2002 JEEP GRAND CHEROKEE turn

(3) Remove the pinion gear mate shaft lock screw
(Fig. 58).
(4) Remove pinion gear mate shaft with a drift and
hammer (Fig. 59).
(5) Install and lubricate Step Plate C-6960-3 (Fig.
60).
(6) Assemble Threaded Adapter C-6960-1 into top
side gear. Thread Forcing Screw C-6960-4 into
adapter until it becomes centered in adapter plate.
(7) Position a small screw driver in slot of
Threaded Adapter Disc C-6960-1 (Fig. 61) to prevent
adapter from turning.
Fig. 58 MATE SHAFT LOCK SCREW
1 - LOCK SCREW
2 - PINION GEAR MATE SHAFT
Fig. 59 PINION MATE SHAFT
1 - PINION MATE SHAFT
2 - SIDE GEAR
3 - DRIFT
4 - PINION MATE GEAR
Fig. 60 Step Plate
1 - LOWER SIDE GEAR
2 - DIFFERENTIAL CASE
3 - STEP PLATE
Fig. 61 Threaded Adapter Disc
1 - SOCKET
2 - SLOT IN ADAPTER
3 - SCREWDRIVER
4 - STEP PLATE
5 - FORCING SCREW
6 - THREAD ADAPTER DISC
3 - 120 REAR AXLE - 226RBAWJ
DIFFERENTIAL - TRAC-LOK (Continued)

(8) Install Forcing Screw C-6960-4 and tighten
screw to 122 N´m (90 ft. lbs.) maximum to compress
Belleville springs in clutch packs (Fig. 62).
(9) With a feeler gauge remove thrust washers
from behind the pinion gears (Fig. 63).(10) Insert Turning Bar C-6960-2 into the pinion
mate shaft hole in the case (Fig. 64).
(11) Loosen the Forcing Screw in small increments
until the clutch pack tension is relieved and the dif-
ferential case can be turned using Turning Bar.
(12) Rotate differential case until the pinion gears
can be removed.
(13) Remove pinion gears from differential case.
(14) Remove Forcing Screw, Step Plate and
Threaded Adapter.
(15) Remove top side gear, clutch pack retainer
and clutch pack. Keep plates in correct order during
removal (Fig. 65).
(16) Remove differential case from the Holding
Fixture. Remove side gear, clutch pack retainer and
clutch pack. Keep plates in correct order during
removal.
CLEANING
Clean all components in cleaning solvent and dry
components with compressed air.
INSPECTION
Inspect clutch pack plates for wear, scoring or dam-
age. Replace both clutch packs if any one component
in either pack is damaged. Inspect side and pinion
gears for cracks chips or damage and replace as nec-
essary. Inspect differential case and pinion shaft and
replace if worn or damaged.
ASSEMBLY
Clean all components in cleaning solvent and dry
components with compressed air. Inspect clutch pack
plates for wear, scoring or damage. Replace both
clutch packs if any one component in either pack is
Fig. 62 COMPRESS BELLEVILLE SPRING
1 - TORQUE WRENCH
2 - TOOL ASSEMBLED
3 - DIFFERENTIAL CASE
Fig. 63 PINION GEAR THRUST WASHER
1 - THRUST WASHER
2 - FEELER GAUGE
Fig. 64 PINION GEARS
1 - PINION GEARS
2 - TURNING BAR
WJREAR AXLE - 226RBA 3 - 121
DIFFERENTIAL - TRAC-LOK (Continued)

