1996 CHRYSLER VOYAGER steering

sequence until all nuts are torqued to half specifica-
tion. Then repeat the tightening sequence to the full
specified torque of 129 N´m (95 ft. lbs.).
(7) Lower vehicle to the ground.
CAUTION: When tightening hub/bearing assembly
to stub shaft retaining nut, do not exceed the max-
imum torque of 244 N´m (180 ft. lbs.).
(8) With vehicle brakes applied to keep vehicle
from moving, torque stub shaft to hub/bearing assem-
bly retaining nut to 244 N´m (180 ft. lbs.).
(9) Check the Toe setting on the vehicle and reset
if not within specifications.
FRONT WHEEL MOUNTING STUDS
REMOVE
CAUTION: If a wheel attaching stud needs to be
replaced in the hub and bearing assembly the studs
CAN NOT be hammered out of the hub flange. If a
stud is removed by hammering it out of the bearing
flange, damage to the hub and bearing assembly
will occur leading to premature bearing failure.
The following procedure and special tools shown
MUST BEused when replacing wheel attaching
studs.
The hub and bearing assembly does not require
removal from the steering knuckle to replace wheel
attaching studs in the hub and bearing assembly.
(1) Raise vehicle on jackstands or centered on a
frame contact type hoist. See Hoisting in the Lubri-
cation and Maintenance section of this manual for
the required lifting procedure to be used for this
vehicle.
(2) Remove the front wheel and tire assembly from
the vehicle.
(3) Remove the front caliper assembly from the
front steering knuckle assembly. (Fig. 62) Refer to
Front Disc Brake Service in the Brake Section of this
service manual for caliper removal procedure.
(4) Remove front rotor from hub, by pulling it
straight off wheel mounting studs. (Fig. 63)
(5) Install a lug nut on the wheel stud to be
removed from the hub and bearing assembly, so the
threads on the stud are even with end of lug nut.
Install Remover, Special Tool C-4150A on hub and
bearing assembly flange and wheel stud (Fig. 64).
(6) Tightening down on special tool will push
wheel stud out of the hub and bearing assembly
flange. When shoulder of wheel stud is past flange
remove special tool from hub and bearing assembly.
Remove lug nut from stud and remove wheel stud
from flange.
INSTALL
(1) Install replacement wheel stud into flange of
hub and bearing assembly. Install washers on wheel
stud, then install a wheel lug nut on stud with flat
side of lug nut against washers (Fig. 65).
(2) Tighten the wheel lug nut, pulling the wheel
stud into the flange of the hub and bearing assembly.
When the head of the stud is fully seated against the
bearing flange, remove lug nut and washers from
wheel stud.
(3) Install the braking disk back on the hub and
bearing assembly. (Fig. 63)
Fig. 62 Disc Brake Caliper Mounting
Fig. 63 Removing Braking Disc
2 - 28 SUSPENSIONNS
REMOVAL AND INSTALLATION (Continued)

(4) Install front brake caliper back over braking
disc and align with caliper mounting holes on steer-
ing knuckle (Fig. 62). Refer to Front Disc Brake Ser-
vice in the Brake Section of this service manual for
caliper installation procedure. Install the caliper
adapter to steering knuckle attaching bolts and
torque to 19 N´m (168 in. lbs.).
(5) Install wheel and tire assembly on vehicle.
Tighten the wheel mounting stud nuts in proper
sequence until all nuts are torqued to half specifica-
tion. Then repeat the tightening sequence to the full
specified torque of 129 N´m (95 ft. lbs.).
(6) Lower vehicle to the ground.
REAR WHEEL MOUNTING STUDS
REMOVE
CAUTION: If a wheel attaching stud needs to be
replaced in the hub and bearing assembly the studs
CAN NOT be hammered out of the hub flange. If astud is removed by hammering it out of the bearing
flange, damage to the hub and bearing assembly
will occur leading to premature hub and bearing
failure.
The following procedure and special tools shown
MUSTbe used when replacing wheel attaching
studs.
The hub and bearing assembly does not require
removal from the rear axle for replacement of the
wheel attaching studs.
(1) Raise vehicle on jackstands or centered on a
frame contact type hoist. See Hoisting in the Lubri-
cation and Maintenance section of this manual, for
the required lifting procedure to be used for this
vehicle.
