
vise and remove other bushing in same manner.
Assemble (1) Hold cross in position between yoke ears with
one hand and start one bushing assembly into yoke
with other hand (Fig. 5). (2) Continue to hold cross in position, then ham-
mer bushing assembly into yoke and install snap
ring. (3) Install opposite bushing and snap ring in the
same manner.
Fig. 7 Inserting Balls into Raceway
Fig. 8 Installing New Circlip
Fig. 9 Position Joint onto Shaft Splines
Ä SUSPENSION AND DRIVESHAFTS 2 - 41

(3) Swing the bracket into position on the engine and
loosely install the screws through the slotted holes. (4) Push the intermediate shaft assembly into the
transaxle as far as it can travel. Hold the assembly in
this position and tighten the screws (bracket to engine
block) to 54 N Im (40 ft. lbs.) torque. This will ensure
full seal engagement between the journal on the
intermediate shaft and the seal in the transaxle
extension. (5) Distribute a liberal amount of grease in side
spline and pilot bore on bearing end of intermediate
shaft. Use MOPAR Multi-Purpose Lubricant, or
equivalent. (6) Install speedometer pinion (Fig. 9).
(7) Install right driveshaft. See Driveshaft Assem-
blies Install.
C/V JOINT BOOTS Handling and Cleaning
It is vitally important during anyservice procedures
requiring boot handling. That care be taken not to
puncture or tear the boot by over tightening clamps,
misuse of tool(s) or pinching the boot. Pinching can
occur by rotating the C/V joints (especially the tripod)
beyond normal working angles.
The driveshaft boots are not compatible with oil, gaso-
line, or cleaning solvents. Care must be taken that boots
never come in contact with any of these liquids. The only
acceptable cleaning agent for driveshaft boots is
soap and water. After washing, boot must be thor-
oughly rinsed and dried before reusing.
BOOTS INSPECT
Noticeable amounts of grease on areas adjacent to or
on the exterior of the C/V joint boot. Is the first
indication that a boot is punctured, torn or that a
clamp has loosened. When a C/V joint is removed for
servicing of the joint. The boot should be properly
cleaned and inspected for cracks, tears and scuffed
areas on interior surfaces. If any of these conditions
exist, boot replacement is recommended.
BOOTS INSTALL
THE HARD PLASTIC BOOTS REQUIRE APPROXI-
MATELY 100TIMES THE CLAMPING FORCE OF THE
RUBBER BOOT. THE CLAMPS USED ON THE RUB-
BER BOOTS DO NOT HAVE THE TYPE OF LOAD
CAPACITY REQUIRED. TO SEAL THE HARD PLASTIC
BOOTS AND SHOULD NOT BE USED FOR THIS PUR-
POSE.
Rubber boots appear only on the inner joints of
certain driveshafts.
Fig. 9 Install Speedometer PinionFig. 1 C/V Joint Boot Positioning G.K.N.
Fig. 8 Installing Intermediate Shaft Assembly
2 - 44 SUSPENSION AND DRIVESHAFTS Ä

(2) Install boot onto interconnecting shaft, position
boot on the flat between the locating shoulders (Fig. 16).
(3) Position clamp on boot and crimp bridge of
clamp with Crimper Special Tool C-4124.
(4) Install the C/V Joint following the procedure
outlined under Inner C/V Joint Assemble .
(5) Position the large end of boot on housing and
install clamp, crimp bridge of clamp with Crimper,
Special Tool C-4124.
CAUTION: During any service procedures where
knuckle and driveshaft are separated, thoroughly
clean seal and wear sleeve with suitable solvent
and lubricate BOTH components at assembly. Do
not allow solvent to contact boot.
Lubricate wear sleeve (and seal) with Mopar Multi-
Purpose Lubricant, or equivalent, as follows: Wear Sleeve: Apply a full circumference 6 mm
(1/4 inch) bead of lubricant to seal contact area. See
(Fig. 11), Driveshaft Assemblies Install. Seal: Fill lip to housing cavity (full circumference)
and wet seal lip with lubricant.
S.S.G INNER C/V JOINT LARGE CLAMP (MANUAL TRANS ONLY)
(1) Install small clamp and inner C/V joint housing
according to the procedures outlined in this manual. (2) Position the boot over the outer C/V joint.
(3) Slide the large band clamp over the boot and
position it evenly in the groove on the inner C/V
joint boot. (Fig. 17). (4) Use Clamp Locking Tool Snap-On YA3050 or
equivalent shown in (Fig. 18) to install the clamp on
the boot. (5) Place the prongs of the clamp locking tool in
the holes on the clamp and squeeze together until
the two ends meet (Fig. 18).
DAMPER WEIGHTS
Damper weights are used on the left driveshaft as-
semblies of all front wheel drive vehicles (Fig. 19).
These weights are attached to the interconnecting
shaft and are available as a separate service part. They should be removed from the driveshaft assem-
bly during driveshaft positioning specification proce-
dures. When the weights are attached between the
locating shoulders, tighten the fasteners to the fol-
lowing specifications:
² S.S.G. Ð 28 N Im (21 ft. lbs.)
² G.K.N. Ð 30 N Im (23 ft. lbs.)DRIVESHAFT POSITIONING SPECIFICATIONS
Front wheel drive vehicles have engine mounts with
slotted holes allowing for side to side positioning of the
engine. If the vertical bolts on right or left upper engine
Fig. 16 Right Inner C/V Joint S.S.G.
Fig. 17 Boot Clamp Installed
Fig. 18 Locking Boot Clamp
2 - 48 SUSPENSION AND DRIVESHAFTS Ä

