Ford Falcon. Manual — part 40
205-00-4
Driveline System — General Information
205-00-4
DESCRIPTION AND OPERATION (Continued)
a V8 or turbo I6 engine. All M86 beam axles
over-running of the cones; such a condition or sound
should be filled with mineral oil as per Part 4-5
does not indicate failure of the unit.
Specifications. Conventional M86 differentials are
not fitted with a metal tag. For LSD units, a metal
Run in
tag marked “SPIN RESISTANT DIFF. USE
It is recommended that the vehicle is driven
APPROVED LUBRICANT ONLY” is attached
conservatively for the first 1500kms from new, and
under the filler plug on the rear cover.
that towing is avoided during this period. This allows
NOTE: Upgrading the lubricating oil to synthetic type
the final drive to bed in correctly and helps assure
is recommended for vehicles fitted with a M86 final
satisfactory final drive component life. During the
drive unit where the vehicle will be regularly used for
run-in period, the vehicle should be driven at normal
towing. Refer to, Specifications of Section 205-02 for
road speeds (within the posted limits) as final drive
the recommended synthetic lubricant.
loading not vehicle speed is of primary importance.
These axle types are a hypoid type of unitised carrier
Towing
construction. The two pinion differential case and the
drive pinion are mounted in opposed taper roller
Ensure that the vehicle is fitted with a Ford approved
bearings in the carrier. Differential bearing preload
tow pack, and that the towing limits for the particular
adjustment is provided by the screw adjusters. Pinion vehicle as designated by Ford and relevant State
bearing preload is regulated by a collapsible spacer
regulatory bodies are adhered to. The final drive must
and adjusted using the pinion nut.
be filled to the correct level with the correct type of oil
to ensure satisfactory performance while towing.
Torque is transferred from the propshaft to the final
Overheating can occur where low oil level or the
drive assembly via the constant velocity type
wrong type of lubricant is used.
companion flange that is splined to the hypoid pinion.
The torque is then transferred from the pinion through
Oil Changes
the ring gear, differential case, differential pinion cross
shaft, differential pinions and side gears to the
If the vehicle is going to be used for towing on a
constant velocity joint halfshafts for conventional
regular basis, or occasional heavy towing, an oil
differentials. Halfshaft end play is pre-set and is not
change after run-in is recommended. Note that this is
adjustable. Oil seals are located between the
not part of regular scheduled vehicle maintaince.
haflshafts and the screw adjusters.
M78 Limited Slip Differentials (LSDs), the differential
case houses two cone type clutches behind the side
gears. These cones are splined to the halfshafts, their
tapered faces bearing on the differential case. Thrust
springs pre-load the gears and cones, forcing the
tapered face of the cones into contact with the
differential case. The partial locking action due to the
spring load on the cones is automatically increased by
the inherent separating forces between the side gears
and pinion. This locking action directs a portion of the
driving force to the wheel with the least traction.
M86 LSDs transfer torque in a similar manner as M78
LSDs, except that a multiplate oil bath type design is
utilised where alternate plates are splined to the
differential case and side gear. Compressive
preloading of the plates provides frictional resistance
to rotation, providing torque transfer to the rear wheel
with the least traction.
With a conventional differential, when the rear wheels
are under extreme unbalance tractive conditions, such
as one wheel on dry road and the other in mud or ice,
wheel spin will occur if over acceleration is attempted.
However, with the limited slip differential, when the
tendency for wheel spin occurs, the friction generated
between the cones and the differential case (M78) or
between the friction plates (M86) transfers a portion of
the driving torque to the non-spinning wheel.
NOTE: (For M78 LSDs) In the event of continued
spinning a whirring sound is produced due to
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205-00-5
Driveline System — General Information
205-00-5
DIAGNOSIS AND TESTING
practical speed in top gear to 110 kilometres per hour
Driveline System
(or maximum legal speed), noting any noises and the
speeds at which they occur. Release the accelerator
In Vehicle Diagnostics
and without using the brakes allow the vehicle to lose
For other than obvious mechanical failures, careful
speed, again noting noise and speed. Next, allow the
tests should be made to locate final drive troubles
vehicle to coast to rest from 110 kph with the
since noises from engine, transmission and wheels
transmission in neutral position. Any noises common
may all be attributed to the final drive. A suggested
to earlier tests may be eliminated, as the final drive is
test routine is as follows:- Ensure that the axle
not under load in these conditions. Engine noise is
lubricant is correct and at the correct level. Drive at
gauged by gradually accelerating the engine with the
low speed until thoroughly familiar with vehicle noises vehicle at rest. Noises not eliminated at this stage are
by which time the rear axle assembly should have
most probably final drive gear noise.
warmed up. Accelerate gradually from the lowest
Symptom Chart
Symptom Chart
Condition
Source
Action
Worn brake rotor.
Rear Wheel Noise (Beam Axles)
Replace/Repair as required
Wheel bolts loose.
Brinnelled or scored bearings.
Insufficient lubrication.
Bent axle shaft or wheel.
Dragging brakes.
Axle shaft retainer plate loose.
Tyre defective.
Damaged or worn C.V. joints (IRS).
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205-00-6
Driveline System — General Information
205-00-6
DIAGNOSIS AND TESTING (Continued)
Condition
Source
Action
Bearing noise is usually fairly constant
Final Drive Noise
Replace/Repair as required
throughout the entire speed range and
of a pitch that increases in proportion
to vehicle speed.
