2001 CHRYSLER VOYAGER torque

HALF SHAFT - REAR
TABLE OF CONTENTS
page page
HALF SHAFT - REAR
DESCRIPTION...........................16
DIAGNOSIS AND TESTING.................16
HALF SHAFT..........................16
REMOVAL..............................16INSTALLATION...........................17
SPECIFICATIONS........................18
CV BOOT - INNER/OUTER
REMOVAL..............................18
INSTALLATION...........................20
HALF SHAFT - REAR
DESCRIPTION
The inner and outer joints of both half shaft
assemblies are tripod joints. The tripod joints are
true constant velocity (CV) joint assemblies, which
allow for the changes in half shaft length through
the jounce and rebound travel of the rear suspension.
On vehicles equipped with ABS brakes, the outer
CV joint is equipped with a tone wheel used to deter-
mine vehicle speed for ABS brake operation.
The inner tripod joint of both half shafts is bolted
rear differential assembly's output flanges. The outer
CV joint has a stub shaft that is splined into the
wheel hub and retained by a steel hub nut.
DIAGNOSIS AND TESTING - HALF SHAFT
VEHICLE INSPECTION
(1) Check for grease in the vicinity of the inboard
tripod joint and outboard CV joint; this is a sign of
inner or outer joint seal boot or seal boot clamp dam-
age.
(2) A light film of grease may appear on the right
inner tripod joint seal boot; this is considered normal
and should not require replacement of the seal boot.
NOISE AND/OR VIBRATION IN TURNS
A clicking noise and/or a vibration in turns could
be caused by one of the following conditions:
²Damaged outer CV or inner tripod joint seal
boot or seal boot clamps. This will result in the loss
and/or contamination of the joint grease, resulting in
inadequate lubrication of the joint.
²Noise may also be caused by another component
of the vehicle coming in contact with the half shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a result of one of the following
conditions:²A torn seal boot on the inner or outer joint of the
half shaft assembly.
²A loose or missing clamp on the inner or outer
joint of the half shaft assembly.
²A damaged or worn half shaft CV joint.
SHUDDER OR VIBRATION DURING ACCELERATION
This problem could be a result of:
²A worn or damaged half shaft inner tripod joint.
²A sticking tripod joint spider assembly (inner tri-
pod joint only).
²Improper wheel alignment. (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE)
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of:
²Foreign material (mud, etc.) packed on the back-
side of the wheel(s).
²Out of balance tires or wheels. (Refer to 22 -
TIRES/WHEELS - STANDARD PROCEDURE)
²Improper tire and/or wheel runout. (Refer to 22 -
TIRES/WHEELS - DIAGNOSIS AND TESTING)
REMOVAL
(1) Lift vehicle on hoist so that the wheels hang
freely.
(2) Remove rear wheel.
(3) Remove cotter pin, nut lock, and wave washer
(Fig. 1).
(4) Remove hub nut and washer.
CAUTION: The half shaft outer CV joint, when
installed, acts as a bolt and secures the hub/bear-
ing assembly. If the vehicle is to be supported or
moved on its wheels, install and torque a bolt
through the hub. This will ensure that the hub/bear-
ing assembly cannot loosen.
(5) Remove inner half shaft retaining bolts (Fig. 2).
3 - 16 HALF SHAFT - REARRS

(6) The half shaft is spring loaded. Compress inner
half shaft joint slightly and pull downward to clear
rear differential output flange. Then pull half shaft
assembly outward to remove (Fig. 3).
INSTALLATION
(1) Install the outer CV joint stub shaft through
the hub bearing (Fig. 4).
(2) The half shaft is spring loaded. Compress inner
half shaft joint slightly and push upward until the
inner CV joint flange engages the rear differential
output flange.(3) Install the inner half shaft retaining bolts (Fig.
5). Torque the bolts to 61 N´m (45 ft.lbs.).
(4) Install the half shaft washer and hub nut.
Torque the hub nut to 244 N´m (180 ft.lbs.).
(5) Install the wave washer, nut lock, and a new
cotter pin (Fig. 6). Be sure to wrap the cotter pin
prongs tightly around the hub nut lock.
(6) Install rear wheel. Torque the lug nuts to 135
N´m (100 ft.lbs.).
Fig. 1 Cotter Pin, Nut Lock, And Wave Washer
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - WAVE WASHER
Fig. 2 Inner Half Shaft Bolts
1 - SHAFT
2 - FLANGE
Fig. 3 Half Shaft Removal
1 - BRAKE BACKING PLATE
2 - HALF SHAFT
Fig. 4 Half Shaft Installation
1 - BRAKE BACKING PLATE
2 - HALF SHAFT
RSHALF SHAFT - REAR3-17
HALF SHAFT - REAR (Continued)

