Dodge Differential Driveline Service Manual
DR DIFFERENTIAL & DRIVELINE 3 - 1
DIFFERENTIAL & DRIVELINE
TABLE OF CONTENTS
page page
PROPELLER SHAFT ......................1
HALF SHAFT ...........................11
FRONT AXLE - C205F ....................18
FRONT AXLE - 9 1/4 AA ...................45
PROPELLER SHAFT
TABLE OF CONTENTS
page page
PROPELLER SHAFT
DIAGNOSIS AND TESTING ................1
STANDARD PROCEDURE .................3
SPECIFICATIONS ........................6
SPECIAL TOOLS ........................6
FRONT PROPELLER SHAFT
REMOVAL .............................6
INSTALLATION ..........................7
REAR PROPELLER SHAFT
REMOVAL .............................7
REAR AXLE-91/4 .......................69
REAR AXLE - 10 1/2 AA ..................100
REAR AXLE - 11 1/2 AA ..................127
INSTALLATION ..........................8
CENTER BEARING
REMOVAL .............................8
INSTALLATION ..........................8
ADJUSTMENTS .........................8
SINGLE CARDAN UNIVERSAL JOINTS
DISASSEMBLY ..........................9
ASSEMBLY .............................9
PROPELLER SHAFT
DIAGNOSIS AND TESTING
PROPELLER SHAFT VIBRATION
Tires that are out-of-round or wheels that are
unbalanced, will cause a low frequency vibration.
Brake drums that are unbalanced will cause a
harsh, low frequency vibration.
Driveline vibration can also result from loose or
damaged engine mounts.
Propeller shaft vibration increases as the vehicle
speed is increased. A vibration that occurs within a
specific speed range is not usually caused by a propeller shaft being unbalanced. Defective universal
joints or an incorrect propeller shaft angle are usually the cause of such a vibration.
3 - 2 PROPELLER SHAFT DR
PROPELLER SHAFT (Continued)
DRIVELINE VIBRATION
Drive Condition Possible Cause Correction
Propeller Shaft Noise 1) Undercoating or other foreign
material on shaft.
2) Loose U-joint clamp screws. 2) Install new clamps and screws
3) Loose or bent U-joint yoke or
excessive runout.
4) Incorrect driveline angularity. 4) Measure and correct driveline
5) Rear spring center bolt not in
seat.
6) Worn U-joint bearings. 6) Install new U-joint.
7) Propeller shaft damaged or out
of balance.
8) Broken rear spring. 8) Install new rear spring.
9) Excessive runout or unbalanced
condition.
10) Excessive drive pinion gear
shaft runout.
11) Excessive axle yoke deflection. 11) Inspect and replace yoke if
12) Excessive transfer case runout. 12) Inspect and repair as necessary.
1) Clean exterior of shaft and wash
with solvent.
and tighten to proper torque.
3) Install new yoke.
angles.
5) Loosen spring u-bolts and seat
center bolt.
7) Installl new propeller shaft.
9) Re-index propeller shaft, test,
and evaluate.
10) Re-index propeller shaft and
evaluate.
necessary.
Universal 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 as U-joints as
necessary.
PROPELLER SHAFT BALANCE
NOTE: Removing and re-indexing the propeller
shaft 180° 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 correctly 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 90° 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).
(10) Start the engine and re-check for vibration. If
there is little or no change in vibration, move the
clamp to one of the other three positions. Repeat the
vibration test.
(11) If there is no difference in vibration at the
other positions, the source of the vibration may not
be propeller shaft.
(12) If the vibration decreased, install a second
clamp (Fig. 2) and repeat the test.
(13) If the additional clamp causes an additional
vibration, separate the clamps (1/2 inch above and
below the mark). Repeat the vibration test (Fig. 3).
(14) Increase distance between the clamp screws
and repeat the test until the amount of vibration is
at the lowest level. Bend the slack end of the clamps
so the screws will not loosen.
DR PROPELLER SHAFT 3 - 3
PROPELLER SHAFT (Continued)
(15) If the vibration remains unacceptable, apply
the same steps to the front end of the propeller shaft.
(16) Install the wheel and tires. Lower the vehicle.
PROPELLER SHAFT RUNOUT
(1) Remove dirt, rust, paint and undercoating from
the propeller shaft surface where the dial indicator
will contact the shaft.
(2) The dial indicator must be installed perpendicular to the shaft surface.
(3) Measure runout at the center and ends of the
shaft sufficiently far away from weld areas to ensure
that the effects of the weld process will not enter into
the measurements.
(4) Refer to Runout Specifications chart.
(5) If the propeller shaft runout is out of specifica-
Fig. 1 CLAMP SCREW AT POSITION 1
1 - CLAMP
2 - SCREWDRIVER
tion, remove the propeller shaft, index the shaft 180°,
and re-install the propeller shaft. Measure shaft
runout again.
(6) If the propeller shaft runout is now within
specifications, mark the shaft and yokes for proper
orientation.
(7) If the propeller shaft runout is not within specifications, verify that the runout of the transmission/
transfer case and axle are within specifications.
Correct as necessary and re-measure propeller shaft
runout.
(8) Replace the propeller shaft if the runout still
exceeds the limits.
RUNOUT SPECIFICATIONS
1-1⁄2INCH
Fig. 2 TWO CLAMP SCREWS
Fig. 3 CLAMP SCREWS SEPARATED
Front of Shaft 0.020 in. (0.50 mm)
Center of Shaft 0.025 in. (0.63 mm)
Rear of Shaft 0.020 in. (0.50 mm)
note:
Measure front/rear runout approximately 3 inches (76
mm) from the weld seam at each end of the shaft
tube for tube lengths over 30 inches. For tube lengths
under 30 inches, the maximum allowed runout is
0.020 in. (0.50 mm) for the full length of the tube.
STANDARD PROCEDURE
PROPELLER SHAFT ANGLE
This procedure applies to both the front/rear propeller shafts. To obtain the front output angle (A) on
the front propeller shaft, place the inclinometer the
machined surface of the C/V joint.