(2) Remove the rear wheel and tire assembly.
(3) Remove the rear brake drum.
(4) Install a lug nut on the wheel stud to be
removed from the hub and bearing assembly (Fig. 66)
so the threads on stud are even with end of lug nut.
Install Remover, Special Tool C-4150A on hub and
bearing assembly flange and wheel stud (Fig. 66).
(5) Tightening down on special tool will push
wheel stud out of the hub and bearing assembly
flange. Remove lug nut from stud and remove wheel
stud from flange.
INSTALL
(1) Install replacement wheel stud into flange of
hub and bearing assembly. Install washers on wheel
stud, then install a wheel lug nut on stud with flat
side of lug nut against washers (Fig. 67).
(2) Tighten the wheel lug nut, pulling the wheel
stud into the flange of the hub and bearing assembly.
When the head of the stud is fully seated against the
bearing flange, remove lug nut and washers from
wheel stud.
Fig. 64 Wheel Stud Removal From Hub/Bearing
Assembly
Fig. 65 Installing Wheel Stud Into Hub And Bearing
Fig. 66 Removing Wheel Stud From Hub And
Bearing
NSSUSPENSION 2 - 29
REMOVAL AND INSTALLATION (Continued)

NOTE: Bushings must be installed on stabilizer bar
so the square corner of the bushing will be down
and slit in bushing will be facing the rear of the
vehicle when the stabilizer is installed (Fig. 88).SPECIFICATIONS
FRONT SUSPENSION FASTENER TORQUES
DESCRIPTION TORQUE
McPHERSON STRUT:
To Strut Tower
Attaching Nuts............28N´m(250 in. lbs.)
Clevis Bracket To Steering
Knuckle..................88N´m(65ft.lbs.)
Plus 1/4 Additional Turn
Strut Shaft Nut.............100 N´m (75 ft. lbs.)
STEERING KNUCKLE:
Ball Joint Stud To Steering
Knuckle Nut/Bolt.........136 N´m (100 ft. lbs.)
Disc Brake Caliper Bolts.......22N´m(16ft.lbs.)
Wheel Stop..................95N´m(70ft.lbs.)
STEERING GEAR:
To Suspension Cradle
Attaching Bolts...........183 N´m (135 ft. lbs.)
Tie Rod End Adjusting
Sleeve Nut................75N´m(55ft.lbs.)
Tie Rod End To Steering
Knuckle Nut...............61N´m(45ft.lbs.)
FRONT SUSPENSION CRADLE:
To Body Attaching Bolts......163 N´m (120 ft. lbs.)
Lower Control Arm
Pivot Bolt...............185 N´m (137 ft. lbs.)
Lower Control Arm Rear
Bushing Retainer Bolt.......68N´m(50ft.lbs.)
Reinforcement Plate
Attaching Bolts M-12.......108 N´m (80 ft. lbs.)
Reinforcement Plate
Attaching Bolts M-14......166 N´m (123 ft. lbs.)
STABILIZER BAR:
Bushing Retainer ToSuspension
Cradle Attaching Bolts.......70N´m(50ft.lbs.)
Attaching Link Nuts...........88N´m(65ft.lbs.)
HUB AND BEARING:
To Steering Knuckle Bolts......110N´m(80ft.lbs.)
Front Stub Axle To Hub
Bearing Nut.............183 N´m (135 ft. lbs.)
Wheel Mounting
LugNut...........110-135 N´m (85-115 ft. lbs.)
Fig. 88 Correctly Installed Stabilizer Bar To Cradle
Bushing
2 - 36 SUSPENSIONNS
DISASSEMBLY AND ASSEMBLY (Continued)

ALIGNMENT ANGLE TIRE SIZES TIRE SIZESALTERNATIVE
FUELS
P205/75/R14 P205/75/R15 C.N.G.
