Chrysler RG Voyager. Manual — part 450

(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

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REAR DRIVELINE MODULE

RG

REAR DRIVELINE MODULE (Continued)

(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

RG

REAR DRIVELINE MODULE

3a - 21

REAR DRIVELINE MODULE (Continued)

SPECIFICATIONS - REAR DRIVELINE MODULE

TORQUE SPECIFICATIONS

DESCRIPTION

N·m

Ft. Lbs.

In. Lbs.

Bolt, Driveline Module-to-

Body

54

40

—

Bolt, Halfshaft-to-Ouput

Flange

61

45

—

Bolt, Overrunning Clutch

Housing-to-Differential

60

44

—

Bolt, Torque Arm-to-

Differential Assembly

60

44

—

Bolt, Torque Arm

Mount-to-Body

54

40

—

Nut, Input Flange

135

100

—

Plug, Differential Drain/Fill

35

26

—

Plug, Overrunning Clutch

Housing Drain/Fill

30

22

—

Vent, Differential/

Overrunning Clutch

Housing

12

—

110

SPECIAL TOOLS

Tool 6958

Tool 8493

Tool 8802

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REAR DRIVELINE MODULE

RG

REAR DRIVELINE MODULE (Continued)

BI-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
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 the
time. 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.

OPERATION

In order to achieve all-wheel drive operation in

reverse, the overrunning clutch locking functional
direction must be reversible. The bi-directional over-
running clutch (BOC) changes the operational mode
direction depending on the propeller shaft direction.
The propeller shaft rotates in the clockwise (when
viewed from the front) direction when the vehicle is
moving forward, which indexes the BOC to the for-
ward overrunning position. When the vehicle is in
reverse, the propeller shaft will rotate counter-clock-
wise and index the BOC to the reverse overrunning
position.

The BOC acts as a mechanical stator. It is active

(transmitting torque), or it is not active and in over-
running mode (not transmitting torque). This “all or
nothing” approach to torque transfer would cause a
sudden application of all available power to the rear
wheels, which is not desirable. Therefore it is run in
series with a viscous coupler to smooth, dampen, and
limit the transmission of torque to the rear axle and
to prevent a step style torque input to the rear axle.

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REAR DRIVELINE MODULE

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