(1) To check driveline alignment, raise and support
the vehicle at the axles as level as possible. Allow the
wheels and propeller shaft to turn.
(2) Remove any external bearing snap rings, if
equipped from universal joint so protractor base sits
flat.
3 - 4 PROPELLER SHAFT DR
PROPELLER SHAFT (Continued)
(3) Rotate the shaft until transmission/transfer
case output yoke bearing is facing downward.
NOTE: Always make measurements from front to
rear and from the same side of the vehicle.
(4) Place Inclinometer 7663 on yoke bearing (A)
parallel to the shaft (Fig. 4). Center bubble in sight
glass and record measurement.
This measurement will give you the transmission yoke Output Angle (A).
Fig. 4 OUTPUT ANGLE (A)
(5) Rotate propeller shaft 90 degrees and place
Inclinometer on yoke bearing parallel to the shaft
(Fig. 5). Center bubble in sight glass and record measurement. This measurement can also be taken at
the rear end of the shaft.
This measurement will give you the Propeller
Shaft Angle (C).
(6) Rotate propeller shaft 90 degrees and place
Inclinometer on companion flange yoke bearing parallel to the shaft (Fig. 6). Center bubble in sight glass
and record measurement.
This measurement will give you the pinion
Companion Flange Input Angle (B).
(7) Subtract smaller figure from larger (C minus
A) to obtain Transmission/Transfer Case Output
Operating Angle.
(8) Subtract smaller figure from larger (C minus
B) to obtain axle Input Operating Angle.
Fig. 5 PROPELLER SHAFT ANGLE (C)
Fig. 6 INPUT ANGLE (B)
Refer to rules given below and the example in (Fig.
7) for additional information.
• Good cancellation of U-joint operating angles
should be within 1°.
• Operating angles should be less than 3°.
• At least 1/2 of one degree continuous operating
(propeller shaft) angle.
DR PROPELLER SHAFT 3 - 5
PROPELLER SHAFT (Continued)
Fig. 7 UNIVERSAL JOINT ANGLE EXAMPLE
1 - 4.9°Angle (C)
2 - 3.2°Angle (B)
3 - Input Yoke
TWO-PIECE PROPELLER SHAFT
The procedure to measure the propeller shaft
angles involved with a two-piece (Fig. 8) propeller
shaft is the same as those for a one-piece propeller
shaft.
4 - 3.0°Angle (A)
5 - Output Yoke
1 - YOKES MUST BE IN SAME PLANE
Fig. 8 UNIVERSAL JOINT ANGLE
3 - 6 PROPELLER SHAFT DR
PROPELLER SHAFT (Continued)
SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION N·m Ft. Lbs. In. Lbs.
Center Bearing Bolts 54 40 -
Front Pinion Flange Bolts 115 85 -
Rear Pinion Flange Bolts 115 85 -
SPECIAL TOOLS
INCLINOMETER 7663
Bearing Splitter 1130
FRONT PROPELLER SHAFT
REMOVAL
(1) Position transmission and transfer case into
neutral.
(2) Raise and support vehicle.
(3) Remove exhaust crossover pipe.
(4) Mark a line across the axle companion flange
and propeller shaft flange yoke (Fig. 9) for installation reference.
INSTALLER 6052
Fig. 9 COMPANION FLANGE
1 - COMPANION FLANGE
2 - PROPELLER SHAFT
3 - FLANGE YOKE
4 - REFERENCE MARK
(5) Remove companion flange bolts.
(6) Remove dust boot clamp (Fig. 10) from the C/V
jonit end of the shaft.
(7) Remove propeller shaft.
DR PROPELLER SHAFT 3 - 7
FRONT PROPELLER SHAFT (Continued)
Fig. 10 DUST BOOT
1 - C/V JOINT
2 - TRANSFER CASE
3 - BOOT CLAMP
4 - PROPELLER SHAFT
INSTALLATION
(1) Install propeller shaft with with all reference
marks aligned.
(2) Install transfer case companion flange bolts
and tighten to 30.5 N·m (22.5 ft. lbs.).
(3) Install axle companion flange bolts and tighten
to 108 N·m (80 ft. lbs.).
(4) Install skid plate, if equipped.
(5) Lower vehicle and road test to verify repair.
REAR PROPELLER SHAFT
REMOVAL
(1) Shift transmission into Neutral.
(2) Raise and support vehicle.
(3) Mark a line across the pinion companion flange
and propeller shaft flange yoke (Fig. 11) for installation reference.
(4) Mark the outline of the center bearing (Fig. 12)
on the crossmember for installation reference, if
equipped.
(5) Remove center bearing mounting nuts, if
equipped.
(6) Remove pinion yoke companion flange bolts.
(7) Slide slip yoke off of the transmission or transfer case output shaft and remove propeller shaft.
Fig. 11 COMPANION FLANGE
1 - PROPELLER SHAFT
2 - COMPANION FLANGE
3 - REFERENCE MARK
4 - SHAFT FLANGE YOKE
Fig. 12 CENTER BEARING
1 - CENTER BEARING
2 - DUST BOOT
3 - MOUNTING NUTS
3 - 8 PROPELLER SHAFT DR
REAR PROPELLER SHAFT (Continued)
INSTALLATION
(1) Slide the slip yoke onto the transmission/transfer case output shaft.
(2) Align and install center bearing on crossmember, if necessary and tighten nutts to 54 N·m (40 ft.
lbs.).
(3) Align reference marks on the propeller shaft
yoke and pinion companion flange (Fig. 13).
(4) Tighten pinion companion flange bolts to 115
N·m (85 ft. lbs.).
Fig. 14 REFERENCE MARKS
1 - REFERENCE MARK
2 - CENTER BEARING
3 - BOOT CLAMP
4 - DUST BOOT
INSTALLATION
NOTE: Two types of center bearings are used and
are not interchangeable. Install the same type as
the vehicle was built with.
Fig. 13 REAR PROPELLER SHAFT
1 - COMPANION FLANGE
2 - PROPELLER SHAFT
(5) Lower the vehicle.
CENTER BEARING
REMOVAL
(1) Remove rear propeller shaft.
(2) Mark the two shafts (Fig. 14) for installation
reference.