P215/65/R15 P215/65/R16 ELECTRIC
* FRONT INDIVIDUAL CAMBER IN
DEGREES............................................+0.15É +or- 0.40É +0.05É +or- 0.40É +0.15É +or- 0.40É
Front Side To Side Camber Difference Not
To Exceed...................0.00É - 0.50É MAX 0.00É - 0.50É MAX 0.00É - 0.50É MAX
** FRONT INDIVIDUAL CASTER IN
DEGREES............................................+1.40É + or - 1.00É +1.40É + or - 1.00É +1.40É +or- 1.00É
Front Side To Side Caster Difference Not To
Exceed.....................................0.00É - 1.00É MAX 0.00É - 1.00É MAX 0.00É - 1.00É MAX
*** FRONT INDIVIDUAL TOE RIGHT/
LEFT.........................................+0.05É+or- 0.10É +0.05É +or- 0.10É +0.05É +or- 0.10É
FRONT TOTAL
TOE....................................................
Specified In Degrees+0.10É +or- 0.20É +0.10É +or- 0.20É +0.10É +or- 0.20É
FRONT SIDE TO SIDE TOE
DIFFERENTIAL.....................................0.00É - 0.06É MAX 0.00É - 0.06É MAX 0.00É - 0.06É MAX
****REAR INDIVIDUAL CAMBER IN
DEGREES............................................+0.00É +or- 0.25É +0.00É +or- 0.25É -0.10É +or- 0.25
REAR INDIVIDUAL TOE RIGHT/
LEFT........................................0.00É +or- 0.40É 0.00É +or- 0.40É 0.00É +or- 0.40É
**** REAR TOTAL TOE.....................
Specified In Degrees
TOE OUT: When Backed On Alignment Rack
Is TOE In When Driving0.00É +or- 0.40É 0.00É +or- 0.40É 0.00É +or- 0.40É
****REAR THRUST ANGLE................ 0.00É +or- 0.30É 0.00É +or- 0.30É 0.00É +or- 0.30É
STEERING WHEEL ANGLE................ 0.00É +or- 2.50É 0.00É +or- 2.50É 0.00É +or- 2.50É
FRONT RIDE HEIGHT (MEASURED AT
TOP OF FENDER WHEEL
OPENING)............................................747.5 mm
+or-10.0mm753.5 mm
+or-10.0mm783.5 mm
+or-10.0mm
FRONT RIDE HEIGHT SIDE TO SIDE
DIFFERENTIAL.....................................0.0 mm 12.5 mm
MAX0.0 mm 12.5 mm
MAX0.0 mm 12.5 mm
MAX
*****REAR RIDE HEIGHT (MEASURED AT
TOP OF FENDER WHEEL
OPENING)............................................766.0 mm
+or-10.0mm772.0 mm
+or-10.0mm802.5 mm
+or-10.0mm
*****REAR RIDE HEIGHT SIDE TO SIDE
DIFFERENTIAL.....................................0.0 mm 12.5 mm
MAX0.0 mm 12.5 mm
MAX0.0 mm 12.5 mm
MAX
2 - 2 SUSPENSIONNS/GS
SPECIFICATIONS (Continued)

BRAKE FLUID.......................... 82
VEHICLE BRAKE SYSTEM COMPONENT
SPECIFICATIONS...................... 82SPECIAL TOOLS
BASE BRAKES.......................... 84
DESCRIPTION AND OPERATION
FRONT DISC BRAKE SYSTEM
The single piston, floating caliper disc brake
assembly (Fig. 1) and (Fig. 2) consists of:
²The driving hub.
²Braking disc (rotor).
²Caliper assembly.
²Shoes and linings.
The double pin Kelsey-Hayes caliper is mounted
directly to the steering knuckle, using bushings,sleeves, and 2 caliper guide pin bolts which thread
directly into the steering knuckle (Fig. 3).
The two machined abutments on the steering
knuckle, position and align the caliper fore and aft.
The guide pin bolts, sleeves, and bushings control the
side to side movement of the caliper. The piston seal
is designed to assist in maintaining the proper brake
shoe to rotor clearance.
All the front brake forces generated during braking
of the vehicle are taken up directly by the steering
knuckles of the vehicle.
Fig. 2 Front Disc Brake Caliper Assembly (Exploded View)
Fig. 1 Front Disc Brake System Components
Fig. 3 Disc Brake Caliper Mounting To Steering
Knuckle
5 - 4 BRAKESNS

ADJUSTER REAR DRUM BRAKE (AUTOMATIC)
The rear drum brakes on this vehicle automatically
adjust, when required, during the normal operation
of the vehicle every time the brakes are applied. Use
the following procedure to test the operation of the
automatic adjuster.
