2002 JEEP LIBERTY Rear axle

PINION DEPTH MEASUREMENT
Measurements are taken with pinion bearing cups
and pinion bearings installed in the housing. Take
measurements with Pinion Gauge Set and Dial Indi-
cator C-3339 (Fig. 10).
(1) Assemble Pinion Height Block 6739, Pinion
Block 8804 and rear pinion bearing onto Screw 6741
(Fig. 10).
(2) Insert height gauge components into the hous-
ing through pinion bearing cups.
(3) Install front pinion bearing and hand tight
Cone-nut 6740 onto the screw.
(4) Position Arbor Disc 6732 and Arbor D-115-3
into the housing bearing cradles. Install differential
bearing caps on Arbor Discs and tighten bolts to 41
N´m (30 ft. lbs.) (Fig. 11).
NOTE: Arbor Discs 6732 has different step diame-
ters to fit other axles. Choose proper step for axle
being serviced.
(5) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.(6) Position Scooter Block/Dial Indicator flush on
the pinion height block. Hold the scooter block and
zero the dial indicator.
(7) Slowly slide the scooter block across the pinion
height block over to the arbor (Fig. 12). Move the
scooter block till the dial indicator probe crests the
arbor and record the highest reading.
(8) Select a shim/oil slinger equal to the dial indi-
cator reading plus the pinion depth variance number
etched in the face of the pinion (Fig. 8). For example,
if the depth variance is ±2, add +0.002 in. to the dial
indicator reading.
DIFFERENTIAL
Differential bearing preload and gear backlash is
adjusted by the use of selective shims. The shims are
located between the differential bearing cups and the
differential housing. The proper shim thickness can
be determined using slip-fit Dummy Bearings D-348
in place of the differential side bearings and a Dial
Indicator C-3339. Before proceeding with the differ-
ential bearing preload and gear backlash measure-
ments, measure the pinion gear depth and prepare
the pinion for installation. Establishing proper pinion
gear depth is essential to establishing gear backlash
and tooth contact patterns. After the overall shim
thickness to take up differential side play is mea-
sured, the pinion is installed, and the gear backlash
Fig. 10 PINION GEAR DEPTH TOOLS
1 - DIAL INDICATOR
2 - ARBOR
3 - PINION HEIGHT BLOCK
4 - CONE
5 - SCREW
6 - PINION BLOCK
7 - SCOOTER BLOCK
8 - ARBOR DISC
Fig. 11 DEPTH TOOLS IN HOUSING
1 - PINION HEIGHT BLOCK
2 - ARBOR DISC
3 - ARBOR
4 - PINION BLOCK
KJFRONT AXLE - 186FIA 3 - 27
FRONT AXLE - 186FIA (Continued)

(6) Install the bearing caps in their correct posi-
tions and snug the bolts (Fig. 15).
(7) With a dead-blow hammer, seat the differential
dummy bearings to each side of the axle housing
(Fig. 16) and (Fig. 17).(8) Thread Pilot Stud C-3288-B into rear cover bolt
hole below ring gear.
(9) Attach a Dial Indicator C-3339 to the Pilot
Stud. Position the dial indicator plunger on flat sur-
face between the ring gear bolts.
(10) Push and hold differential case to pinion gear
side of the housing and zero dial indicator (Fig. 18).
Fig. 15 BEARING CAP BOLTS
Fig. 16 SEAT DUMMY BEARINGS PINION SIDE
1 - HAMMER
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL
Fig. 17 SEAT DUMMY BEARING RING GEAR SIDE
1 - DIFFERENTAIL HOUSING
2 - HAMMER
3 - RING GEAR
Fig. 18 DIFFERENTIAL PINION GEAR SIDE
1 - PINION SIDE
2 - PILOT STUD
3 - DIAL INDICATOR
KJFRONT AXLE - 186FIA 3 - 29
FRONT AXLE - 186FIA (Continued)