(3) Remove slip joint boot clamp and separate the
two shafts.
(4) Use hammer and punch to tap slinger away
from shaft to provide room for bearing splitter.
(5) Position Bearing Splitter Tool 1130 between
slinger and shaft.
CAUTION: Do not damage shaft spline during
removal of center bearing.
(6) Set shaft in press and press bearing off the
shaft.
(1) Install new slinger on shaft and drive into posi-
tion with appropriate installer tool.
(2) Install new center bearing on shaft with Bearing Installer Tool 6052. Drive on shaft with hammer
until bearing is seated.
(3) Clean shaft splines and apply a coat of multipurpose grease.
(4) Align master splines and slide front and rear
half-shafts together. Reposition slip yoke boot and
install new clamp.
(5) Install propeller shaft in vehicle.
ADJUSTMENTS
CENTER BEARING
Launch shudder is a vibration that occurs at first
acceleration from a stop. Shudder vibration usually
peaks at the engines highest torque output. Shudder
is a symptom associated with vehicles using a twopiece propeller shaft. To decrease shudder, lower the
center bearing in 1/8 inch increments. Use shim
stock or fabricated plates. Plate stock must be used
to maintain compression of the rubber insulator
around the bearing. Do not use washers. Replace the
original bolts with the appropriate increased length
bolts.
DR PROPELLER SHAFT 3 - 9
SINGLE CARDAN UNIVERSAL
JOINTS
DISASSEMBLY
NOTE: The following procedure is described for a
propeller shaft equipped with only a cardan joint in
the tube yoke. If the propeller shaft is equipped
with a companion yoke, simply repeat the following
steps to remove the cardan joint from the companion yoke after removing the cardan joint from the
tube yoke.
Individual components of cardan universal joints
are not serviceable. If worn or leaking, they must be
replaced as an assembly.
(1) Remove the propeller shaft.
(2) Using a soft drift, tap the outside of the bearing cap assembly to loosen snap ring.
(3) Remove snap rings from both sides of yoke
(Fig. 15).
Fig. 16 Press Out Bearing
1 - PRESS
2 - SOCKET
Fig. 15 Snap Ring
1 - SNAP RING
(4) Set the yoke in an arbor press or vise with a
socket whose inside diameter is large enough to
receive the bearing cap positioned beneath the yoke.
(5) Position the yoke with the grease fitting, if
equipped, pointing up.
(6) Place a socket with an outside diameter
smaller than the upper bearing cap on the upper
bearing cap and press the cap through the yoke to
release the lower bearing cap (Fig. 16).
(7) If the bearing cap will not pull out of the yoke
by hand after pressing, tap the yoke ear near the
bearing cap to dislodge the cap.
(8) To remove the opposite bearing cap, turn the
yoke over and straighten the cross in the open hole.
Then, carefully press the end of the cross until the
remaining bearing cap can be removed (Fig. 17).
CAUTION: If the cross or bearing cap are not
straight during installation, the bearing cap will
score the walls of the yoke bore and damage can
occur.
ASSEMBLY
NOTE: The following procedure is described for a
propeller shaft equipped with only a cardan joint in
the tube yoke. If the propeller shaft is equipped
with a companion yoke, simply repeat the following
steps to remove the cardan joint from the companion yoke after removing the cardan joint from the
tube yoke.
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1
or 2 grease to inside of yoke bores to aid in installation.
3 - 10 PROPELLER SHAFT DR
SINGLE CARDAN UNIVERSAL JOINTS (Continued)
(3) Place a bearing cap over the trunnion and
align the cap with the yoke bore (Fig. 19). Keep the
needle bearings upright in the bearing assembly. A
needle bearing lying at the bottom of the cap will
prevent proper assembly.
Fig. 17 Press Out Remaining Bearing
1 - CROSS
2 - BEARING CAP
(2) Position the cross in the yoke with its lube fit-
ting, if equipped, pointing up (Fig. 18).
Fig. 19 Install Bearing On Trunnion
1 - BEARING CAP
2 - TRUNNION
(4) Press the bearing cap into the yoke bore
enough to install a snap ring.
(5) Install a snap ring.
(6) Repeat Step 3 and Step 4to install the opposite
bearing cap. If the joint is stiff or binding, strike the
yoke with a soft hammer to seat the needle bearings.
(7) Add grease to lube fitting, if equipped.
(8) Install the propeller shaft.
1 - CROSS
2 - YOKE
Fig. 18 Cross In Yoke
DR HALF SHAFT 3 - 11
HALF SHAFT
TABLE OF CONTENTS
page page
HALF SHAFT
CAUTION .............................11
DIAGNOSIS AND TESTING ................11
REMOVAL .............................11
INSTALLATION .........................12
SPECIFICATIONS .......................12
SPECIAL TOOLS .......................12
HALF SHAFT
CAUTION
CAUTION:: Never grasp half shaft assembly by the
boots. This may cause the boot to pucker or crease
and reduce the service life of the boot.
Avoid over angulating or stroking the C/V joints
when handling the half shaft.
Half shafts exposed to battery acid, transmission
fluid, brake fluid, differential fluid or gasoline may
cause the boots to deteriorate.
DIAGNOSIS AND TESTING
Check for grease at the inboard and outboard C/V
joint. This is a sign of boot or boot clamp damage.
NOISE/VIBRATION IN TURNS
A clicking noise or a vibration in turns could be
caused by a damaged outer C/V or inner tripod joint
seal boot or seal boot clamps. This will result in the
loss/contamination of the joint grease, resulting in
inadequate lubrication of the joint. Noise could also
be caused by another component of the vehicle coming in contact with the half shafts.
CV JOINT-OUTER
REMOVAL .............................13
INSTALLATION .........................13
CV JOINT-INNER
REMOVAL .............................16
INSTALLATION .........................16
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of out of balance
front tires or tire/wheel runout. Foreign material
(mud, etc.) packed on the backside of the wheel(s)
will also cause a vibration.
REMOVAL
(1) Loosen lug nuts and hub nut while the with
the vehicle brakes applied.
(2) Raise and support the vehicle.