SPECIFICATIONS
SPECIFICATIONS - HALF SHAFT - FRONT
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Nut, Hub 244 180 -
Nuts, Rear Wheel Lug 135 100 -
Bolt, Half Shaft to Output Flange 61 45 -
CV BOOT - INNER/OUTER
REMOVAL
(1) Remove half shaft from vehicle. (Refer to 3 -
DIFFERENTIAL & DRIVELINE/HALF SHAFT -
REMOVAL)
(2) Clamp the half shaft into a suitable vise with
protective jaws clamped onto the interconnecting
shaft (Fig. 7).
(3) Remove the large and small diameter retaining
clamps holding the CV boot to the CV joint and the
interconnecting shaft (Fig. 8).
(4) Pull the boot back from the CV joint (Fig. 9).
(5) Remove the CV housing from the interconnect-
ing shaft and tripod assembly (Fig. 10).
(6) Remove the snap-ring holding the tripod
assembly onto the interconnecting shaft (Fig. 11).
Fig. 5 Inner Half Shaft Bolts
1 - SHAFT
2 - FLANGE
Fig. 6 Cotter Pin, Nut Lock, And Wave Washer
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - WAVE WASHER
Fig. 7 Clamp Shaft In Soft Jawed Vice
1 - HALF SHAFT BOOT
2 - HALF SHAFT
3 - VISE
3 - 18 HALF SHAFT - REARRS
HALF SHAFT - REAR (Continued)

PROPELLER SHAFT
TABLE OF CONTENTS
page page
PROPELLER SHAFT
DESCRIPTION...........................24
OPERATION.............................24REMOVAL..............................24
INSTALLATION...........................24
SPECIFICATIONS........................25
PROPELLER SHAFT
DESCRIPTION
WARNING: Due to propeller shaft imbalance con-
cerns, the propeller shaft can only be serviced as
an assembly.
AWD models utilize a ªtwo-pieceº propeller shaft
(Fig. 1) to transmit power to the rear driveline mod-
ule assembly. This two-piece design consists of:
²Front and rear shaft segments.
²Plunging center CV joint
²Center support bearing
²Rubber coupler at driveline module flange
The front shaft segment utilizes a CV joint at the
power transfer unit connection, and a plunging CV
joint at the center bearing location.
The rear shaft segment utilizes a center support
bearing at the forward position, and a rubber coupler
at the driveline module flange.
OPERATION
The propeller shaft (Fig. 1) is used to transmit
torque from the transaxle power transfer unit (PTU)
to the rear driveline module of AWD equipped mod-
els.
The propeller shaft front half utilizes a CV joint at
the PTU flange, and a plunging CV joint at the cen-
ter bearing location. These joints are flexible, allow-
ing for torsional movement of the powertrain.
The propeller shaft rear half utilizes a center sup-
port bearing, which supports this two-piece assembly.
The bearing also stabilizes the rear shaft segment to
minimize axle wind-up. The rubber coupler at the
driveline module flange dampens out propeller shaft
torsional vibrations, as the driveline module it con-
nects to is fastened to the vehicle body.
REMOVAL
CAUTION: Propeller shaft removal is a two-man
operation. Never allow propeller shaft to hang whileconnected to power transfer unit (PTU) or rear driv-
eline module flanges. A helper is required.
(1) Make sure transaxle is in neutral (N). Using
chalk, mark propeller shaft flanges at PTU and rear
driveline module for installation reference.
(2) Remove six propeller shaft-to-power transfer
unit bolts.
(3) Have helper remove three propeller shaft rub-
ber coupler-to-driveline module bolts while he/she
supports rear shaft by hand.
(4) Remove center bearing support-to-crossmember
bolts, while supporting front shaft with two hands.
(5) Lower propeller shaft assembly to ground,
using care not to damage fore and aft flanges (Fig.
1).
INSTALLATION
CAUTION: Propeller shaft installation is a two-man
operation. Never allow propeller shaft to hang while
connected to power transfer unit (PTU) or rear driv-
eline module flanges. A helper is required.
(1) Make sure transaxle is in Neutral (N) position.
(2) Obtain a helper and lift propeller shaft assem-
bly into position (Fig. 1).
(3) While helper supports front half of shaft level
to underbody, align paint marks at driveline module
flange and install three propeller shaft rubber cou-
pler-to-rear driveline module bolts by hand. Do not
torque at this time.
(4) While helper supports front half of shaft level
to underbody, align chalk marks at PTU flange.
Install six propeller shaft-to-PTU flange bolts and
torque to 30 N´m (22 ft. lbs.). Torque bolts alternately
to ensure proper flange mating.
(5) Place center bearing into position. Install and
torque center bearing-to-crossmember bolts to 54
N´m (40 ft. lbs.).
(6) Torque propeller shaft rubber coupler-to-rear
driveline module assembly to 54 N´m (40 ft. lbs.).
3 - 24 PROPELLER SHAFTRS

