1998 OPEL FRONTERA Front differential

DIFFERENTIAL (FRONT) 4A1–24
Thickness of thrust washers available:
1.00 mm, 1.05 mm, 1.10 mm (0.039 in, 0.041 in,
0.043 in)
425RS050
5. Install lock pin. After lock pin installation, stake the
cage to secure the lock pin.
425RS051
Legend
(1) Staked Portion
(2) Lock Pin
6. Clean the ring gear threaded holes to remove the
locking agent. When installing the ring gear, apply
LOCTITE 271 or equivalent to all the threaded area
and half of the unthreaded area of the bolt.7. Tighten the bolts in diagonal sequence as illustrated.
Torque: 108 Nꞏm (11kgꞏm/80 lb ft)
NOTE: Discard used bolts and install new ones.
415RS016

4A1–25 DIFFERENTIAL (FRONT)
Main Data and Specifications
General Specifications
Axle tube TypeIt consists of the duct, a cast iron housing and the axle
tube.
Gear typeHypoid
Gear ratio(to 1)4.100(6VE1)
4.300(4JX1, 6VE1)
4.555(4JG2–TC, 6VD1)
4.777(4JG2)
Differential typeTwo pinion
Oil capacityliter
(Imp qt/US qt)1.4 (1.2/1.5) (Differential)
0.12 (0.11/0.13) (Actuator Housing: Shift on the fly)
Type of lubricant75W–90 GL–5 (Multi grade type)
Refer to General Information
Axle shaft typeConstant velocity joint
(Birfield joint type and double offset joint)

DIFFERENTIAL (FRONT) 4A1–26
Torque Specifications
E04RW014

4A1–27 DIFFERENTIAL (FRONT)
E04RW015

DIFFERENTIAL (FRONT) 4A1–28
Special Tools
ILLUSTRATIONTOOL NO.
TOOL NAME
5–8840–2157–0
(J–37221)
Holder; Pinion flange
9–8522–1275–0
(J–24250)
Installer; Oil seal
5–8840–0275–0
(J–37264)
Differential holding
fixture
(Use with
5–8840–0003–0 base)
5–8840–0003–0
(J–3289–20)
Holding fixture base
5–8840–0013–0
5–8840–0014–0
(J–22888)
Puller; Side bearing
9–8521–1743–0
(J–8107–2)
Adapter; Side bearing
plug
ILLUSTRATIONTOOL NO.
TOOL NAME
5–8840–0015–0
(J–22912–01)
Separator
9–8522–1141–0
(J–24256)
Installer; Outer bearing
outer race
5–8840–0007–0
(J–8092)
Driver handle
9–8522–1274–0
(J–24252)
Installer; Inner bearing
outer race
5–8840–2085–0
(J–21777–42)
Pilot
5–8840–2089–0
(J–23597–9)
Nut and bolt

4A1–29 DIFFERENTIAL (FRONT)
ILLUSTRATIONTOOL NO.
TOOL NAME
5–8840–2087–0
(J–23597–7)
Gauge plate
5–8840–0126–0
(J–8001)
Dial indicator
5–8840–2088–0
(J–23597–8)
Disc
5–8840–0128–0
(J–23597–1)
Arbor
9–8522–1165–0
(J–6133–01)
Installer; Pinion bearing
5–8840–2293–0
(J–39209)
Punch; End nut lock
ILLUSTRATIONTOOL NO.
TOOL NAME
9–8522–1164–0
(J–24244)
Installer; Side bearing
5–8840–2323–0
(J–39602)
Remover; Outer bearing

