DODGE RAM 2001 Service Manual Online

SPECIFICATIONS
PROPELLER SHAFT
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Center Bearing Bolts 68 50 -
Front Shaft Flange Yoke 88 65 -
Front Shaft Axle Yoke 19 14 -
Rear Shaft 9 1/4 Axle 108 80 -
Rear Shaft Dana Axle 29 22 -
SPECIAL TOOLS
PROPELLER SHAFTPROPELLER SHAFT - FRONT
REMOVAL
(1) Shift the transmission and transfer case to
their neutral positions. Raise and support vehicle.
Remove skid plate, if equipped.
(2) Using a suitable marker, mark a line across
the companion flange at the transfer case and propel-
ler shaft flange yoke for installation reference.
(3) Mark a line across the propeller shaft yoke and
the pinion shaft yoke for installation reference.
(4) Remove the universal joint strap bolts at the
pinion shaft yoke (Fig. 14).
(5) Remove the bolts holding the propeller shaft to
the transfer case companion flange.
(6) Remove the propeller shaft.
INSTALLATION
(1) Position front propeller shaft under vehicle
with rear universal joint over the transfer case com-
panion flange.
(2) Place front universal joint into the axle pinion
yoke.
(3) Align the mark on the flange yoke to the mark
on the transfer case companion flange.
(4) Loosely install bolts to hold universal joint to
transfer case companion flange.
(5) Align mark on front universal joint to the mark
on the axle pinion yoke.
(6) Install bolts to hold front universal joint to axle
pinion yoke. Tighten bolts to 19 N´m (14 ft. lbs.).
(7) Tighten bolts to hold universal joint to transfer
case companion flange to 88 N´m (65 ft. lbs.).
(8) Install skid plate, if equipped.
(9) Lower vehicle and road test to verify repair.
Inclinometer - 7663
Bearing Splitter - 1130
Installer, Bearing - 6052
3 - 8 PROPELLER SHAFTBR/BE
PROPELLER SHAFT (Continued)

PROPELLER SHAFT - REAR
REMOVAL
(1) Raise and support vehicle on safety stands.
(2) Shift the transmission to the Neutral position.
(3) Using a suitable marker, mark a line across
the axle pinion yoke, or companion flange, and the
propeller shaft, or flange yoke for installation refer-
ence.
(4) Using a suitable marker, mark the outline of
the center bearing on the frame crossmember for
installation reference, if equipped.
(5) Remove bolts that attach the center bearing to
the support bracket (Fig. 15), if equipped.
(6) Remove the bolts holding the universal joint
clamps to the pinion yoke (Fig. 16), for Dana axles.
(7) Remove the bolts holding the flange yoke to the
companion flange (Fig. 17), for Corporate axles.
(8) Slide the slip yoke off of the transmission, or
transfer case, output shaft and remove the propeller
shaft (Fig. 16).
INSTALLATION
(1) Slide the slip yoke onto the transmission, or
transfer case, output shaft.(2) Align the reference marks made on the propel-
ler shaft yoke/flange yoke and pinion yoke/companion
flange.
(3) Align and install the center bearing to the sup-
port bracket, if necessary.
(4) Install the bolts and tighten to 68 N´m (50 ft.
lbs.).
Fig. 14 Front Propeller Shaft
1 - TRANSFER CASE
2 - FRONT AXLE
3 - AXLE YOKE
4 - SLIP YOKE BOOT
5 - STRAP
6 - FLANGE YOKE/COMPANION FLANGE
Fig. 15 Center Bearing
1 - SUPPORT BRACKET
2 - CENTER BEARING ASSEMBLY
3 - CENTER BEARING ASSEMBLY
4 - SUPPORT BRACKET
Fig. 16 Rear Propeller ShaftÐDana Axles
1 - SLIDING YOKE
2 - PROPELLER SHAFT
3 - PINION YOKE
4 - CLAMP
5 - SCREW
6 - OUTPUT SHAFT
BR/BEPROPELLER SHAFT 3 - 9
PROPELLER SHAFT - FRONT (Continued)

