Chrysler Stratus Convertible. Manual — part 180
DIFFERENTIAL AND DRIVELINE
TABLE OF CONTENTS
page
page
DESCRIPTION AND OPERATION
FRONT DRIVESHAFTS . . . . . . . . . . . . . . . . . . . . . 1
DIAGNOSIS AND TESTING
DRIVESHAFT DIAGNOSIS. . . . . . . . . . . . . . . . . . . 2
REMOVAL AND INSTALLATION
FRONT DRIVESHAFTS . . . . . . . . . . . . . . . . . . . . . 2
DISASSEMBLY AND ASSEMBLY
INNER TRIPOD JOINT SEAL BOOT . . . . . . . . . . . 9
OUTER C/V JOINT SEAL BOOT . . . . . . . . . . . . . 13
SPECIFICATIONS
TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . . 17
SPECIAL TOOLS
DRIVESHAFT. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DESCRIPTION AND OPERATION
FRONT DRIVESHAFTS
Vehicles equipped with either an automatic or
manual transmission uses an unequal length drive-
shaft system (Fig. 1).
Vehicles equipped with automatic transaxles use a
solid short interconnecting shaft on the left side. The
right side of the vehicle uses a longer solid intercon-
necting shaft.
The left driveshaft uses a tuned rubber damper
weight. When replacing the left driveshaft, be sure
the replacement driveshaft has the same damper
weight as the original.
Fig. 1 Unequal Length Driveshaft System
1 – STUB AXLE
2 – OUTER C/V JOINT
3 – OUTER C/V JOINT BOOT
4 – TUNED RUBBER DAMPER WEIGHT
5 – INTERCONNECTING SHAFT
6 – OUTER C/V JOINT BOOT
7 – STUB AXLE
8 – OUTER C/V JOINT
9 – RIGHT DRIVESHAFT
10 – INNER TRIPOD JOINT BOOT
11 – INNER TRIPOD JOINT
12 – INNER TRIPOD JOINT
13 – INNER TRIPOD JOINT BOOT
14 – INTERCONNECTING SHAFT LEFT DRIVESHAFT
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DIFFERENTIAL AND DRIVELINE
3 - 1
Both driveshaft assemblies use the same type of
inner and outer joints. The inner joint of both drive-
shaft assemblies is a tripod joint, and the outer joint
of both driveshaft 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 driveshaft 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 inner tripod joint of both driveshafts is splined
into the transaxle side gears. The inner tripod joints
are retained in the side gears of the transaxle 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 steel
hub nut.
NOTE: This vehicle does not use a rubber lip bear-
ing seal as on past front wheel drive cars, to pre-
vent contamination of the front wheel bearing. It is
important though to thoroughly clean the outer C/V
joint and the wheel bearing area in the steering
knuckle before it is assembled after servicing.
DIAGNOSIS AND TESTING
DRIVESHAFT 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.
(2) A light film of grease may appear on the right
inner tripod joint seal boot; this is considered normal
and should not require replacement of the seal boot.
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) Damaged outer C/V 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.
(2) Noise may also be caused by another compo-
nent of the vehicle coming in contact with the drive-
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 driveshaft assembly.
(2) A loose or missing clamp on the inner or outer
joint of the driveshaft assembly.
(3) A damaged or worn driveshaft C/V joint.
SHUDDER OR VIBRATION DURING ACCELERATION
This problem could be a result of:
(1) A worn or damaged driveshaft inner tripod
joint.
(2) A sticking tripod joint spider assembly (inner
tripod joint only).
(3) Improper wheel alignment. See Wheel Align-
ment in this group for alignment checking and set-
ting procedures and specifications.
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of:
(1) Foreign material (mud, etc.) packed on the
backside of the wheel(s).
(2) Out of balance front tires or wheels. See Group
22, Wheels And Tires for the required balancing pro-
cedure.
(3) Improper tire and/or wheel runout. See Group
22, Wheels And Tires for the required runout check-
ing procedure.
REMOVAL AND INSTALLATION
FRONT DRIVESHAFTS
REMOVAL
(1) Loosen (but do not remove) stub axle to hub/
bearing retaining nut. Loosen hub nut while vehicle
is on the floor with the brakes applied (Fig. 2). The
front hub and driveshaft are splined together and
retained by the hub nut.
