2001 CHRYSLER VOYAGER change wheel

unload the bearings and change the noise level.
When bearing damage is slight, the noise is usually
not noticeable at speeds above 48 km/h (30 mph).
REMOVAL - HUB AND BEARING
FRONT-WHEEL-DRIVE VEHICLES
(1) Raise vehicle. See Hoisting in Lubrication and
Maintenance.
(2) Remove wheel and tire.
(3) Remove brake drum or disc brake caliper and
rotor from hub and bearing. Refer to Brakes.
(4) If equipped with antilock brakes, perform the
following:
(a) Remove secondary (yellow) retaining clip at
rear of wheel speed sensor head (Fig. 8).
(b) Push up on metal retaining clip (Fig. 8) until
it bottoms. This will release wheel speed sensor
head from hub and bearing.
(c) While holding metal clip up, pull back on
wheel speed sensor head removing it from hub and
bearing.
(5) Remove the 4 bolts attaching the hub and bear-
ing to the rear axle.
CAUTION: Corrosion may occur between the hub
and bearing, and the axle. If this occurs the hub
and bearing will be difficult to remove from the
axle. If the hub and bearing will not come out of the
axle by pulling on it by hand, do not pound on the
hub and bearing to remove it from the axle. Damage
will occur. Use the following procedure.(6) If hub and bearing cannot be removed from the
axle by hand, use Remover, Special Tool 8458 (Fig. 9)
and following procedure to press the hub and bearing
out of the axle.
(a) Thread Threaded Guide Pins into hub and
bearing mounting bolt holes.
(b) Remove the two outboard spring plate bolts.
(c) Using the spring plate bolts, install the
Screw Mount, Special Tool 8458±2, as shown (Fig.
9).
(d) Place Push Plate, Special Tool 8458±1, on
ends of Threaded Guide Pins
(e) Place a dab of grease in dimple of Push
Plate.
(f) Tighten the Forcing Screw, Special Tool
8458±3, up against dimple in Push Plate and press
hub and bearing out of axle by continuing to
tighten screw.
(g) Remove the tool.
(h) Reinstall the two outboard spring plate bolts.
Tighten the bolts to 102 N´m (75 ft. lbs.) torque.
(7) Remove the hub/bearing from the rear axle and
brake support plate.
ALL-WHEEL-DRIVE VEHICLES
(1) Set the parking brake.The parking brake is
set to keep the hub and bearing, and axle shaft
from rotating when loosening the hub nut.
Fig. 8 SENSOR CONNECTOR AT HUB AND
BEARING
1 - SECONDARY SENSOR RETAINING CLIP
2 - METAL SENSOR RETAINING CLIP
3 - HUB AND BEARING
Fig. 9 REMOVAL USING SPECIAL TOOL 8458
1 - THREADED GUIDE PINS 8458-4
2 - HUB AND BEARING
3 - LEAF SPRING PLATE
4 - FORCING SCREW 8458-3
5 - SCREW MOUNT 8458-2
6 - PUSH PLATE 8458-1
RSREAR2-31
HUB / BEARING (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
Excessive Steering Free
Play1. Incorrect Steering Gear Adjustment 1. Adjust Or Replace Steering Gear
2. Worn or loose tie rod ends 2. Replace or tighten tie rod ends
3. Loose steering gear mounting bolts 3. Tighten steering gear bolts to specified
torque
4. Loose or worn steering shaft coupler 4. Replace steering shaft coupler
Excessive Steering Effort 1. Low tire pressure 1. Inflate all tires to recommended
pressure
2. Lack of lubricant in steering gear 2. Replace steering gear
3. Low power steering fluid level 3. Fill power steering fluid reservoir to
correct level
4. Loose power steering pump drive
belt4. Correctly adjust power steering pump
drive belt
5. Lack of lubricant in ball joints 5. Lubricate or replace ball joints
6. Steering gear malfunction 6. Replace steering gear
7. Lack of lubricant in steering coupler 7. Replace steering coupler
STANDARD PROCEDURE - WHEEL ALIGNMENT
PRE-WHEEL ALIGNMENT INSPECTION
Before any attempt is made to change or correct
the wheel alignment, the following inspection and
necessary corrections must be made to ensure proper
alignment.