(6) Install lubricated Step Plate C-6960-3 in lower
side gear (Fig. 68).
(7) Install the upper side gear and clutch disc pack
(Fig. 68).
(8) Hold assembly in position. Insert Threaded
Adapter C-6960-1 into top side gear.
(9) Install Forcing Screw C-6960-4 and tighten
screw to slightly compress clutch disc.
(10) Place pinion gears in position in side gears
and verify that the pinion mate shaft hole is aligned.
(11) Rotate case with Turning Bar C-6960-2 until
the pinion mate shaft holes in pinion gears align
with holes in case. It may be necessary to slightly
tighten the forcing screw in order to install the pin-
ion gears.
(12) Tighten forcing screw to 122 N´m (90 ft. lbs.)
maximum to compress the Belleville springs.
(13) Lubricate and install thrust washers behind
pinion gears and align washers with a small screw
driver. Insert mate shaft into each pinion gear to ver-
ify alignment.
(14) Remove Forcing Screw, Step Plate and
Threaded Adapter.
(15) Install pinion gear mate shaft and align holes
in shaft and case.(16) Install pinion mate shaft lock screw finger
tight to hold shaft during differential installation.
(17) Lubricate all differential components with
hypoid gear lubricant.
DIFFERENTIAL CASE
BEARINGS
REMOVAL
(1) Remove differential case from axle housing.
(2) Remove side bearings from the differential case
with Puller/Press C-293-PA, Adapters 8353 and Plug
C-293-3 (Fig. 69).
INSTALLATION
NOTE: If differential side bearings or differential
case are replaced, differential side bearing shim
requirements may change. Refer to Adjustments
(Differential Bearing Preload and Gear Backlash) for
procedures.
Fig. 68 CLUTCH PACK AND UPPER SIDE GEAR
1 - SIDE GEAR AND CLUTCH PACK
2 - DIFFERENTIAL CASE
3 - STEP PLATE
Fig. 69 Differential Bearing Removal
1 - ADAPTERS
2 - BEARING
3 - DIFFERENTIAL
4 - PLUG
5 - PULLER
WJREAR AXLE - 226RBA 3 - 123
DIFFERENTIAL - TRAC-LOK (Continued)

Common causes of brake drag are:
²Parking brake partially applied.
²Loose/worn wheel bearing.
²Seized caliper.
²Caliper binding.
²Loose caliper mounting.
²Mis-assembled components.
²Damaged brake lines.
If brake drag occurs at the front, rear or all
wheels, the problem may be related to a blocked mas-
ter cylinder return port, faulty power booster (binds-
does not release) or the ABS system.
BRAKE FADE
Brake fade is usually a product of overheating
caused by brake drag. However, brake overheating
and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
in a short time span, or constant braking on steep
mountain roads. Refer to the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
²Contaminated lining in one caliper
²Seized caliper piston
²Binding caliper
²Loose caliper
²Rusty caliper slide surfaces
²Improper brake shoes
²Damaged rotor
²Wheel alignment.
²Tire pressure.
A worn, damaged wheel bearing or suspension compo-
nent are further causes of pull. A damaged front tire
(bruised, ply separation) can also cause pull.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so
reduced that fade occurs. Since the opposite brake
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in
favor of the normally functioning brake unit.
An additional point when diagnosing a change in
pull condition concerns brake cool down. Remember
that pull will return to the original direction, if the
dragging brake unit is allowed to cool down (and is
not seriously damaged).
REAR BRAKE DRAG OR PULL
Rear drag or pull may be caused by improperly
adjusted park brake shoes or seized parking brake
cables, contaminated lining, bent or binding shoes or
improperly assembled components. This is particu-
larly true when only one rear wheel is involved.However, when both rear wheels are affected, the
master cylinder or ABS system could be at fault.
BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or worn seals, driving through deep
water puddles, or lining that has become covered with
grease and grit during repair. Contaminated lining
should be replaced to avoid further brake problems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
NOTE: Propshaft angle can also cause vibration/
shudder.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation.
Tire damage such as a severe bruise, cut, ply separa-
tion, low air pressure can cause pull and vibration.
BRAKE NOISES
Some brake noise is common on some disc brakes
during the first few stops after a vehicle has been
parked overnight or stored. This is primarily due to
the formation of trace corrosion (light rust) on metal
surfaces. This light corrosion is typically cleared from
the metal surfaces after a few brake applications
causing the noise to subside.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or oil.
Glazed linings and rotors with hard spots can also con-
tribute to squeak. Dirt and foreign material embedded
in the brake lining will also cause squeak/squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake shoes in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors may become so scored that replacement is nec-
essary.
5 - 4 BRAKES - BASEWJ
BRAKES - BASE (Continued)

