1995 JEEP YJ weight

VEHICLE SAFETY CERTIFICATION LABEL
A vehicle safety certification label (Fig. 1) is at-
tached to every Jeep vehicle. The label certifies that
the vehicle conforms to all applicable Federal Motor
Vehicle Safety Standards. The label also lists:
²Gross vehicle weight rating (GVWR) and the gross
front and rear axle weight ratings (GAWR's) based on
a minimum tire rim size and a maximum cold tire
inflation pressure.
²Month and year of vehicle manufacture.
²Vehicle identification number (VIN).
²Type of vehicle.
²Month, day and hour (MDH) of final assembly.
The label is located on the driver-side door shut-
face.
VEHICLE IDENTIFICATION NUMBER (VIN) PLATE
The Vehicle Identification Number (VIN) plate islocated on the lower windshield fence near the left
A-pillar. The VIN contains 17 characters that provide
data concerning the vehicle. Refer to the VIN decod-
ing chart to determine the identification of a vehicle.
The Vehicle Identification Number is also imprinted
on the:
²Body Code Plate.
²Vehicle Safety Certification Label.
²Frame rail.
To protect the consumer from theft and possible
fraud the manufacturer is required to include a
Check Digit at the ninth position of the Vehicle Iden-
tification Number. The check digit is used by the
manufacturer and government agencies to verify the
authenticity of the vehicle and official documentation.
The formula to use the check digit is not released to
the general public.
VEHICLE CODE PLATE
A metal vehicle code plate is attached to the left
(driver) side of the dash panel in the engine compart-
ment (Fig. 2). There can be a maximum of seven rows
of vehicle information imprinted on the plate. The
information should be read from left to right, starting
with line 1 at the bottom of the plate up through line
7 (as applicable) at the top of the code plate.
Refer to the decoding chart to decode lines 1 up
through 3.
Lines 4 through 7 (if used) on the vehicle code plate
are imprinted on the plate (in sequence) according to
the following:
VEHICLE IDENTIFICATION NUMBER (VIN) DECODING
Fig. 1 Vehicle Safety Certification LabelÐTypical
4 INTRODUCTIONJ

²3-character sales code.
²3-digit numerical code.
²6-digit SEC code.
If there is not enough space left in the row for all
of the 6-digit SEC code (if used):
²The unused space will remain blank.
²The code will be listed in the next row.
The last nine positions of row 7 will contain a
2-digit code, when applicable, and a 6-digit gateline
serial number (same as the last 6 numbers of the
VIN).The last code imprinted on a vehicle code plate will
be followed by the imprinted word END. When two
vehicle code plates are required, the last available
spaces on the first plate will be imprinted with the
letters CTD (for continued).
When a second vehicle code plate is necessary, the
first four spaces on each row will not be used because
of the plate overlap.
ENGINE AND TRANSMISSION/TRANSFER CASE
IDENTIFICATION
When required, refer to Group 9, Engines for all
engine identification data. Refer to Group 21, Trans-
missions for all transmission/transfer case identifica-
tion data.
MAJOR COMPONENT IDENTIFICATION
When required, refer to the applicable service infor-
mation group for major component identification
data.
VEHICLE DIMENSION DATA
The vehicle dimension data charts list the exterior
and interior dimensions for each type of Jeep vehicle.
VEHICLE LOAD DATA
The Vehicle Load Data chart lists the following in-
formation:
²Gross vehicle weight rating (GVWR).
²Gross axle weight ratings (GAWR).
²Cargo weight.
²Passenger weight for each Jeep type/body style.
TRAILER TOWING SPECIFICATIONS
The Trailer Towing Specification chart provide:
²Minimum Vehicle requirements.
²The maximum trailer tongue weight.
²The maximum trailer weight.
²The maximum combined weight of the trailer/load/
towing vehicle with a specific engine/transmission/
axle combination.
INTERNATIONAL VEHICLE CONTROL AND DISPLAY
SYMBOLS
Most of the graphic symbols illustrated in the fol-
lowing chart are used to identify various instrument
controls and displays.
