7DEOH RI &RQWHQWV A3 DRIVELINES
A3 Drivelines
Troubleshooting ...... 11 Function...... 15 Blue Bird Corporation assumes sole Servicing...... 16 responsibility for ensuring that the Shaft Support Bearing Assemblies ...... 16 information provided herein is accurate to Servicing the Driveshaft ...... 16 the best of our knowledge at the time of Removal (Full Round End Yoke Style) ...... 17 Removal (Half Round End Yoke Style)...... 18 printing. In keeping with its policy of Removal (Flange Yoke Style) ...... 18 continual product improvement, Blue Bird Disassembly...... 19 reserves the right to change product Reassembly ...... 20 information without notice and without Installation in Vehicle...... 22 incurring obligation. Some information Double-Cardan Constant Velocity Type Joint (Light Duty) ...... 29 contained in this section has been re- Straightening and Balancing...... 34 published from the following publications: Straightening and Balancing The Driveshaft (All Types)...... 34 Dana Corporation Spicer® Universal Joint Angles and Phasing (All Types)...... 35 Division, Spicer® Universal Joints and Field Problem Analysis (All Types) ...... 41 Driveshafts Service Manual, 1000 through 1880 Series, Light, Medium and Heavy Safety Duty Vehicles, © Dana Corporation, Form Safety is always first foremost. #3264. WARNINGS and Cautions Diesel Progress Engines and Drives, A You must adhere to the WARNINGS and Primer on Torsional Vibration, by Carl Cautions to work safely. The WARNINGS Stahl, February 1991. and Cautions listed in this manual are Contents emphasized at point of use. Drivelines...... 1 Contents...... 1 Safety...... 1 Warnings and Cautions ...... 1 Inspection and Lubrication...... 3 These should be required prior to Inspecting and Lubricating the Driveshaft...... 3 performing the maintenance step following Lubrication Procedure for U-Joints...... 5 the WARNING or Caution to prevent Specifications ...... 7 personal injury or equipment damage. Light and Meduium Duty Applications...... 8 Double-Cardan Constant Velocity Type Joints. 8 Torsional Vibration Dampers...... 9 Torsional Vibration...... 9
050-1 A3 DRIVELINES
WARNING DO NOT ENGAGE OR DISENGAGE DRIVEN SERIOUS PERSONAL INJURY, EQUIPMENT BY HAND FROM OR EXTENSIVE PROPERTY UNDER THE VEHICLE WHEN DAMAGE CAN RESULT IF THE THE ENGINE IS RUNNING. WARNING INSTRUCTIONS ARE NOT FOLLOWED. INSTALL A SUPPORT STRAP WHEN SERVICING A DRIVESHAFT TO PREVENT Caution PERSONAL INJURY.
A SERIOUS OR FATAL INJURY Minor personal injury can result or CAN OCCUR: a part, an assembly, or the engine can be damaged if the caution IF YOU LACK PROPER instructions are not followed. TRAINING
IF YOU FAIL TO FOLLOW WARNING PROPER PROCEDURES
IF YOU DO NOT USE PROPER TOOLS AND SAFETY EQUIPMENT
IF YOU ASSEMBLE DRIVELINE COMPONENTS IMPROPERLY
IF YOU USE INCOMPATIBLE DRIVELINE COMPONENTS
IF YOU USE WORN-OUT OR DAMAGED DRIVELINE ROTATING SHAFTS CAN BE COMPONENTS DANGEROUS. YOU CAN SNAG CLOTHES, SKIN, HAIR, HANDS, IF YOU USE DRIVELINE ETC. THIS CAN CAUSE COMPONENTS IN A NON- SERIOUS INJURY OR DEATH. APPROVED APPLICATION
DO NOT GO UNDER THE VEHICLE WHEN THE ENGINE IS RUNNING.
DO NOT WORK ON A SHAFT (WITH OR WITHOUT A GUARD) WHEN THE ENGINE IS RUNNING.
050-2 A3 DRIVELINES
replacement is required, check for Inspection and Lubrication manufacturer s recommendation regarding Inspecting and Lubricating the Driveshaft replacement frequency of the end yoke retaining nut. WARNING
ROTATING SHAFTS CAN BE DANGEROUS. YOU CAN SNAG CLOTHES, SKIN, HAIR, HANDS, ETC. THIS CAN CAUSE SERIOUS INJURY OR DEATH.
DO NOT WORK ON A SHAFT (WITH OR WITHOUT A GUARD) WHEN THE ENGINE IS RUNNING. Inspection To keep a vehicle operating smoothly and economically the driveshaft must be carefully inspected at regular intervals. Vibrations and U- joint and shaft support (center) bearing Figure 2: problems are caused by such things as loose end If the end yokes are tight, check for excessive yokes, excessive radial (side to side or up and radial looseness of the transmission output shaft down) looseness, slip spline radial looseness, and axle input and output shafts in their bent shaft tubing, or missing plugs in the slip respective bearings Figure 2. Consult Blue Bird yoke. for acceptable radial looseness limits and method of checking.
Figure 1: Check the output and input end yokes on both the transmission and axle, or axles, for looseness. If loose, disconnect the driveshaft and retorque the end yoke retaining nut Figure 1, to specification found in Table 1. If yoke Figure 3: 050-3 A3 DRIVELINES Check for excessive looseness across the ends of the bearing assemblies and trunnions. This looseness should not exceed .006 inches maximum Figure 3.
Figure 6: If run out readings are required, they should be taken with the driveshaft mounted in the vehicle Figure 6, with the transmission in neutral and Figure 4: the axle shafts pulled, or by jacking rear wheels off the ground and placing axles on jack stands. Check the slip spline for excessive radial This will allow rotating the driveshaft by hand movement. Radial looseness between the slip to check indicator readings. The run out yoke and the tube shaft should not exceed 0.007 readings taken at the various locations should inches Figure 4. not exceed an additional 0.010 T.I.R. over the manufacturer s specified run out.
Figure 7: Figure 5: For an inboard and outboard slip yoke assembly design, check to be sure the plug is not loose or Check the shaft for damaged, bent tubing or missing Figure 7. If it is repair or replace it. missing balance weights Figure 5. Make certain Loose or missing plugs are commonly caused there is no build up of foreign material on the by not enough driveshaft slip movement. shaft, such as undercoat or concrete. If found, it should be removed.
050-4 A3 DRIVELINES Lubrication ROTATING SHAFTS CAN BE Among the most common causes of joint and DANGEROUS. YOU CAN SNAG slip problems is lack of proper lubrication. CLOTHES, SKIN, HAIR, HANDS, Properly sized Spicer U-joints that are ETC. THIS CAN CAUSE SERIOUS adequately relubricated at recommended INJURY OR DEATH. intervals will normally meet or exceed vehicle operation requirements. Relubrication flushes DO NOT WORK ON A SHAFT the joints thus removing abrasive contaminants (WITH OR WITHOUT A GUARD) from the bearings. WHEN THE ENGINE IS RUNNING. Lubricants for Universal Joints DO NOT GO UNDER THE VEHICLE For a normal application, use a good quality WHEN THE ENGINE IS RUNNING. lithium soap base extreme pressure (E.P.) grease meeting the *N.L.G.I. grades 1 or 2 specifications. Grades 3 and 4 are not recommended because of their greater thickness. For a severe application, use a good quality lithium soap base or equivalent E.P. grease having an operating temperature range of +325 to -10 degrees Fahrenheit. In addition, the grease should meet the N.L.G.I. grades 1 or 2 specifications. Consult your local lubricant source for greases that meet these specifications. Initial Lubrication And Relube Cycles Spicer replacement universal joint kits contain only enough grease to provide needle roller bearing protection during storage. It is therefore necessary to completely lubricate each replacement kit prior to assembly into the yokes. Figure 8: Each cross lube reservoir should be fully packed with a recommended grease and each bearing Use the proper lubricant to purge all four seals assembly should also be wiped with the same of each U-joint. This flushes abrasive grease; filling all the cavities between the needle contaminants from each bearing assembly and rollers and applying a liberal grease coating on assures all four are filled Figure 8. Pop the seals. the bottom of each bearing assembly. Too much Spicer seals are made to be popped. grease may cause hydraulic lock-up, making If any seals fail to purge, move the driveshaft installation difficult. After the kits are installed from side to side and then apply gun pressure. into the yokes and prior to placing into service, This allows greater clearance on the thrust end they should be relubed, through the lube fitting, of the bearing assembly that is not purging. On using the same grease. Relube every 10,000 two-zerk kits, try greasing from the opposite miles or 1 month. lube fitting. For light-duty kits, check for a fully seated snap ring or burrs on the snap ring or Lubrication Procedure for U-Joints snap ring groove. (Except Double-Cardan Type Joints) Because of the superior sealing capability of the Spicer Seal design on the 1610, 1710, 1760, WARNING 1810 and 1880 Series, there will occasionally be
050-5 A3 DRIVELINES one or more bearing assembly seals that will not use a good E.P. grease meeting N.L.G.I. Grade purge. 1 or 2 specifications. Relube splines every 10,000 miles or 1month.