mount have been loosened for any reason, or if vehicle
has experienced front structural damage, driveshaft
lengths must be checked and corrected, if required. A
shorter than required driveshaft length can result in ob-
jectionable noise. A longer than required driveshaft
length may result in potential damage.
Use of the following procedure will ensure satisfac-
tory driveshaft engagement under all normal vehicle
operating conditions. (1) The vehicle must be completely assembled.
Front wheels must be properly aligned and in the
straight ahead position. The vehicle must be in a po-
sition so that the full weight of the body is distrib-
uted to all four tires. A platform hoist, or front end
alignment rack, is recommended.
(2) Using a tape measure or other suitable measuring
device. Measure the direct distance from the inner edge of the outboard boot to the inner edge of the inboard
boot on both driveshafts. This measurement must be
taken at the bottom (six o'clock position) of the drive-
shafts (Fig. 1).
Note that the required dimension varies with car-line,
engine, transaxle, and driveshaft manufacturer (Fig. 2).
(3) If the lengths of both shafts are within the
range specified, no further action is required. If either left or right driveshaft length is not
within the specified range. Refer to Group 09, Engine
Removal and Installation to properly position engine
according to specified driveshaft lengths.
(4) If proper driveshaft lengths cannot be achieved
within the travel limits available in the slotted engine
mounts. Check for any condition that could effect the
side to side position of the measurement locations (e.g.,
engine support brackets, siderail alignment, etc.).
(5) After ensuring proper driveshaft lengths the
transmission shift linkage must be adjusted to en-
sure proper operation. Refer to Transaxle, Group 21.
Fig. 2 Driveshaft Identification and Dimensions
Fig. 19 Left Driveshaft with Damper Weight
Fig. 1 Driveshaft Positioning
Ä SUSPENSION AND DRIVESHAFTS 2 - 49

(3) Check solenoid to volume canister joint.
² Front strut to solenoid valve connection.
² Rear spring to solenoid valve connection.
(4) Check air line for ruptures, cuts, splits or heat
damage. Use a soap and water solution or a liquid de-
veloped for leak detection.
SYSTEM OPERATION
ENGINE RUN OPERATION
The system will compensate for load
addition/removal when.
² The trunk and all doors are closed.
² The engine speed exceeds 600 R.P.M.
² Throttle angle is less than 65 degrees.
² The brake is not applied.
² You are not cornering above 10 mph.
² There is not a charging system problem with the
vehicle.
ENGINE OFF OPERATION
After passengers/load is removed from the vehicle
the system will correct the vehicle attitude after:
² The trunk and all doors are closed.
² The ignition switch is in the OFF position.
Opening the a door or trunk wakes up the body
computer and the air suspension module. The air
suspension system is now capable of leveling, if
required.
LONG TERM IGNITION OFF OPERATION
The system is capable of one an additional leveling
cycle. After 2 continuous hours of ignition key off and
no door open or trunk open activities. This feature is
implemented to eliminate possible ice freeze-up be-
tween the tire and the inner fender shield.
SYSTEM OPERATION INHIBITORS
The air suspension system is inhibited when:
² The trunk is open.
² A door(s) is/are open.
² The brake pedal is engaged.
² The throttle is at the wide open position.
² The charging system fails.
The maximum compressor pump or exhaust
time is 3 minutes.
SYSTEM FAILURES
Vehicles equipped with air suspension and overhead
console. Will alert the driver of an air suspension
system malfunction. A warning Check Air Suspension
will appear on the overhead console screen.
SAFETY CONCERNS
WARNING: REAR AIR SPRINGS MUST BE DEFLATED
BEFORE BEING REMOVED FROM THE VEHICLE.
WARNING: OPEN TRUNK, OR DOOR(S) OR REMOVE
GROUND STRAP FROM BATTERY BEFORE HOIST-
ING OR JACKING A VEHICLE DURING MECHANICAL
REPAIRS.
WARNING: IF THE VEHICLE NEEDS SERVICE OR
REPAIR OF THE REAR SHOCK ABSORBERS OR
REAR AXLE PIVOT BUSHINGS. THE REAR AIR
SPRINGS MUST HAVE THE AIR PRESSURE RE-
MOVED BEFORE THE VEHICLE CAN BE SERVICED
SAFELY.
SHIPPING MODE
(1) Removing shipping height signal for customer
use.
² Use DRB II tester and 1991 Chassis (Air Suspen-
sion) service cartridge.
² Follow DRB II requirements to cancel shipping
height message in the body computer.
² Connect the Ignition Off Draw (I.O.D.) circuit.
The connection of the IOD circuit will cancel
the Shipping height signal. (2) Return to shipping height.
² Set shipping command in the body computer using
the DRB II and the 1991 Chassis (Air suspension)
service cartridge.
² Disconnect the I.O.D. connector.
DIAGNOSIS
INITIAL DIAGNOSTIC CHECK
(1) Check for blown or missing fuses.
Fig. 9 Compressor Current Draw Test
2 - 78 SUSPENSION AND DRIVESHAFTS Ä