NOTE: Final drive noises fall into two
categories: Gear Noise and Bearing
Noise.
Gear noise is of a periodic nature
being produced at various speeds on
drive, float, coast and cruise
conditions. If the pinion and ring gear
have been set up with too little
backlash a continuous whine may be
produced.
NOTE: Gear noise is most commonly
caused by:
Incorrect mesh of gear teeth (i.e.
incorrect pinion head positioning shim
or backlash setting shims).
Scored gear teeth - usually the result
of incorrect lubricant type or level.
End play in bearings.
Bruised or chipped teeth.
Excessive runout of pinion head or ring
gear backface.
Ring gear creeping on differential
housing resulting from ring gear bolts
loosening - noise from this source
usually appears as a sharp metallic
sound when shifting from reverse to
first gear.
NOTE: Bearing Noise is usually
caused by worn bearings and can be
the result of:
Contaminants in the lubricant.
Incorrect preload setting.
Bearings incorrectly mounted - e.g. dirt
trapped behind abutment faces during
assembly.
Rear Axle Shaft Breakage (Beam
Abnormal clutch operation.
Replace/Repair as required
Bent axle tubes/half shafts.
Axle)
Excessive vehicle loads.
Lubricant level incorrect.
Overheating of Final Drive Assembly
Replace/Repair as required
Incorrect lubricant type.
Incorrect run-in procedure.
Lubricant level too high.
Loss of Lubricant
Replace/Repair as required
Breather malfunction.
Damaged or worn oil seals.
Rear cover bolts / filler plug loose.
Rear cover flange distorted.
Rear cover gasket/sealant damaged or
incorrectly applied.
Split cover or tubes (beam axles).
Incorrect type of lubricant - can cause
foaming.
Loose drain plug, or sealant not
replaced on drain plug at refitting.
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205-00-7
Driveline System — General Information
205-00-7
DIAGNOSIS AND TESTING (Continued)
Condition
Source
Action
Worn axle shaft or halfshaft splines.
Excessive Backlash
Replace/Repair as required
Loose wheel nuts.
Loose universal or constant velocity
propshaft joint flange mountings.
Excessive backlash in either the
differential or hypoid gears.
Bearings worn or incorrectly adjusted.
Worn or loose constant velocity
halfshaft joints (IRS).
2. Increasing backlash moves the drive gear away
Bearing Noise
from the pinion:
Defective bearings can produce a whine that varies in
Drive pattern moves slightly higher and
proportion to vehicle speed. This will help distinguish
toward the heel.
between bearing and/or gear noise.
Coast pattern moves higher and toward the
1. Pinion bearing noise can be identified as a
heel.
constant grinding noise. Pinion bearings are
3. Thicker pinion shim with the backlash constant
rotating at a higher speed than differential side
moves the pinion closer to the driver gear.
bearings or axle shaft bearings. The noise is most
noticeable during light acceleration between 30 to
Drive pattern moves deeper on the tooth
40 km/h.
(flank contact) and slightly toward the toe.
2. Wheel bearing noise may be confused with rear
Coast pattern moves deeper on the tooth
axle noise. To differentiate between wheel
toward the heel.
bearings and rear axle, drive the vehicle on a
4. Thinner pinion shim with the backlash constant
smooth road at a medium low speed. With traffic
moves the pinion further from the drive gear:
permitting, turn the vehicle sharply right and left. If
Drive pattern moves toward the top of the
noise is caused by wheel bearings, the noise will
tooth (face contact) and toward the heel.
increase on the defective bearings because of
Coast pattern moves toward the top of the
side loading.
tooth and slightly toward the toe.
3. Side bearings will produce a constant grinding
If the patterns are not correct, make the changes as
noise of a slower nature than pinion bearing, (side
indicated.
bearing noise cannot be determined by the wheel
bearing test), but will be of a similar frequency as
When the pattern is correct, remove the marking
axle shaft bearings.
compound from the gear teeth. Regardless of all
previous measurements and other factors, the tooth
Gear Tooth Contact Pattern Check
contact pattern must be correct for successful rear
axle operation.
Paint the gear teeth with suitable gear marking
compound. Wrap a cloth around the drive shaft to act
The Ideal Tooth Pattern
as a brake. Rotate the ring gear back and forth (use a
box wrench on the drive gear attaching bolts for a
The ideal tooth pattern is not a rigid standard but
lever) until a clear tooth contact pattern is obtained
merely a general rule. In general, desirable tooth
(approximately 4 ring gear rotations in both
patterns should have the following characteristics:
directions).
The drive pattern should be fairly well centred on
After diagnosing the tooth pattern, make the
the tooth.
appropriate adjustments as explained in the following
The coast pattern should be centred on the tooth
pages. Drive and coast patterns indicating changes
but may be slightly toward the toe.
required to obtain the correct operating position of the
Some clearance between the pattern and the top
gears is illustrated in the “ideal tooth contact pattern
of the tooth is desirable.
on ring gear” diagram. The movement of tooth contact
patterns with changes in gear location can be
There should be no hard lines where the pressure
summarised as follows:
is high.
1. Decreasing backlash moves the drive gear closer The individual gear set need not conform exactly to
to the pinion:
the ideal pattern in order to be acceptable.
Characteristic differences between individual gear
Drive pattern (convex side of gear) moves
sets will result in patterns that are acceptable yet
slightly lower and toward the toe.
different from those illustrated.
Coast pattern (concave side of gear) moves
lower and toward the toe.
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