Figure 9: Release seal tension by loosening the bolts Figure 10: holding the bearing assembly that doesn t purge Apply grease gun pressure to the lube fitting Figure 9. It may be necessary to loosen the Figure 10 until lubricant appears at the pressure bearing assembly approximately 1/16 inch relief hole in the plug at the slip yoke of the minimum. If loosening it does not cause spline. purging, remove the bearing assembly to determine cause of blockage. Retorque bolts to specification. See Table 1.
WARNING HALF ROUND END YOKE SELF- LOCKING RETAINING BOLTS SHOULD NOT BE REUSED MORE THAN FIVE (5) TIMES. FOLLOW INSTRUCTIONS IMPLICITLY TO PREVENT SERIOUS PERSONAL INJURY OR DEATH FROM LOSS OF DRIVESHAFT FUNCTION. IF IN Figure 11: DOUBT AS TO HOW MANY TIMES BOLTS HAVE BEEN REMOVED, Now cover the pressure relief hole with your REPLACE WITH NEW BOLTS. finger and continue to apply pressure until grease appears at the slip yoke seal Figure 11. Lubrication for Slip Splines The lubricant used for U-joints is satisfactory Caution for slip splines. Glidecote and steel splines both
050-6 A3 DRIVELINES In cold temperatures be sure to drive collect contaminants and cause the the vehicle immediately after spline to wear and/or seize. lubricating. This activates the slip spline and removes the excessive lubricant. Failure to do so could cause the excess lubricant to stiffen in the cold weather and force the plug out. The end of the spline would then be open to
Specifications
Yoke Torque Specifications Full Round End Yoke Series Thread Size Cap Screw Torque 1610 5/16-24 17—24 lb-ft (23—33 N⋅m) 1710 3/8-24 32—42 lb-ft (43—57 N⋅m)
1760 3/8-24 32—42 lb-ft (43—57 N⋅m) 1810 3/8-24 32—42 lb-ft (43—57 N⋅m)
1880 7/16-20 50—66 lb-ft (68—89 N⋅m) Half Round End Yoke Series Thread Size Cap Screw Torque 1610 3/8-24 55—60 lb-ft (68—89 N⋅m)
1710 ½-20 130—135 lb-ft (176—183 N⋅m)
1760 ½-20 130—135 lb-ft (176—183 N⋅m)
1810 ½-20 130—135 lb-ft (176—183 N⋅m) Flange Yoke Series Thread Size Cap Screw Torque 1610 3/8-24 40—48 lb-ft (54—65 N⋅m) 1710 3/8-24 40—48 lb-ft (54—65 N⋅m)
1760 7/16-20 63—75 lb-ft (85—102 N⋅m) 1810 7/16-20 63—75 lb-ft (85—102 N⋅m)
1880 5/8-18 194— 232 lb-ft (263—314 N⋅m)
TABLE 1 - Yoke Torque Specifications
050-7 A3 DRIVELINES Light and Medium Duty Applications Position Bolt Size Torque U-Bolts 5/16-24 14—17 lb-ft (19—23 N⋅m) 3/8-24 20—24 lb-ft (27—33 N⋅m) 7/16-20 32—37 lb-ft (43—50 N⋅m) Bearing Strap ¼-28 13—18 lb-ft (18—24 N⋅m) 5/16-24 25—30 lb-ft (34—41 N⋅m) Flange Bolts 5/16-24 22—26 lb-ft (30—35 N⋅m) 3/8-24 40—48 lb-ft (54—65 N⋅m) 7/16-20 63—75 lb-ft (85—102 N⋅m) ½-20 97—116 lb-ft (132—157 N⋅m)
TABLE 2 – General Torque Specifications
Double-Cardan Constant Velocity Type Joints Series Grade Thread Size Bolt Torque 1210 CV 8 ¼-28 13—18 lb-ft (18—24 N⋅m) 1310/1330 CV 8 5/16-24 22—26 lb-ft (30—35 N⋅m)
TABLE 3 – Double-Cardan Constant Velocity Joint Torque Specifications
050-8 A3 DRIVELINES
inherent problem in all internal combustion Torsional Vibration Dampers engines. Period. Torsional Vibration Figure 12 The problem becomes one of severity and is a function of many factors including engine design, cylinder pressures, firing sequences, etc. There are several orders of vibrations within the operating range. Fortunately, for matters of recognition, in most conventional engine designs such as in-line six-cylinder engines and V-8’s a critical order will excite the driveline, Figure 12: transmission and/or frame and cab at a frequency that is audible to the human ear. Along with noise, one of the most misunderstood areas in vehicle and equipment Destructive torsionals may also be present at design and operation is vibration. A report from frequencies above or below the threshold of a test engineer or an operator that the vehicle in human hearing or are masked by other overall question is a shaker sends shudders through contributions such as exhaust, air intake or other designer engineers and service managers alike. environmental noises. The intent of this then, is to present a simple Torsionals in the audible range give us the primer on vibration, most specifically torsional opportunity, if we learn to recognize their characteristics, to prevent failures of driveline vibration, as well as suggesting some cures components and resolve the problem. for those dreaded shakers. As for inaudible torsionals, without There are two types of vibration encountered by instrumentation, a failure often has to occur designers and operators of engine-powered before we recognize that the cause was a result equipment: linear vibration and torsional of torsional vibration. These types of failure are vibration. generally one of the following: clutch drive Linear vibration is the type we are mostly plate-fatigue or failure of damping springs or familiar with. Linear vibration is caused by an retainers; transmission input shaft worn splines; out-of-balance condition such as in tires and transmission gears-wear on the backside of the wheels that cause a hopping motion. Other teeth ; and universal joints - short service life. causes might be an out-of-balance driveshaft or Fortunately however, most of the time the any other rotating part, as well as an out-of- torsional is audible. round wheel coming in contact with the road. A torsionally excited frame cab or driveline is This type of vibration, though possibly more also transient, that is it will occur in some given intense at some rpms than others, can normally rpm range, but at engine speeds above or below be felt and/or heard throughout the full speed this range no noise will be heard. A common range. Correcting linear vibration usually mobile equipment example would be a noise or involves no more than balancing the offending vibration that comes in say at 1400 rpm, component or correcting the out-of-round continues through 1600 rpm and then disappears condition such as with wheels or tires. at higher rpms. The type of vibration that has and continues to This is an important key in differentiating cause the most misery is torsional vibration. between a linear and a torsional vibration. The One fact of design and operation life that cannot noise generated by this torsional could be from be ignored is that torsional vibrations are an one, or several parts of the vehicle. Drivetrain
050-9 A3 DRIVELINES noise is primarily caused by the separation of tooth, spline or joint separation. When this joints, which can include gear teeth and/or occurs there is multiplication of the static output splines or even U-joints. Noise may also torque of the engine. emanate from the frame, cab, shifter, or any other component attached to the cab or frame. For example, let s say we have an engine rated at 1000 lb. ft. of torque. When resonance It s at this point that vibration can become occurs, the multiplication of this 1000 lb. ft. confusing. We ve said that a torsional has to do could be two to five times greater (or more) with a rotary type of vibration, so it s easy to depending on the degree of separation and other understand why gear sets or other rotating factors. The result is a vibratory torque of 5000 members will produce sound. But cab and lb. ft. or greater, far exceeding the design limits frame members? Isn t that a linear type of of gear teeth, splines and other joints. Once the vibration? separation occurs, the multiplication starts and the clearance increases, causing further What happens is this. Given the fact that most multiplication leading to a catastrophic failure modern engines produce large amounts of or greatly diminished service life of one or more torque, in most applications we no longer have of the driveline components. the luxury of isolating the engine from the frame with soft engine mountings. So, basically we The evolutionary pace of incorporating viscous have rigid mounting of the frame. type driveline dampers has accelerated over the past few years. Some manufacturers of mobile As a result, the torsional vibration generated equipment, as well as a number of fleets have within the engine is rendered into a linear type been designing viscous type dampers into their at the engine mounts. Any frame or component equipment for at least a decade. However, the within the frame or cab that has a natural majority of vehicles in service are not equipped frequency that matches the frequency of the with viscous driveline dampers. torsional being generated by the engine will be excited and will vibrate Figure 13. A very recent development now finds many transmission manufacturers worldwide designing these devices into the transmission itself. Until these designs and final configurations are completed, externally- mounted units are being applied in the driveline. The Transdamper manufactured by Stahl International is one type of maintenance-free viscous type driveline damper. Two versions are manufactured, one mounts by simply sandwiching the dampers between a companion flange and flanged adapters at the output shaft of the transmission. Figure 13: However, most vehicles are equipped with an But remember, even through you could get a end yoke at the output shaft and additional costs similar sensation from a linear vibration excited are incurred in replacing this yoke with a by an out-of-balance or out-of-round condition, companion flanged yokes. Furthermore, some the key to remember is the transient condition; drivelines incorporate a parking brake attached occurring only at certain rpm, then going away. to the transmission output shaft companion flange. In this case it is not possible to mount a The noise or vibration caused by the resonant damper at this location. condition is evidence of destructive vibratory energy. Gear and driveline noise is evidence of
050-10 A3 DRIVELINES Shown in Figure 14, a Transdamper kit amplitude to an applied force having a consisting of a damper, drive tube adapter. frequency equal or nearly equal to its own. mounting cap screws and instructions is a Torsional Vibration: A periodic force in a solution. mechanism (engine or driven component) causing a body (i.e., shaft) to move from one point to another and back in an arc. This force is super-imposed on top of the normal shaft rotation.