(1) Verify that the fuel tank is full of fuel. If the
tank is not full, the reduction in weight will affect
the curb height of the vehicle and the alignment
angles.
(2) The passenger and luggage compartments of
the vehicle should be free of any load that is not fac-
tory equipment.
(3) Check the tires on the vehicle. All tires must be
the same size and in good condition with approxi-
mately the same amount of tread wear. Inflate all
the tires to the recommended air pressure.
(4) Check the front wheel and tire assemblies for
excessive radial runout.
(5) Inspect lower ball joints and all steering link-
age for looseness, binding, wear or damage. Repair as
necessary.
(6) Check suspension fasteners for proper torque
and retighten as necessary.
(7) Inspect all suspension component rubber bush-
ings for signs of wear or deterioration. Replace any
faulty bushings or components before aligning the
vehicle.
(8) Check the vehicle's curb height to verify it is
within specifications. Refer to Curb Height Measure-
ment.
WHEEL ALIGNMENT SETUP
(1) Position the vehicle on an alignment rack.
(2) Install all required alignment equipment on
the vehicle per the alignment equipment manufactur-
er's instructions. On this vehicle, a four-wheel align-
ment is recommended.
NOTE: Prior to reading the vehicle's alignment
readouts, the front and rear of vehicle should be
jounced. Induce jounce (rear first, then front) by
grasping the center of the bumper and jouncing
each end of vehicle an equal number of times. The
bumper should always be released when vehicle is
at the bottom of the jounce cycle.
(3) Read the vehicle's current front and rear align-
ment settings. Compare the vehicle's current align-
ment settings to the vehicle specifications for camber,
caster and toe-in. (Refer to 2 - SUSPENSION/
WHEEL ALIGNMENT - SPECIFICATIONS)
(4) If front camber and caster are not within spec-
ifications, proceed to CAMBER AND CASTER below.
If caster and camber are within specifications, pro-
ceed to TOE which can be found following CAMBER
AND CASTER. Rear camber, caster and toe are not
adjustable. If found not to be within specifications,
reinspect for damaged suspension or body compo-
nents and replace as necessary.
CAMBER AND CASTER
Camber and caster settings on this vehicle are
determined at the time the vehicle is designed, by
the location of the vehicle's suspension components.
This is referred to as NET BUILD. The result is no
RSWHEEL ALIGNMENT2-51
WHEEL ALIGNMENT (Continued)

DIFFERENTIAL & DRIVELINE
TABLE OF CONTENTS
page page
HALF SHAFT - FRONT.....................1
HALF SHAFT - REAR.....................16PROPELLER SHAFT......................24
REAR DRIVELINE MODULE................26
HALF SHAFT - FRONT
TABLE OF CONTENTS
page page
HALF SHAFT - FRONT
DESCRIPTION............................1
DIAGNOSIS AND TESTING..................1
HALF SHAFT...........................1
REMOVAL...............................2
INSTALLATION............................5
SPECIFICATIONS.........................7
CV BOOT - INNER
REMOVAL...............................7INSTALLATION............................8
CV BOOT - OUTER
REMOVAL..............................11
INSTALLATION...........................12
OUTER CV JOINT BEARING SHIELD
REMOVAL..............................14
INSTALLATION...........................14
HALF SHAFT - FRONT
DESCRIPTION
All vehicles use an unequal length half shaft sys-
tem (Fig. 1).
The left half shaft uses a tuned rubber damper
weight. When replacing the left half shaft, be sure
the replacement half shaft has the same damper
weight as the original.
