2003 CHRYSLER CARAVAN lock

HALF SHAFT - REAR
TABLE OF CONTENTS
page page
HALF SHAFT - REAR
DESCRIPTION.........................13
DIAGNOSIS AND TESTING - HALF SHAFT....13
REMOVAL.............................13
INSTALLATION.........................14SPECIFICATIONS - HALF SHAFT - FRONT . . . 15
CV BOOT - INNER/OUTER
REMOVAL.............................15
INSTALLATION.........................17
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.
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 spring washer
(Fig. 1).
Fig. 1 Cotter Pin, Nut Lock, And Spring Washer
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - SPRING WASHER
RSHALF SHAFT - REAR3-13
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(5) Install the spring 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.).
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
Flange61 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).
Fig. 6 Cotter Pin, Nut Lock, And Spring Washer
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - SPRING WASHER
Fig. 7 Clamp Shaft In Soft Jawed Vice
1 - HALF SHAFT BOOT
2 - HALF SHAFT
3 - VISE
RSHALF SHAFT - REAR3-15
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).
(16) 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 - TOOL YA3050, OR EQUIVALENT
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
3 - 20 HALF SHAFT - REARRS
CV BOOT - INNER/OUTER (Continued)
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front and rear drive units. The unit is totally sealed
and partially filled with silicone fluid. There is no
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
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:
²Tires
²Road surfaces
²Wheel bearings
Fig. 1 AWD Driveline Module Assembly
1 - TORQUE ARM 8 - WASHER 15 - PLUG-OVERRUNNING CLUTCH
HOUSING DRAIN
2 - INPUT FLANGE 9 - BI-DIRECTIONAL OVERRUNNING
CLUTCH (BOC)16 - SNAP RING
3 - FLANGE NUT 10 - VISCOUS COUPLER 17 - BEARING
4 - WASHER 11 - SHIM (SELECT) 18 - OVERRUNING CLUTCH HOUSING
5 - SHIELD 12 - O-RING 19 - SEAL-INPUT FLANGE
6 - VENT 13 - DIFFERENTIAL ASSEMBLY
7 - O-RING 14 - PLUG-DIFFERENTIAL FILL
3 - 24 REAR DRIVELINE MODULERS
REAR DRIVELINE MODULE (Continued)
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(12) Remove overrunning clutch housing large
o-ring from differential assembly (Fig. 14).
(13) Remove output flanges using suitable screw-
drivers and wood blocks to protect casting (Fig. 12).(14) Remove output flange seals (Fig. 13).
ASSEMBLY
(1) Install output flange seals using tools C4171
and 8493 (Fig. 15).
(2) Install large overrunning clutch housing o-ring
to differential assembly (Fig. 14).
(3) Install shim to differential pinion shaft (Fig.
16).
Fig. 12 Output Flange Removal
1 - WOOD BLOCK
2 - PRYBAR
3 - OUTPUT SHAFT
4 - PRYBAR
5 - WOOD BLOCK
6 - DIFFERENTIAL CASE
Fig. 13 Output Flange Seal Removal
1 - OUTPUT FLANGE SEAL
2 - SCREWDRIVER
RSREAR DRIVELINE MODULE3-29
REAR DRIVELINE MODULE (Continued)
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(4) Install viscous coupler to differential pinion
shaft (Fig. 17).
(5) Install overrunning clutch assembly to viscous
coupler (Fig. 18).
(6) Install washer to overrunning clutch (Fig. 14).
(7) Install o-ring to overrunning clutch (Fig. 14).(8) Align overrunning clutch ground tab to 12
o'clock position (Fig. 19).
(9) Install overrunning clutch housing into posi-
tion, making sure ground tab engages with notch in
housing (Fig. 20).
