Description of wheel alignment Note: suspension components with rubber/urethane bushings should be tightened with vehicle in normal ride height. It is important to have the sources support the weight of the vehicle when the fastener is tightened. If the springs are not their usual ride, ride comfort of the car can be affected and may occur premature bushing wear. Convergence includes the correct positioning of the wheel relative to the vehicle. Positioning is done through adjustments to the suspension and steering linkage.
Alignment is necessary for efficient management, good directional stability and minimize tire wear. The most important measure of alignment are caster, camber and toe. Warning: never attempt to change the suspension or steering components by heating or bending. Note: may require periodic lubrication of front suspension/Steering system components. Rubber bushing should never be lubricated. Refer to LUBRICATION maintenance & for recommended maintenance schedule. Operation wheel alignment CASTER is forward or backward tilt of the Steering knuckle from the vertical. Tilt the top of the knuckle forward provides negative Caster. Tilt the top of the knuckle directed provides positive Caster. Positive caster promotes stability. This angle allows the front wheel to return to forward position after turns. See fig. 1 BULGE inward or outward tilt of the wheel relative to the center of the car. Tilt the top of the wheel inside has negative camber. Tilt the top of the outside wheel provides a positive camber.
Incorrect camber will wear inside or outside edge of the tire. Cm. Fig. 1 thumb the difference between leading and trailing edges inside the inside edges of the front tires. The Cape from the unreliable steering wheel, tyre wear uneven and the Centre of the steering wheel. Cape final alignment correction is steering the front wheel. See fig. 1 the thrust angle is the angle of the rear axle to the centreline of the vehicle. Wrong thrust angle can cause the center of the Steering and excessive wear of the tyres. This angle adjustable, no damaged components must be replaced to eliminate the thrust angle. Cm. Download
1. raise the vehicle. Warning: do not let hang cardan shafts attached at the end. Joint damage may result. 2.3. 4.5. Remove the front and rear propeller shafts. Refer to disposal. Transfer support with Jack. Remove the Rear crossmember and skid plate, if applicable. Disabling a case deflector hose (4). Cm. Fig. 2.6. 7.8. 9.10. Disconnect the wiring connector from the shift motor, if necessary. Support for transfer of the case to the transmission Jack and secure with chains. Remove the nuts (2) giving a transfer case (1) gear box (3). Pull the transfer case and Jack turned to disengage transfer case.
Remove the transfer case out from under the car. Disassembling the case transfer case to transmission position MP140 shallow drain pan. Remove the drain plug (2) and drain the grease. 2. using the bracket C-3281 (1), remove the rear output flange nut. 3. remove the rear output shaft flange (1) out of the main shaft (2). If the flange is difficult to remove manually, remove it with a separator or standard bearing two jaw puller. Be sure to eject the tool securely positioned on the flange. Download
The oil level control is located on the electrohydraulic unit (4) and consists of the float (5) which is integrated into the electrohydraulic unit. The float is positioned to plug the opening (6) between the oil gallery (2) and gearset chamber (1) so that the rotating gearsets do not splash about in oil as the oil level rises. The oil level control reduces power loss and prevents oil from being thrown out of the transmission housing at high oil temperatures. See Fig. 182.
OPERATION FLUID LEVEL CONTROL With low oil levels, the lubricating oil which flows constantly out of the gearset, flows back to oil gallery (2) though the opening (6) If the oil level rises, the oil presses the float (5) against the housing opening (6). The float (5) therefore separates the oil gallery (2) from the gearset chamber (1). The lubricating oil which continues to flow out of the gearsets is thrown against the housing wall, incorporated by the rotating parts and flows back into the oil gallery (2) through the upper opening (arrow). See Fig. 183. DIAGNOSIS AND TESTING CAUSES OF BURNT FLUID Burnt, discolored fluid is a result of overheating which has three primary causes. Internal clutch slippage, usually caused by low line pressure, inadequate clutch apply pressure, or clutch seal failure. A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of a faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and lines caused by debris or kinked lines. Heavy duty operation with a vehicle not properly equipped for this type of operation. download
CAUTION: The torque converter must be replaced if a transmission failure resulted in large amounts of metal or fiber contamination in the fluid. The torque converter is a hydraulic device that couples the engine crankshaft to the transmission. The torque converter consists of an outer shell with an internal turbine (1), a stator (3), an overrunning clutch, an impeller (2), and an electronically applied converter clutch. The converter clutch provides reduced engine speed and greater fuel economy when engaged. Clutch engagement also provides reduced transmission fluid temperatures.
The converter clutch engages in third through fifth gears. The torque converter hub drives the transmission oil (fluid) pump. See Fig. 267. A turbine damper (6) has been added for some applications to help improve vehicle noise, vibration, and harshness (NVH) characteristics. The torque converter is a sealed, welded unit that is not repairable and is serviced as an assembly. download
The brake pedal is pressed or fails. Accelerating the speed and engine power are limited. One trip fault code and installs within 5 seconds. And so light blinks. Possible causes (F855) 5-volt power supply chain breakage (F855) 5-volt power supply shorted to ground (K23) APP No. 1 signal-chain sensor open (K23) APP # 1 sensor signal circuit shorted (K23) APP sensor no. 1 signal circuit shorted in the APP (K167) sensor no. 1 return circuit (K23) APP sensor no. 1 signal circuit shorted (K400) Appendix # 2 return the APP sensor PCM schemes always follow the troubleshooting of the PKK before continuing. DIAGNOSTIC TEST 1. APP sensor below 0.25 Volts, ignition, engine not running.
With scan tool read the # 1 APP voltage sensor. Question: is the voltage below 0.25 volts? Yes: go to 2 No 11: go to 2. Food chain (F855) 5-Volt when monitoring: with the ignition on and no other APPS # 1 DTCS present. Set condition: when the APP # 1 sensor voltage too low. The engine will idle, if turn ignition off. Disconnect the sensor connector APP strap. Ignition on, engine not running. Measure the voltage on the power supply circuit (F855) 5-volt in-APP sensor connectors. Question: is the voltage between 4.5 and 5.2 volts? Yes: do not go 3: jump to 8 3. ACCELERATOR PEDAL POSITION SENSOR
