lock CHRYSLER CARAVAN 2002 Owner's Manual

²A loose or missing clamp on the inner or outer
joint of the half shaft assembly.
²A damaged or worn half shaft CV joint.
SHUDDER OR VIBRATION DURING ACCELERATION
This problem could be a result of:
²A worn or damaged half shaft inner tripod joint.
²A sticking tripod joint spider assembly (inner tri-
pod joint only).
²Improper wheel alignment. (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE)
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of:
²Foreign material (mud, etc.) packed on the back-
side of the wheel(s).
²Out of balance tires or wheels. (Refer to 22 -
TIRES/WHEELS - STANDARD PROCEDURE)
²Improper tire and/or wheel runout. (Refer to 22 -
TIRES/WHEELS - DIAGNOSIS AND TESTING)
REMOVAL
(1) Raise vehicle.(2) Remove the cotter pin and nut lock (Fig. 2)
from the end of the half shaft.
Fig. 1 Unequal Length Half Shaft 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 12 - INNER TRIPOD JOINT
6 - OUTER C/V JOINT BOOT 13 - INNER TRIPOD JOINT BOOT
7 - STUB AXLE 14 - INTERCONNECTING SHAFT LEFT HALFSHAFT
Fig. 2 Half Shaft Retaining Nut
1 - HUB/BEARING
2 - NUT LOCK
3 - COTTER PIN
4 - STUB AXLE
3 - 2 HALF SHAFT - FRONTRS
HALF SHAFT - FRONT (Continued)
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CAUTION: If the vehicle being serviced is equipped
with eccentric strut assembly attaching bolts, the
eccentric bolt must be installed in the bottom (slot-
ted) hole on the strut clevis bracket (Fig. 10).
(7) Install steering knuckle in clevis bracket of
strut damper assembly. Install the strut damper to
steering knuckle attaching bolts. Tighten both bolts
to a torque of 81 N´m (60 ft. lbs.) plus an additional
1/4 turn.
(8) Install braking disc on hub and bearing assem-
bly.(9) Install disc brake caliper assembly on steering
knuckle. Caliper is installed by first sliding bottom of
caliper assembly under abutment on steering
knuckle, and then rotating top of caliper against top
abutment.
(10) Install disc brake caliper adapter to steering
knuckle attaching bolts (Fig. 4). Tighten the disc
brake caliper adapter attaching bolts to a torque of
169 N´m (125 ft. lbs.).
(11) Clean all foreign matter from the threads of
the outer CV joint. Install the washer and half shaft
to hub/bearing assembly nut on half shaft and
securely tighten nut.
(12) Install front wheel and tire assembly. Install
and tighten the wheel mounting stud nuts in proper
sequence until all nuts are torqued to half the
required specification. Then repeat the tightening
sequence to the full specified torque of 135 N´m (100
ft. lbs.).
(13) Lower vehicle.
(14) With the vehicle's brakes applied to keep hub
from turning, tighten the hub nut to a torque of 244
N´m (180 ft. lbs.) (Fig. 11).
(15) Install the spring wave washer on the end of
the half shaft.
(16) Install the hub nut lock, and anewcotter pin
(Fig. 2). Wrap cotter pin prongs tightly around the
hub nut lock as shown in (Fig. 2).
(17) Check for correct fluid level in transaxle
assembly. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 41TE/FLUID - STANDARD
PROCEDURE)
Fig. 9 Outer CV Joint Inspection
1 - OUTER C/V JOINT
2 - THIS AREA OF OUTER C/V JOINT MUST BE FREE OF ALL
DEBRIS AND MOISTURE, BEFORE INSTALLATION INTO
STEERING KNUCKLE.
Fig. 10 Correctly Installed Eccentric Attaching Bolt
1 - STEERING KNUCKLE
2 - FLANGED BOLT IN TOP HOLE
3 - CAM BOLT IN BOTTOM HOLE
4 - STRUT CLEVIS BRACKET
Fig. 11 Torquing Front Half Shaft To Hub Nut
1 - TORQUE WRENCH
RSHALF SHAFT - FRONT3-5
HALF SHAFT - FRONT (Continued)
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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. 25).
(2) Squeeze tool together until top band of clamp is
latched behind the two tabs on lower band of clamp
(Fig. 26).
(14) Install the half shaft back into the vehicle.