(10) Remove pinion companion flange from pinion
shaft with Remover C-452 and Flange Wrench
C-3281 (Fig. 48).
(11) Remove pinion gear and collapsible spacer
from housing (Fig. 49).(12) Remove front pinion bearing cup, bearing, oil
slinger and pinion seal with Remover C-149 and
Handle C-4171 (Fig. 50).
(13) Remove rear pinion bearing cup (Fig. 51) with
Remover C-4307 and Handle C-4171.
Fig. 48 PINION FLANGE REMOVER
1 - SPANNER WRENCH
2 - REMOVER
Fig. 49 PINION GEAR
1 - RAWHIDE HAMMER
Fig. 50 FRONT BPINION BEARING CUP
1 - REMOVER
2 - HANDLE
Fig. 51 REAR PINION BEARING CUP
1 - REMOVER
2 - HANDLE
KJFRONT AXLE - 186FIA 3 - 45
PINION GEAR/RING GEAR (Continued)

(14) Remove collapsible preload spacer from pinion
gear (Fig. 52).
(15) Remove rear pinion bearing from the pinion
with Puller/Press C-293-PA and Adapters C-293-39
(Fig. 53). Remove oil slinger/pinion depth shim from
the pinion shaft and record thickness.
INSTALLATION
NOTE: Pinion depth shims are placed between the
rear pinion bearing and the pinion gear head to
achieve proper ring and pinion gear mesh. If ring
and pinion gears are reused, the pinion oil slinger/
depth shim should not require replacement. Refer
to Adujstments (Pinion Gear Depth) to select the
proper thickness shim before installing pinion gear.
(1) Apply Mopar Door Ease or equivalent lubricant
to outside surface of pinion bearing cups.
(2) Install rear bearing cup with Installer C-4308
and Handle C-4171 and verify cup is seated.
(3) Install front bearing cup with Installer D-146
and Handle C-4171 (Fig. 54) and verify cup is seated.
(4) Install front pinion bearing, and oil slinger if
equipped.
Fig. 52 COLLAPSIBLE PRELOAD SPACER
1 - COLLAPSIBLE SPACER
2 - SHOULDER
3 - PINION GEAR
4 - OIL SLINGER
5 - REAR BEARING
Fig. 53 REAR PINION BEARING
1 - PULLER
2 - VISE
3 - ADAPTERS
4 - PINION GEAR SHAFT
Fig. 54 FRONT PINION BEARING CUP
1 - INSTALLER
2 - HANDLE
3 - 46 FRONT AXLE - 186FIAKJ
PINION GEAR/RING GEAR (Continued)

(5) Apply a light coating of gear lubricant on the
lip of pinion seal and intall seal with an appropriate
installer (Fig. 55).
(6) Install rear pinion bearing and oil slinger/depth
shim onto the pinion shaft with Installer 6448 and a
press (Fig. 56).(7) Install anewcollapsible spacer on pinion shaft
and install the pinion into the housing (Fig. 57).
(8) Install pinion companion flange, with Installer
W-162-D, Cup 8109 and Spanner Wrench 6958.
(9) Install pinion anewnut onto the pinion gear
and tighten the nut to 216 N´m (160 ft. lbs.).Do not
over-tighten.
CAUTION: Never loosen pinion gear nut to decrease
pinion rotating torque and never exceed specified
preload torque. If preload torque is exceeded a new
collapsible spacer must be installed.
Fig. 55 PINION SEAL
1 - HANDLE
2 - INSTALLER
Fig. 56 REAR PINION BEARING
1 - INSTALLER
2 - OIL SLINGER
3 - PINION GEAR
4 - REAR PINION BEARING
5 - PRESS
Fig. 57 COLLAPSIBLE PRELOAD SPACER
1 - COLLAPSIBLE SPACER
2 - SHOULDER
3 - PINION GEAR
4 - OIL SLINGER
5 - REAR BEARING
KJFRONT AXLE - 186FIA 3 - 47
PINION GEAR/RING GEAR (Continued)

