Chrysler PT Cruiser. Manual — part 407
Diesel and Turbo Models
Vehicles equipped with the 2.2L Turbo Diesel and
the 2.4L Turbo Gasoline utilize an equal-length half-
shaft system. The system incorporates two halfshaft
assemblies (left and right) that consist of an inner
and outer constant velocity (CV) joint and a solid
interconnecting shaft, and an intermediate shaft/
bearing assembly as shown in (Fig. 2)
The left halfshaft uses a tuned-rubber damper
weight mounted to the interconnecting shaft (Fig. 2).
When replacing a halfshaft, be sure the replacement
halfshaft has the same damper weight as the origi-
nal.
Both halfshaft assemblies use the same type of
inner and outer joints. The inner joint of both half-
shaft assemblies is a tripod joint, and the outer joint
of both halfshaft assemblies is a Rzeppa joint. Both
tripod joints and Rzeppa joints are true constant
velocity (C/V) joint assemblies. The inner tripod joint
allows for the changes in halfshaft length through
the jounce and rebound travel of the front suspen-
sion.
On vehicles equipped with ABS brakes, the outer
C/V joint is equipped with a tone wheel used to
determine vehicle speed for ABS brake operation.
The left halfshaft inner tripod joint and the inter-
mediate shaft are both splined into the transaxle side
gears. The inner tripod joints are retained using a
snap ring located in the stub shaft of the tripod joint.
The outer C/V joint has a stub shaft that is splined
into the wheel hub and retained by a hub nut and
washer, nut lock, wave washer and cotter pin (Fig.
3).
NOTE: This vehicle does not use a rubber–lip bear-
ing seal as on previous front–wheel–drive cars to
prevent contamination of the front wheel bearing.
On these vehicles, the face of the outer C/V joint
fits deeply into the steering knuckle, using a close
outer C/V joint–to–steering knuckle fit. This design
deters direct water splash on bearing seal while
allowing any water that gets in, to run out the bot-
tom of the steering knuckle bearing bore. It is
important to thoroughly clean the outer C/V joint
and the wheel bearing area in the steering knuckle
before it is assembled after servicing.
Fig. 1 Unequal Length Halfshaft System
1 - STUB AXLE
8 - OUTER C/V JOINT
2 - OUTER C/V JOINT
9 - RIGHT HALFSHAFT
3 - OUTER C/V JOINT BOOT
10 - INNER TRIPOD JOINT BOOT
4 - TUNED RUBBER DAMPER WEIGHT
11 - INNER TRIPOD JOINT
5 - INTERCONNECTING SHAFT - RH
12 - INNER TRIPOD JOINT
6 - OUTER C/V JOINT BOOT
13 - INNER TRIPOD JOINT BOOT
7 - STUB AXLE
14 - INTERCONNECTING SHAFT - LH
3 - 2
HALF SHAFT
PT
HALF SHAFT (Continued)
OPERATION
Halfshaft assemblies are designed to transmit
power from the transaxle to the front wheels, while
allowing for powertrain and suspension flex.
DIAGNOSIS AND TESTING - HALFSHAFT
DIAGNOSIS
VEHICLE INSPECTION
(1) Check for grease in the vicinity of the inboard
tripod joint and outboard C/V 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:
(1) Loose hub nut. Using a click-style torque
wrench, torque hub nut to 244 N·m (180 ft. lbs.).
(2) Damaged outer C/V or inner tripod joint seal
boot or seal boot clamps, which is evident by the
presence of grease slung outward from the joint. This
will result in the loss and/or contamination of the
joint grease, resulting in inadequate lubrication of
the joint.
Fig. 2 Halfshaft and Intermediate Shaft (2.2L TD Shown—2.4L Turbo Similar)
1 - HALFSHAFT (LH)
2 - TRANSAXLE
3 - INTERMEDIATE SHAFT
4 - BOLT (3)
5 - HALFSHAFT (RH)
Fig. 3 Halfshaft Retaining Hardware
1 - COTTER KEY
2 - WASHER
3 - HUB NUT
4 - SPRING WASHER
5 - NUT LOCK
PT
HALF SHAFT
3 - 3
HALF SHAFT (Continued)
(3) Noise may also be caused by another compo-
nent 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:
(1) A torn seal boot on the inner or outer joint of
the halfshaft assembly, which is evident by the pres-
ence of grease slung outward from the joint. This will
result in the loss and/or contamination of the joint
grease, resulting in inadequate lubrication of the
joint.
(2) A loose or missing clamp on the inner or outer
joint of the halfshaft assembly. This may be accom-
panied by the visible loss of grease.
