Chrysler RG Voyager. Manual — part 447
CRIMP TYPE BOOT CLAMP
If seal boot uses crimp type boot clamp, use the fol-
lowing procedure to install the retaining clamp.
(1) Place crimping tool C-4975-A over bridge of
clamp (Fig. 21).
(2) Tighten nut on crimping tool C-4975-A until
jaws on tool are closed completely together, face to
face (Fig. 22).
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. 21 Crimping Tool Installed on Sealing Boot
Clamp - Typical
1 - CLAMP
2 - TRIPOD JOINT HOUSING
3 - SPECIAL TOOL C-4975-A
4 - SEALING BOOT
Fig. 22 Sealing Boot Retaining Clamp Installed -
Typical
1 - CLAMP
2 - TRIPOD HOUSING
3 - SPECIAL TOOL C-4975-A
4 - JAWS OF SPECIAL TOOL C-4975-A MUST BE CLOSED
COMPLETELY TOGETHER HERE
5 - SEALING BOOT
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
3a - 8
HALF SHAFT - REAR
RG
CV BOOT - INNER/OUTER (Continued)
PROPELLER SHAFT
TABLE OF CONTENTS
page
page
PROPELLER SHAFT
. . . . . . . . . . . . . . . . . . . . . . . . . . 9
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
. . . . . . . . . . . . . . . . . . . . . . . . . . 9
SPECIFICATIONS - PROPELLER SHAFT
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 “two-piece” propeller shaft
(Fig. 1) to transmit power to the rear driveline mod-
ule assembly. This two-piece design consists of:
• Front and rear shaft segments.
• Plunging center CV joint
• Center support bearing
• Rubber 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 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). 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.).
RG
PROPELLER SHAFT
3a - 9
SPECIFICATIONS - PROPELLER SHAFT
TORQUE SPECIFICATIONS
DESCRIPTION
N·m
Ft. Lbs.
In. Lbs.
Bolt, Propeller Shaft Front
Flange-to-PTU Flange
30
22
—
Bolt, Propeller Shaft Rear
Flange-to-Driveline
Module Flange
54
40
—
Bolt, Center Support
Bearing-to-Body
54
40
—
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 MODULE
6 - PROPELLER SHAFT ASSEMBLY
3a - 10
PROPELLER SHAFT
RG
PROPELLER SHAFT (Continued)
REAR DRIVELINE MODULE
TABLE OF CONTENTS
page
page
REAR DRIVELINE MODULE
. . . . . . . . . . . . . . . . . . . . . . . . . 11
. . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DRIVELINE MODULE NOISE . . . . . . . . . . . . . 12
DRIVELINE MODULE OPERATION . . . . . . . . 14
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
. . . . . . . . . . . . . . . . . . . . . . . . . 15
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
. . . . . . . . . . . . . . . . . . . . . . . . . 21
SPECIFICATIONS - REAR DRIVELINE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
. . . . . . . . . . . . . . . . . . . . . . . 22
BI-DIRECTIONAL OVERRUNNING CLUTCH
. . . . . . . . . . . . . . . . . . . . . . . . . 23
. . . . . . . . . . . . . . . . . . . . . . . . . . . 23
DIFFERENTIAL ASSEMBLY
. . . . . . . . . . . . . . . . . . . . . . . . . 28
. . . . . . . . . . . . . . . . . . . . . . . . . . . 28
FLUID - DIFFERENTIAL ASSEMBLY
STANDARD PROCEDURE - DIFFERENTIAL
FLUID - OVERRUNNING CLUTCH HOUSING
STANDARD PROCEDURE - OVERRUNNING
TORQUE ARM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
. . . . . . . . . . . . . . . . . . . . . . . . . 31
INPUT FLANGE SEAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
. . . . . . . . . . . . . . . . . . . . . . . . . 32
OUTPUT FLANGE SEAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
. . . . . . . . . . . . . . . . . . . . . . . . . 33
VISCOUS COUPLER
. . . . . . . . . . . . . . . . . . . . . . . . . 34
. . . . . . . . . . . . . . . . . . . . . . . . . . . 34
REAR DRIVELINE MODULE
DESCRIPTION
The rear driveline module assembly (Fig. 1) con-
sists of four main components:
• Bi-Directional Overrunning Clutch (BOC)
• Viscous Coupling
• Differential Assembly
• Torque 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 Mopar
t ATF+4
(Automatic Transmission Fluid—Type 9602) or equiv-
alent. The differential assembly requires Mopar
t
80W-90 Gear and Axle Lubricant.
Driveline module service is limited to the following
components:
• Differential Assembly (serviced only as assem-
bly)
• Viscous Coupling
• Bi-Directional Overrunning Clutch (BOC)
• Overrunning Clutch Housing
• Seals (Input Flange, Output Flange, Overrun-
ning Clutch Housing O-rings)
• Input Flange/Shield
• Torque Arm
• Vents
• Fasteners
OPERATION
The primary benefits of All Wheel Drive are:
• Superior straight line acceleration, and corner-
ing on all surfaces
• Better 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
RG
REAR DRIVELINE MODULE
3a - 11
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