Fig. 2 Vehicle Code Plate
VEHICLE CODE DECODING
JINTRODUCTION 5

XJ FRONT SUSPENSION
INDEX
page page
Axle Bushing Replacement.................. 12
Coil Spring.............................. 14
Lower Suspension Arm..................... 13
Service Information........................ 11
Shock Absorber.......................... 13Spring and Shock Diagnosis................. 13
Stabilizer Bar............................ 11
Track Bar............................... 11
Upper Suspension Arm..................... 12
SERVICE INFORMATION
Periodic lubrication of the steering system and sus-
pension components is required. Refer to Group 0,
Lubrication And Maintenance for the service inter-
val.
CAUTION: Suspension components with rubber
bushings should be tightened with the vehicle at
normal height. It is important to have the springs
supporting the weight of the vehicle when the fas-
teners are torqued. If springs are not at their normal
ride position, vehicle ride comfort could be affected
and premature bushing wear may occur. Rubber
bushings must never be lubricated.
TRACK BAR
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the cotter pin and nut from the ball
stud end at the frame rail bracket (Fig. 1).
A puller tool may be necessary to separate the
ball stud from the frame rail bracket.
(3) Remove the bolt and flag nut from the axle
shaft tube bracket (Fig. 1). Remove the track bar.
INSTALLATION
(1) Install the track bar at axle tube bracket.
Loosely install the retaining bolt and flag nut (Fig.
1).
(2) It may be necessary to pry the axle assembly
over to install the track bar at the frame rail. Install
track bar at the frame rail bracket. Install the re-
taining nut on the stud (Fig. 1).
(3) Remove the supports and lower the vehicle.
(4) Tighten the retaining bolt at the axle shaft
tube bracket to 100 Nzm (74 ft. lbs.) torque.
(5) Tighten the ball stud nut to 81 Nzm (60 ft. lbs.)
torque. Install a new cotter pin.
STABILIZER BAR
REMOVAL
(1) Raise and support the vehicle.
(2) Disconnect the stabilizer bar links from the
axle brackets (Fig. 2).
(3) Disconnect the stabilizer bar from the links.
(4) Disconnect the stabilizer bar clamps from the
frame rails. Remove the stabilizer bar.
INSTALLATION
(1) Inspect stabilizer bar bushings ( Fig. 2). Re-
place bushings if cracked, cut, distorted, or worn.
(2) Position the stabilizer bar on the frame rail and
install the bushings and clamps. Ensure the bar is
centered with equal spacing on both sides. Tighten
the bolts to 75 Nzm (40 ft. lbs.).
(3) Install the links and grommets onto the stabi-
lizer bar and axle brackets (Fig. 2). Tighten the nut
at the connecting links at the axle bracket to 95 Nzm
(70 ft. lbs.) torque.
Fig. 1 Track Bar (LHD)
JFRONT SUSPENSION AND AXLE 2 - 11

YJ FRONT SUSPENSION
INDEX
page page
Leaf Spring.............................. 16
Leaf Spring Eye Bushing Replacement......... 17
Service Information........................ 15
Shock Absorber.......................... 16Spring and Shock Diagnosis................. 15
Stabilizer Bar............................ 15
Track Bar............................... 15
SERVICE INFORMATION
Periodic lubrication of the steering system and sus-
pension components is required. Refer to Group 0,
Lubrication And Maintenance for the service inter-
val.
CAUTION: Suspension components with rubber
bushings should be tightened with the vehicle at
normal height. It is important to have the springs
supporting the weight of the vehicle when the fas-
teners are torqued. If springs are not at their normal
ride position, vehicle ride comfort could be affected
and premature bushing wear may occur. Rubber
bushings must never be lubricated.
TRACK BAR
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the retaining nuts and bolts (Fig. 1)
from the axle bracket and frame bracket. Remove
track bar.
INSTALLATION
(1) Position track bar at axle shaft tube bracket.
Loosely install the retaining bolt and nut (Fig. 1).
(2) Loosely install the retaining bolt and nut at the
frame bracket.
(3) Remove support and lower vehicle.
(4) Tighten the retaining nut at the axle shaft tube
bracket to 100 Nzm (74 ft. lbs.) torque.
(5) Tighten the retaining nut at the frame bracket
to 142 Nzm (105 ft. lbs.) torque.