(2) Raise vehicle on jack stands or centered on a
frame contact type hoist. See Hoisting, in the Lubri-
cation and Maintenance section, for required lifting
procedure to be used for this vehicle.
(3) Remove front tire and wheel assembly from the
hub.
(4) Remove
the
driveshaft-to-hub
and
bearing
retaining nut (Fig. 3).
(5) Remove front disc brake caliper assembly to
steering knuckle guide pin attaching bolts (Fig. 4).
(6) Remove disc brake caliper assembly from steer-
ing knuckle. Caliper is removed by first lifting bot-
tom of caliper away from steering knuckle, and then
removing top of caliper out from under steering
knuckle (Fig. 5).
3 - 2
DIFFERENTIAL AND DRIVELINE
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DESCRIPTION AND OPERATION (Continued)
(7) Support brake caliper/adapter assembly using a
wire hook (Fig. 6). Do not support assembly by
the brake flex hose.
(8) Remove braking disc from front hub (Fig. 5).
(9) Remove nut attaching outer tie rod end to
steering knuckle. Remove nut from tie rod end by
holding tie rod end stud with a 11/32 socket and
loosen and remove nut (Fig. 7).
(10) Remove the tie rod end stud from steering
knuckle arm, using remover, Special Tool MB-991113
(Fig. 8).
(11) If equipped with antilock brakes, remove the
speed sensor cable routing bracket from the steering
knuckle (Fig. 9).
(12) Remove cotter pin and castle nut (Fig. 10)
from stud of lower ball joint at the steering knuckle.
Fig. 2 Loosening Front Hub Retaining Nut
1 – FRONT HUB
Fig. 3 Driveshaft Retaining Nut—Typical
1 – HUB/BEARING ASSEMBLY
2 – NUT
Fig. 4 Caliper Guide Pin Attaching Bolts
1 – DISC BRAKE CALIPER ASSEMBLY
2 – STEERING KNUCKLE
3 – CALIPER ASSEMBLY GUIDE PIN BOLTS
Fig. 5 Removing Disc Brake Caliper and Rotor
1 – BRAKING DISC
2 – STEERING KNUCKLE
3 – DISC BRAKE CALIPER ASSEMBLY (STORED)
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DIFFERENTIAL AND DRIVELINE
3 - 3
REMOVAL AND INSTALLATION (Continued)
CAUTION: No tool is to be inserted between the
steering knuckle and the lower ball joint to separate
stud of lower ball joint from the steering knuckle.
The steering knuckle is to be separated from the
stud of the ball joint only using the procedure as
described in Step 13.
(13) Turn steering knuckle so the front of the
steering knuckle is facing as far outboard in the
wheel well as possible. Using a hammer strike steer-
ing knuckle boss until steering knuckle separates
from stud of lower ball joint (Fig. 11). When strik-
ing steering knuckle, care MUST be taken not
to hit lower control arm or ball joint grease
seal.
NOTE: Care must be taken not to separate the
inner C/V joint during this operation. Do not allow
driveshaft to hang by inner C/V joint. Driveshaft
must be supported.
Fig. 6 Correctly Supported Brake Caliper
1 – ABS SPEED SENSOR CABLE
2 – STEERING KNUCKLE
3 – ROTOR
4 – UPPER CONTROL ARM
5 – DISC BRAKE CALIPER ASSEMBLY
6 – WIRE HANGER
Fig. 7 Removing Tie Rod End Attaching Nut
1 – TIE ROD END
2 – HEAT SHIELD
3 – STEERING KNUCKLE
4 – TIE ROD END STUD
5 – NUT
Fig. 8 Tie Rod End Removal from Steering Knuckle
1 – SPECIAL TOOL MB-991113
2 – TIE ROD END
3 – HEAT SHIELD
4 – STEERING KNUCKLE
5 – LOWER CONTROL ARM
Fig. 9 Wheel Speed Sensor Cable Routing Bracket
1 – WHEEL SPEED SENSOR CABLE
2 – SPEED SENSOR CABLE ROUTING BRACKET
3 – STEERING KNUCKLE
4 – ATTACHING BOLT
5 – BRAKE CALIPER FLEX HOSE
3 - 4
DIFFERENTIAL AND DRIVELINE
JX
REMOVAL AND INSTALLATION (Continued)
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