Place the vehicle on a hoist with a helper in the
driver's seat to apply the brakes. Remove the access
plug from the adjustment hole in each brake support
plate to provide visual access of the brake adjuster
star wheel.
Remove the park brake cable, for the wheel of the
vehicle that is being worked on, from the park brake
cable equalizer (Fig. 12). This is required to gain
access to the star wheel. If the cable is not removed
from the equalizer, the cable and spring inside of the
brake drum is in the way of the star wheel.
To eliminate the condition where maximum adjust-
ment of the rear brake shoes, does not allow the
automatic adjuster to operate when tested, back the
star wheel off approximately 30 notches. It will be
necessary to hold the adjuster lever away from the
star wheel to permit this adjustment.
Have the helper apply the brakes. Upon applica-
tion of the brake pedal, the adjuster lever lever
should move down, turning the adjuster star wheel.
Thus, a definite rotation of the adjuster star wheel
can be observed if the automatic adjuster is working
properly. If one or more adjusters do not function
properly, the respective drum must be removed for
adjuster servicing.
BRAKE ROTOR
Any servicing of the rotor requires extreme care to
maintain the rotor to within service tolerances to
ensure proper brake action.Before refinishing or refacing a rotor, the rotor
should be checked and inspected for the following
conditions:
Braking surface scoring, rust, impregnation of lin-
ing material and worn ridges.
Excessive rotor lateral runout or wobble.
Thickness variation in braking surface of the rotor
(Parallelism).
Dishing or distortion in braking surface of the
rotor (Flatness).
If a vehicle has not been driven for a period of
time, the rotors will rust in the area not covered by
the brake lining and cause noise and chatter when
the brakes are applied.
Excessive wear and scoring of the rotor can cause
temporary improper lining contact if ridges are not
removed from braking surface of rotor before instal-
lation of new brake shoe assemblies.
Some discoloration and/or wear of the rotor surface
is normal and does not require resurfacing when lin-
ings are replaced.
Excessive runout or wobble in a rotor can increase
pedal travel due to piston knock-back. This will also
increase guide pin bushing wear due to the tendency
of the caliper to follow rotor wobble.
Thickness variation in a rotor can also result in
pedal pulsation, chatter and surge due to variation in
brake output. This can also be caused by excessive
runout in the rotor and/or the hub.
Dishing or distortion can be caused by extreme
heat and abuse of the brakes.
CHECKING ROTOR FOR RUNOUT AND
THICKNESS
NOTE: The procedure for checking rotor runout
and thickness is the same for the front and rear
rotor. If there is a specification difference between
the front and rear rotor it will be designated as
such in the specifications of the following proce-
dure.
On-vehicle rotor runout is the combination of the
individual runout of the hub face and the runout of
the rotor. (The hub and rotor runouts are separable).
To measure runout on the vehicle, remove the wheel
and reinstall the lug nuts tightening the rotor to the
hub. Mount Dial Indicator, Special Tool C-3339 with
Mounting Adaptor, Special Tool SP- 1910 on steering
arm. Dial indicator plunger should contact braking
surface of rotor approximately 10 mm (0.393 in.)
from outer edge of rotor (Fig. 13). Check lateral
runout on both sides of rotor. Lateral runout of the
rotor should not exceed 0.13 mm (0.005 inch).
If lateral runout is in excess of the specification,
check the lateral runout of the hub face. Before
removing rotor from hub, make a chalk mark across
Fig. 12 Park Brake Cable Equlizer
5 - 14 BRAKESNS
DIAGNOSIS AND TESTING (Continued)

both the rotor and one wheel stud on the high side of
the runout. This will ensure that the original location
of the rotor in relation to the hub can be retained
(Fig. 14). Remove rotor from hub.
Thoroughly clean the front surface of the front
hub. Then install Dial Indicator, Special Tool C-3339
and Mounting Adaptor, Special Tool SP-1910 on
steering knuckle. Position stem so it contacts hub
face near outer diameter. Care must be taken to posi-
tion stem outside the stud circle but inside the cham-
fer on the hub face (Fig. 15).Clean hub surface
before checking.
