2002 JEEP LIBERTY Low power

SUSPENSION
TABLE OF CONTENTS
page page
SUSPENSION
DIAGNOSIS AND TESTING - SUSPENSION
AND STEERING SYSTEM................1WHEEL ALIGNMENT......................3
FRONT.................................7
REAR.................................16
SUSPENSION
DIAGNOSIS AND TESTING - SUSPENSION AND
STEERING SYSTEM
CONDITION POSSIBLE CAUSES CORRECTION
FRONT END NOISE 1. Loose or worn wheel bearings. 1. Replace wheel bearings.
2. Loose or worn steering or
suspension components.2. Tighten or replace components as
necessary.
EXCESSIVE PLAY IN
STEERING1. Loose or worn wheel bearings. 1. Replace wheel bearings.
2. Loose or worn steering or
suspension components.2. Tighten or replace components as
necessary.
3. Loose or worn steering gear. 3. Adjust or replace steering gear.
FRONT WHEELS SHIMMY 1. Loose or worn wheel bearings. 1. Replace wheel bearings.
2. Loose or worn steering or
suspension components.2. Tighten or replace components as
necessary.
3. Tires worn or out of balance. 3. Replace or balance tires.
4. Alignment. 4. Align vehicle to specifications.
VEHICLE INSTABILITY 1. Loose or worn wheel bearings. 1. Replace wheel bearings.
2. Loose or worn steering or
suspension components.2. Tighten or replace components as
necessary.
3. Tire pressure. 3. Adjust tire pressure.
4. Alignment. 4. Align vehicle to specifications.
EXCESSIVE STEERING
EFFORT1. Loose or worn steering gear. 1. Adjust or replace steering gear.
2. Power steering fluid low. 2. Add fluid and repair leak.
3. Column coupler binding. 3. Replace coupler.
4. Tire pressure. 4. Adjust tire pressure.
5. Alignment. 5. Align vehicle to specifications.
VEHICLE PULLS TO ONE
SIDE DURING BRAKING1. Uneven tire pressure. 1. Adjust tire pressure.
2. Worn brake components. 2. Repair brakes as necessary.
3. Air in brake line. 3. Repair as necessary.
KJSUSPENSION 2 - 1

(5) Align the marks front and rear at the cam/
pivot bolts and tighten the bolts. Tighten the bolts to
170 N´m (125 ft.lbs.)
(6) Install the stabilizer link bolt at the lower con-
trol arm. Tighten the bolt to 136 N´m (100 ft.lbs.)
(7) Install the lower clevis bracket bolt at the
lower control arm. Tighten the bolt to 150 N´m (110
ft.lbs.)
(8) Install the tire and wheel assembly. (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PRO-
CEDURE).
(9) Perform a full wheel alignment (Refer to 2 -
SUSPENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE).
SHOCK
REMOVAL
REMOVAL - LEFT SIDE
(1) Disconnect the battery.
(2) Remove the battery (Refer to 8 - ELECTRI-
CAL/BATTERY SYSTEM/BATTERY - REMOVAL).
(3) Unclip the power center and move it to the side
out of the way.
(4) Remove the battery tray (Refer to 8 - ELEC-
TRICAL/BATTERY SYSTEM/TRAY - REMOVAL).
(5) Disconnect the battery temperature sensor
from the battery tray.
(6) Remove the four upper shock mounting nuts.
(7) Raise and support the vehicle.(8) Remove the left tire and wheel assembly.
(9) Remove the lower bolt at the lower control
securing the clevis bracket.
(10) Remove the stabilizer link (Refer to 2 - SUS-
PENSION/FRONT/STABILIZER LINK - REMOVAL).
(11) Remove the lower ball joint nut.
(12) Seperate the lower ball joint from the lower
control arm using tool C-4150A.
(13) Rotate the lower control arm downward to
allow access.
(14) Remove the clevis bracket at the shock.
(15) Remove the shock assembly from the vehicle.
(Fig. 4)
(16) Remove the spring from the shock (if needed).
REMOVAL - RIGHT SIDE
(1) Remove the air box (Refer to 9 - ENGINE/AIR
INTAKE SYSTEM/AIR CLEANER ELEMENT -
REMOVAL).
(2) Remove the two cruise control servo mounting
nuts.
(3) Remove the upper shock mounting nuts.
(4) Raise and support the vehicle.
(5) Remove the right side tire assembly.
(6) Remove the lower bolt at the lower control
securing the clevis bracket.
(7) Remove the stabilizer link (Refer to 2 - SUS-
PENSION/FRONT/STABILIZER LINK - REMOVAL).
(8) Remove the lower ball joint nut.
(9) Seperate the lower ball joint from the lower
control arm using tool C-4150A.
(10) Rotate the lower control arm downward to
allow access.
Fig. 3 LOWER CONTROL ARM
1 - FRONT CAM BOLT
2 - OUTER TIE ROD END
3 - LOWER BALL JOINT NUT
4 - LOWER CONTROL ARM
5 - REAR CAM BOLT
Fig. 4 SHOCK ASSEMBLY
1 - SPRING
2 - JOUNCE BUMPER
3 - SHOCK
4 - UPPER CONTROL ARM
KJFRONT 2 - 11
LOWER CONTROL ARM (Continued)