All half shaft assemblies use the same type of
inner and outer joints. The inner joint of both half
shaft assemblies is a tripod joint, and the outer joint
of both half shaft assemblies is a Rzeppa joint. Both
tripod joints and Rzeppa joints are true constant
velocity (CV) joint assemblies. The inner tripod joint
allows for the changes in half shaft length through
the jounce and rebound travel of the front suspen-
sion.
On vehicles equipped with ABS brakes, the outer
CV joint is equipped with a tone wheel used to deter-
mine vehicle speed for ABS brake operation.
The inner tripod joint of both half shafts is splined
into the transaxle side gears. The inner tripod joints
are retained in the side gears of the transaxle usinga snap ring located in the stub shaft of the tripod
joint. The outer CV joint has a stub shaft that is
splined into the wheel hub and retained by a steel
hub nut.
DIAGNOSIS AND TESTING - HALF SHAFT
VEHICLE INSPECTION
(1) Check for grease in the vicinity of the inboard
tripod joint and outboard CV joint; this is a sign of
inner or outer joint seal boot or seal boot clamp dam-
age.
(2) A light film of grease may appear on the right
inner tripod joint seal boot; this is considered normal
and should not require replacement of the seal boot.
NOISE AND/OR VIBRATION IN TURNS
A clicking noise and/or a vibration in turns could
be caused by one of the following conditions:
²Damaged outer CV or inner tripod joint seal
boot or seal boot clamps. This will result in the loss
and/or contamination of the joint grease, resulting in
inadequate lubrication of the joint.
RSDIFFERENTIAL & DRIVELINE3-1

HALF SHAFT - REAR
TABLE OF CONTENTS
page page
HALF SHAFT - REAR
DESCRIPTION...........................16
DIAGNOSIS AND TESTING.................16
HALF SHAFT..........................16
REMOVAL..............................16INSTALLATION...........................17
SPECIFICATIONS........................18
CV BOOT - INNER/OUTER
REMOVAL..............................18
INSTALLATION...........................20
HALF SHAFT - REAR
DESCRIPTION
The inner and outer joints of both half shaft
assemblies are tripod joints. The tripod joints are
true constant velocity (CV) joint assemblies, which
allow for the changes in half shaft length through
the jounce and rebound travel of the rear suspension.
On vehicles equipped with ABS brakes, the outer
CV joint is equipped with a tone wheel used to deter-
mine vehicle speed for ABS brake operation.
The inner tripod joint of both half shafts is bolted
rear differential assembly's output flanges. The outer
CV joint has a stub shaft that is splined into the
wheel hub and retained by a steel hub nut.
DIAGNOSIS AND TESTING - HALF SHAFT
VEHICLE INSPECTION
(1) Check for grease in the vicinity of the inboard
tripod joint and outboard CV joint; this is a sign of
inner or outer joint seal boot or seal boot clamp dam-
age.
(2) A light film of grease may appear on the right
inner tripod joint seal boot; this is considered normal
and should not require replacement of the seal boot.
NOISE AND/OR VIBRATION IN TURNS
A clicking noise and/or a vibration in turns could
be caused by one of the following conditions:
²Damaged outer CV or inner tripod joint seal
boot or seal boot clamps. This will result in the loss
and/or contamination of the joint grease, resulting in
inadequate lubrication of the joint.
²Noise may also be caused by another component
of the vehicle coming in contact with the half shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a result of one of the following
conditions:²A torn seal boot on the inner or outer joint of the
half shaft assembly.
²A loose or missing clamp on the inner or outer
joint of the half shaft assembly.
²A damaged or worn half shaft CV joint.
SHUDDER OR VIBRATION DURING ACCELERATION
This problem could be a result of:
²A worn or damaged half shaft inner tripod joint.
²A sticking tripod joint spider assembly (inner tri-
pod joint only).
²Improper wheel alignment. (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE)
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of:
²Foreign material (mud, etc.) packed on the back-
side of the wheel(s).