STABILIZER BAR
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the retaining nut from the connecting
link bolt (Fig. 2).
(3) Remove the retaining clamps from frame rails
(4) Remove the stabilizer bar.
INSTALLATION
(1) Inspect the stabilizer bar bushings (Fig. 2). Re-
place the bushings if cracked, cut, distorted, or worn.(2) Position the stabilizer bar on the frame. Install
the retaining brackets and fasteners. Tighten bolts to
41 Nzm (30 ft. lbs.) torque.
(3) Install the link upper bolts and nuts. Tighten
the nuts to 61 Nzm (45 ft. lbs.) torque.
(4) Tighten the link spring bracket nuts to 61 Nzm
(45 ft. lbs.) torque.
(5) Lower the vehicle.
SPRING AND SHOCK DIAGNOSIS
A squeak noise from the shock absorber or springs
can be produced if movement between the rubber
bushings and the metal occurs. This noise can usu-
ally be stopped by tightening the attaching nuts. If
the squeak noise persists, inspect for damaged and
worn bushings, and attaching components. Repair as
necessary if any of these conditions exist.
Fig. 1 Track Bar
JFRONT SUSPENSION AND AXLE 2 - 15

The shock absorber bushings do not require any
type of lubrication. Do not lubricate the bushings to
reduce bushing noise. Grease or mineral oil-base lu-
bricants will deteriorate the bushing rubber.
The shock absorbers are not refillable or adjustable.
If a malfunction occurs, the shock absorber must be
replaced. To test a shock absorber, hold it in an up-
right position and force the piston into and out of the
cylinder four or five times. The action throughout
each stroke should be smooth and even.
SHOCK ABSORBER
REMOVAL
(1) Remove the nut, retainer and grommet from the
upper stud on the frame bracket (Fig. 3).
(2) Raise and support the vehicle.
(3) Remove the nut, washers and bolt from the
shock absorber lower eye (Fig.3).
(4) Remove the shock absorber.
(5) Remove the remaining grommet and retainer
from the shock absorber stud.
INSTALLATION
(1) Position the lower retainer and grommet on the
upper stud. Insert the shock absorber through the
shock tower hole.
(2) Install the lower bolts and nuts. Tighten the
nuts to 61 Nzm (45 ft. lbs.) torque.
(3) Install the upper grommet and retainer on the
stud on the frame bracket. Install the nut and tighten
to 12 Nzm (9 ft. lbs.) torque.
LEAF SPRING
REMOVAL
(1) Raise the vehicle.
(2) Support the vehicle with jack stands placed un-
der the frame.
(3) Position a hydraulic jack under the axle. Raise
the axle to relieve the axle weight from the springs.
(4) Remove the stabilizer bar links attaching nut.
(5) Remove the nuts, the U-bolts and spring
bracket from the axle.
(6) Remove the nut and bolt that attaches the
spring front eye to the shackle (Fig. 3).
(7) Remove the nut and bolt from the spring rear
eye.
(8) Remove the spring from the vehicle.
The spring can be disassembled by removing
the spring clips and the center bolt. If the
spring bushings require replacement, refer to
the bushing removal and installation proce-
dures.
INSTALLATION
(1) Position the spring front eye in the shackle.
Loosely install the attaching bolt and nut. Do not
tighten at this time.
(2) Position the rear eye in the hanger bracket.
Loosely install the attaching bolt and nut (Fig. 3). Do
not tighten at this time.
(3) Position the axle. Install the spring bracket,
U-bolts and nuts (Fig. 3). Tighten the U-bolt nuts to
122 Nzm (90 ft. lbs.) torque.
(4) Attach the stabilizer bar links.
(5) Remove the hydraulic jack.
Fig. 2 Stabilizer BarFig. 3 Spring & Shock Absorber
2 - 16 FRONT SUSPENSION AND AXLEJ

AXLE NOISE/VIBRATION DIAGNOSIS
INDEX
page page
Driveline Snap........................... 19
Gear and Bearing Noise.................... 18
General Information....................... 18Low Speed Knock......................... 19
Vibration................................ 19
GENERAL INFORMATION
Axle bearing problem conditions are usually caused
by:
²Insufficient or incorrect lubricant
²Foreign matter/water contamination
²Incorrect bearing preload torque adjustment
²Incorrect backlash (to tight)
When serviced, the bearings must be cleaned thor-
oughly. They should be dried with lint-free shop tow-
els.Never dry bearings with compressed air.