REAR AXLE - 198RBI
TABLE OF CONTENTS
page page
REAR AXLE - 198RBI
DESCRIPTION.........................49
OPERATION...........................49
DIAGNOSIS AND TESTING - AXLE..........51
REMOVAL.............................54
INSTALLATION.........................54
ADJUSTMENTS
ADJUSTMENT........................55
SPECIFICATIONS - REAR AXLE............62
SPECIAL TOOLS
REAR AXLE..........................63
AXLE SHAFTS
REMOVAL.............................65
INSTALLATION.........................65
AXLE BEARING/SEAL
REMOVAL.............................66
INSTALLATION.........................67
PINION SEAL
REMOVAL.............................68INSTALLATION.........................68
COLLAPSIBLE SPACER
REMOVAL.............................70
INSTALLATION.........................70
DIFFERENTIAL
REMOVAL.............................71
INSTALLATION.........................73
DIFFERENTIAL - TRAC-LOK
DIAGNOSIS AND TESTING - TRAC-LOKT.....74
DISASSEMBLY.........................75
CLEANING............................77
INSPECTION..........................77
ASSEMBLY............................77
DIFFERENTIAL CASE BEARINGS
REMOVAL.............................79
INSTALLATION.........................79
PINION GEAR/RING GEAR/TONE RING
REMOVAL.............................79
INSTALLATION.........................82
REAR AXLE - 198RBI
DESCRIPTION
The Rear Beam-design Iron (RBI) axle housing has
an iron center casting (differential housing) with axle
shaft tubes extending from either side. The tubes are
pressed into and welded to the differential housing to
form a one-piece axle housing. The axles are
equipped with semi±floating axle shafts, meaning
that loads are supported by the axle shaft and bear-
ings. The axle shafts are retained by the unit bear-
ing, retainer plate and bolts.
The integral type, hypoid gear design, housing has
the centerline of the pinion set below the centerline
of the ring gear. The differential case is a one-piece
design. The differential pinion mate shaft is retained
with a threaded screw. Differential bearing preload
and ring gear backlash is adjusted by the use of
selective spacer shims. Pinion bearing preload is set
and maintained by the use of a collapsible spacer
(Fig. 1).
The cover provides a means for servicing the differ-
ential without removing the axle. The axle has a vent
hose to relieve internal pressure caused by lubricant
vaporization and internal expansion.
Axles equipped with a Trac-Loktdifferential are
optional. A Trac-Loktdifferential has a one-piece dif-ferential case, and the same internal components as
a standard differential, plus two clutch disc packs.
OPERATION
The axle receives power from the transmission/
transfer case through the rear propeller shaft. The
Fig. 1 SHIM LOCATIONS
1 - PINION GEAR DEPTH SHIM
2 - DIFFERENTIAL BEARING SHIM-PINION GEAR SIDE
3 - RING GEAR
4 - DIFFERENTIAL BEARING SHIM-RING GEAR SIDE
5 - COLLAPSIBLE SPACER
KJREAR AXLE - 198RBI 3 - 49

rear propeller shaft 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. 2).
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.
3). 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.
TRAC-LOKŸ DIFFERENTIAL
The Trac-lokŸ clutches are engaged by two concur-
rent forces. The first being the preload force exerted
through Belleville spring washers within the clutch
packs. The second is the separating forces generated
by the side gears as torque is applied through the
ring gear (Fig. 4).
Fig. 2 DIFFERENTIAL-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. 3 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT
Fig. 4 TRAC-LOK DIFFERENTIAL
1 - CASE
2 - RING GEAR
3 - DRIVE PINION
4 - PINION GEAR
5 - MATE SHAFT
6 - CLUTCH PACK
7 - SIDE GEAR
8 - CLUTCH PACK
3 - 50 REAR AXLE - 198RBIKJ
REAR AXLE - 198RBI (Continued)

The Trac-lokŸ 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. Trac-lokŸ differentials resist wheel
spin on bumpy roads and provide more pulling power
when one wheel looses traction. Pulling power is pro-
vided continuously until both wheels loose traction. If
both wheels slip due to unequal traction, Trac-lokŸ
operation is normal. In extreme cases of differences
of traction, the wheel with the least traction may
spin.
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, incorrect pinion depth, 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 shaft can also cause a snap-
ping 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.
NOTE: All driveline components should be exam-
ined before starting any repair.
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.
KJREAR AXLE - 198RBI 3 - 51
REAR AXLE - 198RBI (Continued)