2002 JEEP GRAND CHEROKEE Gear

(1) Apply Mopar Door Ease or equivalent lubricant
to outside surface of the pinion bearing cups.
(2) Install pinion rear bearing cup with Installer
D-146 and Driver Handle C-4171 (Fig. 80) and verify
cup is seated.
(3) Install pinion front bearing cup with Installer
D-130 and Handle C-4171 (Fig. 81) and verify cup is
seated.(4) Install pinion front bearing and oil slinger, if
equipped.
(5) Apply a light coating of gear lubricant on the
lip of pinion seal. Install seal with an appropriate
installer (Fig. 82).
(6) Install depth shim on the pinion gear.
(7) Install rear bearing and slinger if equipped, on
the pinion gear with Installer W-262 and a press
(Fig. 83).
Fig. 80 REAR PINION BEARING CUP
1 - INSTALLER
2 - HANDLE
Fig. 81 FRONT PINION BEARING CUP
1 - INSTALLER
2 - HANDLE
Fig. 82 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER
Fig. 83 REAR PINION BEARING
1 - PRESS
2 - INSTALLER
3 - PINION GEAR
4 - PINION BEARING
WJREAR AXLE - 198RBI 3 - 87
PINION GEAR/RING GEAR (Continued)

(8) Install anewcollapsible preload spacer on pin-
ion shaft and install pinion gear in the housing (Fig.
84).
(9) Install yoke with Installer C-3718 and Spanner
Wrench 6958 (Fig. 85).
(10) Install the yoke washer and a new nut on the
pinion gear and tighten the pinion nut until there is
zero bearing end-play.
(11) Tighten the nut to 271 N´m (200 ft. lbs.).
CAUTION: Never loosen pinion gear nut to decrease
pinion rotating torque and never exceed specified
preload torque. If preload torque or rotating torque
is exceeded a new collapsible spacer must be
installed.
(12) Using Spanner Wrench 6958 and a torque
wrench set at 474 N´m (350 ft. lbs.), (Fig. 86) slowly
tighten the nut in 6.8 N´m (5 ft. lbs.) increments
until the rotating torque is achieved. Measure the
rotating torque frequently to avoid over crushing the
collapsible spacer (Fig. 87).
NOTE: If more than 474 N´m (350 ft. lbs.) torque is
required to crush the collapsible spacer, the spacer
is defective and must be replaced.(13) Check bearing rotating torque with a inch
pound torque wrench (Fig. 87). The pinion gear rotat-
ing torque should be:
²Original Bearings: 1 to 2.25 N´m (10 to 20 in.
lbs.).
²New Bearings: 1.7 to 3.9 N´m (15 to 35 in. lbs.).
(14) Invert the differential case and start two ring
gear bolts. This will provide case-to-ring gear bolt
hole alignment.
Fig. 84 COLLAPSIBLE SPACER
1 - COLLAPSIBLE SPACER
2 - SHOULDER
3 - PINION GEAR
4 - DEPTH SHIM
5 - REAR BEARING
Fig. 85 PINION YOKE INSTALLER
1 - INSTALLER
2 - PINION YOKE
Fig. 86 PINION NUT
1 - SPANNER WRENCH
2 - PIPE
3 - TORQUE WRENCH
3 - 88 REAR AXLE - 198RBIWJ
PINION GEAR/RING GEAR (Continued)

(15) Invert the differential case in the vise.
(16) Installnewring gear bolts and alternately
tighten to 136 N´m (100 ft. lbs.) (Fig. 88).
CAUTION: Never reuse the ring gear bolts. The
bolts can fracture causing extensive damage.
(17) Install differential in housing and verify dif-
ferential bearing preload, gear mesh and contact pat-
tern. Refer to Ajustments for procedure.
CAUTION: When installing a Vari-lokTdifferential
(Fig. 89), the oil feed tube must point to the bottom
of the housing. If differential is installed with the oil
feed tube pointed toward the top, the anti-rotation
tabs will be damaged.
(18) Install differential cover and fill with gear
lubricant.
(19) Install the propeller shaft with the reference
marks aligned.
(20) Remove supports and lower vehicle.
Fig. 87 PINION ROTATING TORQUE
1 - PINION YOKE/COMPANION FLANGE
2 - INCH POUND TORQUE WRENCH
Fig. 88 RING GEAR
1 - TORQUE WRENCH
2 - RING GEAR BOLT
3 - RING GEAR
4 - CASE
Fig. 89 VARI-LOK
1 - ANTI-ROTATION TAB
2 - OIL FEED TUBE
WJREAR AXLE - 198RBI 3 - 89
PINION GEAR/RING GEAR (Continued)