Fig. 17 Viscous Coupler
1 - VISCOUS COUPLER
2 - DIFFERENTIAL PINION
Fig. 18 Overrunning Clutch
1 - OVERRUNNING CLUTCH
2 - VISCOUS COUPLER
Fig. 19 Grounding Tab at 12 O'clock
1 - OVERRUNNING CLUTCH
2 - GROUND TAB
Fig. 20 Overrunning Clutch Housing
1 - OVERRUNNING CLUTCH HOUSING
2 - NOTCH
RSREAR DRIVELINE MODULE3-31
REAR DRIVELINE MODULE (Continued)
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SPECIFICATIONS - REAR DRIVELINE MODULE
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Bolt, Driveline Module-to-Body 54 40 Ð
Bolt, Halfshaft-to-Ouput Flange 61 45 Ð
Bolt, Overrunning Clutch Housing-to-Differential 60 44 Ð
Bolt, Torque Arm-to-Differential Assembly 60 44 Ð
Bolt, Torque Arm Mount-to-Body 54 40 Ð
Nut, Input Flange 135 100 Ð
Plug, Differential Drain/Fill 35 26 Ð
Plug, Overrunning Clutch Housing Drain/Fill 30 22 Ð
Vent, Differential/Overrunning Clutch Housing 12 Ð 110
SPECIAL TOOLSBI-DIRECTIONAL
OVERRUNNING CLUTCH
DESCRIPTION
The bi-directional overrunning clutch (BOC) (Fig.
28) works as a mechanical disconnect between the
front and rear axles, preventing torque from being
transferred from the rear axle to the front. The BOC
is a simply an overrunning clutch which works in
both clockwise and counter-clockwise rotations. This
means that when the output (the rear axle) is rotat-
ing faster in one direction than the input (front axle),
there is no torque transmission. But when the input
speed is equal to the output speed, the unit becomes
locked. The BOC provides significant benefits regard-
ing braking stability, handling, and driveline durabil-
ity. Disconnecting the front and the rear driveline
during braking helps to maintain the braking stabil-
ity of an AWD vehicle. In an ABS/braking event, the
locking of the rear wheels must be avoided for stabil-
ity reasons. Therefore brake systems are designed to
lock the front wheels first. Any torque transfer from
the rear axle to the front axle disturbs the ABS/brak-
ing system and causes potential instabilities on a
slippery surface. The BOC de-couples the rear driv-
eline as soon the rear wheels begin to spin faster
than the front wheels (front wheels locked) in order
to provide increased braking stability. Furthermore
the BOC also reduces the likelihood of throttle off
over-steer during cornering. In a throttle off maneu-
ver, the BOC once again de-couples the rear driveline
forcing all the engine brake torque to the front
wheels. This eliminates the chance of lateral slip on
the rear axle and increases it on the front. The vehi-
cle will therefore tend to understeer, a situation
which is considered easier to manage in most circum-
stances. During this maneuver, and during the ABS
braking event, the BOC does not transmit torque
Tool 6958
Tool 8493
Tool 8802
3 - 34 REAR DRIVELINE MODULERS
REAR DRIVELINE MODULE (Continued)
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through to the rear wheels. The rear driveline mod-
ule, with the BOC, will perform the same as a front
wheel drive vehicle during these events. The gear
ratio offset between the front and rear differentials
force the BOC into the overrunning mode most of thetime. This allows BOC to significantly reduce the
rolling resistance of the vehicle, which improves fuel
consumption, allows the downsizing of the driveline
components, and prevents the PTU and propshaft
joints from overheating.
Fig. 28 Bi-directional Overrunning Clutch and Viscous Coupler
1 - POWERFLOW - BOC OVERUNNING 6 - VISCOUS COUPLER
2 - POWERFLOW - BOC LOCKED 7 - BOC ROLLER CAGE
3 - BOC GROUND TAB 8 - BOC INPUT SHAFT
4 - FRICTION BRAKE SHOES 9 - INPUT FLANGE
5 - BOC ROLLERS
RSREAR DRIVELINE MODULE3-35
BI-DIRECTIONAL OVERRUNNING CLUTCH (Continued)
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