(5) Position universal joint into pinion yoke for
Dana axles and tighten strap bolts to 29 N´m (22 ft.
lbs.).
(6) Position companion yoke onto the companion
flange for Corporate axles and tighten the bolts to
108 N´m (80 ft. lbs.).
(7) Lower the vehicle.
CENTER BEARING
DESCRIPTION
The two±piece propeller shaft uses a center bearing
to support the shafts. Two types of center bearings
are used. Type 1 is used with the 9 1/4 axle. Type 2
is used with the Dana axles (Fig. 18). Both types are
mounted in the same location.
OPERATION
The propeller shaft center bearing serves to divide
the required propeller shaft length into two smaller
shafts, which has several inherent advantages. Hav-
ing two short propeller shafts instead of one long
shaft decreases the chance of unwanted noise and
vibrations. The shorter shafts are easier to balance
and serve to increase ground clearance while main-
taining acceptable driveline angles.
REMOVAL
Two types of center bearings are used. The two
types are not interchangeable. Be sure to install the
same type as the vehicle was built with.
(1) Remove rear propeller shaft.
(2) Remove slip joint boot clamp and separate the
two half-shafts.(3) Use hammer and punch to tap slinger away
from shaft to provide room for bearing splitter.
(4) Position Bearing Splitter Tool 1130 between
slinger and shaft.
CAUTION: Do not damage shaft spline during
removal of center bearing.
(5) Set shaft in press and press bearing off the
shaft.
INSTALLATION
Two types of center bearings are used. The two
types are not interchangeable. Be sure to install the
same type as the vehicle was built with.
(1) Install new slinger on shaft and drive into posi-
tion with appropriate installer tool.
(2) Install new center bearing on shaft with Bear-
ing Installer Tool 6052. Drive on shaft with hammer
until bearing is seated.
(3) Clean shaft splines and apply a coat of multi±
purpose grease.
(4) Align master splines and slide front and rear
half-shafts together. Reposition slip yoke boot and
install new clamp.
(5) Install propeller shaft in vehicle.
CENTER BEARING ADJUSTMENT
Launch shudder is a vibration that occurs at first
acceleration from a stop. Shudder vibration usually
peaks at the engines highest torque output. Shudder
is a symptom associated with vehicles using a two-
piece propeller shaft. To decrease shudder, lower the
center bearing in 1/8 inch increments. Use shim
stock or fabricated plates. Plate stock must be used
Fig. 17 Rear Propeller ShaftÐCorporate Axles
1 - COMPANION FLANGE
2 - FLANGE YOKE
3 - REAR PROPELLER SHAFT
Fig. 18 Center Bearing
1 - SUPPORT BRACKET
2 - CENTER BEARING ASSEMBLY
3 - CENTER BEARING ASSEMBLY
4 - SUPPORT BRACKET
3 - 10 PROPELLER SHAFTBR/BE
PROPELLER SHAFT - REAR (Continued)

to maintain compression of the rubber insulator
around the bearing. Do not use washers. Replace the
original bolts with the appropriate increased length
bolts.
SINGLE CARDAN UNIVERSAL
JOINTS
DISASSEMBLY
Individual components of cardan universal joints
are not serviceable. If worn or leaking, they must be
replaced as an assembly.
(1) Remove the propeller shaft.
(2) Using a soft drift, tap the outside of the bear-
ing cap assembly to loosen snap ring.
(3) Remove snap rings from both sides of yoke
(Fig. 19).
(4) Set the yoke in an arbor press or vise with a
socket whose inside diameter is large enough to
receive the bearing cap positioned beneath the yoke.
(5) Position the yoke with the grease fitting, if
equipped, pointing up.
(6) Place a socket with an outside diameter
smaller than the upper bearing cap on the upper
bearing cap and press the cap through the yoke to
release the lower bearing cap (Fig. 20).
(7) If the bearing cap will not pull out of the yoke
by hand after pressing, tap the yoke ear near the
bearing cap to dislodge the cap.
(8) To remove the opposite bearing cap, turn the
yoke over and straighten the cross in the open hole.
Then, carefully press the end of the cross until the
remaining bearing cap can be removed (Fig. 21).CAUTION: If the cross or bearing cap are not
straight during installation, the bearing cap will
score the walls of the yoke bore and damage can
occur.
Fig. 19 Remove Snap Ring
1 - SNAP RING
Fig. 20 Press Out Bearing
1 - PRESS
2 - SOCKET
Fig. 21 Press Out Remaining Bearing
1 - CROSS
2 - BEARING CAP
BR/BEPROPELLER SHAFT 3 - 11
CENTER BEARING (Continued)

