2002 JEEP GRAND CHEROKEE tie rod

LINKAGE
TABLE OF CONTENTS
page page
LINKAGE
DESCRIPTION
STEERING LINKAGE ± RIGHT HAND DRIVE
(RHD) VEHICLES......................26
DESCRIPTION........................26
SPECIFICATIONS
TORQUE CHART......................28
SPECIAL TOOLS
STEERING LINKAGE...................28
DAMPER
DESCRIPTION.........................28
OPERATION...........................28
REMOVAL.............................28
INSTALLATION.........................29
DRAG LINK
DESCRIPTION.........................29OPERATION...........................29
REMOVAL.............................29
INSTALLATION.........................29
PITMAN ARM
DESCRIPTION.........................29
OPERATION...........................29
REMOVAL.............................29
INSTALLATION.........................30
TIE ROD END
DESCRIPTION.........................30
OPERATION...........................30
REMOVAL.............................30
INSTALLATION.........................30
LINKAGE
DESCRIPTION
STEERING LINKAGE ± RIGHT HAND DRIVE
(RHD) VEHICLES
Vehicles equipped with right hand drive (RHD)
steering utilize the same components of left hand
drive vehicles. The RHD Steering linkage is designed
as a mirror image of left hand drive linkage with the
exception of the steering damper (Fig. 1), which is
mounted on the same side of the vehicle weather
RHD or LHD. See figure below for reference. All
specifications are the same as LHD. Refer to Group
19, Steering of the gasoline engine service manual for
additional information.
DESCRIPTION
The steering linkage consists of a pitman arm,
drag link, tie rod, and steering dampener (Fig. 2) .
An adjustment sleeve on the tie rod is used to set
wheel toe position. The sleeve on the drag link is
used for steering wheel centering.
CAUTION: If any steering components are replaced
or serviced an alignment must be performed, to
ensure the vehicle meets all alignment specifica-
tions.
CAUTION: Components attached with a nut and cot-
ter pin must be torqued to specification. Then if the
slot in the nut does not line up with the cotter pin
hole, tighten nut until it is aligned. Never loosen the
nut to align the cotter pin hole.
19 - 26 LINKAGEWJ

Fig. 1 Right Hand Drive Steering Linkage
1 - PITMAN ARM
2 - STEERING DAMPENER
Fig. 2 Steering Linkage
1 - DRAG LINK
2 - PITMAN ARM
3 - TIE ROD END
4 - TIE ROD
5 - DAMPER
6 - TIE ROD END
WJLINKAGE 19 - 27
LINKAGE (Continued)

SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Pitman Arm
Shaft Nut251 185 Ð
Drag Link
Pitman Arm Nut88 65 Ð
Drag Link
Knuckle Nut47 35 Ð
Drag Link
Clamp Nuts41 30 Ð
Tie Rod
Knuckle Nut47 35 Ð
Tie Rod
Clamp Nuts41 30 Ð
Steering Damper
Axle Bolt88 65 Ð
Steering Damper
Tie Rod Nut41 30 Ð
SPECIAL TOOLS
STEERING LINKAGEDAMPER
DESCRIPTION
The damper is mounted to the axle housing and
the tie rod end. The damper consists of steel tube
shock absorber with a permanent bushed end.
OPERATION
The steering damper provides steering system
damping.
REMOVAL
(1) Remove the nut from the ball stud at the tie
rod.
(2) Remove the steering damper from the tie rod.
(3) Remove the steering damper nut and bolt from
the axle bracket (Fig. 3) .Puller C-3894±A
Remover Pitman C-4150A
19 - 28 LINKAGEWJ
LINKAGE (Continued)