Troubleshooting
WARNING
ROTATING SHAFTS CAN BE Figure 14: DANGEROUS. YOU CAN SNAG CLOTHES, SKIN, HAIR, HANDS, ETC. THIS CAN CAUSE SERIOUS INJURY OR DEATH.
DO NOT GO UNDER THE VEHICLE A Glossary of Vibration Definitions WHEN THE ENGINE IS RUNNING.
Amplitude: The extent of the swing or degree Complaints (Vibration) of angle of a vibrating part on each side of a Low gear shudder mean or center position. At certain speeds under full drive or full coast Frequency: (of vibratory motion) The number of vibrations per second. Under light loaded conditions Harmonic Motion: The acceleration of a Causes vibrating part, and the restoring force acting on Secondary couple load reaction at shaft support it, are proportional to its displacement from the bearing mid-point of its path, and directed toward that Improper phasing point. Incompatible driveshaft Hertz (Hz): Used to describe the frequency of the vibration in cycles per second; i.e., 100 Hz Driveshaft weight not compatible with engine- equals 100 cycles per second. transmission mounting Linear Vibration: Vibration in a part or body Driveshaft too long for speed causing it to move from one point to another, Loosen outside diameter fit on slip spline and back, in a straight line. Excessively loose U-joint for speed Natural Frequency: The point at which resonance occurs. Driveshaft out of balance; not straight Order: A quantity representing a number of Unequal U-joint angles events or cycles per revolution of a crankshaft. U-joint angle too large for continuous running Resonance: The property whereby any Worn U-joint vibrating part (system) responds with maximum Inadequate torque on bearing plate cap screws
050-11 A3 DRIVELINES Torsional and/or inertial excitation Causes Corrections End yoke cross hole misalignment Reduce U-joint continuous running angle Excessive angularity Replace U-joint Improper lubrication Install two piece driveshaft with shaft support Excessive U-bolt torque on retaining nuts bearing Excessive continuous running load Use larger diameter tube Continuous operation at high angle/high speed Shim drivetrain components to equalize U-joint Contamination and abrasion angles Worn or damaged seals Straight and balance shaft Excessive torque load (shock loading) for U- Check with transmission or axle manufacturer- joint and driveshaft size replace shaft bearing Corrections Inspect U-joint flex effort for looseness-torque to specification. See Table 2 or Table 3. Use Spicer alignment bar to check for end yoke cross hole misalignment, replace end yoke if Check driveshaft for correct yoke phasing misaligned Check U-joint operating angles with a spirit Complaints (Premature Wear) level protractor or Spicer Anglemaster Low mileage U-joint wear Electronic Driveline Inclinometer, reduce excessive U-joint operating angles Repeat U-joint wear Lubricate according to Spicer specifications End galling of cross trunnion and bearing assembly Replace U-joint kit Needle rollers brinelled into bearing cup and Reduce U-joint continuous running angle cross trunnion Replace with higher capacity U-joint and Broken cross and bearing assemblies Figure 15 driveshaft Check U-joint flex effort-replace joint or yoke if necessary Clean and relubricate U-joint Realign to proper running angle-minimum degree Torque bearing retention bolts to specification Table 2 or Table 3.
Complaints (Slip Spline Wear) Seizure Galling Outside diameter wear at extremities and at 180 Figure 15: degrees
050-12 A3 DRIVELINES Spline shaft or tube broken in torsion Causes Improper lubrication Worn or damaged part Tube size inadequate Excessive torque load for U-joints and driveshaft size Male spline head engagement length too short for application Excessive loose outside diameter fit Figure 16: Slip member working in extreme extended or fully collapsed position Causes Contamination Balance weight located in apex of weld yoke lug area Corrections Balance weight too close to circle weld Lubricate slip spline according to Spicer specifications Improper circle weld Replace with higher capacity U-joint and Bending fatigue due to secondary couple loads driveshaft (use caution here) Driveshaft too long for operating speeds Check U-joint flex effort-replace joint or yoke if Worn or damaged parts necessary Excessive torque load (shock loading) for U- Clean and relubricate according to Spicer joint and driveshaft size specification Improper lubrication of bearings Replace spline-check design for application Shaft support bearing misaligned-interferes with Use Spicer Glidecote slip spline slinger Increase driveshaft assembly length to position Corrections slip spline head towards U-joint Reduce U-joint continuous running angle Check for male slip member with longer spline Replace with higher capacity U-joint and Use larger diameter tube driveshaft (use caution here) Complaints (Shaft and/or Tube) Install two piece driveshaft with shaft support Shaft support bearing wear or fracture bearing Shaft support rubber insulator wear or fracture Use larger diameter tube Figure 16 Normal bearing wear-replace Realign mounting bracket to frame cross member to eliminate interference with slinger
050-13 A3 DRIVELINES
Figure 17: Complaints (Yoke Fracture) Yoke broken in hub Yoke broken at ear tip Figure 17 Causes Mating yoke lug interference at full jounce and rebound Excessive torque load for U-joint and driveshaft size Improper shaft length and slip Bending fatigue due to secondary couple loads Corrections Reduce U-joint continuous running angles Replace with higher capacity U-joint and driveshaft (use caution here) Replace yoke-check design for application Use wide angle yokes Check installed lengths and adjust driveshaft length to provide proper slip conditions
050-14 A3 DRIVELINES Function The basic function of a driveshaft is to transmit power from one point to another in a smooth and continuous action. In automobiles, trucks and construction equipment, the driveshaft is designed to send torque through an angle from the transmission to the axle (or auxiliary transmission). The driveshaft must operate through constantly Figure 20: changing relative angles between the transmission and axle. It must also be capable of changing length while transmitting torque. The axle of a vehicle is not attached directly to the frame, but rides suspended by springs in an irregular, floating motion Figure 18.