²Out of balance tires or wheels. (Refer to 22 -
TIRES/WHEELS - STANDARD PROCEDURE)
²Improper tire and/or wheel runout. (Refer to 22 -
TIRES/WHEELS - DIAGNOSIS AND TESTING)
REMOVAL
(1) Lift vehicle on hoist so that the wheels hang
freely.
(2) Remove rear wheel.
(3) Remove cotter pin, nut lock, and wave washer
(Fig. 1).
(4) Remove hub nut and washer.
CAUTION: The half shaft outer CV joint, when
installed, acts as a bolt and secures the hub/bear-
ing assembly. If the vehicle is to be supported or
moved on its wheels, install and torque a bolt
through the hub. This will ensure that the hub/bear-
ing assembly cannot loosen.
(5) Remove inner half shaft retaining bolts (Fig. 2).
3 - 16 HALF SHAFT - REARRS

REAR DRIVELINE MODULE
TABLE OF CONTENTS
page page
REAR DRIVELINE MODULE
DESCRIPTION...........................26
OPERATION.............................26
DIAGNOSIS AND TESTING.................27
REAR DRIVELINE MODULE NOISE.........27
REAR DRIVELINE MODULE OPERATION....29
REMOVAL..............................29
DISASSEMBLY...........................30
ASSEMBLY.............................32
INSTALLATION...........................36
SPECIFICATIONS........................37
SPECIAL TOOLS.........................37
BI-DIRECTIONAL OVERRUNNING CLUTCH
DESCRIPTION...........................37
OPERATION.............................38
DIFFERENTIAL ASSEMBLY
DESCRIPTION...........................43
OPERATION.............................43FLUID - DIFFERENTIAL ASSEMBLY
STANDARD PROCEDURE..................44
DIFFERENTIAL ASSEMBLY FLUID CHANGE . . 44
FLUID
STANDARD PROCEDURE..................44
OVERRUNNING CLUTCH HOUSING FLUID
CHANGE..............................44
VISCOUS COUPLER
DESCRIPTION...........................45
OPERATION.............................45
TORQUE ARM
REMOVAL..............................47
INSTALLATION...........................47
INPUT FLANGE SEAL
REMOVAL..............................47
INSTALLATION...........................47
OUTPUT FLANGE SEAL
REMOVAL..............................49
INSTALLATION...........................50
REAR DRIVELINE MODULE
DESCRIPTION
The rear driveline module assembly (Fig. 1) con-
sists of four main components:
²Bi-Directional Overrunning Clutch (BOC)
²Viscous Coupling
²Differential Assembly
²Torque Arm
The viscous coupling and bi-directional overrun-
ning clutch are contained within an overrunning
clutch housing, which fastens to the differential
assembly. The overrunning clutch housing and differ-
ential assembly have unique fluid sumps, each
requiring their own type and capacity of fluid. The
overrunning clutch housing requires MopartATF+4
(Automatic Transmission FluidÐType 9602) or equiv-
alent. The differential assembly requires
Driveline module service is limited to the following
components:
²Differential Assembly (serviced only as assem-
bly)
²Viscous Coupling
²Bi-Directional Overrunning Clutch (BOC)
²Overrunning Clutch Housing
²Seals (Input Flange, Output Flange, Overrun-
ning Clutch Housing O-rings)
²Input Flange/Shield²Torque Arm
²Vents
²FastenersOPERATION
The primary benefits of All Wheel Drive are:
²Superior straight line acceleration, and corner-
ing on all surfaces
²Better traction and handling under adverse con-
ditions, resulting in improved hill climbing ability
and safer driving.
The heart of the system is an inter-axle viscous
coupling. The vehicle retains predominantly front-
wheel drive characteristics, but the All Wheel Drive
capability takes effect when the front wheels start to
slip. Under normal level road, straight line driving,
100% of the torque is allocated to the front wheels.