FRONT AXLE - 216FBI
TABLE OF CONTENTS
page page
FRONT AXLE - 216FBI
DESCRIPTION...........................12
OPERATION.............................12
DIAGNOSIS AND TESTING.................13
AXLE................................13
REMOVAL..............................16
INSTALLATION...........................17
ADJUSTMENTS..........................17
SPECIFICATIONS........................25
SPECIAL TOOLS.........................25
AXLE SHAFTS
REMOVAL..............................28
INSTALLATION...........................28
AXLE SHAFTS - INTERMEDIATE
REMOVAL..............................28
INSTALLATION...........................28
AXLE SHAFT SEALS
REMOVAL..............................29
INSTALLATION...........................29
AXLE VACUUM MOTOR
DESCRIPTION...........................29
OPERATION.............................30
DIAGNOSIS AND TESTING.................31VACUUM MOTOR.......................31
REMOVAL..............................33
DISASSEMBLY...........................33
ASSEMBLY.............................33
INSTALLATION...........................33
SINGLE CARDAN UNIVERSAL JOINTS
REMOVAL..............................33
INSTALLATION...........................34
PINION SEAL
REMOVAL..............................34
INSTALLATION...........................34
DIFFERENTIAL
REMOVAL..............................36
DISASSEMBLY...........................36
ASSEMBLY.............................37
INSTALLATION...........................37
DIFFERENTIAL CASE BEARINGS
REMOVAL..............................39
INSTALLATION...........................39
PINION GEAR/RING GEAR
REMOVAL..............................40
INSTALLATION...........................42
FRONT AXLE - 216FBI
DESCRIPTION
The housing for the 216 Front Beam-design Iron
(FBI) axles consists of an iron center casting with
tubes on each side. The tubes are pressed into and
welded to the differential housing.
The integral type housing, hypoid gear design has
the centerline of the pinion set below the centerline
of the ring gear.
The axle has a vent used to relieve internal pres-
sure caused by lubricant vaporization and internal
expansion.
The axles are equipped with semi-floating axle
shafts, meaning that loads are supported by the hub
bearings. The axle shafts are retained by nuts at the
hub bearings. The hub bearings are bolted to the
steering knuckle at the outboard end of the axle tube
yoke. The hub bearings are serviced as an assembly.
The axles are equipped with ABS brake sensors.
The sensors are attached to the knuckle assemblies
and the tone rings are pressed onto the axle shaft.
Use care when removing axle shafts as NOT to
damage the tone wheel or the sensor.The stamped steel cover provides a means for
inspection and servicing the differential.
The 216 axle have the assembly part number and
gear ratio listed on a tag. The tag is attached to the
housing cover by one of the cover bolts. Build date
identification codes are stamped on the cover side of
a axle tube.
The differential case is a one-piece design. The dif-
ferential pinion mate shaft is retained with a roll
pin. Differential bearing preload and ring gear back-
lash is adjusted by the use of shims. The shims are
located between the differential bearing cones and
case. Pinion bearing preload is set and maintained by
the use of a collapsible spacer.
The axle differential covers can be used for identi-
fication of the axle (Fig. 1). A tag is also attached to
the cover.
OPERATION
The axle receives power from the transfer case
through the front propeller shaft. The front propeller
shaft is connected to the pinion gear which rotates
the differential through the gear mesh with the ring
gear bolted to the differential case. The engine power
is transmitted to the axle shafts through the pinion
3 - 12 FRONT AXLE - 216FBIBR/BE