Figure 18: This means the driveshaft must be able to contract, expand and change operating angles when going over bumps or depressions. This is accomplished through universal joints, which permit the driveshaft to operate at different angles, and slip joints, which permit contraction or expansion to take place Figure 19, Figure 20.
Figure 19:
050-15 A3 DRIVELINES Full Round End Yoke Design Servicing
Shaft Support Bearing Assemblies Bearing manufacturers do the initial lubrication and all Spicer shaft support (center) bearings are lubed for life. When replacing a shaft support bearing assembly be sure to fill the entire cavity around the bearing with waterproof grease to shield the bearing from water and contaminants Figure 21. Enough grease must be put in to fill the cavity to the extreme edge of the slinger surrounding the bearing. Lubricants must be waterproof. Consult your grease supplier for recommendations. Figure 22: Tools: Figure 22 3/8" Square chisel Ball peen hammer " drive socket wrench Sockets ," 9/16, 5/8" Torque wrench (125 lb./ft.) *Alignment bar/ No Go Wear Gauge Nylon support strap Owatonna tool kit (#7057) (Two-Jaw Puller) Hydraulic floor jack Figure 21: Half Round End Yoke Design NOTE: There are numerous instances where special lubrication is required by vehicle specification by customer request. The lubrication recommendations listed in this manual are what Spicer U-joint engineers suggest. Any alternate lubricants, or lubrication procedures, are the responsibility of the user.
Servicing the Driveshaft Heavy Duty Application Cross and Bearing Kit Replacement Figure 23: Bearing Plate Design Tools: Figure 23 " drive socket wrench 1/2," 9/16, 3/4" sockets Nylon support strap
050-16 A3 DRIVELINES *Alignment bar/ No Go Wear Gauge Removal (Full Round End Yoke Style) Torque wrench (200 lb./ft.) The method of driveshaft removal should be one that assures safety and ease of removal to the *Available only from Dana Corporation-Spicer mechanic without damage to the driveshaft, Service Representatives transmission or axle components Figure 24. Suggested methods include use of a hydraulic jack, nylon strap and the two-jaw puller. (Owatonna tool kit -#7057)
Figure 24: NOTE: Before removal of the Figure 25: driveshaft, mark the slip yoke assembly Bend tabs of lock straps away from bolt heads and tube shaft with a marking stick or with a chisel Figure 25. paint to assure proper alignment when reassembled. This is known as keeping the driveshaft yokes In Phase.
Caution Never heat components above normal operating temperatures when disassembling.
WARNING
ROTATING SHAFTS CAN BE DANGEROUS. YOU CAN SNAG CLOTHES, SKIN, HAIR, HANDS, Figure 26: ETC. THIS CAN CAUSE SERIOUS INJURY OR DEATH. Remove bolts (four) from each bearing assembly connected to the transmission and axle DO NOT WORK ON A SHAFT end yoke Figure 26. (WITH OR WITHOUT A GUARD) WHEN THE ENGINE IS RUNNING.
050-17 A3 DRIVELINES SURE that the arrows or marks on the shaft and slip joint are in line to keep the driveshaft yokes in phase.
Removal (Half Round End Yoke Style)
Figure 27: Release bearing assemblies from the yoke cross holes using the Owatonna tool kit Figure 27.
Figure 29: For half round end yoke disassembly, install a nylon support strap, remove the strap retaining bolts, one end at a time and release the driveshaft Figure 29.
Removal (Flange Yoke Style) Install nylon support strap. Loosen and remove nuts and bolts securing flange yoke to transmission or axle companion flange. Holding driveshaft firmly, tap loose and compress from one end and lower to floor. Figure 28: Repeat at other end. Free the trunnion from the end yoke by tilting the trunnion and collapsing the driveshaft Figure 28. NOTE: If only one end of the driveshaft requires service, disconnect that end, unscrew the slip shaft seal (dustcap) from the slip yoke assembly, and then pull apart or slide off the assembly. When removing the entire driveshaft, disassemble one end at a time, laying the disconnected end on the floor carefully. When reassembling, BE
050-18 A3 DRIVELINES Disassembly
Figure 30: Figure 32:
Place the driveshaft in a bench vise, clamping on the tube adjacent to the cross and bearing assemblies being removed Figure 30.
Caution
Do not distort the tube with excessive grip.
Figure 33: After removing the cross and bearings, both ends, inspect the cross hole surfaces for damage or raised metal. Raised metal can be removed with a rat tail or half round file Figure 32 and Figure 31: emery cloth. Check the yoke lug crossholes with Completely remove the cross and bearings from a No-Go Wear Gauge and then use a Spicer both ends of the driveshaft by disassembling the Alignment Bar to inspect for damage by sliding bearing assemblies from the slip yoke and the through both cross holes Figure 33 tube yoke (and flange yoke where applicable) simultaneously. The alignment bar will identify using the Owatonna tool kit Figure 31. yoke lugs that have taken a set because of excessive torque. The raised metal or distorted lugs can be a cause of premature cross and bearing problems.
050-19 A3 DRIVELINES At this time, clean the cross holes of the yokes Remove the cross and bearings from the box on the transmission and axle and inspect with an and remove all four bearing assemblies Figure alignment bar gauge as described above. 35. If after proper cleaning of the cross holes the Rotate the cross to inspect for presence of the alignment bar will not pass through one way check valve in each lube hole of all simultaneously, the yoke lugs are distorted and four trunnions. Then position the cross into the the yoke or yokes should be replaced. end yoke with its lube fitting in line as near as possible with the slip spline lube fitting. Keep Reassembly the lube fitting on the inboard side.
Figure 36: Apply and anti-seize compound to the outside Figure 34: diameter of four bearing assemblies. Move one Place each end of the driveshaft, less cross and end of the cross to cause a trunnion to project bearing kits, in a bench vise. Check the paint through the cross hole beyond the outer marking placed on the tube and slip yoke machined face of the yoke lug. Place a bearing assembly prior to removing from the vehicle to assembly over the trunnion diameter and align it to the cross hole Figure 36. be sure they are lined up or in phase Figure 34.
Figure 37: Figure 35:
050-20 A3 DRIVELINES Holding the trunnion in alignment with the cross and use the Grade Eight” cap screws that are hole, press bearing assembly flush to face of end furnished with the kit and insert them through yoke by hand Figure 37. the cap screw holes in both the lock strap and bearing assembly. Thread with hand or wrench into tapped holes in yoke. Do not torque down bolts.
Figure 38: If bearing assembly binds in cross hole, tap with ball peen hammer Figure 38 directly in center of bearing assembly plate. Do not tap outer edges of bearing plate.
Caution Figure 40: Move the cross laterally to the opposite side and Exact fit of all driveline components is through the cross hole beyond the machined extremely important. The correct parts surface of the yoke lug. Place a bearing and clean mating surfaces are essential assembly over the cross trunnion and slide it for safe operation and good repair. into the cross hole, seating the plate to the face of the lug Figure 40. Put the lock plate tab in place and thread the bolts with hand or wrench into tapped holes in yoke. NOTE: Projecting the trunnion through a cross hole beyond the machined surface of the lug will provide a surface to help align the bearing assembly with the cross hole. This method should also be followed when assembling driveshaft to yokes of vehicle at transmission and axle or axles. Repeat the process of installation of cross and bearing kit at opposite end of the driveshaft. Make sure to position the cross in the yoke so Figure 39: that the lube fitting is in line with the lube fitting When the bearing assembly is completely at the other end. seated, put the lock plate tab in place Figure 39 For flange yoke applications, install the flange yoke, bearing assemblies and bolts at this time.
050-21 A3 DRIVELINES Caution IF POWER TAKE-OFF AND/OR SHAFT ARE STILL EXPOSED Worn bearing assemblies used with a AFTER INSTALLATION INSTALL A new cross or new bearing assemblies GUARD. used with a worn cross will wear rapidly, making another replacement necessary in a short time. Always Replace the Cross, Four Bearing Assemblies and Bolts as a Unit.