DIFFERENTIAL (FRONT) 4A1–30
MEMO

DIFFERENTIAL (REAR 220mm)
4A2A–3
Diagnosis
Many noises that seem to come from the rear axle
actually originate from other sources such as tires, road
surface, wheel bearings, engine, transmission, muffler, or
body drumming. Investigate to find the source of the
noise before disassembling the rear axle. Rear axles, like
any other mechanical device, are not absolutely quiet but
should be considered quiet unless some abnormal noise
is present.
To make a systematic check for axle noise, observe the
following:
1. Select a level asphalt road to reduce tire noise and
body drumming.
2. Check rear axle lubricant level to assure correct level,
and then drive the vehicle far enough to thoroughly
warm up the rear axle lubricant.
3. Note the speed at which noise occurs. Stop the
vehicle and put the transmission in neutral. Run the
engine speed slowly up and down to determine if the
noise is caused by exhaust, muffler noise, or other
engine conditions.
4. Tire noise changes with different road surfaces; axle
noises do not. Temporarily inflate all tires to 344 kPa
(3.5kg/cm
2, 50 psi) (for test purposes only). This will
change noise caused by tires but will not affect noise
caused by the rear axle.
Rear axle noise usually stops when coasting at
speeds under 48 km/h (30 mph); however, tire noise
continues with a lower tone. Rear axle noise usually
changes when comparing pull and coast, but tire
noise stays about the same.
Distinguish between tire noise and rear axle noise by
noting if the noise changes with various speeds or
sudden acceleration and deceleration. Exhaust and
axle noise vary under these conditions, while tire
noise remains constant and is more pronounced at
speeds of 32 to 48 km/h (20 to 30 mph). Further check
for tire noise by driving the vehicle over smooth
pavements or dirt roads (not gravel) with the tires at
normal pressure. If the noise is caused by tires, it will
change noticeably with changes in road surface.
5. Loose or rough front wheel bearings will cause noise
which may be confused with rear axle noise; however,
front wheel bearing noise does not change when
comparing drive and coast. Light application of the
brake while holding vehicle speed steady will often
cause wheel bearing noise to diminish. Front wheel
bearings may be checked for noise by jacking up the
wheels and spinning them or by shaking the wheels to
determine if bearings are loose.
6. Rear suspension rubber bushings and spring
insulators dampen out rear axle noise when correctly
installed. Check to see that there is no link or rod
loosened or metal–to–metal contact.
7. Make sure that there is no metal–to–metal contact
between the floor and the frame.
After the noise has been determined to be in the axle, the
type of axle noise should be determined, in order to make
any necessary repairs.
Gear Noise
Gear noise (whine) is audible from 32 to 89 km/h (20 to 55
mph) under four driving conditions.
1. Driving under acceleration or heavy pull.
2. Driving under load or under constant speed.
3. When using enough throttle to keep the vehicle from
driving the engine while the vehicle slows down
gradually (engine still pulls slightly).
4. When coasting with the vehicle in gear and the throttle
closed. The gear noise is usually more noticeable
between 48 and 64 km/h (30 and 40 mph) and 80 and
89 km/h (50 and 55 mph).
Bearing Noise
Bad bearings generally produce a rough growl or grating
sound, rather than the whine typical of gear noise.
Bearing noise frequently “wow–wows” at bearing rpm,
indicating a bad pinion or rear axle side bearing. This
noise can be confused with rear wheel bearing noise.
Rear Wheel Bearing Noise
Rear wheel bearing noise continues to be heard while
coasting at low speed with transmission in neutral. Noise
may diminish by gentle braking. Jack up the rear wheels,
spin them by hand and listen for noise at the hubs.
Replace any faulty wheel bearings.
Knock At Low Speeds
Low speed knock can be caused by worn universal joints
or a side gear hub counter bore in the cage that is worn
oversize. Inspect and replace universal joints or cage and
side gears as required.
Backlash Clunk
Excessive clunk on acceleration and deceleration can be
caused by a worn rear axle pinion shaft, a worn cage,
excessive clearance between the axle and the side gear
splines, excessive clearance between the side gear hub
and the counterbore in the cage, worn pinion and side
gear teeth, worn thrust washers, or excessive drive pinion
and ring gear backlash. Remove worn parts and replace
as required. Select close–fitting parts when possible.
Adjust pinion and ring gear backlash.