(2) Check all connectors for correct assembly. Check
all connectors for incorrectly installed termi-
nals. (3) Check pin #21 for minimum of 9.5 volts.
(4) Check pin #20 for minimum of 9.5 volts (with
ignition key on). (5) Check voltage at pins #5 and #16. The measure-
ment should exceed 0 volts. (6) Check pin #19 for continuity.
(7) The engine speed should exceed 680 rpm during
idle. All doors and trunk must be closed for the
system to function.
DIAGNOSTICS PROCEDURES
(1) Use the D.R.B. II tester and the 1991 air suspen-
sion diagnostic service cartridge to begin the trouble-
shooting process. (2) Use the D.R.B. mating connector under the dash
(drivers side) to plug-in the D.R.B. II test connector
(Fig. 10). (3) The tester will conduct a complete check of the
suspension system status. (4) The tester will list the steps to follow to access
and diagnose the failure. (5) A Volt/Ohm meter can be used for some diagnos-
tic testing.
HEIGHT SENSOR CHECK
If a sensor signal/signals are missing. Follow the
repair procedure listed below. (1) Check ground circuit continuity. (Remember
front and rear grounds are on different circuits. (2) For front ground circuit continuity check circuit
S 33. (3) For rear ground circuit continuity check circuit
X20. (4) Refer to control module pin out chart and wiring
diagram (see Group 8F in wiring diagram manual) for
individual circuit details. (5) If open circuits are not found replace the compo-
nent. Complete circuit testing and connector assem-
blies before replacing a strut or right rear shock. (6) To measure resistance values, see Height Sensor
Logic Chart and Initial Diagnostic Check in System
Operation.
HEIGHT SENSOR LOGIC CHART
Ä SUSPENSION AND DRIVESHAFTS 2 - 79