REAR AXLE - 226RBA
TABLE OF CONTENTS
page page
REAR AXLE - 226RBA
DESCRIPTION.........................90
OPERATION...........................90
DIAGNOSIS AND TESTING................92
REMOVAL.............................95
INSTALLATION.........................96
ADJUSTMENTS........................97
SPECIFICATIONS......................105
SPECIAL TOOLS.......................106
AXLE SHAFTS
REMOVAL............................109
INSTALLATION........................109
AXLE BEARINGS/SEALS
REMOVAL............................109
INSTALLATION........................110
PINION SEAL
REMOVAL............................111
INSTALLATION........................112
COLLAPSIBLE SPACER
REMOVAL............................113INSTALLATION........................114
DIFFERENTIAL
REMOVAL............................115
DISASSEMBLY........................117
ASSEMBLY...........................117
INSTALLATION........................117
DIFFERENTIAL - TRAC-LOK
DIAGNOSIS AND TESTING...............119
DISASSEMBLY........................119
CLEANING...........................121
INSPECTION.........................121
ASSEMBLY...........................121
DIFFERENTIAL CASE BEARINGS
REMOVAL............................123
INSTALLATION........................123
PINION GEAR/RING GEAR
REMOVAL............................124
INSTALLATION........................126
REAR AXLE - 226RBA
DESCRIPTION
The Rear Beam-design Aluminum (RBA) axle hous-
ing has an aluminum center casting (differential
housing) with axle shaft tubes extending from either
side. The tubes are pressed into the differential hous-
ing to form a one-piece axle housing. The axle has
semi-floating axle shafts, meaning that vehicle load
is supported by the axle shaft and bearings.
The differential case is a one-piece design. Differen-
tial bearing preload and ring gear backlash is adjusted
with selective shims. Pinion bearing preload is set and
maintained by the use of a collapsible spacer. The cover
provides a means for inspection and service.
Optional Trac-Loktdifferential differential has a
one-piece differential case, and the same internal
components as a standard differential, plus two
clutch disc packs.
Optional Vari-Loktdifferential has a one-piece dif-
ferential case which contains the gerotor pump
assembly and the clutch mechinism. The unit is ser-
viced only as an assembly.
OPERATION
The axle receives power from the transfer case
through the front propeller shaft. The front propellershaft is connected to the pinion gear which rotates
the differential through the gear mesh with the ring
gear bolted to the differential case. The engine power
is transmitted to the axle shafts through the pinion
mate and side gears. The side gears are splined to
the axle shafts.
STANDARD DIFFERENTIAL
During straight-ahead driving the differential pin-
ion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 1).
When turning corners, the outside wheel must travel
a greater distance than the inside wheel to complete a
turn. The difference must be compensated for to prevent
the tires from scuffing and skidding through turns. To
accomplish this, the differential allows the axle shafts
to turn at unequal speeds (Fig. 2). In this instance, the
input torque applied to the pinion gears is not divided
equally. The pinion gears now rotate around the pinion
mate shaft in opposite directions. This allows the side
gear and axle shaft attached to the outside wheel to
rotate at a faster speed.
3 - 90 REAR AXLE - 226RBAWJ