SPECIFICATIONS
SPECIFICATIONS - PROPELLER SHAFT
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Bolt, Propeller Shaft Front Flange-to-PTU
Flange30 22 Ð
Bolt, Propeller Shaft Rear Flange-to-
Driveline Module Flange54 40 Ð
Bolt, Center Support Bearing-to-Body 54 40 Ð
Fig. 1 Propeller Shaft Removal/Installation
1 - PTU FLANGE
2 - CROSSMEMBER
3 - REAR DRIVELINE MODULE
4 - BOLT-PROPELLER SHAFT COUPLER-T0-DRIVELINE
MODULE5 - BOLT-CENTER SUPPORT BEARING-TO-CROSSMEMBER
6 - PROPELLER SHAFT ASSEMBLY
RSPROPELLER SHAFT3-25
PROPELLER SHAFT (Continued)

REAR DRIVELINE MODULE
TABLE OF CONTENTS
page page
REAR DRIVELINE MODULE
DESCRIPTION...........................26
OPERATION.............................26
DIAGNOSIS AND TESTING.................27
REAR DRIVELINE MODULE NOISE.........27
REAR DRIVELINE MODULE OPERATION....29
REMOVAL..............................29
DISASSEMBLY...........................30
ASSEMBLY.............................32
INSTALLATION...........................36
SPECIFICATIONS........................37
SPECIAL TOOLS.........................37
BI-DIRECTIONAL OVERRUNNING CLUTCH
DESCRIPTION...........................37
OPERATION.............................38
DIFFERENTIAL ASSEMBLY
DESCRIPTION...........................43
OPERATION.............................43FLUID - DIFFERENTIAL ASSEMBLY
STANDARD PROCEDURE..................44
DIFFERENTIAL ASSEMBLY FLUID CHANGE . . 44
FLUID
STANDARD PROCEDURE..................44
OVERRUNNING CLUTCH HOUSING FLUID
CHANGE..............................44
VISCOUS COUPLER
DESCRIPTION...........................45
OPERATION.............................45
TORQUE ARM
REMOVAL..............................47
INSTALLATION...........................47
INPUT FLANGE SEAL
REMOVAL..............................47
INSTALLATION...........................47
OUTPUT FLANGE SEAL
REMOVAL..............................49
INSTALLATION...........................50
REAR DRIVELINE MODULE
DESCRIPTION
The rear driveline module assembly (Fig. 1) con-
sists of four main components:
²Bi-Directional Overrunning Clutch (BOC)
²Viscous Coupling
²Differential Assembly
²Torque Arm
The viscous coupling and bi-directional overrun-
ning clutch are contained within an overrunning
clutch housing, which fastens to the differential
assembly. The overrunning clutch housing and differ-
ential assembly have unique fluid sumps, each
requiring their own type and capacity of fluid. The
overrunning clutch housing requires MopartATF+4
(Automatic Transmission FluidÐType 9602) or equiv-
alent. The differential assembly requires
Driveline module service is limited to the following
components:
²Differential Assembly (serviced only as assem-
bly)
²Viscous Coupling
²Bi-Directional Overrunning Clutch (BOC)
²Overrunning Clutch Housing
²Seals (Input Flange, Output Flange, Overrun-
ning Clutch Housing O-rings)
²Input Flange/Shield²Torque Arm
²Vents
²FastenersOPERATION
The primary benefits of All Wheel Drive are:
²Superior straight line acceleration, and corner-
ing on all surfaces
²Better traction and handling under adverse con-
ditions, resulting in improved hill climbing ability
and safer driving.
The heart of the system is an inter-axle viscous
coupling. The vehicle retains predominantly front-
wheel drive characteristics, but the All Wheel Drive
capability takes effect when the front wheels start to
slip. Under normal level road, straight line driving,
100% of the torque is allocated to the front wheels.
The viscous coupling controls and distributes torque/
power to the rear wheels. The viscous coupling trans-
mits torque to the rear wheels in proportion of the
amount of the slippage at the front wheels. Thais
variable torque distribution is automatic with no
driver inputs required. The coupling is similar to a
multi-plate clutch. It consists of a series of closely
spaced discs, which are alternately connected to the
front and rear drive units. The unit is totally sealed
and partially filled with silicone fluid. There is no
3 - 26 REAR DRIVELINE MODULERS

