Internet Archive's 25th Anniversary Logo. Search icon An illustration of a magnifying glass. User icon An illustration of a person's head and chest. Sign up Log in. Web icon An illustration of a computer application window Wayback Machine Texts icon An illustration of an open book. When replacing fasteners, always use the same type part number fastener as removed.
Chrysler Corporation reserves the right to change testing procedures, specifications, diagnosis, repair methods, or vehicle wiring at any time without prior notice or incurring obligation. NOTE: The acronyms, terminology and nomenclature used to identify emissions related components in this manual may have changed from prior publications.
These new terms are in compliance with S. The code is used to identify the vehicle in charts, captions and in service procedures. The following illustration shows the labels, decals and plates as well as locations on the vehicle Fig.
The VIN contains 17 characters that provide data concerning the vehicle. Refer to the decoding chart to determine the identification of a vehicle. There can be a maximum of seven rows of vehicle information imprinted on the plate. The information should be read from left to right, starting with line 1 at the bottom of the plate up to line 7 as applicable at the top of the code plate Fig.
Refer to the decoding chart to decode lines 1 through 3. The last nine positions of row 7 will contain a 2-digit code and a 6-digit serial number. The last code on a body code plate will be followed by the imprinted word END. When two plates are re- quired, the last available spaces on the first plate will be imprinted with the letters CTD for contin- ued.
When a second body code plate is necessary, the first four spaces on each row will not be used because of the plate overlap. The symbols correspond to the controls and dis- plays that are located on the instrument panel.
It is important to retain the original attaching hardware for assembly of the components. If the at- taching hardware is not reusable, hardware with equivalent specifications must be used. Refer to the Torque Specifications chart to determine torque val- ues not listed in the group.
It is important to be aware that the torque values listed in the chart are based on clean and dry bolt threads. Reduce the torque value by 10 percent when the bolt threads are lubricated and by 20 percent if new.
The difference is described in the Thread Notation chart. The higher the grade number, the greater the bolt strength. Identification is determined by the line marks on the top of each bolt head. The actual bolt strength grade corresponds to the number of line marks plus 2. The most commonly used metric bolt strength classes are 9. The metric strength class identification number is imprinted on the head of the bolt.
The higher the class number, the greater the bolt strength. Some metric nuts are imprinted with a single-digit strength class on the nut face. Refer to the bolt identification and bolt strength chart.
Also, use the chart to convert between millimeters mm and inches in. The exhaust system uses a single muffler with a single monolithic-type catalytic converter. The 4. The 5. The exhaust system must be properly aligned to prevent stress, leakage and body contact. If the sys- tem contacts any body panel, it may amplify objec- tionable noises originating from the engine or body. When inspecting an exhaust system, critically in- spect for cracked or loose joints, stripped screw or bolt threads, corrosion damage and worn, cracked or broken hangers.
Replace all components that are badly corroded or damaged. DO NOT attempt to re- pair. When replacement is required, use original equip- ment parts or their equivalent.
This will assure proper alignment and provide acceptable exhaust noise levels. Light overspray near the edges is permitted. Application of coating will result in excessive floor pan temperatures and objection- able fumes.
Excessive heat can result in bulging or other distortion, but exces- sive heat will not be the fault of the converter. If un- burned fuel enters the converter, overheating may occur.
If a converter is heat-damaged, correct the cause of the damage at the same time the converter is replaced. Also, inspect all other components of the exhaust system for heat damage.
Unleaded gasoline must be used to avoid contami- nating the catalyst core. The catalytic converter releases additional heat into the exhaust system. Under severe operating conditions, the temperature increases in the area of the con- verter. Such conditions can exist when the engine misfires or otherwise does not operate at peak effi- ciency. DO NOT remove spark plug wires from plugs or by any other means short out cylinders. Failure of the catalytic converter can occur due to a temperature increase caused by unburned fuel passing through the converter.
DO NOT allow the engine to operate at fast idle for extended periods over 5 minutes. This condition may result in excessive temperatures in the exhaust system and on the floor pan. Exhaust gases are piped from the exhaust manifold to the intake manifold through an EGR tube. Refer to Group 25, Emission Control Systems for complete description, diagnosis and service procedures of the exhaust gas recirculation system and components.
