2001 DODGE TOWN AND COUNTRY differential

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
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(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)
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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)
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LATCHING TYPE BOOT CLAMP
If seal boot uses low profile latching type boot
clamp, use the following procedure to install the
retaining clamp.
(1) Place prongs of clamp locking tool in the holes
of the clamp (Fig. 23).
(2) Squeeze tool together until top band of clamp is
latched behind the two tabs on lower band of clamp
(Fig. 24).
(3) Install the half shaft into the vehicle. (Refer to
3 - DIFFERENTIAL & DRIVELINE/HALF SHAFT -
INSTALLATION)
Fig. 23 Clamping Tool Installed on Sealing Boot
Clamp
1 - CLAMP
2 - SPECIAL TOOL YA3050
3 - SEALING BOOT
Fig. 24 Sealing Boot Clamp Correctly Installed
1 - INNER TRIPOD JOINT HOUSING
2 - TOP BAND OF CLAMP MUST BE RETAINED BY TABS AS
SHOWN HERE TO CORRECTLY LATCH BOOT CLAMP
3 - SEALING BOOT
RSHALF SHAFT - REAR3-23
CV BOOT - INNER/OUTER (Continued)
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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
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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)
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²Tires
²Road surfaces
²Wheel bearings
²Engine
²Transmission
²Exhaust
²Propeller shaft (vibration)
²Vehicle body (drumming)
Driveline module noises are normally divided into
two categories: gear noise or bearing noise. A thor-
ough and careful inspection should be completed to
determine the actual source of the noise before
replacing the driveline module.
The rubber mounting bushings help to dampen-out
driveline module noise when properly installed.
Inspect to confirm that no metal contact exists
between the driveline module case and the body. The
complete isolation of noise to one area requires
expertise and experience. Identifying certain types of
vehicle noise baffles even the most capable techni-
cians. Often such practices as:
²Increase tire inflation pressure to eliminate tire
noise.
²Listen for noise at varying speeds with different
driveline load conditions
²Swerving the vehicle from left to right to detect
wheel bearing noise.
All driveline module assemblies produce noise to a
certain extent. Slight carrier noise that is noticeable
only at certain speeds or isolated situations should be
considered normal. Carrier noise tends to peak at a
variety of vehicle speeds. Noise isNOT ALWAYSan
indication of a problem within the carrier.
TIRE NOISE
Tire noise is often mistaken for driveline module
noise. Tires that are unbalanced, worn unevenly or
are worn in a saw-tooth manner are usually noisy.
They often produce a noise that appears to originate
in the driveline module.
Tire noise changes with different road surfaces, but
driveline module noise does not. Inflate all four tires
with approximately 20 psi (138 kPa) more than the
recommended inflation pressure (for test purposes
only). This will alter noise caused by tires, but will
not affect noise caused by the differential. Rear axle
noise usually ceases when coasting at speeds less
than 30 mph (48 km/h); however, tire noise contin-
ues, but at a lower frequency, as the speed is
reduced.
After test has been completed lower tire pressure
back to recommended pressure.
GEAR NOISE (DRIVE PINION AND RING GEAR)
Abnormal gear noise is rare and is usually caused
by scoring on the ring gear and drive pinion. Scoringis the result of insufficient or incorrect lubricant in
the carrier housing.
Abnormal gear noise can be easily recognized. It
produces a cycling tone that will be very pronounced
within a given speed range. The noise can occur dur-
ing one or more of the following drive conditions:
²Drive
²Road load
²Float
²Coast
Abnormal gear noise usually tends to peak within
a narrow vehicle speed range or ranges. It is usually
more pronounced between 30 to 40 mph (48 to 64
km/h) and 50 to 60 mph (80 to 96 km/h). When objec-
tionable gear noise occurs, note the driving condi-
tions and the speed range.
BEARING NOISE (DRIVE PINION AND
DIFFERENTIAL)
Defective bearings produce a rough growl that is
constant in pitch and varies with the speed of vehi-
cle. Being aware of this will enable a technician to
separate bearing noise from gear noise.
Drive pinion bearing noise that results from defec-
tive or damaged bearings can usually be identified by
its constant, rough sound. Drive pinion front bearing
is usually more pronounced during a coast condition.
Drive pinion rear bearing noise is more pronounced
during a drive condition. The drive pinion bearings
are rotating at a higher rate of speed than either the
differential side bearings or the axle shaft bearing.
Differential side bearing noise will usually produce
a constant, rough sound. The sound is much lower in
frequency than the noise caused by drive pinion bear-
ings.
Bearing noise can best be detected by road testing
the vehicle on a smooth road (black top). However, it
is easy to mistake tire noise for bearing noise. If a
doubt exists, the tire treads should be examined for
irregularities that often causes a noise that resem-
bles bearing noise.
ENGINE AND TRANSMISSION NOISE
Sometimes noise that appears to be in the driv-
eline module assembly is actually caused by the
engine or the transmission. To identify the true
source of the noise, note the approximate vehicle
speed and/or RPM when the noise is most noticeable.
Stop the vehicle next to a flat brick or cement wall
(this will help reflect the sound). Place the transaxle
inNEUTRAL. Accelerate the engine slowly up
through the engine speed that matches the vehicle
speed noted when the noise occurred. If the same
noise is produced, it usually indicates that the noise
is being caused by the engine or transaxle.
3 - 28 REAR DRIVELINE MODULERS
REAR DRIVELINE MODULE (Continued)
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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)
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