adjustment, maintenance or fluid checks required
during the life of the unit.
The overrunning clutch allows the rear wheels to
overrun the front wheels during a rapid front wheel
lock braking maneuver. The overrunning action pre-
vents any feed-back of front wheel braking torque to
the rear wheels. It also allows the braking system to
control the braking behavior as a two wheel drive
(2WD) vehicle.
The overrunning clutch housing has a separate oil
sump and is filled independently from the differen-
tial. The fill plug is located on the side of the over-
running clutch case. When filling the overrunning
clutch with lubricant use MopartATF+4 (Automatic
Transmission FluidÐType 9602) or equivalent.
The differential assembly contains a conventional
open differential with hypoid ring gear and pinion
gear set. The hypoid gears are lubricated by SAE
80W-90 gear lubricant.DIAGNOSIS AND TESTING - REAR DRIVELINE
MODULE NOISE
Different sources can be the cause of noise that the
rear driveline module assembly is suspected of mak-
ing. Refer to the following causes for noise diagnosis.
DRIVELINE MODULE ASSEMBLY NOISE
The most important part of driveline module ser-
vice is properly identifying the cause of failures and
noise complaints. The cause of most driveline module
failures is relatively easy to identify. The cause of
driveline module noise is more difficult to identify.
If vehicle noise becomes intolerable, an effort
should be made to isolate the noise. Many noises that
are reported as coming from the driveline module
may actually originate at other sources. For example:
Fig. 1 AWD Driveline Module Assembly
1 - TORQUE ARM
2 - INPUT FLANGE
3 - FLANGE NUT
4 - WASHER
5 - SHIELD
6 - VENT
7 - O-RING
8 - WASHER
9 - BI-DIRECTIONAL OVERRUNNING CLUTCH (BOC)
10 - VISCOUS COUPLER11 - SHIM (SELECT)
12 - O-RING
13 - DIFFERENTIAL ASSEMBLY
14 - PLUG-DIFFERENTIAL FILL
15 - PLUG-OVERRUNNING CLUTCH HOUSING DRAIN
16 - SNAP RING
17 - BEARING
18 - OVERRUNING CLUTCH HOUSING
19 - SEAL-INPUT FLANGE
RSREAR DRIVELINE MODULE3-27
REAR DRIVELINE MODULE (Continued)

DIAGNOSIS AND TESTING - REAR DRIVELINE
MODULE OPERATION
Driveline module operation requires relatively
straight-forward diagnosis. Refer to the following
chart:
DRIVELINE MODULE DIAGNOSIS CHART
CONDITION POSSIBLE CAUSES CORRECTION
Rear wheels not
overrunning1) Bi-directional overrunning clutch
failure1) Replace overrunning clutch
components as required
No AWD in forward or
reverse directions, propeller
shaft turning1) Bi-directional overrunning clutch
failure1) Replace overrunning clutch
components as required
2) Viscous coupling failure 2) Replace viscous coupling
3) Rear differential failure 3) Replace the rear differential
assembly
No AWD in forward or
reverse directions, propeller
shaft not turning1) Power transfer unit failure. 1) Replace power transfer unit
components as necessary
Vibration at all speeds,
continuous torque transfer1) Mis-matched tires, worn tires on
front axle.1) Replace worn or incorrect
(mis-matched) tires with same
make and size
REMOVAL
(1) Raise vehicle on hoist.
(2) Drain fluid from overrunning clutch housing
and/or differential assembly if necessary.
(3) Remove propeller shaft. (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/PROPELLER SHAFT -
REMOVAL)
(4) Disconnect left and right rear halfshafts from
output flanges (Fig. 2).(5) Remove torque arm mount to body bolts.
(6) Position transmission jack to driveline module
assembly and secure assembly to jack.
(7) Remove two driveline module-to-body bolts
(Fig. 3).
(8) Lower driveline module from vehicle and
remove from jack.
Fig. 2 Half Shaft Mounting Bolts
1 - SHAFT
2 - FLANGE
Fig. 3 Rear Drive Line Module Assembly Mounting
Bolts
1 - DRIVELINE MODULE RETAINING BOLT (2)
2 - RUBBER ISOLATOR
3 - WASHER
RSREAR DRIVELINE MODULE3-29
REAR DRIVELINE MODULE (Continued)