2003 CHRYSLER CARAVAN torque

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.).
SPECIFICATIONS - PROPELLER SHAFT
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Bolt, Propeller Shaft Front Flange-to-PTU Flange 30 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 3 - REAR DRIVELINE MODULE 5 - BOLT-CENTER SUPPORT BEARING-TO-
CROSSMEMBER
2 - CROSSMEMBER 4 - BOLT-PROPELLER SHAFT COUPLER-
T0-DRIVELINE MODULE6 - PROPELLER SHAFT ASSEMBLY
3 - 22 PROPELLER SHAFTRS
PROPELLER SHAFT (Continued)
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REAR DRIVELINE MODULE
TABLE OF CONTENTS
page page
REAR DRIVELINE MODULE
DESCRIPTION.........................23
OPERATION...........................23
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - REAR
DRIVELINE MODULE NOISE.............24
DIAGNOSIS AND TESTING - REAR
DRIVELINE MODULE OPERATION........26
REMOVAL.............................26
DISASSEMBLY.........................27
ASSEMBLY............................29
INSTALLATION.........................33
SPECIFICATIONS - REAR DRIVELINE
MODULE............................34
SPECIAL TOOLS.......................34
BI-DIRECTIONAL OVERRUNNING CLUTCH
DESCRIPTION.........................34
OPERATION...........................36
DIFFERENTIAL ASSEMBLY
DESCRIPTION.........................39OPERATION...........................39
FLUID - DIFFERENTIAL ASSEMBLY
STANDARD PROCEDURE - DIFFERENTIAL
ASSEMBLY FLUID CHANGE.............40
FLUID - OVERRUNNING CLUTCH HOUSING
STANDARD PROCEDURE - OVERRUNNING
CLUTCH HOUSING FLUID CHANGE.......41
VISCOUS COUPLER
DESCRIPTION.........................41
OPERATION...........................42
TORQUE ARM
REMOVAL.............................44
INSTALLATION.........................44
INPUT FLANGE SEAL
REMOVAL.............................44
INSTALLATION.........................45
OUTPUT FLANGE SEAL
REMOVAL.............................45
INSTALLATION.........................46
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 Mopart
80W-90 Gear and Axle Lubricant.
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 Housing²Seals (Input Flange, Output Flange, Overrun-
ning Clutch Housing O-rings)
²Input Flange/Shield
²Torque Arm
²Vents
²Fasteners
OPERATION
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
RSREAR DRIVELINE MODULE3-23
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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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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
3 - 26 REAR DRIVELINE MODULERS
REAR DRIVELINE MODULE (Continued)
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DISASSEMBLY
WARNING: Differential is only to be serviced as an
assembly, and no disassembly is required.
(1) Remove six torque arm-to-differential case
bolts and remove torque arm assembly (Fig. 4).
(2) Remove input flange nut and washer using
Tool 6958 and a breaker bar (Fig. 5).(3) Remove input flange (Fig. 6).
(4) Remove input flange seal from overrunning
clutch housing using suitable screwdriver (Fig. 7).
Fig. 4 Torque Arm Fasteners
1 - TORQUE ARM ASSEMBLY
2 - BOLT (SIX)
Fig. 5 Input Flange Nut
1 - INPUT FLANGE
2 - TOOL 6958
Fig. 6 Input Flange
1 - INPUT FLANGE/SHIELD
Fig. 7 Input Flange Seal Removal
1 - INPUT FLANGE SEAL
2 - SCREWDRIVER
RSREAR DRIVELINE MODULE3-27
REAR DRIVELINE MODULE (Continued)
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(10) Install and torque overrunning clutch hous-
ing-to-differential assembly bolts (Fig. 21) to 60 N´m
(44 ft. lbs.).
(11) Install input flange seal using tool 8802 (Fig.
22).(12) Install flange/shield assembly (Fig. 23).
(13) Install input flange washer and nut. Using
tool 6958 (Fig. 24), torque nut to 135 N´m (100 ft.
lbs.).
Fig. 21 Overrunning Clutch Housing Bolts
1 - OVERRUNNING CLUTCH HOUSING
2 - BOLT (FOUR)
Fig. 22 Input Flange Seal Installation
1 - TOOL 8802
2 - HAMMER
Fig. 23 Input Flange/Shield
1 - INPUT FLANGE/SHIELD
Fig. 24 Input Flange Nut
1 - INPUT FLANGE
2 - TOOL 6958
3 - 32 REAR DRIVELINE MODULERS
REAR DRIVELINE MODULE (Continued)
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(14) Install torque arm assembly into position.
Install and torque torque arm-to-differential assem-
bly bolts (Fig. 25) to 60 N´m (44 ft. lbs.).
INSTALLATION
(1) Install rear driveline module assembly to
transmission jack and secure.
(2) Raise rear driveline module into position and
install and torque mounting bolts (Fig. 26) to 54 N´m
(40 ft. lbs.).(3) Remove transmission jack.
(4) Install and torque torque arm mount-to-body
bolts to 54 N´m (40 ft. lbs.).
(5) Install halfshafts to differential output flanges
and torque bolts (Fig. 27) to 61 N´m (45 ft. lbs.).
(6) Install propeller shaft. (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/PROPELLER SHAFT -
INSTALLATION)
(7) Lower vehicle.
Fig. 25 Torque Arm Fasteners
1 - TORQUE ARM ASSEMBLY
2 - BOLT (SIX)
Fig. 26 Rear Drive Line Module Assembly Rear
Mounting Bolts
1 - DRIVELINE MODULE RETAINING BOLT (2)
2 - RUBBER ISOLATOR
3 - WASHER
Fig. 27 Half Shaft Mounting Bolts
1 - SHAFT
2 - FLANGE
RSREAR DRIVELINE MODULE3-33
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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