The viscous coupling controls and distributes torque/
power to the rear wheels. The viscous coupling trans-
mits torque to the rear wheels in proportion of the
amount of the slippage at the front wheels. Thais
variable torque distribution is automatic with no
driver inputs required. The coupling is similar to a
multi-plate clutch. It consists of a series of closely
spaced discs, which are alternately connected to the
front and rear drive units. The unit is totally sealed
and partially filled with silicone fluid. There is no
3 - 26 REAR DRIVELINE MODULERS

²Tires
²Road surfaces
²Wheel bearings
²Engine
²Transmission
²Exhaust
²Propeller shaft (vibration)
²Vehicle body (drumming)
Driveline module noises are normally divided into
two categories: gear noise or bearing noise. A thor-
ough and careful inspection should be completed to
determine the actual source of the noise before
replacing the driveline module.
The rubber mounting bushings help to dampen-out
driveline module noise when properly installed.
Inspect to confirm that no metal contact exists
between the driveline module case and the body. The
complete isolation of noise to one area requires
expertise and experience. Identifying certain types of
vehicle noise baffles even the most capable techni-
cians. Often such practices as:
²Increase tire inflation pressure to eliminate tire
noise.
²Listen for noise at varying speeds with different
driveline load conditions
²Swerving the vehicle from left to right to detect
wheel bearing noise.
All driveline module assemblies produce noise to a
certain extent. Slight carrier noise that is noticeable
only at certain speeds or isolated situations should be
considered normal. Carrier noise tends to peak at a
variety of vehicle speeds. Noise isNOT ALWAYSan
indication of a problem within the carrier.
TIRE NOISE
Tire noise is often mistaken for driveline module
noise. Tires that are unbalanced, worn unevenly or
are worn in a saw-tooth manner are usually noisy.
They often produce a noise that appears to originate
in the driveline module.
Tire noise changes with different road surfaces, but
driveline module noise does not. Inflate all four tires
with approximately 20 psi (138 kPa) more than the
recommended inflation pressure (for test purposes
only). This will alter noise caused by tires, but will
not affect noise caused by the differential. Rear axle
noise usually ceases when coasting at speeds less
than 30 mph (48 km/h); however, tire noise contin-
ues, but at a lower frequency, as the speed is
reduced.
After test has been completed lower tire pressure
back to recommended pressure.
GEAR NOISE (DRIVE PINION AND RING GEAR)
Abnormal gear noise is rare and is usually caused
by scoring on the ring gear and drive pinion. Scoringis the result of insufficient or incorrect lubricant in
the carrier housing.
Abnormal gear noise can be easily recognized. It
produces a cycling tone that will be very pronounced
within a given speed range. The noise can occur dur-
ing one or more of the following drive conditions:
²Drive
²Road load
²Float
²Coast
Abnormal gear noise usually tends to peak within
a narrow vehicle speed range or ranges. It is usually
more pronounced between 30 to 40 mph (48 to 64
km/h) and 50 to 60 mph (80 to 96 km/h). When objec-
tionable gear noise occurs, note the driving condi-
tions and the speed range.
BEARING NOISE (DRIVE PINION AND
DIFFERENTIAL)
Defective bearings produce a rough growl that is
constant in pitch and varies with the speed of vehi-
cle. Being aware of this will enable a technician to
separate bearing noise from gear noise.
Drive pinion bearing noise that results from defec-
tive or damaged bearings can usually be identified by
its constant, rough sound. Drive pinion front bearing
is usually more pronounced during a coast condition.
Drive pinion rear bearing noise is more pronounced
during a drive condition. The drive pinion bearings
are rotating at a higher rate of speed than either the
differential side bearings or the axle shaft bearing.
Differential side bearing noise will usually produce
a constant, rough sound. The sound is much lower in
frequency than the noise caused by drive pinion bear-
ings.
Bearing noise can best be detected by road testing
the vehicle on a smooth road (black top). However, it
is easy to mistake tire noise for bearing noise. If a
doubt exists, the tire treads should be examined for
irregularities that often causes a noise that resem-
bles bearing noise.
ENGINE AND TRANSMISSION NOISE
Sometimes noise that appears to be in the driv-
eline module assembly is actually caused by the
engine or the transmission. To identify the true
source of the noise, note the approximate vehicle
speed and/or RPM when the noise is most noticeable.