This will overheat them and brinell the bearing
surfaces. This will result in noisy operation af-
ter repair.
Axle gear problem conditions are usually the result
of:
²Insufficient lubrication
²Incorrect or contaminated lubricant
²Overloading (excessive engine torque) or exceeding
vehicle weight capacity
²Incorrect clearance or backlash adjustment
Insufficient lubrication is usually the result of a
housing cover leak. It can also be from worn axle
shaft or pinion gear seals. Check for cracks or porous
areas in the housing or tubes.
Using the wrong lubricant will cause overheating
and gear failure. Gear tooth cracking and bearing
spalling are indicators of this.
Axle component breakage is most often the result
of:
²Severe overloading
²Insufficient lubricant
²Incorrect lubricant
²Improperly tightened components
Overloading occurs when towing heavier than rec-
ommended loads. Component breakage can occur
when the wheels are spun excessively. Incorrect lu-
bricant quantity contributes to breakage. Loose dif-
ferential components can also cause breakage.
Incorrect bearing preload or gear backlash will not
result in component breakage. Mis-adjustment will
produce enough noise to cause service repair before a
failure occurs. If a mis-adjustment condition is not
corrected, component failure can result.
Excessive bearing preload may not be noisy. This
condition will cause high temperature which can re-
sult in bearing failure.
GEAR AND BEARING NOISE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant. Incorrect backlash, tooth contact, or worn/dam-
aged gears can cause noise.
Gear noise usually happens at a specific speed
range. The range is 30 to 40 mph, or above 50 mph.
The noise can also occur during a specific type of
driving condition. These conditions are acceleration,
deceleration, coast, or constant load.
When road testing, accelerate the vehicle to the
speed range where the noise is the greatest. Shift
out-of-gear and coast through the peak-noise range.
If the noise stops or changes greatly, check for insuf-
ficient lubricant. Incorrect ring gear backlash, or
gear damage can cause noise changes.
Differential side and pinion gears can be checked
by turning the vehicle. They usually do not cause
noise in straight-ahead driving. These gears are
loaded during vehicle turns. If noise does occur dur-
ing vehicle turns, the side or pinion gears could be
worn or damaged. A worn pinion gear mate shaft can
also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion gear bear-
ings can all produce noise when worn or damaged.
Bearing noise can be either a whining, or a growling
sound.
Pinion gear bearings have a constant-pitch noise.
This noise changes only with vehicle speed. Pinion
bearing noise will be higher because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs the pinion rear bearing is
the source of the noise. If the bearing noise is heard
during a coast, front bearing is the source.
Worn, damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing. The pitch of differential
bearing noise is also constant and varies only with
vehicle speed.
2 - 18 FRONT SUSPENSION AND AXLEJ

Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn U-
joint or by worn side-gear thrust washers. A worn
pinion gear shaft bore will also cause low speed
knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
²Damaged drive shaft
²Missing drive shaft balance weight
²Worn, out-of-balance wheels
²Loose wheel lug nuts
²Worn U-joint
²Loose spring U-bolts
²Loose/broken springs
²Damaged axle shaft bearings
²Loose pinion gear nut
²Excessive pinion yoke run out²Bent axle shaft
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear-end vi-
bration. Do not overlook engine accessories, brackets
and drive belts.
All driveline components should be examined be-
fore starting any repair.
Refer to Group 22ÐTires And Wheels for addi-
tional information involving vibration diagnosis.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
²High engine idle speed
²Loose engine/transmission/transfer case mounts
²Worn U-joints
²Loose spring mounts
²Loose pinion gear nut and yoke
²Excessive ring gear backlash
²Excessive differential side gear-to-case clearance
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the ve-
hicle on a hoist with the wheels free to rotate.
Instruct the helper to shift the transmission into
gear. Listen for the noise, a mechanics stethoscope is
helpful in isolating the source of a noise.