mate and side gears. The side gears are splined to
the axle shafts.
During straight-ahead driving, the differential pin-
ion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig. 2).When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. The difference must be compensated
for to prevent the tires from scuffing and skidding
through turns. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
3). In this instance, the input torque applied to the
pinion gears is not divided equally. The pinion gears
now rotate around the pinion mate shaft in opposite
directions. This allows the side gear and axle shaft
attached to the outside wheel to rotate at a faster
speed.
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, tooth contact, worn/damaged
gears or the carrier housing not having the proper
offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are accelera-
tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then acceler-
ate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak-noise range. If the noise stops or changes
greatly:
²Check for insufficient lubricant.
²Incorrect ring gear backlash.
²Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
Fig. 1 216 FBI Differential Cover
1 - FILL PLUG
2 - IDENTIFICATION TAG
3 - DIFFERENTIAL COVER
Fig. 2 Differential Operation-Straight Ahead Driving
1 - IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
Fig. 3 Differential Operation-On Turns
1 - PINION GEARS ROTATE ON PINION SHAFT
BR/BEFRONT AXLE - 216FBI 3 - 13
FRONT AXLE - 216FBI (Continued)

cle turns. A worn pinion mate shaft can also cause a
snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differen-
tial bearing noise is also constant and varies only
with vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side-gear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by:
²Damaged drive shaft.²Missing drive shaft balance weight(s).
²Worn or out of balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).
²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front end components
or engine/transmission mounts. These components
can contribute to what appears to be a rear end
vibration. Do not overlook engine accessories, brack-
ets and drive belts.
All driveline components should be examined
before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING)
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged) can be caused by:
²High engine idle speed.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints.
²Loose spring mounts.
²Loose pinion gear nut and yoke.
²Excessive ring gear backlash.
²Excessive side gear to case clearance.
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
3 - 14 FRONT AXLE - 216FBIBR/BE
FRONT AXLE - 216FBI (Continued)

DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment. Correct
as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load information
and correct as necessary.
4. Excessive gear backlash between the
ring gear and pinion.4. Check adjustment of the ring gear
and pinion backlash. Correct as
necessary.
5. Improper adjustment of pinion gear
bearings.5. Adjust the pinion bearings pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact surfaces. 7. Inspect and replace as necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid or
correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect and
repair clutch as necessary.
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears and
bearings for further damage. Set
differential bearing pre-load properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears and
bearings for further damage. Set ring
gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears and
bearings for further damage. Avoid
excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears and
bearings for further damage. Avoid
erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill differential
with the correct fluid type and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill differential
with the correct fluid type and quantity.
3. Excessive spinning of one wheel/tire. 3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
BR/BEFRONT AXLE - 216FBI 3 - 15
FRONT AXLE - 216FBI (Continued)

Condition Possible Causes Correction
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct fluid
type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other gears
and bearings for possible damage.
2. Erratic clutch operation. 2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
remaining parts for damage. Ensure ring
gear backlash is correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct fluid
type and quantity.
2. Improper ring gear and pinion
adjustment.2. Check ring gear and pinion contact
pattern.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched ring
gear and pinion.
4. Worn teeth on ring gear and/or
pinion.4. Replace ring gear and pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out. Replace
components as necessary.
8. Loose differential bearing cap bolts. 8. Inspect differential components and
replace as necessary. Ensure that the
bearing caps are torqued tot he proper
specification.
9. Housing not machined properly. 9. Replace housing.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the wheels and tires.
(3) Remove the brake calipers and rotors. Refer to
Group 5, Brakes, for proper procedures.(4) Remove ABS wheel speed sensors, if equipped.
Refer to Group 5, Brakes, for proper procedures.
(5) Disconnect the axle vent hose.
(6) Disconnect vacuum hose and electrical connec-
tor at disconnect housing.
(7) Remove the front propeller shaft.
3 - 16 FRONT AXLE - 216FBIBR/BE
FRONT AXLE - 216FBI (Continued)