(Refer to 3 - DIFFERENTIAL & DRIVELINE/HALF
SHAFT - INSTALLATION)
CV BOOT - OUTER
REMOVAL
(1) Remove half shaft assembly requiring boot
replacement from vehicle. (Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/HALF SHAFT - REMOVAL)
(2) Remove large boot clamp retaining CV joint
sealing boot to CV joint housing (Fig. 27) and dis-
card.
(3) Remove small clamp that retains outer CV
joint sealing boot to interconnecting shaft and dis-
card.
(4) Remove sealing boot from outer CV joint hous-
ing and slide it down interconnecting shaft.
(5) Wipe away grease to expose outer CV joint to
interconnecting shaft retaining ring.
(6) Spread ears apart on CV joint assembly to
interconnecting shaft retaining ring (Fig. 28).
(7) Slide outer CV joint assembly off end of inter-
connecting shaft.
(8) Slide sealing boot off interconnecting shaft.
(9) Thoroughly clean and inspect outer CV joint
assembly and interconnecting joint for any signs of
excessive wear.If any parts show signs of exces-
sive wear, the half shaft assembly will require
replacement. Component parts of these half
shaft assemblies are not serviceable.
INSTALLATION
(1) Slide the new small diameter seal boot retain-
ing clamp onto the interconnecting shaft. Then slide
Fig. 25 Clamping Tool Installed on Sealing Boot
Clamp
1 - CLAMP
2 - TOOL YA3050, OR EQUIVALENT
3 - SEALING BOOT
Fig. 26 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
Fig. 27 Outer CV Joint Seal Boot Clamps
1 - SMALL CLAMP
2 - SEALING BOOT
3 - OUTER C/V JOINT HOUSING
4 - LARGE CLAMP
5 - INTERCONNECTING SHAFT
3 - 10 HALF SHAFT - FRONTRS
CV BOOT - INNER (Continued)
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REMOVAL
(1) Lift vehicle on hoist so that the wheels hang
freely.
(2) Remove rear wheel.
(3) Remove cotter pin, nut lock, and wave washer
(Fig. 1).
(4) Remove hub nut and washer.
CAUTION: The half shaft outer CV joint, when
installed, acts as a bolt and secures the hub/bear-
ing assembly. If the vehicle is to be supported or
moved on its wheels, install and torque a bolt
through the hub. This will ensure that the hub/bear-
ing assembly cannot loosen.
(5) Remove inner half shaft retaining bolts (Fig. 2).(6) The half shaft is spring loaded. Compress inner
half shaft joint slightly and pull downward to clear
rear differential output flange. Then pull half shaft
assembly outward to remove (Fig. 3).
INSTALLATION
(1) Install the outer CV joint stub shaft through
the hub bearing (Fig. 4).
(2) The half shaft is spring loaded. Compress inner
half shaft joint slightly and push upward until the
inner CV joint flange engages the rear differential
output flange.
(3) Install the inner half shaft retaining bolts (Fig.
5). Torque the bolts to 61 N´m (45 ft.lbs.).
Fig. 1 Cotter Pin, Nut Lock, And Wave Washer
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - SPRING WASHER
Fig. 2 Inner Half Shaft Bolts
1 - SHAFT
2 - FLANGE
Fig. 3 Half Shaft Removal
1 - BRAKE BACKING PLATE
2 - HALF SHAFT
Fig. 4 Half Shaft Installation
1 - BRAKE BACKING PLATE
2 - HALF SHAFT
RSHALF SHAFT - REAR3-15
HALF SHAFT - REAR (Continued)
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(4) Install the half shaft washer and hub nut.
Torque the hub nut to 244 N´m (180 ft.lbs.).
(5) Install the wave washer, nut lock, and a new
cotter pin (Fig. 6). Be sure to wrap the cotter pin
prongs tightly around the hub nut lock.(6) Install rear wheel. Torque the lug nuts to 135
N´m (100 ft.lbs.).
SPECIFICATIONS - HALF SHAFT - FRONT
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Nut, Hub 244 180 -
Nuts, Rear Wheel Lug 135 100 -
Bolt, Half Shaft to Output Flange 61 45 -
Fig. 5 Inner Half Shaft Bolts
1 - SHAFT
2 - FLANGE
Fig. 6 Cotter Pin, Nut Lock, And Wave Washer
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - SPRING WASHER
3 - 16 HALF SHAFT - REARRS
HALF SHAFT - REAR (Continued)
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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
RSHALF SHAFT - REAR3-21
CV BOOT - INNER/OUTER (Continued)
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adjustment, maintenance or fluid checks required
during the life of the unit.