Installation in Vehicle The installation of a driveshaft does not present any unusual mechanical difficulties. Before actual installation the driveshaft should be checked for the following items: Damage or dents on the driveshaft tubing. Figure 41: Splines should slide freely with slight drag from Rotate the transmission end yoke by putting the slip shaft seal. transmission in neutral and the axle end yoke by Cross should flex and be free from excessive jacking up one rear wheel, so the cross holes are bind. A slight drag is the most desirable in a horizontal position Figure 41. condition on a new cross and bearing kit. Excessive looseness is not desirable and will result in an unbalanced driveshaft. Mounting flanges and pilots should be free from burrs, paint and foreign substances which would not allow proper seating at assembly.
WARNING ROTATING SHAFTS CAN BE DANGEROUS. YOU CAN SNAG CLOTHES, SKIN, HAIR, HANDS, ETC. THIS CAN CAUSE SERIOUS INJURY OR DEATH.
DO NOT GO UNDER THE VEHICLE WHEN THE ENGINE IS RUNNING. Figure 42:
IN ORDER TO AVOID BECOMING Tilt the cross trunnions of the driveshaft, both ENTANGLED INSTALL POWER ends, with trunnions pointing toward each other TAKE-OFF AND/OR SHAFT from end to end, one side. Install with the slip BEHIND THE FRAME RAIL, joint nearest the source of power. Use a nylon TANKS, BATTERY BOX, ETC. support strap to aid in handling the driveshaft Figure 42.
050-22 A3 DRIVELINES
Figure 43: Figure 45: Holding the driveshaft firmly, project a trunnion Apply an anti-seize compound to the outside in an outward position between the lugs of diameter of the remaining four bearing either the axle or the transmission end yoke and assemblies. Move one end of the shaft to cause a through a cross hole. Repeat at opposite end trunnion to project through the cross hole Figure 43. The driveshaft is being supported at beyond the outer machined face of the yoke lug. each end by one trunnion surface in a cross hole Place a bearing assembly over the trunnion and the nylon support strap. diameter and align it to the cross hole Figure 45.
Figure 46: Holding the trunnion in alignment with the cross hole, press bearing assembly flush to face of end Figure 44: yoke by hand Figure 46. Tilt a cross trunnion until the opposite side can be inserted through a cross hole. Repeat at opposite end. The driveshaft is now being supported at each end by two trunnion surfaces in the cross holes and the nylon support strap Figure 44.
050-23 A3 DRIVELINES Lubricate the cross and bearing assembly until lube appears at all four seals. If any seal fails to purge, see Lubrication Procedure for U-Joints also, Lubrication for Slip Splines. Torque all eight bolts to specification. See Table 1. Bend lock plate tabs to flat of cap screw heads to lock in place. Repeat at opposite end. Remove nylon support strap.
Half Round End Yoke Style For half round end yokes, place the bearing Figure 47: assemblies on the cross trunnions and seat the If bearing assembly binds in cross hole, tap with bearing cups into the end yoke shoulders. Place ball peen hammer directly in center of bearing straps over the bearing assemblies, thread assembly plate. Do not tap outer edges of special self-locking cap screws into tapped holes bearing plate Figure 47. and torque bolts to specification. See Table 1. Lubricate the cross and bearing assemblies.
WARNING
HALF ROUND SELF-LOCKING RETAINING BOLTS SHOULD NOT BE REUSED MORE THAN FIVE (5) TIMES. FOLLOW INSTRUCTIONS IMPLICITLY TO PREVENT DANGER OF SERIOUS PERSONAL INJURY OR DEATH FROM LOSS OF DRIVESHAFT FUNCTION. IF IN DOUBT AS TO HOW MANY TIMES BOLTS HAVE BEEN REMOVED, REPLACE WITH NEW BOLTS. Figure 48: Slide the shaft to project an opposite trunnion Flange Yoke Style through the cross hole beyond the face of the With nylon support strap in place and holding end yoke. Again, place a bearing assembly over the driveshaft firmly, align the (permanent end) the trunnion, align and place hands on opposite flange pilots of the driveshaft flange yoke and bearing assembly, and press both inward flush axle companion flange with each other. Align to yoke faces. If assembly binds, tap with ball bolt holes and install bolts, lock washers and peen hammer as outlined above. Put the lock nuts to temporarily secure driveshaft to axle. plate tab in place and insert the Grade Eight” Compress the slip assembly to position the cap screws through the holes in the lock plates opposite end of the driveshaft to the and bearing assemblies Figure 48. Thread cap transmission companion flange. Align bolt holes screws into end yokes. Tighten with wrench and install bolts, lock washers, and nuts. Torque until plates are flush against end yoke faces. bolts on both ends to specification. See Table 1.
050-24 A3 DRIVELINES Torque wrench (150 lb./ft.) Ball peen hammer Flange Yoke Sockets-Hex 5/16, , 9/16, 5/8, 3/4 NOTE: 1650 Series Bearing Assemblies Sockets-12 pt. 3/8, " with Locking Flats. Removal When installing new bearing assemblies into cross holes, the locking flat on the bearing assembly must be aligned with WARNING the locking flat in the yoke cross hole. Proper location of locking flats will ROTATING SHAFTS CAN BE assure that the bearing assembly will DANGEROUS. YOU CAN SNAG not rotate. CLOTHES, SKIN, HAIR, HANDS, ETC. THIS CAN CAUSE SERIOUS Light And Medium Duty Application INJURY OR DEATH.
Cross and Bearing Kit Replacement DO NOT WORK ON A SHAFT (WITH OR WITHOUT A GUARD) Inside and Outside Snap Ring WHEN THE ENGINE IS RUNNING. U-Bolt and Bearing Strap Design Procedures for removing the driveshaft from light and medium duty vehicles are nearly the same as for heavy duty applications. One difference is that the cross and bearings vary in the method of attaching to the vehicle Figure 50. Methods of attachment include u-bolt, bearing strap and flange yoke design.
Figure 49:
Tools (1000-1500 Series) Figure 49 Pliers Soft Drift Figure 50: 3/8" Drive socket wrench For heavy driveshafts, support with a nylon support strap. Remove the u-bolts or strap cap Adaptor-3/8" to " screws from the end yoke. Slide the slip yoke Hydraulic floor jack toward the shaft to free the bearings from their seats between the shoulders in the end yokes. Jackstands Care should be taken to avoid dropping the Arbor Press bearing assemblies. Repeat at opposite end.
050-25 A3 DRIVELINES For double flange applications, disassemble as a complete assembly by removing the companion flange bolts. For flange yoke and end yoke combination-type driveshafts, remove as described above for whatever design applies.
Outside Snap Ring Design (Relubable) Disassembly With the shaft removed, the following procedure should be followed:
Figure 53: Set the yoke in the arbor press Figure 53 with a piece of tube stock beneath it. Position the yoke with the lube fitting pointing up to prevent interference during disassembly. Place a solid plug on the upper bearing assembly and press it through to release the lower bearing assembly. If the bearing assembly will not pull out by hand after pressing, tap the base of the lug near the Figure 51: bearing assembly to dislodge it. Using a soft drift, tap the outside of the bearing assembly to loosen snap ring Figure 51. Tap bearing only hard enough to break assembly away from snap ring.
Figure 54: To remove the opposite bearing assembly, turn Figure 52: the yoke over and straighten the cross in the open cross hole. Then carefully press on the end Remove snap ring from yoke Figure 52. Turn of the cross Figure 54 so the remaining bearing joint over and remove opposite snap ring. assembly moves straight out of the bearing cross hole. If the cross or bearing assembly are
050-26 A3 DRIVELINES cocked, the bearing assembly will score the walls of the cross hole and ruin the yoke. Repeat this procedure on the remaining bearing assemblies to remove the cross from the yoke. Reassembly
Figure 57: Move one end of the cross to cause a trunnion to project through the cross hole beyond the outer machined face of the yoke lug Figure 57. Place a bearing assembly over the trunnion diameter Figure 55: and align it to the cross hole. Using an arbor Pack the four grease cavities of the cross with a press, hold the trunnion in alignment with the high quality extreme pressure N.L.G.I. Grade 1 cross hole and place a solid plug on the upper or 2 grease Figure 55. Also pack each bearing bearing assembly. Press the bearing assembly assembly approximately 1/4 full with this into the cross hole enough to install a snap ring. grease.
