Jeep Faults and Problems

Jeep Cherokee

Body and under-body damage is quite common on Jeep Cherokees that have been used hard - the car is capable and "lends" itself to over-loading, but it is lightly built for a serious 4WD expedition.

Not exactly a Fault, but still a problem

I just recently priced a set of front wheel bearings for a 1995 Cherokee, though Chellingworth in Perth. The bearings are only available as a complete hub and bearing assembly at a cost of $792.00 a side.

It is possible to buy the bearings alone. Apparently they are of a common variety. However the price to replace them through Chrysler is $792.00 a wheel because they only supply complete hub assemblies. It is interesting that GM Holden does a similar thing but they only charge $200.00 a wheel. It would be nice if we could get this [...] published as I believe people should be warned against this over pricing. I think the more people who know about it the better. (I have been told the bearings are likely to cost approximately $50.00 a wheel.)
- Steve Western [- 2/2000]

And the reply from Daimler Chrysler (au):

This pricing is correct; it is an assembly and Mopar do not service it separately for technical reasons. With current exchange rates, taxes and duties this is the end result. Whilst we do not recommend non-genuine [parts], they are available through Hammond Spares Queensland. [-2/2000]

Cherokee

I have a 1995 Jeep Cherokee Country with an automatic transmission and the transfer case that has both full time and part time 4X4. I bought the vehicle used with 44K miles on it. The transfer case has never worked properly I don't think. Right now it is at one of my local Jeep dealers and they are telling me that my problem is my tires. I'm not convinced. What happens is this: When I shift from 2-wheel drive to full time 4X4, I have to go past part-time 4X4. The transfer case dash light will remain on for part-time 4X4 no matter where I move the shift lever. I sometimes will stop and back up and hit the brakes hard to get it to finally shift to full time or back to 2-wheel drive. If I try to make a sharp turn like into a parking spot, the tires will bind up and hop. In short, the Jeep stays in part-time 4X4 even when the shift lever is in another position. My Jeep dealer is saying that the tires, although they are all the same brand, type and size have a difference of an inch and a half in circumference. Does that result in these kinds of shifting problems? I would think that any time a tire was low on air this problem would then result. Doesn't the differential take up these kinds of differences? Yes? No? The Jeep dealer thinks I should either go back to the Tire Dealer or the dealer who sold me the Jeep and talk to them. I think the Jeep dealer is just trying to steer me away from complaining about Jeeps. What do you guys think?
- Steve Homme [8/'00]

[Many interesting points here - first of all the guys on the Jeep stand at a recent "major motoring show" were unable to give a precise explanation of the operation of their various transfer cases; I hope your dealer is better! Secondly, be suspicious of the dash' lights - they sometimes show intent rather than what is actually engaged. It does indeed seem that your transfer case can get stuck in "part-time 4WD" which causes the "wind up" when in a sharp turn, i.e. the tyres slip or jump. If the centre diff' were operating all four wheels could freely rotate at different speeds - no wind up. Now it is possible for load to come onto the dog-clutch while in "part-time 4WD" (on any vehicle) making it difficult to shift out of 4WD, e.g. cornering or different tyre sizes can be causes. Driving forward and backward, weaving a little, or driving on gravel, e.g. on the road verge, can relieve the load and allow it to disengage.
You can do the definitive test by raising both left-hand wheels off the ground (safely on axle stands, or similar, chocking the other wheels, please). With the engine off, manual gearbox in 1st (or auto' park), centre diff' in operation, rotating the raised rear wheel should cause the raised front wheel to rotate on the opposite direction. If the front wheel does not rotate, something is broken. If the raised rear wheel cannot be rotated, then the centre diff' is locked (solid drive from front axle to rear axle). While the vehicle is raised like this run through the transfer case's repertoire, being careful not to fall off the stands. e.g. With the gearbox in neutral and the transfer case in "part-time 4WD" rotating the raised rear wheel should cause the raised front wheel to rotate in the same direction. Vehicles with centre diff's (full-time 4WD) are normally recommended to have their tyres rotated regularly so as to keep them at approximately similar dimensions; the diff' does compensate for variations in size, and also for cornering, but it can overheat causing nasty things to happen under some circumstances: e.g. prolonged wheel spin (engage diff' lock on slippery surfaces) or if tyres of very different sizes are fitted fore and aft, say 31" and 33" dia'. I would prefer to have the variation in diameter of my own tyres less than 1/2" but would be very surprised if such a difference were terminal. For example, after a blow-out you have to be able to fit one new replacement tyre with three worn neighbours without fear of major damage. By the way, the level of inflation of a tyre makes very little difference to the number of rev's per mile: The circumference determines rev's per mile and does not change noticeably with the axle to ground distance (a friend actually tested it!).]

Go to the 4X4 faults and Jeep pages