(3) Remove wheel and tire assembly
(4) Remove half shaft hub nut.
(5) Remove brake caliper and rotor.
(6) Position hydraulic jack under lower suspension
arm and raise jack to unload rebound bumper.
(7) Remove lower shock absorber bolt.
(8) Remove upper ball joint nut and seperate ball
with Remover 8677 (Fig. 1).
CLUNKING NOISE DURING ACCELERATION
This noise may be a result of a damaged or worn
C/V joint. A torn boot or loose/missing clamp on the
inner/outer joint which has allowed the grease to be
lost will damage the C/V joint.
SHUDDER/VIBRATION DURING ACCELERATION
This problem could be a result of a worn/damaged
inner tripod joint or a sticking tripod joint. Improper
wheel alignment may also cause a shudder or vibration.
Fig. 1 UPPER BALL JOINT SEPARATION
1 - UPPER CONTROL ARM
2 - REMOVER
3 - STEERING KNUCKLE
3 - 12 HALF SHAFT DR
HALF SHAFT (Continued)
(9) Disengage inner C/V joint from the axle shaft
snap-ring by apply pressure with two pry bars
between the C/V housing and axle housing.
(10) Tilt the knuckle out and push the half shaft
out of the knuckle (Fig. 2).
CAUTION: Do not damage outer C/V threads while
removing half shaft.
Fig. 2 STEERING KNUCKLE
1 - STEERING KNUCKLE
2 - SHOCK
3 - HALFSHAFT
4 - DISC BRAKE CALIPER
5 - HUB/BEARING
(11) Remove the half shaft from the vehicle.
INSTALLATION
(1) Clean hub bearing bore, hub bearing mating
surface and half shaft splines.
(2) Apply a light coating of grease to the front axle
shaft output splines.
(3) Install half shaft into the knuckle (Fig. 3).
Fig. 3 HALF SHAFT AND HUB/BEARING
1 - HUB/BEARING MOUNTING NUTS
2 - HALF SHAFT
(4) Install half shaft on the axle output shaft.
Push firmly to engage the axle output shaft snap
ring into the inner C/V housing.
(5) Install upper ball joint into the knuckle.
(6) Install upper ball joint nut and tighten to specification.
(7) Install lower shock absorber bolt and tighten to
specification.
(8) Install brake rotor and caliper.
(9) Install half shaft hub nut and tighten to 251
N·m (185 ft. lbs.).
(10) Install the wheel and tire assembly.
SPECIFICATIONS
DESCRIPTION N·m Ft. Lbs. In. Lbs.
Half Shaft Nut 251 185 -
SPECIAL TOOLS
CLAMP INSTALLER C-4975A
TORQUE SPECIFICATIONS
DR HALF SHAFT 3 - 13
CV JOINT-OUTER
REMOVAL
(1) Clamp shaft in a vise (with soft jaws) and sup-
port C/V joint.
(2) Remove clamps with a cut-off wheel or grinder
(Fig. 4).
CAUTION: Do not damage C/V housing or half
shaft.
Fig. 5 OUTER C/V JOINT
1 - SNAP RING
2 - SNAP RING GROVE
3 - SNAP RING PLIERS
Fig. 4 BOOT CLAMP LOCATIONS
1 - C/V HOUSING
2 - CLAMP
3 - HALF SHAFT
4 - CLAMP
5 - C/V BOOT
(3) Slide the boot down the shaft.
(4) Remove lubricant to expose the C/V joint snap
ring.
(5) Spread snap ring and slide the joint off the
shaft (Fig. 5).
(6) Slide boot off the shaft and discard old boot.
(7) Mark alignment marks on the inner race/hub,
bearing cage and housing with dabs of paint (Fig. 6).
(8) Clamp C/V joint in a vertical position in a soft
jawed vise.
(9) Press down one side of the bearing cage to gain
access to the ball at the opposite side.
NOTE: If joint is tight, use a hammer and brass drift
to loosen the bearing hub. Do not contact the bearing cage with the drift.
(10) Remove ball from the bearing cage (Fig. 7).
(11) Repeat step above until all six balls are
removed from the bearing cage.
(12) Lift cage and inner race upward and out from
the housing (Fig. 8).
(13) Turn inner race 90° in the cage and rotate the
inner race/hub out of the cage (Fig. 9).
Fig. 6 BEARING ACCESS
1 - ALIGNMENT MARKS
2 - BEARING HUB
3 - BEARING CAGE
4 - HOUSING
INSTALLATION
NOTE: If C/V joint is worn, replace entire C/V joint
and boot.
(1) Clean all C/V joint components and shaft.
(2) Apply a light coat of grease supplied with the
joint/boot to the C/V joint components before assembling them.
(3) Align the inner race, cage and housing according to the alignment reference marks.
(4) Insert the inner race into the cage (Fig. 10) and
rotate race into the cage.
(5) Rotate the inner race/hub in the cage (Fig. 11).
3 - 14 HALF SHAFT DR
CV JOINT-OUTER (Continued)
1 - HOUSING
2 - INNER RACE/HUB
3 - BEARING CAGE
4 - BALL
Fig. 8 CAGE AND INNER RACE/HUB
1 - HOUSING
2 - INNER RACE
3 - CAGE WINDOW
Fig. 7 BEARING
Fig. 9 INNER RACE/HUB
Fig. 10 INNER RACE/HUB
1 - INNER RACE/HUB
2 - BEARING CAGE
(6) Insert cage into the housing (Fig. 12). Rotate
the cage 90° into the housing so the large bearing
hub counterbore is facing outwards.
(7) Apply the grease supplied with the joint/boot to
the ball races. Spread the grease equally between all
the races.
(8) Tilt inner race/hub and cage and install the
balls (Fig. 13).
(9) Place new clamps onto new boot and slide boot
onto the shaft to it’s original position.
(10) Apply the rest of grease to the C/V joint and
boot.