(8) Disconnect the stabilizer bar links at the axle
brackets.
(9) Disconnect the shock absorbers from axle
brackets.
(10) Disconnect the track bar from the axle
bracket.
(11) Disconnect the tie rod and drag link from the
steering knuckles.
(12) Position the axle with a suitable lifting device
under the axle assembly.
(13) Secure axle to lifting device.
(14) Mark suspension alignment cams for installa-
tion reference.
(15) Disconnect the upper and lower suspension
arms from the axle bracket.
(16) Lower the axle. The coil springs will drop
with the axle.
(17) Remove the coil springs from the axle bracket.
INSTALLATION
CAUTION: Suspension components with rubber
bushings should be tightened with the weight of the
vehicle on the suspension, at normal height. If
springs are not at their normal ride position, vehicle
ride comfort could be affected and premature bush-
ing wear may occur. Rubber bushings must never
be lubricated.
(1) Support the axle on a suitable lifting device.
(2) Secure axle to lifting device.
(3) Position the axle under the vehicle.
(4) Install the springs, retainer clip and bolts.
(5) Raise the axle and align it with the spring
pads.
(6) Position the upper and lower suspension arms
in the axle brackets. Install bolts, nuts and align the
suspension alignment cams to the reference marks.
Do not tighten at this time.
(7) Connect the track bar to the axle bracket and
install the bolt. Do not tighten at this time.
(8) Install the shock absorber and tighten bolts to
121 N´m (89 ft. lbs.) torque.
(9) Install the stabilizer bar link to the axle
bracket. Tighten the nut to 37 N´m (27 ft. lbs.)
torque.
(10) Install the drag link and tie rod to the steer-
ing knuckles and tighten the nuts to 88 N´m (65 ft.
lbs.) torque.
(11) Install the ABS wheel speed sensors, if
equipped. Refer to group 5, Brakes, for proper proce-
dures.
(12) Install the brake calipers and rotors. Refer to
Group 5, Brakes, for proper procedures.
(13) Connect the vent hose to the tube fitting.
(14) Connect vacuum hose and electrical connector
to disconnect housing.(15) Install front propeller shaft.
(16) Check and add differential lubricant, if neces-
sary. Refer to Lubricant Specifications in this section
for lubricant requirements.
(17) Install the wheel and tire assemblies.
(18) Remove the supports and lower the vehicle.
(19) Tighten the upper suspension arm nuts at
axle to 121 N´m (89 ft. lbs.) torque. Tighten the
upper suspension arm nuts at frame to 84 N´m (62 ft.
lbs.) torque.
(20) Tighten the lower suspension arm nuts at
axle to 84 N´m (62 ft. lbs.) torque. Tighten the lower
suspension arm nuts at frame to 119 N´m (88 ft. lbs.)
torque.
(21) Tighten the track bar bolt at the axle bracket
to 176 N´m (130 ft. lbs.) torque.
(22) Check the front wheel alignment.
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched into the face of each gear (Fig.
4). A plus (+) number, minus (±) number or zero (0) is
etched into the face of the pinion gear. This number
is the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
etched with a (0). The standard setting from the cen-
ter line of the ring gear to the back face of the pinion
is 109.5 mm (4.312 in.). The standard depth provides
the best gear tooth contact pattern. Refer to Back-
lash and Contact Pattern in this section for addi-
tional information.
Compensation for pinion depth variance is
achieved with a select shim/oil baffle. The shims are
placed between the rear pinion bearing and the pin-
ion gear head (Fig. 5).
Fig. 4 Pinion Gear ID Numbers
1 - PRODUCTION NUMBERS
2 - PINION GEAR DEPTH VARIANCE
3 - GEAR MATCHING NUMBER
BR/BEFRONT AXLE - 216FBI 3 - 17
FRONT AXLE - 216FBI (Continued)