1987 SUZUKI GRAND VITARA Service Repair Manual

15-2. REMOVAL15-3. INSTALLATION
1) Hoist car.
2) Loosen propeller shaft nuts and bolts.
3) Remove propeller shaft.
Transmission-side end of No. 1 shaft has
no flange piece; this end is splined to driving
shaft inside extension case. All you have to
do there is to pull No. 1 shaft off extension
case.
NOTE:
When withdrawing propeller shaft No. 1 from
transmission, transmission oil will not leak,
provided oil level is to specification and car is
raised horizontally in its front and rear direc-
tion. However, if only car front is hoisted, be
sure to drain transmission oil before with-
drawing propeller shaft No. 1.
Fig. 15-2
The installing procedure is reverse of the removal
procedure. Be sure to adhere to following
instructions when installing shafts:
l Flange tightening torque
Be sure to tighten 4 nuts to the following
torque when securing companion flange to
yoke at each end of propeller shaft:
Tightening torque for
universal joint flange
bolts & nuts
23- 30 N.m
(2.3- 3.0 kg-m)
(17.0 - 21.5 lb-ft)
Fig. 15-4
l Grease splines liberally, filling grooves with
grease.
Q
Fig. 15-5@ Grease (chassis grease)
f&,a.
Fig. 15-3
15-3

l Joint sheath rubber has a large diameter in
one end and a small diameter in the other.
Be sure to fit sheath rubber with its large
diameter end brought to joint yoke side.
.
cc
Fig. 15-6 @I Joint sheath rubber
NOTE:
If transmission oil was drained for propeller
shaft No. 1 removal, pour specified gear oil into
transmission case to specified level.
l Match marks are provided on slip-on spline
connections.Inserting splined end into
splined bore without regard to match marks
can be a possible cause of noise or vibration
of propeller shaft. Be sure to index marks.
Fig. 15-7 @I Match marks
15-4. MAINTENANCE SERVICES
Lubrication
Inside yoke of each universal joint has a grease
nipple. At regular intervals stated in the recom-
mended servicing schedule, pump in grease to
relubricate joint.Use chassis grease.
Fig. 15-8
Universal Joint Noise
If universal joints are suspected of producing
chattering or rattling noise, inspect them for
wear. Check to see if cross spider rattles in yokes
or if splines are worn down and replace defective
propeller shaft with new one.
The noise coming from universal joint can be
easily distinguished from other noises because
rhythm of chattering or rattling is in step with
cruising speed. Noise is pronounced particularly
on standing start or in coasting condition (when
braking effect of engine is showing in the drive
line).
Fig. 15-9
15-4

15-5. TIGHTENING TORQUE
Check following bolts and nuts for tightness
and retighten them as necessary:
Fastening partsIN.mI
kg-m
(lb-ft)I
Propeller shaft bolt23 - 302.3 - 3.0
84 nut(17.0 - 21.5)
15-5
Bolts & Nuts
Fig. 15-10

15-6. DISASSEMBLY
l Disassembling on propeller shaft yoke side.
1) Using snap ring pliers (Special tool), remove
2 circlips.
Special toolk%sing type)09900-06 106
Fig. 15-11
Removing circlip
2) Using universal joint assembler (Special tool
09926-48010), push spider bearing race out
3 - 4 mm (0.12 - 0.16 in.) from shaft yoke
race.
NOTE:
Before pushing it out, apply penetrate lubricant
between bearing race and yoke race.
‘Spkial tool
3 - 4 mm (0.12 - 0.16 in.)Fig. 15-14
3) Tapping yoke with a hammer, completely
remove bearing race.
4) Take out bearing race on the other side in the
same way as in 2) and 3).
l Disassembling on flange yoke side
Push out bearing race on flange yoke side
as described in 1) and 2), and then, holding
bearing race in a vice, tap flange yoke and
take out race, (Refer to the below figure.)
Remove bearing race on the opposite side in
te same way.
._1Hammer
NOTE:
l Take care not to lose rollers in spider bearing
race when removing it.
l Fit removed bearings temporarily in spider
so that they can be reinstalled in their original
positions.
Fig. 15-12
15-6
Fig. 15-13