Fig. 11 CAGE AND INNER RACE/HUB
1 - CAGE WINDOWS
2 - SNAP RING
DR HALF SHAFT 3 - 15
CV JOINT-OUTER (Continued)
Fig. 12 BEARING CAGE AND HOUSING
1 - OUTER RACE
2 - BEARING CAGE WINDOW
3 - CV JOINT HOUSING
Fig. 13 BALL BEARING
1 - C/V HOUSING
2 - INNER RACE/HUB
3 - BEARING CAGE
4 - BEARING
Fig. 14 OUTER C/V JOINT
1 - SNAP RING
2 - SHAFT TAPER
3 - SNAP RING GROVE
4 - BEARING HUB
NOTE: Verify boot is not twisted and remove any
excess air.
(13) Secure both boot clamps (Fig. 15) with Clamp
Installer C-4975A. Place tool on clamp bridge and
tighten tool until jaws of the tool are closed.
(11) Install the joint onto the shaft. Push the joint
onto the shaft until the snap ring seats in the groove
(Fig. 14).
NOTE: Pull on the joint to verify the span ring has
engaged.
(12) Position the boot on the joint in it’s original
position.
Fig. 15 BOOT CLAMP LOCATIONS
1 - C/V HOUSING
2 - CLAMP
3 - HALF SHAFT
4 - CLAMP
5 - C/V BOOT
3 - 16 HALF SHAFT DR
CV JOINT-INNER
REMOVAL
(1) Clamp shaft in a vise (with soft jaws) and support C/V joint.
(2) Remove clamps with a cut-off wheel or grinder
(Fig. 16).
CAUTION: Do not damage C/V housing or half shaft
with cut-off wheel or grinder.
Fig. 18 TRIPOD SNAP RING
1 - SNAP RING
2 - TRIPOD
3 - PLIERS
(6) Remove tripod and boot from the half shaft.
(7) Clean and inspect C/V components for excessive wear and damage. Replace the tripod as a unit
only if necessary.
Fig. 16 BOOT CLAMP LOCATION
1 - C/V HOUSING
2 - CLAMP
3 - BOOT
4 - CLAMP
(3) Remove housing from the half shaft (Fig. 17)
and slide boot down shaft.
INSTALLATION
(1) Clean all C/V joint components and shaft.
(2) Slide new boot down the half shaft.
(3) Install tripod and tripod snap ring on the half
shaft (Fig. 19).
Fig. 19 C/V TRIPOD
1 - BOOT
2 - TRIPOD
Fig. 17 C/V HOUSING
1 - BOOT
2 - HOUSING
(4) Remove housing bushing from the housing.
(5) Remove tripod snap ring (Fig. 18).
(4) Pack grease supplied with the joint/boot into
the housing and boot.
(5) Coat tripod with supplied grease.
(6) Install new bushing (Fig. 20) onto the housing.
(7) Insert the tripod and shaft in the housing.
DR HALF SHAFT 3 - 17
CV JOINT-INNER (Continued)
Fig. 20 HOUSING BUSHING
1 - BUSHING
2 - HOUSING
(8) Position the boot on the joint and shaft in it’s
original position (Fig. 21).
NOTE: Verify boot is not twisted and remove any
excess air.
(9) Measure the distance from the end of the housing to the end of the boot on the shaft. This measurement should be 260 mm (10.25 in.).
Fig. 21 INNER C/V BOOT
1 - CLAMP
2 - BOOT
3 - CLAMP
4 - SHAFT
5 - HOUSING
NOTE: If measurement is not correct, allow more or
less air into the boot.
(10) Secure both boot clamps with Clamp Installer
C-4975A. Place tool on clamp bridge and tighten tool
until the jaws of the tool are closed.
3 - 18 FRONT AXLE - C205F DR
FRONT AXLE - C205F
TABLE OF CONTENTS
page page
FRONT AXLE - C205F
DESCRIPTION .........................18
OPERATION ...........................18
DIAGNOSIS AND TESTING ................18
REMOVAL .............................21
INSTALLATION .........................21
ADJUSTMENTS ........................21
SPECIFICATIONS .......................29
SPECIAL TOOLS .......................30
AXLE SHAFTS
REMOVAL .............................33
INSTALLATION .........................33
AXLE SHAFT SEALS
REMOVAL .............................33
INSTALLATION .........................33
AXLE BEARINGS
REMOVAL .............................33
FRONT AXLE - C205F
DESCRIPTION
The axle consists of an alumunum center section
with an axle tube extending from one side. The tube
is pressed into the differential housing. The power is
transferred from the axle through two constant velocity (C/V) drive shafts to the wheel hubs. The drive
shafts are identical and interchangeable.
OPERATION
The axle receives power from the propeller shaft.
The 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.
DIAGNOSIS AND TESTING
GEAR NOISE
Axle gear noise can be caused by insufficient lubricant, 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 acceleration, deceleration, coast, or constant load.
INSTALLATION .........................34
PINION SEAL
REMOVAL .............................34
INSTALLATION .........................35
DIFFERENTIAL
DESCRIPTION .........................36
OPERATION ...........................36
REMOVAL .............................36
DISASSEMBLY .........................37
ASSEMBLY ............................38
INSTALLATION .........................38
DIFFERENTIAL CASE BEARINGS
REMOVAL .............................39
INSTALLATION .........................39
PINION GEAR/RING GEAR
REMOVAL .............................40
INSTALLATION .........................42
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then accelerate 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:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear 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 vehicle 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 differential. 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 produce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differen-
DR FRONT AXLE - C205F 3 - 19
FRONT AXLE - C205F (Continued)
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:
• Damaged drive shaft.
• Missing drive shaft balance weight(s).
• Worn or out of balance wheels.
• Loose wheel lug nuts.
• Worn U-joint(s).
• Loose/broken springs.
• Damaged axle shaft bearing(s).
• Loose pinion gear nut.
• Excessive pinion yoke run out.
• Bent 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, brackets and drive belts.
All driveline components should be examined
before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING)
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged) can be caused by:
• High engine idle speed.
• Transmission shift operation.
• Loose engine/transmission/transfer case mounts.
• Worn U-joints.
• Loose spring mounts.
• Loose pinion gear nut and yoke.
• Excessive ring gear backlash.
• Excessive side gear to case clearance.
The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle 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.
DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash
between the ring gear and pinion.
5. Improper adjustment of pinion
gear bearings.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact
surfaces.
4. Check adjustment of the ring
gear and pinion backlash. Correct
as necessary.
5. Adjust the pinion bearings
pre-load.
7. Inspect and replace as
necessary.
3 - 20 FRONT AXLE - C205F DR
FRONT AXLE - C205F (Continued)
Condition Possible Causes Correction
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
Differential Cracked 1. Improper adjustment of the
differential bearings.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
3. Vehicle overloaded. 3. Replace case and inspect gears
4. Erratic clutch operation. 4. Replace case and inspect gears
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
2. Improper grade of lubricant. 2. Replace scored gears. Fill
3. Excessive spinning of one
wheel/tire.
1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
and bearings for further damage.
Set ring gear backlash properly.
and bearings for further damage.
Avoid excessive vehicle weight.
and bearings for further damage.
Avoid erratic use of clutch.
differential with the correct fluid type
and quantity.
differential with the correct fluid type
and quantity.
3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal
cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
DR FRONT AXLE - C205F 3 - 21
FRONT AXLE - C205F (Continued)
Condition Possible Causes Correction
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation. 2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct
fluid type and quantity.
2. Improper ring gear and pinion
adjustment.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched
4. Worn teeth on ring gear and/or
pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out.
8. Loose differential bearing cap
bolts.
9. Housing not machined properly. 9. Replace housing.
2. Check ring gear and pinion
contact pattern.
ring gear and pinion.
4. Replace ring gear and pinion.
pre-load.
Replace components as necessary.
8. Inspect differential components
and replace as necessary. Ensure
that the bearing caps are torqued
tot he proper specification.
REMOVAL
(1) Place transmission in netural.
(2) Raise and support the vehicle.
(3) Remove tire and wheel assemblies.
(4) Remove axle half shafts.
(5) Remove exhaust crossover.
(6) Mark front propeller shaft and remove shaft.
(7) Remove suspension crossmember mounting
bolts (Fig. 1) and remove crossmember.
(8) Support axle with hydraulic jack.
(9) Remove axle housing pinion mounting bolts
(Fig. 2).
(10) Remove axle shaft tube mounting bolts (Fig.
3).
(11) Remove differential housing mounting bolts
(Fig. 4).
(12) Lower axle from the vehicle.
INSTALLATION
(1) Raise axle into position.
(2) Install axle mounting bolts and tighten nuts to
95 N·m (70 ft. lbs.).
(3) Install suspension crossmember and bolts.
Tighten crossmember nuts to 102 N·m (75 ft. lbs.).
(4) Install front propeller shaft with reference
marks aligned (Fig. 5) and tighten bolts to 115 N·m
(85 ft. lbs.).
(5) Install exhaust crossover.
(6) Install axle half shafts.
(7) Check the differential fluid level and add fluid
if necessary.
(8) Install tire and wheel assemblies.
(9) Remove support lower the vehicle.
ADJUSTMENTS
Ring gear and pinion are supplied as matched sets
only. The identifying numbers for the ring gear and
3 - 22 FRONT AXLE - C205F DR
FRONT AXLE - C205F (Continued)
Fig. 1 SUSPENSION CROSSMEMBER
1 - PINION FLANGE
2 - AXLE TUBE MOUNTING BRACKET
3 - CROSSMEMBER BOLTS
Fig. 2 HOUSING PINION MOUNTING BOLTS
1 - MOUNTING BOLTS
2 - PINION FLANGE
Fig. 3 AXLE TUBE MOUNT
1 - MOUNTING BOLTS
2 - BOLTS
pinion are painted onto the pinion gear shaft and the
side of the ring gear. A plus (+) number, minus (–)
number or zero (0) along with the gear set sequence
number (01 to 99) is on each gear. This first number
is the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
marked with a (0). The next two numbers are the
sequence number of the gear set. The standard setting from the center line of the ring gear to the back
Fig. 4 DIFFERENTIAL MOUNT
1 - DIFFERENTIAL MOUNT
2 - DIFFERENTIAL HOUSING
3 - MOUNTING BOLTS
face of the pinion is 99.690 mm (3.925 in.). The standard depth provides the best teeth contact pattern.
Compensation for pinion depth variance is
achieved with select shims. The shims are placed
DR FRONT AXLE - C205F 3 - 23
FRONT AXLE - C205F (Continued)
Fig. 6 ADJUSTMENT SHIM
1 - PINION GEAR DEPTH SHIM
2 - DIFFERENTIAL BEARING PRELOAD SHIM
3 - RING GEAR
4 - DIFFERENTIAL BEARING PRELOAD SHIM
5 - COLLAPSIBLE SPACER
Fig. 5 COMPANION FLANGE
1 - COMPANION FLANGE
2 - PROPELLER SHAFT
3 - FLANGE YOKE
4 - REFERENCE MARK
between the rear pinion bearing cone and the pinion
gear head. (Fig. 6).
If a new gear set is being installed, note the depth
variance marked on both the original and replacement pinion. Add or subtract the thickness of the
original depth shims to compensate for the difference
in the depth variances. Refer to the Pinion Gear
PINION GEAR DEPTH VARIANCE
Original Pinion
New Pinion Gear Depth Variance
Gear Depth
Variance
24 23 22 21 0 +1 +2 +3 +4
+4 +0.008 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0
+3 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001
+2 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002
+1 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002 20.003
0 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002 20.003 20.004
21 +0.003 +0.002 +0.001 0 20.001 20.002 20.003 20.004 20.005
22 +0.002 +0.001 0 20.001 20.002 20.003 20.004 20.005 20.006
23 +0.001 0 20.001 20.002 20.003 20.004 20.005 20.006 20.007
24 0 20.001 20.002 20.003 20.004 20.005 20.006 20.007 20.008
Depth Variance charts. Note where Old and New
Pinion Marking columns intersect. Intersecting figure
represents plus or minus amount needed.