Stop the vehicle next to a flat brick or cement wall
(this will help reflect the sound). Place the transaxle
inNEUTRAL. Accelerate the engine slowly up
through the engine speed that matches the vehicle
speed noted when the noise occurred. If the same
noise is produced, it usually indicates that the noise
is being caused by the engine or transaxle.
3 - 28 REAR DRIVELINE MODULERS
REAR DRIVELINE MODULE (Continued)

lock the front wheels first. Any torque transfer from
the rear axle to the front axle disturbs the ABS/brak-
ing system and causes potential instabilities on a
slippery surface. The BOC de-couples the rear driv-
eline as soon the rear wheels begin to spin faster
than the front wheels (front wheels locked) in order
to provide increased braking stability. Furthermore
the BOC also reduces the likelihood of throttle off
over-steer during cornering. In a throttle off maneu-
ver, the BOC once again de-couples the rear driveline
forcing all the engine brake torque to the front
wheels. This eliminates the chance of lateral slip on
the rear axle and increases it on the front. The vehi-
cle will therefore tend to understeer, a situation
which is considered easier to manage in most circum-
stances. During this maneuver, and during the ABS
braking event, the BOC does not transmit torque
through to the rear wheels. The rear driveline mod-
ule, with the BOC, will perform the same as a front
wheel drive vehicle during these events. The gear
ratio offset between the front and rear differentials
force the BOC into the overrunning mode most of the
time. This allows BOC to significantly reduce the
rolling resistance of the vehicle, which improves fuel
consumption, allows the downsizing of the driveline
components, and prevents the PTU and propshaft
joints from overheating.
OPERATION
In order to achieve all-wheel drive operation in
reverse, the overrunning clutch locking functional
direction must be reversible. The bi-directional over-
running clutch (BOC) changes the operational mode
direction depending on the propeller shaft direction.
The propeller shaft rotates in the clockwise (when
viewed from the front) direction when the vehicle is
moving forward, which indexes the BOC to the for-
ward overrunning position. When the vehicle is in
reverse, the propeller shaft will rotate counter-clock-
wise and index the BOC to the reverse overrunning
position.
The BOC acts as a mechanical stator. It is active
(transmitting torque), or it is not active and in over-
running mode (not transmitting torque). This ªall or
nothingº approach to torque transfer would cause a
sudden application of all available power to the rear
wheels, which is not desirable. Therefore it is run in
series with a viscous coupler to smooth, dampen, and
limit the transmission of torque to the rear axle and
to prevent a step style torque input to the rear axle.
STEADY STATE, LOW TO MODERATE SPEED, NO
FRONT WHEEL SLIP, FORWARD DIRECTION
During normal driving conditions, (no wheel slip),
the inner shaft (front axle) and outer race (viscous
coupler) are running at different speeds due to the
different gear ratios between the front and rear dif-
ferentials. In this condition, the outer race is always
spinning faster (overdriving between 5-32 rpm) than
the inner shaft. When the BOC (Fig. 29) is running
under these conditions, at low vehicle speeds the
drag shoes and the cage keep the rollers up on the
left side (forward side) of the inner shaft flats. This is
what is known as ªoverrunning mode.º Notice that
when the clutch is in overrunning mode, the rollers
are spinning clockwise and with the outer race, thus
no torque is being transferred.
NOTE: Low speed, forward and reverse operation is
identical, just in opposite directions. (Fig. 29)
shows forward direction in reverse the rollers are
on the other side of the flats due to a reversal of
the cage force.