INSTALLATION
(1) Install the steering damper to the axle bracket
and tie rod.
(2) Install the steering damper bolt in the axle
bracket and tighten bolt to 88 N´m (65 ft. lbs.).
(3) Install the nut at the tie rod and tighten to 41
N´m (30 ft. lbs.).
DRAG LINK
DESCRIPTION
The drag link and ends are comprised of two forged
ends connected by a steel adjusting tube. The drag
link connects the steering gear pitman arm to the
steering knuckle. The larger offset end is attached to
the pitman arm.
OPERATION
The sleeve is used for steering wheel centering.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove right wheel and tire assembly.
(3) Remove the cotter pins and nuts at the right
steering knuckle and pitman arm (Fig. 4) .
(4) Remove the drag link from the steering
knuckle and pitman arm Puller C-3894-A.
(5) Loosen adjustment sleeve clamp bolts and
unscrew the tie rod ends from the adjustment sleeve.
INSTALLATION
(1) Screw the tie rod ends into the adjustment
sleeve.
(2) Install the drag link onto the right steering
knuckle and pitman arm.(3) Tighten the nut at the steering knuckle to 47
N´m (35 ft. lbs.). Tighten the pitman nut to 88 N´m
(65 ft. lbs.). Install new cotter pins.
(4) Position clamp bolts to their original position
and tighten to 41 N´m (30 ft. lbs.).
(5) Install right wheel and tire assembly.
(6) Remove support and lower the vehicle.
(7) Center the steering wheel.
PITMAN ARM
DESCRIPTION
The pitman arm is attached at one end of the
steering gear's sector shaft. The other end is con-
nected to the drag link.
OPERATION
The pitman arm transfers rotary motion into side
to side motion.
REMOVAL
(1) Remove the cotter pin and nut from the drag
link at the pitman arm (Fig. 5) .
(2) Remove the drag link ball stud from the pit-
man arm with a puller.
(3) Remove the nut and washer from the steering
gear shaft. Mark the pitman shaft and pitman arm
for installation reference. Remove the pitman arm
from steering gear with Puller C-4150A.
Fig. 3 Steering Damper
1 - DAMPER
2 - TIE ROD
Fig. 4 Drag Link
1 - STEERING GEAR
2 - PITMAN ARM
3 - CLAMP
4 - DRAG LINK
5 - CLAMP
WJLINKAGE 19 - 29
DAMPER (Continued)

INSTALLATION
(1) Align and install the pitman arm on steering
gear shaft.
(2) Install the washer and nut on the shaft and
tighten the nut to 251 N´m (185 ft. lbs.).
(3) Install drag link ball stud to pitman arm.
Install nut and tighten to 88 N´m (65 ft. lbs.). Install
a new cotter pin.
TIE ROD END
DESCRIPTION
The ends are forged, with a lubed for life ball
socket.
OPERATION
The tie rod ends connect the drag link to the wheel
assembly. The tie rod provides toe alignment and
transfers steering input from the drag link to the
wheels.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove wheel and tire assemblies.
(3) Remove the damper nut from the tie rod clamp
(Fig. 6).
(4) Remove the damper from the tie rod.
(5) Remove the cotter pins and nuts from the tie
rod ends at the steering knuckles (Fig. 6).(6) Remove the tie rod ends from the steering
knuckles with Puller C-3894-A..
(7) Loosen the adjustment sleeve clamp bolts and
unscrew the tie rod ends from the sleeve.
INSTALLATION
(1) Screw the tie rod ends into the adjustment
sleeve.
(2) Install the tie rod on the steering knuckles and
install the nuts.
(3) Tighten the nuts to 47 N´m (35 ft. lbs.). Install
new cotter pins and bend end 60É.
(4) Position the adjustment sleeve clamp bolts to
their original location and tighten to 41 N´m (30 ft.
lbs.).
(5) Install the damper on the tie rod and install
the nut.
(6) Tighten the nut to 41 N´m (30 ft. lbs.). Install
new cotter pins and bend end 60É.
(7) Install wheel and tire assemblies.
(8) Remove support and lower the vehicle.
(9) Perform toe position adjustment.
Fig. 5 Pitman Arm
1 - STEERING GEAR
2 - PITMAN ARM
Fig. 6 Tie Rod Assembly
1 - TIE ROD END
2 - CLAMP
3 - DAMPER
4 - TIE ROD
5 - CLAMP
6 - TIE ROD END
19 - 30 LINKAGEWJ
PITMAN ARM (Continued)

A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid's valve.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
SPEED SENSOR
DESCRIPTION
The speed sensor (Fig. 240) is located in the over-
drive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed.
OPERATION
Speed sensor signals are triggered by the park
gear lugs as they rotate past the sensor pickup face.
Input signals from the sensor are sent to the trans-
mission control module for processing. Signals from
this sensor are shared with the powertrain control
module.
THROTTLE VALVE CABLE
DESCRIPTION
Transmission throttle valve cable adjustment is
extremely important to proper operation. This adjust-
ment positions the throttle valve, which controls shift
speed, quality, and part-throttle downshift sensitivity.
If cable setting is too loose, early shifts and slip-
page between shifts may occur. If the setting is too
tight, shifts may be delayed and part throttle down-
shifts may be very sensitive.
The transmission throttle valve is operated by a
cam on the throttle lever. The throttle lever is oper-
ated by an adjustable cable (Fig. 241). The cable is
attached to an arm mounted on the throttle lever
shaft. A retaining clip at the engine-end of the cable
is removed to provide for cable adjustment. The
retaining clip is then installed back onto the throttle
valve cable to lock in the adjustment.
ADJUSTMENTS - TRANSMISSION THROTTLE
VALVE CABLE
A correctly adjusted throttle valve cable (Fig. 242)
will cause the throttle lever on the transmission to
move simultaneously with the throttle body lever
from the idle position. Proper adjustment will allow
Fig. 240 Transmission Output Speed Sensor
1 - TRANSMISSION OUTPUT SHAFT SPEED SENSOR
2 - SEAL
Fig. 241 Throttle Valve Cable
1 - THROTTLE VALVE CABLE
2 - THROTTLE VALVE LEVER
3 - THROTTLE BODY
21 - 126 AUTOMATIC TRANSMISSION - 42REWJ
SOLENOID (Continued)