Note the painted number on the shaft of the drive
pinion (–1, –2, 0, +1, +2, etc.). The numbers represent thousands of an inch deviation from the standard. If the number is negative, add that value to the
required thickness of the depth shim(s). If the number is positive, subtract that value from the thickness
of the depth shim(s). If the number is 0 no change is
necessary.
3 - 24 FRONT AXLE - C205F DR
FRONT AXLE - C205F (Continued)
PINION DEPTH MEASUREMENT AND ADJUSTMENT
Measurements are taken with pinion cups and pinion bearings installed in housing. Take measurements with a Pinion Gauge Set, Pinion Block 8177,
Arbor Discs 8541 and Dial Indicator C-3339 (Fig. 7).
Fig. 8 PINION HEIGHT BLOCK
1 - PINION BLOCK
2 - PINION HEIGHT BLOCK
Fig. 7 PINION GEAR DEPTH GAUGE
1 - DIAL INDICATOR
2 - ARBOR
3 - PINION HEIGHT BLOCK
4 - CONE
5 - SCREW
6 - PINION BLOCK
7 - SCOOTER BLOCK
8 - ARBOR DISC
(1) Assemble Pinion Height Block 6739, Pinion
Block 8177 and rear pinion bearing onto Screw 6741
(Fig. 7).
(2) Insert assembled height gauge components,
rear bearing and screw into the housing through the
pinion bearing cups (Fig. 8).
(3) Install front pinion bearing and Cone 6740 onto
the screw hand tight (Fig. 7).
(4) Place Arbor Discs 8541 on Arbor D-115-3 in
position in the housing side bearing cradles (Fig. 9).
Install differential bearing caps on arbor discs and
tighten cap bolts to specification.
(5) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
(6) Place Scooter Block/Dial Indicator in position
in the housing so dial probe and scooter block are
flush against the surface of the pinion height block.
Hold scooter block in place and zero the dial indicator. Tighten dial indicator face lock screw.
(7) Slide the dial indicator probe across the gap
between the pinion height block and the arbor bar
Fig. 9 PINION GAUGE TOOLS
1 - ARBOR DISC
2 - PINION BLOCK
3 - ARBOR
4 - PINION HEIGHT BLOCK
with the scooter block against the pinion height block
(Fig. 10). Slide the dial probe to the crest of the arbor
bar and record the highest reading.
(8) Select a shim equal to the dial indicator reading plus the drive pinion gear depth variance number
marked on the shaft of the pinion gear using the
opposite sign on the variance number. For example, if
the depth variance is –2, add +0.002 in. to the dial
indicator reading.
DR FRONT AXLE - C205F 3 - 25
FRONT AXLE - C205F (Continued)
Fig. 10 PINION GEAR DEPTH MEASUREMENT
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
(9) Remove the pinion depth gauge components
from the housing
DIFFERENTIAL BEARING PRELOAD AND GEAR
BACKLASH
Differential side bearing preload and gear backlash
is achieved by selective shims inserted between the
bearing cup and the housing. The proper shim thickness can be determined using slip-fit Dummy Bearings 8398 in place of the differential side bearings
and a Dial Indicator C-3339. Before proceeding with
the differential bearing preload and gear backlash
measurements, measure the pinion gear depth and
prepare the pinion for installation. Establishing
proper pinion gear depth is essential to establishing
gear backlash and tooth contact patterns. After the
overall shim thickness to take up differential side
play is measured, the pinion is installed, and the
gear backlash shim thickness is measured. The overall shim thickness is the total of the dial indicator
reading, starting point shim thicknesses, and the
preload specification added together. The gear backlash measurement determines the thickness of the
shim used on the ring gear side of the differential
case. Subtract the gear backlash shim thickness from
the total overall shim thickness and select that
amount for the pinion side of the differential (Fig.
11).
Fig. 11 ADJUSTMENT SHIM
1 - PINION GEAR DEPTH SHIM
2 - DIFFERENTIAL BEARING PRELOAD SHIM
3 - RING GEAR
4 - DIFFERENTIAL BEARING PRELOAD SHIM
5 - COLLAPSIBLE SPACER
(2) Install ring gear if necessary, on differential
case and tighten bolts to specification.
(3) Install Dummy Bearings 8398 on differential
case.
(4) Install differential case in the housing.
(5) Insert Dummy Shims 8107 3.0 mm (0.118 in.)
starting point shims between both dummy bearings
and the housing (Fig. 12).
SHIM SELECTION
NOTE: It is difficult to salvage the differential side
bearings during the removal procedure. Install
replacement bearings if necessary.
(1) Remove side bearings from differential case.
Fig. 12 DUMMY SHIM
1 - DUMMY SHIM
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL CASE
4 - DUMMY BEARINGS
3 - 26 FRONT AXLE - C205F DR
FRONT AXLE - C205F (Continued)
(6) Install the marked bearing caps in their correct
positions. Install and snug the bolts.
(7) Using a dead-blow hammer to seat the differential dummy bearings to each side of the differential
housing (Fig. 13) and (Fig. 14).
Fig. 13 SEAT PINION GEAR SIDE
1 - DEAD-BLOW HAMMER
2 - HOUSING
3 - PINION GEAR SIDE
(8) Install Pilot Stud C-3288-B in cover bolt hole
below ring gear.
(9) Attach Dial Indicator C-3339 to post and position dial indicator plunger on a flat surface on a ring
gear bolt head (Fig. 15).
(10) Push and hold differential to the pinion gear
side of the housing (Fig. 16) and zero dial indicator.
(11) Push and hold differential case to the ring
gear side and record dial indicator reading (Fig. 17).
(12) Add the dial indicator reading to the starting
point shim thicknesses to determine the total shim
thickness necessary to achieve zero differential end
play.
(13) Add 0.2 mm (0.008 in) to the zero end play
total. This new total represents the shims needed to
preload the new differential case bearings.
(14) Rotate dial indicator out of the way on pilot
stud.
(15) Remove differential case, dummy bearings
and dummy shims from the housing.
(16) Install the pinion gear in the housing. Install
the companion flange and establish the correct pinion
rotating torque.