SPECIAL TOOLS
BASE BRAKESBRAKE FLUID LEVEL SWITCH
REMOVAL
(1) Remove the wire connector from the fluid level
sensor.
(2) From the same side of the master cylinder res-
ervoir release the sensor locking taps with a small
screw driver.
(3) Pull the sensor out of the reservoir from the
connector side of the sensor.
INSTALLATION
(1) Install the sensor with a new o-ring into the
reservoir until the locking tabs are engaged.
(2) Install the wire connector to the fluid level sen-
sor.
RED BRAKE WARN INDICATOR
SWITCH
DESCRIPTION
A red warning lamp is used for the service brake
portion of the hydraulic system. The lamp is located
in the instrument cluster.
OPERATION
The lamp is turned on momentarily when the igni-
tion switch is turn to the on position. This is a self
test to verify the lamp is operational.
The red warning light alerts the driver if the fluid
level is low or the parking brakes are applied. A red
warning lamp with an amber warning lamp may
indicate a electronic brake distribution fault.
DIAGNOSIS AND TESTING - RED BRAKE
WARNING LAMP
The red warning lamp illuminates when the park-
ing brake is applied or when the fluid level in the
master cylinder is low. It will also illuminate at start
up as part of a bulb check.
If the light comes on, first verify that the parking
brakes are fully released. Then check pedal action
and fluid level. If a problem is confirmed, inspect the
brake hydraulic system for leaks.
A red warning lamp with a amber warning lamp
may indicate a electronic brake distribution fault.
Installer Caliper Dust Boot 8280
Handle C-4171
Adapter Pressure Bleeder 6921
WJBRAKES - BASE 5 - 7
BRAKES - BASE (Continued)

STANDARD PROCEDURE
STANDARD PROCEDURE - DOUBLE INVERTED
FLARING
A preformed metal brake tube is recommended and
preferred for all repairs. However, double-wall steel
tube can be used for emergency repair when factory
replacement parts are not readily available.
Special bending tools are needed to avoid kinking
or twisting of metal brake tubes. Special flaring tools
are needed to make a double inverted flare or ISO
flare.
(1) Cut off damaged tube with Tubing Cutter.
(2) Ream cut edges of tubing to ensure proper
flare.
(3) Install replacement tube nut on the tube.
(4) Insert tube in flaring tool.
(5) Place gauge form over the end of the tube.
(6) Push tubing through flaring tool jaws until
tube contacts recessed notch in gauge that matches
tube diameter.
(7) Tighten the tool bar on the tube
(8) Insert plug on gauge in the tube. Then swing
compression disc over gauge and center tapered flar-
ing screw in recess of compression disc (Fig. 4).
(9) Tighten tool handle until plug gauge is
squarely seated on jaws of flaring tool. This will start
the inverted flare.
(10) Remove the plug gauge and complete the
inverted flare.
STANDARD PROCEDURE - ISO FLARING
A preformed metal brake tube is recommended and
preferred for all repairs. However, double-wall steel
tube can be used for emergency repair when factory
replacement parts are not readily available.
Special bending tools are needed to avoid kinking
or twisting of metal brake tubes. Special flaring tools
are needed to make a double inverted flare or ISO
flare.
To make a ISO flare use Snap-OntFlaring Tool
TFM-428 or equivalent.
(1) Cut off damaged tube with Tubing Cutter.
(2) Remove any burrs from the inside of the tube.
(3) Install tube nut on the tube.
(4) Position the tube in the flaring tool flush with
the top of the tool bar (Fig. 5). Then tighten the tool
bar on the tube.
(5) Install the correct size adaptor on the flaring
tool yoke screw.
(6) Lubricate the adaptor.
(7) Align the adaptor and yoke screw over the tube
(Fig. 5).
(8) Turn the yoke screw in until the adaptor is
squarely seated on the tool bar.
Fig. 4 Inverted
Fig. 5 ISO Flaring
1 - ADAPTER
2 - LUBRICATE HERE
3 - PILOT
4 - FLUSH WITH BAR
5 - TUBING
6 - BAR ASSEMBLY
WJBRAKES - BASE 5 - 9
BRAKE LINES (Continued)

