2002 JEEP LIBERTY wheel torque

STANDARD PROCEDURE - CAMBER AND
CASTER ADJUSTMENT
Camber and caster angle adjustments involve
changing the position of the lower suspension arm
cam bolts. (Fig. 4)
STANDARD PROCEDURE - TOE ADJUSTMENT
4X4 SUSPENSION HEIGHT MESUREMENT MUST
BE PERFORMED BEFORE AN ALIGNMENT.
The wheel toe position adjustment is the final
adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Secure the steering
wheel with the front wheels in the straight-ahead
position.
(2) Loosen the tie rod jam nuts.
NOTE: Each front wheel should be adjusted for
one-half of the total toe position specification. This
will ensure the steering wheel will be centered
when the wheels are positioned straight-ahead.
(3) Adjust the wheel toe position by turning the tie
rod as necessary (Fig. 5).
(4)
Tighten the tie rod jam nut to 75 N´m (55 ft. lbs.).
(5) Verify the specifications
(6) Turn off engine.
STANDARD PROCEDURE - CAMBER, CASTER
AND TOE ADJUSTMENT
Camber and caster angle adjustments involve
changing the position of the lower suspension arm
cam bolts. (Fig. 4)
CASTER
Moving the rear position of the cam bolt in or out,
will change the caster angle significantly and camber
angle only slightly. To maintain the camber angle
while adjusting caster, move the rear of the cam bolt
in or out. Then move the front of the cam bolt
slightly in the opposite direction. (Fig. 4)
To increase positive caster angle, move the rear posi-
tion of the cam bolt outward (from the engine). Move
the front of cam bolt inward (toward the engine) slightly
until the original camber angle is obtained. (Fig. 4)
CAMBER
Move both of the cam bolts together in or out. This
will change the camber angle significantly and caster
angle slightly. (Fig. 4)
After adjustment is made tighten the cam bolt nuts
to proper torque specification.
TOE ADJUSTMENT
The wheel toe position adjustment is the final
adjustment.
(1)
Start the engine and turn wheels both ways before
straightening the wheels. Secure the steering wheel with
the front wheels in the straight-ahead position.
(2) Loosen the tie rod jam nuts.
NOTE: Each front wheel should be adjusted for
one-half of the total toe position specification. This
will ensure the steering wheel will be centered
when the wheels are positioned straight-ahead.
(3) Adjust the wheel toe position by turning the tie
rod as necessary (Fig. 5).
(4)
Tighten the tie rod jam nut to 75 N´m (55 ft. lbs.).
(5) Verify the specifications
(6) Turn off engine.
Fig. 5 TIE ROD END
1 - JAM NUT
2 - TIE ROD - INNER
3 - TIE ROD END - OUTER
Fig. 4 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
KJWHEEL ALIGNMENT 2 - 5
WHEEL ALIGNMENT (Continued)

FRONT
TABLE OF CONTENTS
page page
FRONT
DESCRIPTION..........................7
WARNING.............................7
SPECIFICATIONS
TORQUE CHART......................8
SPECIAL TOOLS
FRONT SUSPENSION...................8
BUSHINGS
REMOVAL - STABILIZER BAR BUSHINGS.....9
INSTALLATION - STABILIZER BAR BUSHINGS . . 9
HUB / BEARING
REMOVAL.............................9
INSTALLATION..........................9
KNUCKLE
REMOVAL.............................9
INSTALLATION..........................9
LOWER BALL JOINT
DIAGNOSIS AND TESTING - LOWER BALL
JOINT..............................10
LOWER CONTROL ARM
REMOVAL.............................10
INSTALLATION.........................10
SHOCK
REMOVAL
REMOVAL - LEFT SIDE.................11REMOVAL - RIGHT SIDE................11
INSTALLATION
INSTALLATION - LEFT SIDE.............12
INSTALLATION - RIGHT SIDE............12
SPRING
REMOVAL.............................13
INSTALLATION.........................13
CLEVIS BRACKET
REMOVAL.............................13
INSTALLATION.........................13
STABILIZER BAR
REMOVAL.............................14
INSTALLATION.........................14
STABILIZER LINK
REMOVAL.............................14
INSTALLATION.........................14
UPPER CONTROL ARM
REMOVAL
REMOVAL - RIGHT SIDE................14
REMOVAL - LEFT SIDE.................15
INSTALLATION
INSTALLATION - RIGHT SIDE............15
INSTALLATION - LEFT SIDE.............15
FRONT
DESCRIPTION
The front suspension is designed to allow each
wheel to adapt to different road surfaces indepen-
dently. The wheels are mounted to hub bearings on
the steering knuckle spindles. The double-row hub
bearings are sealed and lubricated for life. The steer-
ing knuckles turn (pivot) on ball joints riveted to the
outboard portion of the control arms. The ball joints
are lubricated for life. (Fig. 1)
WARNING
WARNING:: Suspension components with rubber
bushings must be tightened with the vehicle at nor-
mal ride height. It is important to have the springs
supporting the weight of the vehicle when the fas-
teners are torqued. If springs are not at their normal
ride position, vehicle ride comfort will be affected
and cause premature bushing wear.
Fig. 1 FRONT SUSPENSION
1-SWAYBAR
2 - SWAY BAR BUSHING/BRACKET
3 - UPPER CONTROL ARM
4 - SPRING / SHOCK ASSEMBLY
5 - STEERING KNUCKLE
6 - OUTER TIE ROD END
7 - LOWER CONTROL ARM
8 - SWAY BAR LINK
9 - CLEVIS BRACKET
KJFRONT 2 - 7

SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Front Shock Absorber Clevis Bracket Upper Nut 136 100 Ð
Front Shock Absorber Clevis Bracket Lower Nut 150 110 Ð
Front Shock Absorber Top (4) Mounting Nuts 108 80 Ð
Front Shock to Spring and Insulator Nut 41 30 Ð
Upper Suspension Arm Front Nut 122 90 Ð
Upper Suspension Arm Rear Nut 122 90 Ð
Lower Suspension Arm Front Nut 170 125 Ð
Lower Suspension Arm Rear Nut 170 125 Ð
Stabilizer Bar Clamp Nut 149 110 Ð
Stabilizer Bar Link Upper Nut 136 100 Ð
Stabilizer Bar Link Lower Nut 115 85 Ð
Hub/Bearing
Bolt130 96 Ð
Hub/Bearing
Halfshaft Nut135 100 Ð
Upper Ball Joint Nut 81 60 Ð
Lower Ball Joint Nut 81 60 Ð
Wheel Speed Sensor 13.5 10 Ð
SPECIAL TOOLS
FRONT SUSPENSION
Remover/Installer Suspension Bushing 7932
Nut, Long 7603
Bolt, Special 7604
Remover C-4150A
2 - 8 FRONTKJ
FRONT (Continued)

DIAGNOSIS AND TESTING - REAR SUSPENSION
CONDITION POSSIBLE CAUSES CORRECTION
VEHICLE INSTABILITY 1. Loose or worn wheel bearings. 1. Replace wheel bearings.
2. Loose, worn or bent suspension
components.2. Inspect, tighten or replace components
as necessary.
3. Tire pressure. 3. Adjust tire pressure.
VEHICLE PULLS TO ONE
SIDE1. Weak or broken spring. 1. Replace spring.
2. Alignment. 2. Align vehicle to specifications.
3.Tires. 3. Replace tires.
4. Brakes. 4. Repair as necassary.
KNOCKING, RATTLING
OR SQUEAKING1. Worn shock bushings. 1. Replace shock.
2. Loose shock mounting. 2. Tighten to specifications.
3. Shock valve. 3. Replace shock.
4. Loose upper ball joint. 4. Replace ball joint.
5. Loose, worn or bent suspension
components.5. Inspect, tighten or replace components
as necessary.
IMPROPER TRACKING 1. Loose, worn or bent suspension
components.1. Inspect, tighten or replace components
as necessary.
2. Bent axle. 2.Replace axle.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Shock Absorber Upper Nut 108 80 Ð
Shock Absorber Lower Nut 115 85 Ð
Suspension Arm Upper Ball Joint Nut 95 70 Ð
Suspension Arm Upper Frame Bolts 100 74 Ð
Rear Upper Ball Joint Bracket Bolts 136 100 Ð
Suspension Arms Lower Body/Axle Bracket Nut 163 120 Ð
Suspension Arms Lower Frame Bracket Nut 163 120 Ð
Stabilizer Bar Bolts 99 73 Ð
KJREAR 2 - 17
REAR (Continued)