A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid's valve.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 109) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The con-
verter clutch engages in third gear. The torque con-
verter hub drives the transmission oil (fluid) pump
and contains an o-ring seal to better control oil flow.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the fluid cooler and lines.
Fig. 109 Torque Converter Assembly
1 - TURBINE ASSEMBLY
2-STATOR
3 - CONVERTER HUB
4 - O-RING
5 - IMPELLER ASSEMBLY
6 - CONVERTER CLUTCH PISTON
7 - TURBINE HUB
21 - 264 AUTOMATIC TRANSMISSION - 545RFEWJ
SOLENOIDS (Continued)

INSTALLATION - 2.7L TURBO DIESEL
WARNING: REVIEW THE WARNINGS AND CAU-
TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
Any kinks or sharp bends in the refrigerant plumb-
ing will reduce the capacity of the entire air condi-
tioning system. Kinks and sharp bends reduce the
flow of refrigerant in the system. A good rule for the
flexible hose refrigerant lines is to keep the radius of
all bends at least ten times the diameter of the hose.
In addition, the flexible hose refrigerant lines should
be routed so they are at least 80 millimeters (3
inches) from the exhaust manifold.
High pressures are produced in the refrigerant sys-
tem when the air conditioning compressor is operat-
ing. Extreme care must be exercised to make sure
that each of the refrigerant system connections is
pressure-tight and leak free. It is a good practice to
inspect all flexible hose refrigerant lines at least once
a year to make sure they are in good condition and
properly routed.
(1) Carefully position the suction line in the vehi-
cle.
(2) Remove the cap or tape and install the suction
line on the compressor. Be certain the sealing o-ring
is well lubricated with PAG oil and free of tears.
Torque the retaining fastener to 22 N´m (200 in. lbs.).
(3) Position and install the refrigerant line support
bracket bolt on the cylinder head cap. Torque the bolt
to 20 N´m (177 in. lbs.).
(4) Remove the cap or tape and install the suction
line on the H-Valve Block. Be certain the sealing
O-ring is well lubricated with PAG oil and free of
tears. Torque the retaining fastener to 28 N´m (21 ft.
lbs.).
(5) Install the tie-straps retaining the wire har-
ness on the suction line.
(6) Evacuate the refrigerant system. (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -
STANDARD PROCEDURE - REFRIGERANT SYS-
TEM EVACUATE)
(7) Charge the refrigerant system. (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -
STANDARD PROCEDURE - REFRIGERANT SYS-
TEM CHARGE)
(8) Connect the negative battery cable.
A/C EVAPORATOR
DESCRIPTION
The evaporator coil is located in the HVAC hous-
ing, under the instrument panel. The evaporator coil
is positioned in the HVAC housing so that all air that
enters the housing must pass over the fins of the
evaporator before it is distributed through the sys-
tem ducts and outlets. However, air passing over the
evaporator coil fins will only be conditioned when the
compressor is engaged and circulating refrigerant
through the evaporator coil tubes.
OPERATION
Refrigerant enters the evaporator from the orifice
tube as a low-temperature, low-pressure liquid. As
air flows over the fins of the evaporator, the humidity
in the air condenses on the fins, and the heat from
the air is absorbed by the refrigerant. Heat absorp-
tion causes the refrigerant to boil and vaporize. The
refrigerant becomes a low-pressure gas before it
leaves the evaporator.
The evaporator coil cannot be repaired and, if
faulty or damaged, it must be replaced.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
WARNING: REVIEW THE WARNINGS AND CAU-
TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
(1) Remove and disassemble the HVAC housing.
(Refer to 24 - HEATING & AIR CONDITIONING/
DISTRIBUTION/HVAC HOUSING - REMOVAL)
(Refer to 24 - HEATING & AIR CONDITIONING/
DISTRIBUTION/HVAC HOUSING - DISASSEMBLY)
(2) Lift the evaporator coil unit out of the lower
half of the HVAC housing (Fig. 11).
WJPLUMBING 24 - 69
SUCTION LINE (Continued)