Figure 58: Figure 56: Install a snap ring Figure 58. Position the cross in the yoke with its lube fitting on the inboard side (toward driveshaft) Figure 56.
050-27 A3 DRIVELINES Apply more grease through the lube fitting until grease appears at all four bearing seals.
Inside Snap Ring Design (Relubable) Disassembly
Figure 59: Repeat steps 3 and 4 to install the opposite bearing assembly. If the joint is stiff, strike the yoke ears with a ball peen hammer Figure 59 to seat the needle bearings. Figure 60: Caution Repeat outside snap ring design disassembly instructions Figure 60. Be sure snap rings are properly seated Reassembly in grooves. Repeat outside snap ring design reassemble Repeat steps 2-5 at the opposite end of the instructions. driveshaft if installing a second kit. Make sure WARNING to keep lube fittings at each end of the driveshaft in line. ROTATING SHAFTS CAN BE Install the reassembled driveshaft in the vehicle. DANGEROUS. YOU CAN SNAG If bearing straps or u-bolts hold the shaft in CLOTHES, SKIN, HAIR, HANDS, vehicle, be certain the bearing assemblies are ETC. THIS CAN CAUSE SERIOUS fully seated between bearing locating shoulders. INJURY OR DEATH. Torque bolts to specification. See Table 2. DO NOT GO UNDER THE VEHICLE WHEN THE ENGINE IS RUNNING. Caution
Self-locking bolts used with bearing IN ORDER TO AVOID BECOMING straps should not be reused more than ENTANGLED INSTALL POWER five (5) times. Follow instructions TAKE-OFF AND/OR SHAFT implicitly to prevent danger of serious BEHIND THE FRAME RAIL, personal injury to death from loss of TANKS, BATTERY BOX, ETC. driveshaft function. If in doubt as to IF POWER TAKE-OFF AND/OR how many times bolts have been SHAFT ARE STILL EXPOSED removed, replace with new bolts. AFTER INSTALLATION, INSTALL A GUARD.
050-28 A3 DRIVELINES Prelube or Lube-For-Life Designs Double-Cardan Constant Velocity Type Joint (Light Duty)
Figure 62: The double-cardan constant velocity (CV) type Figure 61: U-joint Figure 62 is a special design to accommodate necessary installation angles not Some Spicer crosses and bearings are prelube or compatible with single-cardan U-joints. The CV lube-for-life designs and have no lube fittings joint also requires special attention. Neglect is Figure 61. Lubrication is critical and special its main enemy. seals are used to contain the lubricant in the cross/bearings. The CV joints need lubrication and some flush- type fittings require special lube gun fittings, Service instructions are nearly the same for such as a needle nose attachment. The crosses relubable and prelube or lube-for-life design, may or may not have lube fittings. whether it is inside or outside snap ring, u-bolt or bearing strap design. The centering socket and ball is critical to proper function of the CV joint and smooth The difference is that lifetime lubrication is operation. Without lubrication it will wear out, done by Spicer at the time of manufacture and causing vibration and serious damage. relubrication should not be necessary. Rebuilding the CV joint will be necessary. Relubrication of these cross and bearing kits could be necessary as a result of high vehicle Lubrication mileage or severe service off-highway in dirt, The lube fitting for the centering socket in the water, and extreme temperature conditions. cv joint can be difficult to reach and requires a Only a qualified Spicer Service Representative special lube technique. It is necessary to rotate should attempt to relubricate prelube designs. the driveshaft to a position with the flush type Replacement of the cross and bearing kit rather lube fitting in the centering socket up toward the than relubrication is recommended. floor board. The yokes spread or open in this position to allow access with the needle nose tip. It is still an awkward and blind procedure. That explains why neglect is so common. WARNING
ROTATING SHAFTS CAN BE DANGEROUS. YOU CAN SNAG CLOTHES, SKIN, HAIR, HANDS, ETC. THIS CAN CAUSE SERIOUS INJURY OR DEATH.
050-29 A3 DRIVELINES DO NOT WORK ON A SHAFT (WITH OR WITHOUT A GUARD) Spicer Style Repair Kit WHEN THE ENGINE IS RUNNING.
A more positive, less frustrating approach is to disconnect the driveshaft. The lube fitting will come into view but it may be necessary to jack one front wheel and rotate the driveshaft. This can be done to all 4WD vehicles with the double-cardan U-joint.
Figure 64: The Spicer Style double-cardan CV joint has outside snap rings Figure 64. CV joint repairs should be made whenever inspections show any noticeable sign of loose fit, corrosion or loss/lack of lube at U-joint or centering ball. Centering socket/ball repair kits are available from Spicer with installation instructions for replacement. The correct repair kit depends on whether the CV joint is the older or newer type. Figure 63: The advantage of easy access lube fittings for the new style center kit would be lost when The later-design Spicer CV joints Figure 63 installed in an old style U-joint. The centering simplify lubrication by making easy access to kits have a different location for the lube fitting. the lube fittings. Service replacement kits have been modified with a lube fitting in one or more The disassembly and reassembly of both types bearing assemblies to aid lubrication access. is basically the same procedure. It is important Also, an access hole has been provided in the that both styles be reassembled with all lube center yoke for easy lubrication of the centering fittings aligned on the same side. This will make ball. This new design eliminates the need to service lubrication more convenient and reduce disconnect the shaft and puts the fittings in plain the possibility of overlooking lube points. view. Look for signs of U-joint trouble when Disassembly lubricating U-joints: Disconnect u-bolts or bearing straps at the Lube spray from a leaky seal indicates need for single-cardan end yoke position. Disconnect cap U-joint replacement. screws from the CV end yoke or flange bolts from the CV companion flange. This will allow Any looseness or noticeable stop at a U-joint driveshaft removal from the vehicle. in the driveshaft calls for immediate replacement of the U-joint, assuming the snap rings or bolts are already in place or torqued down.
050-30 A3 DRIVELINES
Figure 67: Figure 65: Grasp the protruding bearing assembly by vise Remove all snap rings Figure 65 from the jaws. Tap the tube yoke with a mallet and drift bearing assemblies. to dislodge the bearing assembly from the yoke hole Figure 67.
Figure 66: Figure 68: Press the bearing assembly partially from the outboard side of the center yoke-enough to Flip the assembly and repeat steps 3 and 4 for grasp by vise jaws Figure 66. Do not press the removing the opposite side bearing assembly. bearing assembly completely through. This will then allow removal of the cross centering kit assembly and spring Figure 68. NOTE: Be sure to remove lube fitting if it interferes with bearing assembly Press the remaining bearing assemblies out on press-out. the other cross as described above to complete disassembly. Caution
Tap in the center of the H yoke. Never strike the yokes at the bearing assembly holes because the snap ring
050-31 A3 DRIVELINES grooves may collapse and make reassembly impossible. Reassembly
Figure 71: Press the bearing assembly in place and install a snap ring Figure 71. Figure 69: Fit a cross into the tube yoke Figure 69.
Figure 72: Flip the tube yoke and repeat bearing assembly installation on the opposite trunnion Figure 72. Install a snap ring. Figure 70: Place a bearing assembly in a tube yoke hole and over a trunnion Figure 70. Keep the needle rollers upright in the bearing assembly. A needle roller lying at the bottom of the bearing assembly will prevent proper assembly. NOTE: Be sure to remove the lube fitting if it interferes with bearing assembly press-up.
050-32 A3 DRIVELINES
Figure 73: Figure 75: Fit the center yoke on the remaining two trunnions and press bearing Figure 73 Place two bearing assemblies on the remaining assemblies in place, both sides. Install snap cross (opposite sides) Figure 75. Fit the open rings. trunnions into the center yoke holes and the bearing assemblies into the centering kit assembly. Make sure the lube fitting on the cross is in line with the other two lube fittings.
Figure 74: Next, install the centering kit assembly inside the center yoke making sure the spring in the tube yoke is in place Figure 74. Align the lube fitting on the centering kit assembly with the Figure 76: lube fitting on the installed cross. Press the remaining two bearing assemblies into place and install snap rings Figure 76.