REMOVAL - LEFT SIDE
(1) Raise and support the vehicle.
(2) Remove the left side tire and wheel assembly.
(3) Remove the upper ball joint nut.
(4) Separate the upper ball joint from the steering
knuckle using tool C-4150A.
(5) Lower the vehicle.
(6) Remove the battery (Refer to 8 - ELECTRI-
CAL/BATTERY SYSTEM/BATTERY - REMOVAL).
(7) Unclip the power center and move it to the side
out of the way.
(8) Remove the battery tray (Refer to 8 - ELEC-
TRICAL/BATTERY SYSTEM/TRAY - REMOVAL).
(9) Disconnect the battery temperature sensor
from the battery tray.
(10) Remove the upper control arm rear bolt by
using a ratchet and extension under the steering
shaft and positioned by the power steering reservoir.
(Fig. 10)
(11) Remove the upper control arm front bolt.
(12) Remove the upper control arm from the vehi-
cle.
INSTALLATION
INSTALLATION - RIGHT SIDE
(1) Install the upper control arm to the vehicle.
(2) Install the upper control arm front bolt.
Tighten the bolt to 122 N´m (90 ft.lbs.).
(3) Install the upper control arm rear bolt. Tighten
the bolt to 122 N´m (90 ft.lbs.).
(4) Install the cruise control servo mounting nuts.(5) Install the air box (Refer to 9 - ENGINE/AIR
INTAKE SYSTEM/AIR CLEANER ELEMENT -
INSTALLATION).
(6) Install the upper ball joint nut. Tighten the nut
to 81 N´m (60 ft.lbs.).
(7) Install the right side tire and wheel assembly.
(Refer to 22 - TIRES/WHEELS/WHEELS - STAN-
DARD PROCEDURE).
(8) Lower the vehicle.
(9) Set the toe and center the steering wheel
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT -
STANDARD PROCEDURE).
INSTALLATION - LEFT SIDE
(1) Install the upper control arm to the vehicle.
(2) Install the upper control arm front bolt (Fig.
11). Tighten the bolt to 122 N´m (90 ft.lbs.).
(3) Install the upper control arm rear bolt (Fig.
11). Tighten the bolt to 122 N´m (90 ft.lbs.).
(4) Reconnect the battery temperature sensor to
the battery tray.
(5) Install the battery tray (Refer to 8 - ELECTRI-
CAL/BATTERY SYSTEM/TRAY - INSTALLATION).
(6) Install the battery (Refer to 8 - ELECTRICAL/
BATTERY SYSTEM/BATTERY - INSTALLATION).
(7) Reclip and mount the power center.
(8) Install the upper ball joint nut (Fig. 11).
Tighten the nut to 81 N´m (60 ft.lbs.).
(9) Install the left side tire and wheel assembly.
(Refer to 22 - TIRES/WHEELS/WHEELS - STAN-
DARD PROCEDURE).
(10) Lower the vehicle.
(11) Set the toe and center the steering wheel
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT -
STANDARD PROCEDURE).
Fig. 10 REAR BOLT
1 - STEERING SHAFT
2 - REAR BOLT
3 - RATCHET WITH AN EXTENSION
Fig. 11 UPPER CONTROL ARM
KJFRONT 2 - 15
UPPER CONTROL ARM (Continued)

FRONT AXLE - 186FIA
TABLE OF CONTENTS
page page
FRONT AXLE - 186FIA
DESCRIPTION.........................19
OPERATION...........................19
DIAGNOSIS AND TESTING - AXLE..........20
REMOVAL.............................24
INSTALLATION.........................24
ADJUSTMENTS........................25
SPECIFICATIONS - FRONT AXLE...........33
SPECIAL TOOLS
FRONT AXLE........................34
AXLE SHAFTS
REMOVAL.............................37
INSTALLATION.........................37
AXLE SHAFT SEALS
REMOVAL.............................37
INSTALLATION.........................38
AXLE BEARINGS
REMOVAL.............................38INSTALLATION.........................38
PINION SEAL
REMOVAL.............................38
INSTALLATION.........................39
DIFFERENTIAL
REMOVAL.............................40
DISASSEMBLY.........................41
ASSEMBLY............................41
INSTALLATION.........................42
DIFFERENTIAL CASE BEARINGS
REMOVAL.............................43
INSTALLATION.........................44
PINION GEAR/RING GEAR
REMOVAL.............................44
INSTALLATION.........................46
FRONT AXLE - 186FIA
DESCRIPTION
The 186FIA (Model 30) axle consists of an alumu-
num center section with an axle tube extending from
one side. The tube is pressed into the differential
housing. The integral type housing, hypoid gear
design has the centerline of the pinion set below the
centerline of the ring gear.
The differential case is a one-piece design. The differ-
ential pinion mate shaft is retained with a roll-pin. Dif-
ferential bearing preload and ring gear backlash is
adjusted by the use of shims (select thickness). The
shims are located between the differential bearing cups
and the axle housing. Pinion bearing preload is set and
maintained by the use of a collapsible spacer.
The power is transferred from the axle through two
constant velocity (C/V) drive shafts to the wheel hubs.
The differential cover provides a means for inspec-
tion and service without removing the axle from the
vehicle. The cover has a vent tube used to relieve
internal pressure caused by vaporization and inter-
nal expansion.
OPERATION
The axle receives power from the transfer case through
the front propeller shaft. The front propeller shaft is con-
nected to the pinion gear which rotates the differential
through the gear mesh with the ring gear bolted to thedifferential 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.
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).
Fig. 1 DIFFERENTIAL-STRAIGHT AHEAD DRIVING
1 - STRAIGHT AHEAD DRIVING
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
KJFRONT AXLE - 186FIA 3 - 19

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)

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.
TRAC-LOKTDIFFERENTIAL
This differentials 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. This
differential resist wheel spin on bumpy roads and
provide more pulling power when one wheel looses
Fig. 1 Differential 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 Differential Operation - On Turns
1 - PINION GEARS ROTATE ON PINION SHAFT
Fig. 3 Trac-lokTLimited 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
KJREAR AXLE - 8 1/4 3 - 87
REAR AXLE - 8 1/4 (Continued)