15-7. REASSEMBLY
NOTE:
l Make certain that rollers inside spider bearing
race are all in place.
l Make sure to apply SUPER GREASE C
(99000-25030) to spider bearing race.
Fig. 15-15
In reassembly, be sure to use new circlips,
spider and bearings. Reuse of circlips,
spider and bearings once reassembled is
prohibited
Fig. 15-16
1) Insert bearing race into yoke, tapping it with
a hammer, until it is flush with yoke face.
When doing this, insert spider into bearing
race to prevent rollers in bearing race from
coming out.
Fig. 15-17
1. Copper hammer
2. Bearing race
3. Yoke
4. Spider
2) Insert the other bearing race on the opposite
side into yoke, tapping with a hammer until
it is flush with yoke face.
3) Insert bearing races on the flange yoke side in
the same way as described in 1) and 2) above.
Fig. 15-18
4) Place a metal plate on bearing races when
tapping them in to avoid damaging yoke.
5)Securely fit 4 circlips to shaft and flange
yoke.
NOTE:
l After reassembly, check to ensure that both
shaft yoke and flange yoke move smoothly.
l Make sure that each circlip is fitted in the
groove securely.
15-7

6) inspect propeller shaft and flange yoke for
damage, and propeller shaft for runout
If damage is found or shaft runout exceeds
specifications, replace.
II1
Runout limit0.8 mm
(0.031 in.)
Fig. 15-19
15-8

SECTION 16
DIFFERENTIAL
CONTENTS
16-1. GENERAL DESCRIPTION............................... 16-2
16.2. REMOVAL...........................................16-3
16-3. DISASSEMBLY........................................16-6
16-4. INSPECTION AND ADJUSTMENT OF COMPONENTS.........16-7
16.5. REASSEMBLY.......................................16-13
16-6. INSTALLATION......................................16-15
16-7. MAINTENANCE SERVICES.............................16-16
16-8. RECOMMENDED TORQUE SPECIFICATIONS..............16-16
16-1

16-1. GENERAL DESCRIPTION
The two axles, front and rear, are identical as far as the designs of pinion-and-gear drive and differential
gearing are concerned. The major difference in this limited sense lies in the shape of the housing.
Each axle may be regarded as consisting, speaking roughly, of supporting parts (axle sleeves, differential
housing and carrier case) and drive transmitting parts (bevel pinion and gear, differential gearing and
live axle shafts). In the present section, only the bevel pinion and gear and differential gearing are taken
up under the collective title of “differential.”
The bevel gear drive is of hypoid design; pinion and gear have hypoid gear teeth. This means that the
pinion is located slightly below the center of the bevel gear to permit the car body to be lowered in design,
and that some wiping or sliding action occurs in tooth meshing between pinion and gear. Here lies the
reason why use of hypoid gear oil is specified for the differential.
Four differential pinions are used in the differential case to qualify this gearing for heavy-duty “differen-
tial” drive. Thus, a total of 8 gears-a drive pinion, a crown gear, two side gears and four pinions-are
inside the differential housing, all mounted on the differential carrier case bolted to the housing.
This differential is so constructed that the bevel pinion bearing preload is adjusted by tightening the bevel
pinion nut to compress the spacer.
1. Oil seal
2.Bearing3.Carrier4.Joint flange
5.Bearing preload
adjusting spacer6.Shim7.Bearing
8. Bearing adjuster
9.Side bearing10. Adjuster lock plate11. Bevel gear pinion set
12.Bolt13. Rear axle housing14. Front axle housing
15.Bolt16. Oil level plug
17.Gasket
18.Oil drain plug19.Right case
20.Thrust washer
21.Joint
22.Thrust washer
23.Pinion shaft No. 2
24.Pinion shaft No. 1
25.Side gear set
26.Left case
16-2
Fig. 16-1