050-33 A3 DRIVELINES Straightening and Balancing
Straightening and Balancing The Driveshaft (All Types) The rebuilding of a driveshaft assembly usually consists of replacing worn cross and bearing assemblies with a new kit. These kits replace the part of a driveshaft most subject to wear in operation. The potential off-center condition present in the cross and bearing assemblies makes it desirable to balance every assembly after installing new cross and bearing kits. When the tubing is bent or twisted or the tube fittings are distorted, it will be necessary to replace the damaged parts. Figure 77: Properly assemble the new components into the Tap the snap rings to allow them to set into the tube and straighten the shaft assembly before grooves Figure 77. A bearing cup from a used tack welding, to be sure the parts are on center U-joint works well for this. Figure 79, Figure 80. This can be done by mounting the complete assembly in the appropriate tooling and straightening until the ends of the tube run concentric within 0.005 T.I.R. Recheck for run out. Run out Versus Ovality
Figure 79:
Figure 78: Check for proper assembly. Flex the CV joint beyond center. It should snap over center in both directions when all needle rollers and components are correctly assembled Figure 78. Reinstall in the vehicle. Figure 80: Torque all bolts and cap screws to specifications. See Table 3. When checking for run out, it is important to distinguish between run out and ovality. Run out Add grease to all three lube fittings. is when the tube is slightly bent but still maintains its circularity throughout the tube.
050-34 A3 DRIVELINES During dynamic balancing, a dial indicator will show run out ONCE per revolution. These runouts should be taken with entire Ovality occurs when the tube is not circular but driveshaft assembly mounted on master tooling oval in shape. During dynamic balancing, a dial which locates on the outboard bearing indicator will display ovality TWICE per assemblies of the U-joint kit (light and medium revolution. Even though a tube may be straight, duty), or the trunnions of the outboard U-joint ovality will make it seem bent. A tube with kit (heavy duty) or on selected flange yokes or ovality may be used up to a 0.010 T.I.R. run out yokes. All flange yokes or yokes should be reading. Beyond this limit the tube must be selected for dynamic balance to eliminate as discarded for driveshaft purposes. much unbalance as possible. During balancing, the driveshaft again should be mounted on the After welding, the entire driveshaft should be same master tooling or selected flanges or straightened to the following limits: yokes. After straightening, balance the entire assembly Heavy Duty to Original Equipment Manufacturer specifications.
Angles and Phasing (all types) Proper driveshaft angles and correct phasing of the yokes are very important in maintaining long life and quiet running shafts. When in phase, the slip yoke lugs (ears) and Figure 81: tube yoke lugs (ears) are in line. Normally, this 0.005 T.I.R. on the neck of the slip tube shaft is the ideal condition and gives the smoothest Figure 81. running shaft. There should be an alignment arrow stamped on the slip yoke and on the tube 0.010 T.I.R. on ends of tubing 3" from welds shaft to assure proper phasing when assembling 0.015 T.I.R. at linear center of the tube these components. If there are no alignment marks, they should be added before disassembly Light and Medium Duty of the shaft to assure proper reassembly.
Figure 82: 0.005 T.I.R. on the neck of the slip tube shaft Figure 82. 0.020 T.I.R. on ends of tubing 3" from welds 0.010 T.I.R. at linear center of the tube 0.020 T.I.R. for full length of tube with 30" or less Figure 83: (T.I.R.-Total Indicator Reading)
050-35 A3 DRIVELINES Phasing is relatively simple on a two-joint The simple one plane angle found in most set...be sure that the slip yoke lugs and the tube installations has all driveline slope confined to yoke lugs are in line Figure 83. Driveshaft one plane; usually the vertical plane Figure 84. angles are a little more complicated. The other type of driveline angle is the The U-joint operating angle is the angle formed compound angle is two planes Figure 85. This is by two yokes connected by a cross and bearing found in driveline designs where offset exists in kit. There are two kinds of U-joint angles. both the vertical and horizontal planes. For detailed information on troubleshooting compound angles, contact your Spicer Service Representative. High angles combined with high R.P.M. is the worst combination, resulting in reduced U-joint life. Too large and unequal U-joint angles can cause vibrations and contribute to U-joint, transmission and differential problems. The improper U-joint angles must be corrected. Ideally, the operating angles on each end of the driveshaft should be equal to or within 1 degree of each other, have a 3 degree maximum operating angel and have at least of a degree continuous operating angle. R.P.M. is the main factor though in determining maximum allowable operating angles. As a guide to maximum normal operating angles, refer to the chart listed.
Figure 84: Driveshaft RPM Max. Normal Operating Angles 5000 3• 15• 4500 3• 40• 4000 4• 15• 3500 5• 0• 3000 5• 50• 2500 7• 0• 2000 8• 40• 1500 11• 30• Tube diameter and normal operating RPM determine maximum allowable tube length. If “critical length” is reached, a three joint driveshaft with center support or a Spicer Graph-Lite driveshaft must be used. Refer to the Spicer “Driveshaft Speed Calculator” Form M3-11 TRNG.
Figure 85: When the transmission output shaft centerline and axle input shaft centerline are parallel, the
050-36 A3 DRIVELINES U-joint operating angle permissible is length of driveshaft divided by five. Example: a short coupled driveshaft with a 15" length would be limited to 3 degrees maximum operating angle. A 30" shaft would be limited to 6 degrees. When the transmission output shaft centerline and axle input shaft centerline intersect midway of the driveshaft, the joint angles are equal. However, due to the change to unequal joint angles during up and down axle movement, this is a more undesirable condition than parallel centerlines. In this case, the maximum-joint Figure 86: operating angle is determined by dividing length of driveshaft by ten. Example: A 30" driveshaft Rotate the wheel by hand until the output yoke with intersecting angles would have a 3 degree on the transmission is vertical, and lower the permissible operating angle. jack. This simplifies measurement later Figure 86. Check driveshaft angles in the same loaded or unloaded condition as when the vibrations or Checking Driveshaft Angles In The Vertical noise occurred. Always try to check driveline Or Horizontal Plane angles in both loaded and unloaded conditions.
WARNING
ROTATING SHAFTS CAN BE DANGEROUS. YOU CAN SNAG CLOTHES, SKIN, HAIR, HANDS, ETC. THIS CAN CAUSE SERIOUS INJURY OR DEATH.
DO NOT WORK ON A SHAFT (WITH OR WITHOUT A GUARD) WHEN THE ENGINE IS RUNNING. Figure 87: Use the following procedure to check driveshaft To determine driveshaft angles, a spirit level angles for proper U-joint operating angles. protractor or Spicer Anglemaster Electronic Inflate all tires to the pressure at which they are Driveline Inclinometer is required Figure 87. On normally operated. Park the vehicle on a surface a protractor, when angles are read from the 0 which is as nearly level as possible both from degree mark (horizontally-on the driveshaft) front-to-rear and from side-to-side. Do not record and use the angle shown. When angles attempt to level the vehicle by jacking up the are read from either of the 90 degree marks front or rear axles. Shift the transmission to (vertically-on the flange) do not record the angle neutral and block the front tires. Jack up a rear shown on the protractor since the 90 degree wheel. marks must be understood to be the same as 0 degrees on the horizontal plane. Thus, if a vertical reading is 85 degrees, the angle being measured is 5 degrees (90-85 = 5 degrees).
050-37 A3 DRIVELINES To use the Spicer Anglemaster Electronic Driveline Inclinometer, simply place the sensor on the component to be measured. A displayed module will show what the angle is and in which direction it slopes. (Available only from Dana Corporation and your Spicer Service Representative.) If using a protractor, all angles should be read within 1/4 degree and they should be measured with the protractor held plumb on a clean flat surface. The Spicer Anglemaster Electronic Driveline Inclinometer is automatically accurate to within 1/10 of 1 degree. Always measure the slope of the drivetrain going from front to rear. A component slopes Figure 89: downward if it is lower at the rear than the front. A component slopes upward when it is higher at Check and record the angle on the main the rear than it is in front. transmission Figure 88. This reading can be taken on the end yoke lug, with the bearing assembly removed or on a flat surface of the main transmission parallel or perpendicular to the output yoke lug plane Figure 89. Record your readings on a sketch.