DRIVELINE VIBRATION
Drive Condition Possible Cause Correction
Propeller Shaft Noise 1. Undercoating or other foreign
material on shaft.1. Clean exterior of shaft and wash
with solvent.
2. Loose U-joint clamp screws. 2. Install new clamps and screws
and tighten to proper torque.
3. Loose or bent U-joint yoke or
excessive runout.3. Install new yoke.
4. Incorrect driveline angularity. 4. Measure and correct driveline
angles.
5. Worn joint. 5. Install new joint.
6. Propeller shaft damaged or out
of balance.6. Installl new propeller shaft.
7. Broken rear spring. 7. Install new rear spring.
8. Excessive runout or unbalanced
condition.8. Re-index propeller shaft, test, and
evaluate.
9. Excessive drive pinion gear shaft
runout.9. Re-index propeller shaft and
evaluate.
10. Excessive axle yoke deflection. 10. Inspect and replace yoke if
necessary.
11. Excessive transfer case runout. 11. Inspect and repair as necessary.
Joint Noise 1. Loose U-joint clamp screws. 1. Install new clamps and screws
and tighten to proper torque.
2. Lack of lubrication. 2. Replace joints as necessary.
BALANCE
NOTE: Removing and re-indexing the propeller
shaft 180É relative to the yoke may eliminate some
vibrations.
If propeller shaft is suspected of being unbalanced,
it can be verified with the following procedure:
(1) Raise the vehicle.
(2) Clean all the foreign material from the propel-
ler shaft and the universal joints.
(3) Inspect the propeller shaft for missing balance
weights, broken welds, and bent areas.If the pro-
peller shaft is bent, it must be replaced.
(4) Inspect the universal joints to ensure that they
are not worn, are properly installed, and are cor-
rectly aligned with the shaft.
(5) Check the universal joint clamp screws torque.
(6) Remove the wheels and tires. Install the wheel
lug nuts to retain the brake drums or rotors.
(7) Mark and number the shaft six inches from the
yoke end at four positions 90É apart.
(8) Run and accelerate the vehicle until vibration
occurs. Note the intensity and speed the vibration
occurred. Stop the engine.(9) Install a screw clamp at position 1 (Fig. 1).
Fig. 1 CLAMP AT POSITION 1
1 - CLAMP
2 - SCREWDRIVER
3 - 2 PROPELLER SHAFTKJ
PROPELLER SHAFT (Continued)

(5) Remove lower clevis bolt (Fig. 2).
(6) Seperate lower ball joint from the lower control
arm (Fig. 3).
(7) Pull out on the steering knuckle and push the
half shaft out of the knuckle.
(8) With a pry bar remove the half shaft from the
axle.
NOTE: The right side has a splined axle shaft that
will stay in the axle.
INSTALLATION
(1) Apply a light coat of wheel bearing grease on
the female splines of the inner C/V joint.(2) Install half shaft on the axle shaft spline and
push firmly to engage the snap ring. Pull on the half
shaft to verify snap has engaged.
(3) Clean hub bearing bore and apply a light coat
of wheel bearing grease.
(4) Pull out on the steering knuckle and push the
half shaft through the knuckle.
(5) Install lower ball joint into the lower control
arm and tighten pinch bolt.
(6) Align clevis with knuckle. Install and tighten
lower clevis bolt.
(7) Install stabilizer link.
(8) Install half shaft hub nut.
(9) Install wheel and tire assembly.
(10) Remove support and lower vehicle.
SPECIFICATIONS
HALF SHAFT
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Half Shaft Nut 136 100 -
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 BOLTFig. 2 CLEVIS BRACKET
1 - UPPER BOLT
2 - CLEVIS BRACKET
3 - LOWER BOLT
KJHALF SHAFT 3 - 11
HALF SHAFT (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

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.
DIAGNOSIS AND TESTING - AXLE
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:
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 rear end
vibration. Do not overlook engine accessories, brack-
ets and drive belts.
All driveline components should be examined
before starting any repair.
Fig. 2 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT
3 - 20 FRONT AXLE - 186FIAKJ
FRONT AXLE - 186FIA (Continued)