BRAKE PADS / SHOES
DESCRIPTION
DESCRIPTION - FRONT DISC BRAKE SHOES
The calipers are twin piston type. The calipers are
free to slide laterally on the anchor, this allows con-
tinuous compensation for lining wear.
DESCRIPTION - REAR DISC BRAKE SHOES
The rear disc brakes consist of single piston float-
ing-type calipers and solid rotors. The rear caliper is
mounted on an anchor attached to an adapter
attached the rear axle tube flange. The anchors are
secured to the adapters with mounting bolts. The
disc brake rotor splash shield is part of the adaptor.
The disc brake rotor has a built in brake drum used
for the parking brakes (Fig. 6). The parking brake
shoes are mounted to the adaptor.
OPERATION
OPERATION - FRONT DISC BRAKE SHOES
When the brakes are applied fluid pressure is
exerted against the caliper pistons. The fluid pres-
sure is exerted equally and in all directions. This
means pressure exerted against the caliper pistons
and within the caliper bores will be equal (Fig. 7).
Fluid pressure applied to the pistons is transmit-
ted directly to the inboard brake shoe. This forces the
shoe lining against the inner surface of the disc
brake rotor. At the same time, fluid pressure within
the piston bores forces the caliper to slide inward on
the slide pins. This action brings the outboard brake
shoe lining into contact with the outer surface of the
disc brake rotor.
Fluid pressure acting simultaneously on the pis-
tons and caliper to produces a strong clamping
action. When sufficient force is applied, friction will
stop the rotors from turning and bring the vehicle to
a stop.Application and release of the brake pedal gener-
ates only a very slight movement of the caliper and
pistons. Upon release of the pedal, the caliper and
pistons return to a rest position. The brake shoes do
not retract an appreciable distance from the rotor. In
fact, clearance is usually at, or close to zero. The rea-
sons for this are to keep road debris from getting
between the rotor and lining and in wiping the rotor
surface clear each revolution.
The caliper piston seals control the amount of pis-
ton extension needed to compensate for normal lining
wear.
During brake application, the seals are deflected
outward by fluid pressure and piston movement (Fig.
8). When the brakes (and fluid pressure) are
released, the seals relax and retract the pistons.
The front outboard brake shoes have wear indica-
tors.
OPERATION - REAR DISC BRAKE SHOES
When the brakes are applied fluid pressure is
exerted against the caliper pistons. The fluid pres-
sure is exerted equally and in all directions. This
means pressure exerted against the caliper pistons
and within the caliper bores will be equal (Fig. 7).
Fluid pressure applied to the pistons is transmit-
ted directly to the inboard brake shoe. This forces the
Fig. 6 Rear Disc Brake Rotor
1 - PARKING BRAKE DRUM SURFACE
2 - REAR DISC BRAKE ROTOR
Fig. 7 Brake Caliper Operation
1 - CALIPER
2 - PISTON
3 - PISTON BORE
4 - SEAL
5 - INBOARD SHOE
6 - OUTBOARD SHOE
5 - 10 BRAKES - BASEWJ

shoe lining against the inner surface of the disc
brake rotor. At the same time, fluid pressure within
the piston bores forces the caliper to slide inward on
the slide pins. This action brings the outboard brake
shoe lining into contact with the outer surface of the
disc brake rotor.
Fluid pressure acting simultaneously on the pis-
tons and caliper to produces a strong clamping
action. When sufficient force is applied, friction will
stop the rotors from turning and bring the vehicle to
a stop.
Application and release of the brake pedal gener-
ates only a very slight movement of the caliper and
pistons. Upon release of the pedal, the caliper and
pistons return to a rest position. The brake shoes do
not retract an appreciable distance from the rotor. In
fact, clearance is usually at, or close to zero. The rea-
sons for this are to keep road debris from getting
between the rotor and lining and in wiping the rotor
surface clear each revolution.
The caliper piston seals control the amount of pis-
ton extension needed to compensate for normal lining
wear.
During brake application, the seals are deflected
outward by fluid pressure and piston movement (Fig.
8). When the brakes (and fluid pressure) are
released, the seals relax and retract the pistons.
The front outboard brake shoes have wear indica-
tors.
REMOVAL
REMOVAL- FRONT DISC BRAKE SHOES
(1) Raise and support vehicle.
(2) Remove wheel and tire assembly.(3) Drain small amount of fluid from master cylin-
der brake reservoir withcleansuction gun.
(4) Bottom caliper pistons into the caliper by pry-
ing the caliper over (Fig. 9).
(5) Remove the caliper support spring by prying
the spring out of the caliper (Fig. 10).
(6) Remove the caliper slide pin bushing caps and
remove the slide pins (Fig. 11).
(7) Remove caliper from the anchor.
Fig. 8 Lining Wear Compensation By Piston Seal
1 - PISTON
2 - CYLINDER BORE
3 - PISTON SEAL BRAKE PRESSURE OFF
4 - CALIPER HOUSING
5 - DUST BOOT
6 - PISTON SEAL BRAKE PRESSURE ON
Fig. 9 Bottoming Caliper Piston
1 - ROTOR
2 - CALIPER
Fig. 10 Caliper Support Spring
1 - SUPPORT SPRING
2 - CALIPER
WJBRAKES - BASE 5 - 11
BRAKE PADS / SHOES (Continued)