The overrunning clutch allows the rear wheels to
overrun the front wheels during a rapid front wheel
lock braking maneuver. The overrunning action pre-
vents any feed-back of front wheel braking torque to
the rear wheels. It also allows the braking system to
control the braking behavior as a two wheel drive
(2WD) vehicle.
The overrunning clutch housing has a separate oil
sump and is filled independently from the differen-
tial. The fill plug is located on the side of the over-
running clutch case. When filling the overrunning
clutch with lubricant use MopartATF+4 (Automatic
Transmission FluidÐType 9602) or equivalent.
The differential assembly contains a conventional
open differential with hypoid ring gear and pinion
gear set. The hypoid gears are lubricated by SAE
80W-90 gear lubricant.DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - REAR DRIVELINE
MODULE NOISE
Different sources can be the cause of noise that the
rear driveline module assembly is suspected of mak-
ing. Refer to the following causes for noise diagnosis.
DRIVELINE MODULE ASSEMBLY NOISE
The most important part of driveline module ser-
vice is properly identifying the cause of failures and
noise complaints. The cause of most driveline module
failures is relatively easy to identify. The cause of
driveline module noise is more difficult to identify.
If vehicle noise becomes intolerable, an effort
should be made to isolate the noise. Many noises that
are reported as coming from the driveline module
may actually originate at other sources. For example:
²Tires
²Road surfaces
Fig. 1 AWD Driveline Module Assembly
1 - TORQUE ARM 8 - WASHER 15 - PLUG-OVERRUNNING CLUTCH HOUSING DRAIN
2 - INPUT FLANGE 9 - BI-DIRECTIONAL OVERRUNNING CLUTCH (BOC) 16 - SNAP RING
3 - FLANGE NUT 10 - VISCOUS COUPLER 17 - BEARING
4 - WASHER 11 - SHIM (SELECT) 18 - OVERRUNING CLUTCH HOUSING
5 - SHIELD 12 - O-RING 19 - SEAL-INPUT FLANGE
6 - VENT 13 - DIFFERENTIAL ASSEMBLY
7 - O-RING 14 - PLUG-DIFFERENTIAL FILL
RSREAR DRIVELINE MODULE3-25
REAR DRIVELINE MODULE (Continued)
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(12) Remove overrunning clutch housing large
o-ring from differential assembly (Fig. 14).
(13) Remove output flanges using suitable screw-
drivers and wood blocks to protect casting (Fig. 12).(14) Remove output flange seals (Fig. 13).
ASSEMBLY
(1) Install output flange seals using tools C4171
and 8493 (Fig. 15).
(2) Install large overrunning clutch housing o-ring
to differential assembly (Fig. 14).
(3) Install shim to differential pinion shaft (Fig.
16).
Fig. 12 Output Flange Removal
1 - WOOD BLOCK
2 - PRYBAR
3 - OUTPUT SHAFT
4 - PRYBAR
5 - WOOD BLOCK
6 - DIFFERENTIAL CASE
Fig. 13 Output Flange Seal Removal
1 - OUTPUT FLANGE SEAL
2 - SCREWDRIVER
3 - 30 REAR DRIVELINE MODULERS
REAR DRIVELINE MODULE (Continued)
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(4) Install viscous coupler to differential pinion
shaft (Fig. 17).
(5) Install overrunning clutch assembly to viscous
coupler (Fig. 18).(6) Install washer to overrunning clutch (Fig. 14).
(7) Install o-ring to overrunning clutch (Fig. 14).
(8) Align overrunning clutch ground tab to 12
o'clock position (Fig. 19).
(9) Install overrunning clutch housing into posi-
tion, making sure ground tab engages with notch in
housing (Fig. 20).
Fig. 17 Viscous Coupler
1 - VISCOUS COUPLER
2 - DIFFERENTIAL PINION
Fig. 18 Overrunning Clutch
1 - OVERRUNNING CLUTCH
2 - VISCOUS COUPLER
Fig. 19 Grounding Tab at 12 O'clock
1 - OVERRUNNING CLUTCH
2 - GROUND TAB
Fig. 20 Overrunning Clutch Housing
1 - OVERRUNNING CLUTCH HOUSING
2 - NOTCH
3 - 32 REAR DRIVELINE MODULERS
REAR DRIVELINE MODULE (Continued)
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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 aslippery 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.
3 - 36 REAR DRIVELINE MODULERS
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