(3) A damaged or worn halfshaft C/V joint. Isolate
the noise to one side of the vehicle. Replace only the
affected side. Replacing both halfshafts is not neces-
sary.
SHUDDER OR VIBRATION DURING ACCELERATION
(1) A worn or damaged halfshaft inner tripod joint.
Isolate the condition to one side of the vehicle.
Replace only the affected side. Replacing both half-
shafts is not necessary.
(2) A sticking tripod joint spider assembly (inner
tripod joint only). Isolate the condition to one side of
the vehicle. Replace only the affected side. Replacing
both halfshafts is not necessary.
(3) Improper wheel balance.
VIBRATION AT HIGHWAY SPEEDS
(1) Foreign material (mud, etc.) packed on the
backside of the wheel(s).
(2) Out of balance front tires or wheels.
(3) Improper tire and/or wheel runout.
REMOVAL
REMOVAL—EXCEPT DIESEL AND TURBO
MODELS
CAUTION: Boot sealing is vital to retain special
lubricants and to prevent foreign contaminants
from entering the C/V joint. Mishandling, such as
allowing the assemblies to dangle unsupported, or
pulling or pushing the ends can cut boots or dam-
age C/V joints. During removal and installation pro-
cedures, always support both ends of the halfshaft
to prevent damage.
CAUTION: The halfshaft, when installed, acts as a
bolt and secures the front hub/bearing assembly. If
vehicle is to be supported or moved on its wheels
with a halfshaft removed, install a PROPER–SIZED
BOLT AND NUT through front hub. Tighten bolt and
nut to 244 N·m (180 ft. lbs.). This will ensure that
the hub bearing cannot loosen.
(1) Disconnect battery negative cable.
(2) Place transaxle in gated park.
(3) Raise vehicle on hoist.
(4) Remove wheel and tire assembly (Fig. 4).
(5) Remove the cotter pin, nut lock, and spring
washer, and hub nut from the end of the outer C/V
joint stub axle (Fig. 5).
Fig. 4 Wheel and Tire Removal
1 - WHEEL/TIRE ASSY.
2 - LUG NUT (5)
3 - HUB
Fig. 5 Halfshaft Retaining Hardware
1 - COTTER KEY
2 - WASHER
3 - HUB NUT
4 - SPRING WASHER
5 - NUT LOCK
3 - 4
HALF SHAFT
PT
HALF SHAFT (Continued)
(6) If equipped with ABS, disconnect the front
wheel speed sensor and secure harness out of the
way.
(7) Remove nut and bolt (Fig. 6) retaining ball
joint stud into steering knuckle.
NOTE: Use caution when separating ball joint stud
from steering knuckle, so ball joint seal does not
get damaged.
(8) Separate ball joint stud from steering knuckle
by prying down on lower control arm (Fig. 7).
NOTE: Care must be taken not to separate the inner
C/V joint during this operation. Do not allow half-
shaft to hang by inner C/V joint, halfshaft must be
supported.
(9) Remove halfshaft from steering knuckle by
pulling outward on knuckle while pressing in on half-
shaft. Support outer end of halfshaft assembly. If dif-
ficulty
in
separating
halfshaft
from
hub
is
encountered, do not strike shaft with hammer,
instead use puller 1026 to separate (Fig. 8).
(10) Remove halfshaft isolation washer (Fig. 9)
and support outer end of the halfshaft assembly.
(11) Remove the inner tripod joints from the side
gears of the transaxle using a punch to dislodge the
inner tripod joint retaining ring from the transaxle
side gear. If removing the right side inner tripod
joint, position the punch to the inner tripod joint
extraction groove (if equipped). Strike the punch
sharply with a hammer to dislodge the right inner
joint from the side gear. If removing the left side
inner tripod joint, position the punch to the inner tri-
pod joint extraction groove (Fig. 10). Strike the punch
sharply with a hammer to dislodge the left inner tri-
pod joint from the side gear.
NOTE: Removal of the inner tripod joints is made
easier if you apply outward pressure on the joint as
you strike the punch with a hammer. DO NOT PULL
ON INTERCONNECTING SHAFT TO REMOVE, AS
THE INNER JOINT WILL BECOME SEPARATED.
Fig. 6 Steering Knuckle at Lower Control Arm Ball
Joint
1 - NUT
2 - BOLT
3 - BALL JOINT
Fig. 7 Separating Lower Control Arm from Steering
Knuckle
1 - STEERING KNUCKLE
2 - PRY BAR
3 - LOWER CONTROL ARM
4 - BALL JOINT STUD
Fig. 8 Separating Halfshaft from Hub/Bearing
1 - PULLER 1026
2 - HALFSHAFT
PT
HALF SHAFT
3 - 5
HALF SHAFT (Continued)
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