Fig. 14 SEAT RING GEAR SIDE
1 - HOUSING
2 - DEAD-BLOW HAMMER
3 - RING GEAR SIDE
Fig. 15 DIFFERENTIAL SIDE PLAY
1 - DIFFERENTIAL
2 - PILOT STUD
3 - DIAL INDICATOR
4 - HOUSING
(17) Install differential case and Dummy Bearings
in the housing with a single dummy shim on the ring
gear side of the axle and tighten retaining cap bolts.
DR FRONT AXLE - C205F 3 - 27
FRONT AXLE - C205F (Continued)
(20) Zero dial indicator face to pointer.
(21) Push and hold differential case to ring gear
side of the housing.
(22) Record dial indicator reading.
(23) Subtract 0.05 mm (0.002 in.) from the dial
indicator reading to compensate for backlash between
ring and pinion gears. Add the resulting measurement to the thickness of the single dummy shim.
This is the thickness of shim required to achieve
proper backlash.
(24) Subtract the backlash shim thickness from
the total preload shim thickness. The remainder is
the shim thickness required on the pinion side of the
housing.
(25) Rotate dial indicator out of the way on pilot
stud.
(26) Remove differential case, dummy bearings
and dummy shim from the housing.
(27) Install new side bearing cones and cups on
differential case.
(28) Install Spreader W-129-B and Adapter Plates
8142-A on the housing and spread open enough to
Fig. 16 ZERO DIAL INDICATOR
1 - PINION GEAR SIDE
2 - PILOT STUD
3 - DIAL INDICATOR
receive differential case.
CAUTION: Never spread over 0.50 mm (0.020 in). If
the housing is over-spread, it could be distorted or
damaged.
Fig. 17 RECORD DIAL INDICATOR
1 - DIAL INDICATOR
2 - HOUSING
3 - RING GEAR SIDE
(18) Position the dial indicator plunger on a flat
surface between the ring gear bolt heads (Fig. 15).
(19) Push and hold differential case toward pinion.
(29) Place the side bearing shims in the differential housing against the housing shoulder.
(30) Install the differential case in the housing.
(31) Rotate the differential case several times to
seat the side bearings.
(32) Position the dial indicator plunger against a
ring gear tooth (Fig. 18).
Fig. 18 RING GEAR BACKLASH
1 - RING GEAR
2 - DIAL INDICATOR
(33) Push and hold ring gear upward while not
allowing the pinion gear to rotate.
3 - 28 FRONT AXLE - C205F DR
FRONT AXLE - C205F (Continued)
(34) Zero dial indicator face to pointer.
(35) Push and hold ring gear downward while not
allowing the pinion gear to rotate. Dial indicator
reading should be between 0.12 mm (0.005 in.) and
0.20 mm (0.008 in.). If backlash is not within specifications transfer the necessary amount of shim thickness from one side of the differential housing to the
other (Fig. 19).
(36) Verify differential case and ring gear runout
by measuring ring to pinion gear backlash at eight
locations around the ring gear. Readings should not
vary more than 0.05 mm (0.002 in.). If readings vary
more than specified, the ring gear or the differential
case is defective.
After the proper backlash is achieved, perform the
Gear Contact Pattern procedure.
• Gear contact pattern correct (Fig. 20). Backlash
and pinion depth is correct.
Fig. 20 CORRECT CONTACT PATTERN
• Ring gear too far away from pinion gear (Fig.
21). Decrease backlash by moving the ring closer to
the pinion gear.
Fig. 19 BACKLASH SHIM ADJUSTMENT
GEAR CONTACT PATTERN
Gear tooth contact pattern is used to verify the correct running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shorten gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque specification.
(4) Apply the brakes lightly to create at 14 N·m
(10 ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:
Fig. 21 INCORRECT BACKLASH
1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL
• Ring gear too close to pinion gear (Fig. 22).
Increase backlash, by moving the ring away from the
pinion gear.
Fig. 22 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE HEEL
DR FRONT AXLE - C205F 3 - 29
FRONT AXLE - C205F (Continued)
• Ring gear too far away from pinion gear (Fig.
23). Decrease backlash, by moving the ring closer to
the pinion gear.
Fig. 23 INCORRECT BACKLASH
1 - DRIVE SIDE HEEL
2 - COAST SIDE HEEL
• Ring gear too close to pinion gear (Fig. 24).
Increase backlash, by moving the ring away from the
pinion gear.
• Pinion gear set too low (Fig. 25). Increase pinion
gear height, by increasing the pinion depth shim
thickness.
Fig. 25 LOW PINION HEIGHT
• Pinion gear set too high (Fig. 26). Decrease pinion depth, by decreasing the pinion depth shim thickness.
Fig. 24 INCORRECT BACKLASH
1 - DRIVE SIDE TOE
2 - COAST SIDE TOE
SPECIFICATIONS
Differential Case Flange Runout 0.076 mm (0.003 in.)
Differential Side Gear Clearance 0-0.15 mm (0-0.006 in.)
Pinion Bearing Preload - New Bearings 2.0-2.8 N·m (18-25 in. lbs.)
Pinion Bearing Preload - Original Bearings 1-2 N·m (10-20 in. lbs.)
Fig. 26 HIGH PINION HEIGHT
AXLE SPECIFICATIONS
DESCRIPTION SPECIFICATION
Axle Ratio 3.55, 3.92
Ring Gear Diameter 205 mm (8.0 in.)
Ring Gear Backlash 0.12-0.20 mm (0.005-0.008 in.)
Ring Gear Runout 0.12 mm (0.005 in.)
3 - 30 FRONT AXLE - C205F DR
FRONT AXLE - C205F (Continued)
TORQUE SPECIFICATIONS
DESCRIPTION N·m Ft. Lbs. In. Lbs.
Mounting Nuts 95 70 -
Differential Fill Hole Plug 34 25 -
Differential Cover Bolts 22 15 -
Bearing Cap Bolts 61 45 -
Ring Gear Bolts 108 80 -
Pinion Nut 271-475 200-350 -
SPECIAL TOOLS
PULLER C-452
PULLER C-293-PA
ADAPTER C-293-42
ADAPTER C-293-48
PLUG C-293-3
HOLDER 6719A
HANDLE C-4171
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