WARNING
THE SELF-LOCKING BOLTS SHOULD NOT BE REUSED MORE THAN FIVE (5) TIMES. FOLLOW INSTRUCTIONS SIMPLICITY TO PREVENT DANGER OF SERIOUS PERSONAL INJURY OR DEATH FROM LOSS OF DRIVESHAFT FUNCTION. IF IN DOUBT AS TO HOW MANY TIMES BOLTS HAVE Figure 88: BEEN REMOVED, REPLACE WITH NEW BOLTS.
050-38 A3 DRIVELINES
Figure 90: Figure 91: Now check the driveshaft angle between the transmission and axle or forward axle Figure 90. On short tube length driveshafts, check the angle of the driveshaft on either the tube or slip yoke lug with the bearing assembly removed Figure 91. On long tube length driveshafts, measure the angle on the tube at least 3" away from the circle welds or at least 1" away from any balance weights. Be sure to remove any rust, scale or sound deadening compounds from the tube to obtain an accurate measurement.
Figure 92:
050-39 A3 DRIVELINES
joint operating angles in your drawing at this time, just the slope of the components and their direction. To determine U-joint operating angles, simply find the difference in the slopes of the components. When the slopes are in the Same direction on two connected components, Subtract the smaller number from the larger to find the U-joint operating angle. When the slopes are in the Opposite direction on two connected components, Add the measurements to find the U-joint operating angle. Now compare the U-joint operating angles on your drawing to the rules for ideal operating angles mentioned above. Figure 93:
Correcting U-joint Operating Angles
Figure 95: The recommended method for correcting severe U-joint operating angles depends on the vehicle Figure 94: suspension or driveline design. Check the forward axle input yoke angle Figure On vehicles with leaf spring suspension, thin 93 by removing a bearing assembly and wedges Figure 95 called axle shims can be measuring the angle on the yoke lugs or on a flat installed under the leaf springs of single axle surface of the angle housing parallel or vehicles to tilt the axle and correct U-joint perpendicular to the input yoke lug plane Figure operating angles. Wedges are available in a 94. range of sizes to change pinion angles. If applicable, measure the output yoke angle of On vehicles with tandem axles, the torque rods the forward axle, the angle of the tandem can be shimmed. Torque rod shims rotate the driveshaft between the forward axle input yoke axle pinion to change the U-joint operating angle. angle. A longer or shorter torque rod may be With all of the angles recorded, complete a available from the manufacturer if shimming is drawing as shown Figure 92. There are no U- not practical. Some torque rods are adjustable.
050-40 A3 DRIVELINES As a general rule, the addition or removal of a DO NOT WORK ON A SHAFT 1/4" shim from the rear torque arm will change (WITH OR WITHOUT A GUARD) the axle angle approximately 3/4 of a degree. A WHEN THE ENGINE IS RUNNING. 3/4 of a degree change in the pinion angle will change the U-joint operating angle about 1/4 of U-joint problems, as a rule, are of a progressive a degree. nature. They generally accelerate rapidly and result in ruined components. Always take the time to call the vehicle manufacturer if there are unusual U-joint Some recognizable signs of U-joint operating angle problems. For detailed deterioration are: information on troubleshooting three U-joint or Vibration multiple-shaft driveline arrangements, contact U-joint looseness your Spicer Service Representative. U-joint discoloration due to excessive heat buildup What Causes U-Joint Operating Angles To Inability to purge all four trunnion seals Change Suspension changes caused by: An audible noise or squeal from the driveline worn bushings in the spring hangers worn bushings in the torque rods Lubrication-Related Problems The most common reasons for U-joint wear are incorrect airbag height lack of lubrication, inadequate lube quality, revisions in components of the driveline inadequate initial lubrication or failure to stretching or shortening the chassis lubricate properly and often enough. adding an auxiliary transmission or transfer case To avoid lubrication-related problems: in the main driveline Lube all fittings including those that are often worn engine mounts overlooked, out-of-sight, dirt -covered or difficult to reach. Know how some lube fittings appear different Driveshaft Brake from regular chassis lube fittings and require a When a driveshaft brake is used, care must be needle nose attachment for the grease gun. taken to see that the brake drum is properly piloted, runs true and is in balance. Do not overlook slip yoke lubrication Figure 96.
Field Problem Analysis (All Types)
WARNING
ROTATING SHAFTS CAN BE DANGEROUS. YOU CAN SNAG CLOTHES, SKIN, HAIR, HANDS, ETC. THIS CAN CAUSE SERIOUS INJURY OR DEATH.
050-41 A3 DRIVELINES
Figure 98: Figure 96:
Figure 99: Generally, a lubrication problem is one of two Figure 97: types-brinelling or end galling. The grooves Use correct lube technique. New Lube Must made by the needle roller bearings on the Flow From All Four Bearing Seals Figure 97. trunnion of the cross are known as brinelling. Brinelling can also be caused by too much Use correct lubricant. It should be a torque for the capacity or the U-joint used. End recommended type, such as N.L.G.I. Grade 1 or galling is a displacement of metal at the end of 2 with E.P. additives and high temperature the trunnion and can also be related to resistance. angularity problems. Both of the problems can New U-joints must be lubricated when be caused by lack of lubrication. assembled into the driveshaft yokes. Problems which are not a result of lubrication Observe recommended lubrication cycle. See are associated with the installation, angles and chart. speed of the driveshaft. Fractured parts caused by torque Figure 98, fatigue and bending Figure 99 are associated with overload, excessively high U-joint angles and driveshaft lengths exceeding critical speed limitations.
050-42 A3 DRIVELINES Vibration-Related Problems testing the vehicle to operating speed, Vibration is a drive problem that can be either disengaging engine, and checking vibration transverse Figure 100 or torsional. while coasting with engine noises eliminated. Torsional vibration, although similar in effect to transverse vibration, is an entirely different motion. The transverse vibration is a bending movement whereas torsional vibration is a twisting motion Figure 101. The energy to produce torsional vibration can occur from the power impulses of the engine or from improper U-joint angles. This type of vibration is difficult to identify in road testing but certain characteristics so exist. It causes a noticeable sound disturbance and can occasionally transmit mechanical shaking.
Figure 100: Transverse vibration is the result of unbalanced acting on the supporting shafts as the driveshaft rotates. When a part having an out-of-balance , or heavy side, is rotated an unbalanced force is created that increases with the square of the speed. The faster the shaft turns, the greater the unbalance force acting on the shaft. The force produced by this out-of-balance condition tends to bend the supporting members. As the supporting members have a natural frequency of vibration similar to a swinging pendulum, a violent vibration may Figure 101: exist at certain periods when the speed of Torsional vibrations can exist at one or more rotation and natural frequency of supports periods any place in the operating range and coincide. tend to be more severe at lower speeds. Changes Each end of the shaft must be balanced in torque load (part-to-full throttle) usually individually as each support is responsive to and effect the vibration. The nonuniform velocity out-of-balance condition in the portion of the obtained when a U-joint operates at an angle shaft it supports. Out-of-balance affects produces torsional vibration. In a driveline operating conditions only when rotating. having two or more joints in series, it is desirable to have the individual joint angles Transverse vibration caused by a driveshaft out- arranged such that the net result minimizes of-balance will usually emit sound waves that nonuniform velocity characteristics over the you can hear and mechanical shaking that you system. can feel. The force from out-of-balance increases with speed, not torque load. The It is practically impossible to maintain the driveshaft speed is determined by vehicle speed desired joint angles throughout the operating and the vibration is demonstrated best by road range. Therefore, it is necessary to determine some maximum limit of torsional excitation
050-43 A3 DRIVELINES which can be considered as generally acceptable. The amount of torsional excitation which can be accepted without causing excessive disturbance depends upon operating speed and characteristics of supporting structures and other units in the driveline and drivetrain system. Other vibrational problems in a driveshaft could be caused by worn or damaged U-joints. These joints must be constantly maintained according to manufacturer s lubrication specifications.
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