BRAKE HOSE AND TUBING
INSPECTION OF BRAKE HOSE AND TUBING
Flexible rubber hose is used at both front brakes and
at the rear axle. Inspection of brake hoses should be
performed whenever the brake system is serviced and
every 7,500 miles or 12 months, whichever comes first
(every engine oil change). Inspect hydraulic brake
hoses for severe surface cracking, scuffing, or worn
spots. Should the fabric casing of the rubber hose be
exposed due to cracks or abrasions in the rubber hose
cover, the hose should be replaced immediately. Even-
tual deterioration of the hose can take place with
possible burst failure. Faulty installation can cause
twisting and wheel, tire or chassis interference. The steel brake tubing should be inspected periodi-
cally for evidence of physical damage or contact with
moving or hot components.
INSTALLATION OF BRAKE HOSE
Always use factory recommended brake hose to en-
sure quality, correct length and superior fatigue life.
Care should be taken to make sure that the tube and
hose mating surfaces are clean and free from nicks and
burrs. Front right and left side hoses are not
interchangeable. Connections should be correct and properly made.
Use new copper seal washers on all connections using
Banjo Bolts and tighten all fittings to their specified
torques. The flexible front hydraulic brake hose should al-
ways be installed on the vehicle by first attaching the
Banjo connector to the caliper assembly. Then bolt the
intermediate hose bracket to the strut assembly allow-
ing the bracket to position the hose to prevent twisting.
Attach the hose to the body bracket and steel brake
tubing. Tighten all fittings to specified torque. The
body bracket and hose end are keyed so that they will
only fit one way. Install rear brake hoses first to the trailing arm
tubes and then to the floor pan tubes. Minimize hose
twisting. Vehicles equipped with rear disc brakes have
brake hoses attached to the caliper on each side. The
brake hose should be first attached by the Banjo bolt to
the caliper and then secured to the hose bracket with
the retaining clip. The attach the steel brake tubing to
the hose fitting.
REPAIR AND INSTALLATION OF BRAKE TUB- ING
Only double wall 4.75mm (3/16 in.) steel tubing
should be used for replacement. Care should be taken
when replacing brake tubing, to be sure the proper
bending and flaring tools and procedures are used, to
avoid kinking. Do not route the tubes against sharp edges, moving components or into hot areas. All
tubes should be properly attached with recommended
retaining clips.
TYPES OF TUBING FLARES
Two different tubing flares (Fig. 13) are used on 93
M.Y. vehicles. On some ABS brake systems the tub-
ing connections made to the hydraulic assembly use
an ISO flare. All other ABS brake system compo-
nent, tubing connections are made using a double in-
verted flare. On non-ABS brake systems all
component tubing connections use only the double in-
verted flare. No ISO flares are used.
CAUTION: ALWAYS USE THE PROPER FLARING
TOOL AND PROCEDURE, FOR THE TYPE OF
BRAKE SYSTEM THAT IS BEING SERVICED TO IN-
SURE THE INTEGRITY OF THE HYDRAULIC SYS-
TEM.
TO REPAIR OR FLARE TUBING
Using Tubing Cutter, Special Tool C-3478-A or
equivalent, cut off damaged seat or tubing (Fig. 14).
Ream out any burrs or rough edges showing on in-
side of tubing (Fig. 15). This will make the ends of
tubing square (Fig. 15) and ensure better seating of
flared end tubing. PLACE TUBE NUT ON TUB-
ING BEFORE FLARING THE TUBING.
DOUBLE INVERTED TUBING FLARES.
To make a double inverted tubing flare (Fig. 13 &
16). Open handles of Flaring Tool, Special Tool
C-4047 or equivalent. Then rotate jaws of tool until
the mating jaws of tubing size are centered between
vertical posts on tool. Slowly close handles with tub-
Fig. 13 Identifying Hydraulic Brake Tubing Flares
Ä BRAKES 5 - 11

MASTER CYLINDER INDEX
page page
Brake Fluid Level Sensor .................. 66
General Information ....................... 66 Master Cylinder Service Procedures
.......... 67
Testing the Master Cylinder ................. 66
GENERAL INFORMATION
The tandem master cylinder (Fig. 1) has a glass re-
inforced nylon reservoir and an anodized aluminum
body. Do not hone the bore of the cylinder, as this will
remove the anodized surface. The reservoir is indexed to prevent installation in
the wrong direction (Fig. 2). The cap diaphragms are
slit to allow atmospheric pressure to equalize on both
sides of the diaphragm. The primary and secondary outlet tubes from the
master cylinder are connected to the valve mounted
under the master cylinder. The front part of this
block connects to the secondary outlet tube and sup-
plies the right rear and left front brakes. The rear
portion of the block connects to the primary outlet
tube and supplies the right front and left rear
brakes.
BRAKE FLUID LEVEL SENSOR
The Brake Fluid Level sensor is found only in the
AJ body vehicles with the visual electronic message
center. The purpose of the sensor is to provide the
driver with an early warning message that brake
fluid in master cylinder reservoir has dropped to a
below normal. As the fluid drops below the design level the sensor
closes the warning message circuit. Approximately
15 seconds later the message BRAKE FLUID LOW
appears on the instrument panel. At this time the master cylinder reservoir should be checked and filled
to the bottom of the rings with DOT 3 brake fluid. To check the operation of the Brake Fluid Level
sensor, with ignition on and wiring still attache-
d,remove sensor from master cylinder and hold in
upright position. Within 30 seconds the instrument
panel message BRAKE FLUID LOW should appear.
Next invert the sensor. The instrument panel message
should turn off immediately. If the above sequence
occurs the sensor is operating properly. If the message
does not appear remove the wiring from the sensor and
using a jumper wire connect both sides of the plug. The
instrumental panel message BRAKE FLUID LOW
should appear within 30 seconds. If the message does
not appear a problem exists in the wiring or instru-
mentation. If the message does appear the sensor is
faulty and must be replaced. The Brake Fluid Level
sensor is not a repairable item (Fig. 2).
TESTING THE MASTER CYLINDER
Be sure master cylinder vents at both ports.
Apply pedal lightly with engine running and look for
fluid squirting or swirling into reservoirs. In this master cylinder, a special baffle reduces the
amount of fluid entering the secondary reservoir only a
small disturbance may be seen.
Fig. 1 Aluminum Master Cylinder (Cutaway View)
Fig. 2 Brake Fluid Level Sensor
5 - 66 BRAKES Ä