Lateral runout should not exceed 0.08 mm (0.003
inch). If runout exceeds this specification, the hub
must be replaced. See Suspension Group 2. If lateral
runout of the hub does not exceed this specification,
install rotor on hub with chalk marks two wheel
studs apart (Fig. 16). Tighten nuts in the properse-
quence and torque to specification. Finally, check lat-eral runout of rotor to see if lateral runout is now
within specification.
If lateral runout is not within specification, install
a new rotor or reface rotor, being careful to remove
as little rotor material as possible from each side of
rotor. Remove equal amounts from each side of rotor.
Do not reduce thickness below minimum thickness
marking cast into the un-machined surface (Fig. 17)
of the rotor .
Thickness variation measurements of the rotor
should be made in conjunction with the lateral
runout measurements. Measure the thickness of the
rotor at 12 circumferentially equal points with a
Fig. 16 Indexing Rotor And Wheel Stud
Fig. 13 Checking Brake Rotor For Runout
Fig. 14 Marking Rotor And Wheel Stud
Fig. 15 Checking Disc Brake Rotor For Runout
NSBRAKES 5 - 15
DIAGNOSIS AND TESTING (Continued)

SERVICE PROCEDURES
MASTER CYLINDER FLUID LEVEL CHECK
Check master cylinder reservoir fluid level a mini-
mum of twice annually.
Master cylinder reservoirs are marked with the
words FULL and ADD to indicate proper brake fluid
fill level of the master cylinder (Fig. 26).
If necessary, add brake fluid to bring the level to
the bottom of the FULL mark on the side of the mas-
ter cylinder fluid reservoir.When filling master
cylinder fluid reservoir do not fill the filler
neck of the fluid reservoir (Fig. 26) with brake
fluid.
Use only Mopartbrake fluid or an equivalent from
a sealed container. Brake fluid must conform to DOT
3, specifications.
DO NOTuse brake fluid with a lower boiling
point, as brake failure could result during prolonged
hard braking.
Use only brake fluid that was stored in a tightly-
sealed container.
DO NOTuse petroleum-based fluid because seal
damage will result. Petroleum based fluids would be
items such as engine oil, transmission fluid, power
steering fluid ect.
BLEEDING BASE BRAKE HYDRAULIC SYSTEM
NOTE: This bleeding procedure is only for the vehi-
cle's base brakes hydraulic system. For bleeding
the antilock brakes hydraulic system, refer to the
ITT Teves Mark 20 Antilock Brake System bleeding
procedure in the antilock brakes section of this ser-
vice manual.
PRESSURE BLEEDING PROCEDURE
CAUTION: Before removing the master cylinder
cover, throughly clean the cover and master cylin-
der fluid reservoir to prevent dirt and other foreign
matter from dropping into the master cylinder fluid
reservoir.
CAUTION: Use bleeder tank Special Tool C-3496-B
with adapter Special Tool 6921 to pressurize the
hydraulic system for bleeding.
CAUTION: When pressure bleeding the brakes
hydraulic system the fluid reservoir filler neck must
be removed from the master cylinder fluid reservoir.
Failure to remove the filler neck from the fluid res-
ervoir, may result in the filler neck separating from
the fluid reservoir when the hydraulic system is
pressurized.
Follow pressure bleeder manufacturer's instruc-
tions, for use of pressure bleeding equipment.
When bleeding the brake system, some air may be
trapped in the brake lines or valves far upstream, as
much as ten feet from the bleeder screw (Fig. 27).
Therefore, it is essential to have a fast flow of a large
volume of brake fluid when bleeding the brakes to
ensure all the air gets out.
(1) Remove the filler neck from the master cylin-
der fluid reservoir.
(2) Install the Adapter Master Cylinder Pressure
Bleed Cap, Special Tool 6921 on the fluid reservoir of
the master cylinder (Fig. 28). Attach the fluid hose
from the pressure bleeder to the fitting on Special
Tool 6921.
(3) Attach a clear plastic hose to the bleeder screw
at one wheel and feed the hose into a clear jar con-
taining fresh brake fluid.
Fig. 26 Master Cylinder Fluid Level Marks
Fig. 27 Trapped Air In Brake Fluid Line
5 - 20 BRAKESNS