JFRONT SUSPENSION AND AXLE 2 - 19

MODEL 30 AXLE AND TUBE AXLE (2WD)
INDEX
page page
Axle Bushing Replacement.................. 34
Axle ShaftÐCardan U-Joint.................. 26
Backlash and Contact Pattern Analysis......... 45
Cleaning/Inspection........................ 37
Differential and Pinion Measurement........... 40
Differential Assembly....................... 38
Differential Disassembly.................... 35
Differential Installation...................... 44
Differential Removal....................... 34
Differential Shim Pack Measurement and
Adjustment............................ 43
Drive Axle Assembly ReplacementÐXJ Vehicles . . 23
Drive Axle Assembly ReplacementÐYJ Vehicles . . 24Final Assembly........................... 46
Hub Bearing and Axle Shaft................. 25
Information.............................. 22
Inner Axle Shaft Oil Seal Replacement......... 35
Lubricant Change......................... 23
Lubricant Specifications..................... 22
Pinion Gear Assembly/Installation............. 42
Pinion Gear Depth Information............... 39
Pinion Removal/Disassembly................. 36
Pinion Seal Replacement................... 25
Steering Knuckle and Ball Studs.............. 32
Vacuum Disconnect AxleÐYJ Vehicles......... 27
INFORMATION
The Model 30 front axles consists of a cast iron dif-
ferential housing with axle shaft tubes extending
from either side. The tubes are pressed into the dif-
ferential housing and welded.
The integral type housing, hypoid gear design has
the centerline of the pinion set above the centerline
of the ring gear.
The axle has a fitting for a vent hose used to re-
lieve internal pressure caused by lubricant vaporiza-
tion and internal expansion.
The axles are equipped with semi-floating axle
shafts, meaning that loads are supported by the hub
bearings. The axle shafts are retained by nuts at the
hub bearings. The hub bearings are bolted to the
steering knuckle at the outboard end of the axle tube
yoke. The hub bearings are serviced as an assembly.
The axles are equipped with ABS brake sensors.
The sensors are attached to the knuckle assemblies
and tone rings are pressed on the axle shaft.Use
care when removing axle shafts as NOT to dam-
age the tone wheel or the sensor.
The stamped steel cover provides a means for in-
spection and servicing the differential.
The Model 30 axle has the assembly part number
and gear ratio listed on a tag. The tag is attached to
the housing cover. Build date identification codes are
stamped on the axle shaft tube cover side.
The differential case is a one-piece design. The dif-
ferential pinion mate shaft is retained with a roll
pin. Differential bearing preload and ring gear back-
lash is adjusted by the use of shims (select thick-
ness). The shims are located between the differential
bearing cones and case. Pinion bearing preload is set
and maintained by the use of collapsible spacer.
COMMAND-TRACÐYJ VEHICLES
The Command-Trac system is a vacuum disconnect
axle. The system has a two-piece axle shaft coupled
together by a shift collar. For two-wheel drive opera-
tion, the vacuum motor and shift fork disengages the
axle shaft splines. For four-wheel drive operation, the
vacuum motor and shift fork engages the axle
splines.
SELEC-TRACÐXJ VEHICLES
The Selec-Trac system is a non-disconnect axle.
Shifting from two-wheel to four-wheel drive is done
at the transfer case.
For XJ vehicles equipped withSelec-Tracand
ABS brake system, refer to Group 5ÐBrakes for ad-
ditional service information.
LUBRICANT SPECIFICATIONS
Multi-purpose, hypoid gear lubricant should be
used for Model 30 axles. The lubricant should have
MIL-L-2105C and API GL 5 quality specifications.
MOPARtHypoid Gear Lubricant conforms to both of
these specifications.
²The factory fill for the Model 30 axle is SAE Ther-
mally Stable 80W-90 gear lubricant.Do not use
heavier weight lubricant, this will cause axle
engagement difficulties.
²The factory installed lubricant quantity for the
NON-DISCONNECT TYPE AXLE is 1.48 L (3.13
pts.).
²The factory installed lubricant quantity for the
VACUUM-DISCONNECT TYPE AXLE is 1.65 L (3.76
pts.).
Refer to Group 0, Lubrication and Maintenance for
additional information regarding temperature range,
viscosity and fluid level.
2 - 22 FRONT SUSPENSION AND AXLEJ