Allow 5 minutes for penetration. Disconnect the exhaust pipe from the cata- lytic converter. If needed: a Heat the exhaust pipe and catalytic converter connection with an torch until the metal becomes cherry red. Connect the exhaust pipe to the engine exhaust manifold.
Adjust the alignment, if needed. Ser- vice replacement mufflers and tailpipes are either clamped together or welded together. Make sure that the tailpipe has sufficient clearance from the floor pan. The mani- folds use a common gasket at the cylinder head. Refer to Intake Manifold in this section for the proper removal and installation procedures. Loosen the tensioner. Discard the seal. Install fastener No. Tighten the belt to specification refer to Group 7, Cooling System for the proper pro- cedures.
Before connecting the fuel system lines to the fuel rail replace the O- rings in the quick-connect fuel line couplings. Refer to Group 14, Fuel System for the proper procedure. Refer to Group 21, Transmission for the adjustment procedures. Con- nect the exhaust pipe to the engine exhaust mani- fold. The manifold is sealed by flange side gaskets with front and rear cross-over gaskets. The intake manifold has internal EGR.
Discard the throttle body gasket. Sup- port the manifold. Discard the gasket. Clean cylinder block front and rear gasket surfaces using a suitable solvent.
The plenum pan rail must be clean and dry free of all foreign material. Inspect mating surfaces of manifold for flatness with a straightedge. Position the pan over the gasket. Align all the gasket and pan holes with the intake manifold. An exces- sive amount of sealant is not required to ensure a leak proof seal.
However, an excessive amount of sealant may reduce the effectiveness of the flange gasket. The sealant should be slightly higher than the cross-over gaskets, approx. Ensure that the ver- tical port alignment tab is resting on the deck face of the block. Also the horizontal alignment tabs must be in position with the mating cylinder head gasket tabs Fig.
Use the align- ment dowels in the cross-over gaskets to position the intake manifold. After intake manifold is in place, in- spect to make sure seals are in place. Tighten in alternating steps 1. Refer to Group 7, Cooling Sys- tem for the proper adjusting of belt tension. Inspect manifold for cracks. Seal surfaces must be flat within 0.
Install conical washers and nuts on these studs Fig. Start at the center arm and work outward. Steering knuckles pivot on replaceable ball studs at- tached to the axle tube yokes. The upper and lower suspension arms use bushings to isolate road noise. The suspension arms are bolted to the frame and axle through the rubber bushings. The lower suspension arm uses cam bolts at the axle to allow for caster and pinion angle adjustment. The suspension arm travel is limited through the use of jounce bumpers in compression and shocks absorbers in rebound.
The coil springs control ride quality and maintain proper ride height. The coil springs mount up in the wheelhouse which is part of the unitized body bracket. A rubber doughnut isolator is located be- tween the top of the spring and the body. The bottom of the spring seats on a axle pad and is retained with a clip. The shock absorbers dampen jounce and rebound motion of the vehicle over various road conditions.
The top of the shock absorbers are bolted to the body. The bottom of the shocks are bolted to the axle brackets. The stabilizer bar is used to control vehicle body roll during turns. The spring steel bar helps to con- trol the vehicle body in relationship to the suspen- sion.
The bar extends across the front underside of the chassis and connects to the frame rails. Links are connected from the bar to the axle brackets. Stabi- lizer bar mounts are isolated by rubber bushings. The track bar is used to control front axle lateral movement. The bar is attached to a frame rail bracket with a ball stud and isolated with a bushing at the axle bracket. Suspension components which use rubber bushings should be tightened at vehicle ride height.
This will prevent premature failure of the bushing and main- tain ride comfort. Bushings must never be lubricated. The axles are equipped with A. One notion holds that the vehicle bore the designation "GP" for "Government Purposes" or "General Purpose" , which was phonetically slurred into the word jeep. However, R. Lee Ermey, on his television series Mail Call, disputes this, saying that the vehicle was designed for specific duties, and was never referred to as "General Purpose" and it is highly unlikely that the average jeep-driving GI would have been familiar with this designation.
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