TRANSIENT CONDITION (BOC LOCKED), FRONT
WHEEL SLIP, FORWARD DIRECTION
When the front wheels lose traction and begin to
slip, the propeller shaft and rear axle pinion speed
difference decreases to zero. At this point the input
shaft (cam) becomes the driving member of the BOC
(Fig. 30), compressing the rollers against the outer
race. This locks the input shaft with the outer race
and transmits torque to the housing of the viscous
coupler, that in turn transmits torque to the rear
axle pinion. It should also be noted that when the
device is locked, the inner shaft and the outer race
are rotating at the same speed. The rollers are
pinched at this point and will stay locked until a
torque reversal (no front wheel slip) occurs. When
locked, the viscous coupler slips during the torque
transfer and the amount of torque transferred is
dependent on the coupling characteristic and the
amount of front wheel slip.
3 - 38 REAR DRIVELINE MODULERS
BI-DIRECTIONAL OVERRUNNING CLUTCH (Continued)

observed if the automatic adjuster is working prop-
erly. If one or more adjusters do not function prop-
erly, the respective drum must be removed for
adjuster servicing.
BRAKE LINES
DESCRIPTION - BRAKE TUBES AND HOSES
The brake tubes are steel with a corrosion-resis-
tant nylon coating applied to the external surfaces.
The flex hoses are made of reinforced rubber with fit-
tings at each end.
The primary and secondary brake tubes leading
from the master cylinder to the ABS ICU Hydraulic
Control Unit (HCU) or the non-ABS junction block
have a special flexible section. This flexible section is
required due to cradle movement while the vehicle is
in motion (The ICU and non-ABS junction block are
mounted to the cradle).If replacement of these
lines is necessary, only the original factory
brake line containing the flexible section must
be used.
OPERATION - BRAKE TUBES AND HOSES
The purpose of the chassis brake tubes and flex
hoses is to transfer the pressurized brake fluid devel-
oped by the master cylinder to the wheel brakes of
the vehicle. The flex hoses are made of rubber to
allow for the movement of the vehicle's suspension.
INSPECTION - BRAKE TUBES AND HOSES
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, which-
ever comes first (every engine oil change). Inspect
hydraulic brake hoses for surface cracking, scuffing,
or worn spots. If the fabric casing of the rubber hose
becomes exposed due to cracks or abrasions in the
rubber hose cover, the hose should be replaced imme-
diately. Eventual deterioration of the hose can take
place with possible burst failure. Faulty installation
can cause twisting, resulting in wheel, tire, or chassis
interference.
The brake tubing should be inspected periodically
for evidence of physical damage or contact with mov-
ing or hot components.
The flexible brake tube sections used on this vehi-
cle in the primary and secondary tubes from the
master cylinder to the ABS hydraulic control unit
connections must also be inspected. This flexible tub-
ing must be inspected for kinks, fraying and contact
with other components or with the body of the vehi-
cle.
BRAKE PADS/SHOES - FRONT
REMOVAL - FRONT DISC BRAKE SHOES
(DISC/DISC BRAKES)
(1) Raise the vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE-
DURE).
(2) Remove both front wheel and tire assemblies.
(3) Begin on one side of the vehicle.
(4) Remove the anti-rattle clip from the outboard
side of the caliper and adapter.
(5) Remove the two caliper guide pin bolts.
(6) Remove caliper from caliper adapter and brake
rotor.
CAUTION: Supporting weight of caliper by the flex-
ible brake fluid hose can damage the hose.
(7) Using wire or cord, hang the caliper from the
front strut assembly (Fig. 12). Support the caliper
firmly to prevent weight of caliper from being sup-
ported by the brake fluid hose.
(8) Remove the outboard brake shoe from the cali-
per adapter.
(9) Pull the inboard brake shoe away from the cal-
iper piston until the retaining clip on shoe is free
from the cavity in the caliper piston (Fig. 13).
(10) Repeat the above procedure on other side of
the vehicle.
Fig. 12 Stored Front Disc Brake Caliper
1 - STEERING KNUCKLE
2 - BRAKE FLEX HOSE
3 - CALIPER ASSEMBLY
4 - WIRE HANGER
5 - STRUT ASSEMBLY
RSBRAKES - BASE5-13
HYDRAULIC/MECHANICAL (Continued)