TRAC-LOKTDIFFERENTIAL
The differential clutches are engaged by two con-
current forces. The first being the preload force
exerted through Belleville spring washers within the
clutch packs. The second is the separating forces gen-
erated by the side gears as torque is applied through
the ring gear (Fig. 3).
This design provides the differential action needed
for turning corners and for driving straight ahead
during periods of unequal traction. When one wheel
looses traction, the clutch packs transfer additional
torque to the wheel having the most traction. The
differential resist wheel spin on bumpy roads and
provide more pulling power when one wheel looses
traction. Pulling power is provided continuously until
both wheels loose traction. If both wheels slip due tounequal traction, the operation is normal. In extreme
cases of differences of traction, the wheel with the
least traction may spin.VARI-LOKTDIFFERENTIAL
In a standard differential, if one wheel spins, the
opposite wheel will generate only as much torque as
the spinning wheel.
A gerotor pump and clutch pack are used to pro-
vide the torque transfer capability. One axle shaft is
splined to the gerotor pump and one of the differen-
tial side gears, which provides the input to the pump.
As a wheel begins to lose traction, the speed differ-
ential is transmitted from one side of the differential
to the other through the side gears. The motion of
one side gear relative to the other turns the inner
rotor of the pump. Since the outer rotor of the pump
is grounded to the differential case, the inner and
outer rotors are now moving relative to each other
Fig. 1 OPERATION-STRAIGHT AHEAD DRIVING
1 - IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
Fig. 2 OPERATION-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT
Fig. 3 TRAC-LOK LIMITED SLIP DIFFERENTIAL
1 - CASE
2 - RING GEAR
3 - DRIVE PINION
4 - PINION GEAR
5 - MATE SHAFT
6 - CLUTCH PACK
7 - SIDE GEAR
8 - CLUTCH PACK
WJREAR AXLE - 226RBA 3 - 91
REAR AXLE - 226RBA (Continued)

and therefore creates pressure in the pump. The tun-
ing of the front and rear axle orifices and valves
inside the gerotor pump is unique and each system
includes a torque-limiting pressure relief valve to
protect the clutch pack, which also facilitates vehicle
control under extreme side-to-side traction varia-
tions. The resulting pressure is applied to the clutch
pack and the transfer of torque is completed.
Under conditions in which opposite wheels are on
surfaces with widely different friction characteristics,
Vari-loktdelivers far more torque to the wheel on
the higher traction surface than do conventional
Trac-loktsystems. Because conventional Trac-lokt
differentials are initially pre-loaded to assure torque
transfer, normal driving (where inner and outer
wheel speeds differ during cornering, etc.) produces
torque transfer during even slight side-to-side speed
variations. Since these devices rely on friction from
this preload to transfer torque, normal use tends to
cause wear that reduces the ability of the differential
to transfer torque over time. By design, the Vari-lokt
system is less subject to wear, remaining more con-
sistent over time in its ability to transfer torque. The
coupling assembly is serviced as a unit. From a ser-
vice standpoint the coupling also benefits from using
the same lubricant supply as the ring and pinion
gears.
DIAGNOSIS AND TESTING
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, tooth contact, worn/damaged
gears, or the carrier housing not having the proper
offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are accelera-
tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then acceler-
ate 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:
²Check for insufficient lubricant.
²Incorrect ring gear backlash.
²Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion mate shaft can also cause a
snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differen-
tial bearing noise is also constant and varies only
with vehicle speed.
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 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(s).
²Worn or out-of-balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).
²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rearend vibra-
tion. Do not overlook engine accessories, brackets
and drive belts.
All driveline components should be examined
before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING)
3 - 92 REAR AXLE - 226RBAWJ
REAR AXLE - 226RBA (Continued)

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.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints.
²Loose spring mounts.
²Loose pinion gear nut and yoke.²Excessive ring gear backlash.
²Excessive 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 vehi-
cle 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.
DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash
between the ring gear and pinion.4. Check adjustment of the ring
gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion
gear bearings.5. Adjust the pinion bearings
pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact
surfaces.7. Inspect and replace as
necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
WJREAR AXLE - 226RBA 3 - 93
REAR AXLE - 226RBA (Continued)

Condition Possible Causes Correction
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal
cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
3 - 94 REAR AXLE - 226RBAWJ
REAR AXLE - 226RBA (Continued)