Dodge Neon / Neon SRT-4. Manual — part 24
DRIVELINE
TABLE OF CONTENTS
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page
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HALF SHAFT
TABLE OF CONTENTS
page
page
HALF SHAFT
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DIAGNOSIS AND TESTING - HALFSHAFT
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REMOVAL—EXCEPT 2.4L TURBO MODELS
INSTALLATION—EXCEPT 2.4L TURBO
MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
INSTALLATION—2.4L TURBO MODELS
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CV BOOT - INNER
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CV BOOT - OUTER
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HALF SHAFT
DESCRIPTION
All Models Except 2.4L Turbo
Vehicles equipped with either an automatic or
manual transmission use an unequal-length halfshaft
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 (Fig. 1). The right halfshaft is
longer than the left due to transaxle packaging and
powertrain design.
Halfshafts used on both the right and left sides of
the vehicle use a tuned rubber damper weight
mounted to the interconnecting shaft (Fig. 1). The
damper weight applications vary by which side of the
vehicle the halfshaft is located on and the transmis-
sion application of the vehicle. When replacing a
halfshaft, be sure the replacement halfshaft has the
same damper weight as the original.
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.
2.4L Turbo-Equipped Models
Vehicles equipped with the 2.4L Turbo Engine uti-
lize an equal-length halfshaft 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).
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. The outer C/V joint is equipped with a tone
PL/SRT-4
DRIVELINE
3 - 1
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 left inner tripod joint is retained using a
circlip located on its stub shaft. The intermediate
shaft does not utilize a circlip at the inboard end, as
the support bearing/bracket assembly provides for
shaft retention. The intermediate shaft utilizes a cir-
clip on its outboard end to retain the RH shaft (tri-
pod joint). Both outer C/V joints have a stub shaft
that are splined into the wheel hub and retained by a
hub nut, nut lock, wave washer and cotter pin.
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, 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.
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:
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—RIGHT
12 - INNER TRIPOD JOINT
6 - OUTER C/V JOINT BOOT
13 - INNER TRIPOD JOINT BOOT
7 - STUB AXLE
14 - INTERCONNECTING SHAFT—LEFT
3 - 2
HALF SHAFT
PL/SRT-4
HALF SHAFT (Continued)
(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.
(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.
Fig. 2 Halfshaft and Intermediate Shaft—2.4L Turbo Models
1 - HALFSHAFT - LEFT
2 - HALFSHAFT - RIGHT
3 - SUPPORT BRACKET - INTERMEDIATE SHAFT
4 - INTERMEDIATE SHAFT/BEARING ASSEMBLY
Fig. 3 Driveshaft Retaining Hardware
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - SPRING WASHER
PL/SRT-4
HALF SHAFT
3 - 3
HALF SHAFT (Continued)
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