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XJ
DIFFERENTIAL AND DRIVELINE
3-1
DIFFERENTIAL AND DRIVELINE
CONTENTS
page
page
194 RBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
8 1/4 REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . 83
PROPELLER SHAFTS . . . . . . . . . . . . . . . . . . . . . . 1
TUBE AND 181 FBI AXLE . . . . . . . . . . . . . . . . . . 15
PROPELLER SHAFTS
INDEX
page
GENERAL INFORMATION
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . .
PROPELLER SHAFT JOINT ANGLE . . . . . . . .
PROPELLER SHAFT JOINTS . . . . . . . . . . . . .
PROPELLER SHAFTS . . . . . . . . . . . . . . . . . .
DIAGNOSIS AND TESTING
RUNOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . .
UNBALANCE . . . . . . . . . . . . . . . . . . . . . . . . .
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . .
SERVICE PROCEDURES
DRIVELINE ANGLE MEASUREMENT
PREPARATION . . . . . . . . . . . . . . . . . . . . . .
PROPELLER SHAFT ANGLE MEASUREMENT
REMOVAL AND INSTALLATION
FRONT PROPELLER SHAFT . . . . . . . . . . . . .
page
REAR PROPELLER SHAFT . . . . . . . . . . . . . . . . . 8
DISASSEMBLY AND ASSEMBLY
DOUBLE CARDAN JOINT . . . . . . . . . . . . . . . . . 10
SINGLE CARDAN UNIVERSAL JOINT . . . . . . . . . 8
CLEANING AND INSPECTION
PROPELLER SHAFT . . . . . . . . . . . . . . . . . . . . . 13
ADJUSTMENTS
ADJUSTMENT AT AXLE WITH LEAF SPRINGS . 14
FRONT AXLE ANGLE ADJUSTMENT . . . . . . . . . 14
SPECIFICATIONS
PROPELLER SHAFTS AND U–JOINTS . . . . . . . . 14
SPECIAL TOOLS
PROPELLER SHAFT . . . . . . . . . . . . . . . . . . . . . 14
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GENERAL INFORMATION
PROPELLER SHAFTS
The propeller shaft (Fig. 1) transmits power from
one point to another in a smooth and continuous
action. The shaft is designed to send torque through
an angle from the transmission (transfer case on
4WD vehicles) to the axle.
The propeller shaft must operate through con-
stantly changing relative angles between the trans-
mission and axle. It must also be capable of changing
length while transmitting torque. The axle rides sus-
pended by springs in a floating motion. This means
the propeller shaft must be able to contract, expand
and change operating angles when going over various
road surfaces. This is accomplished through univer-
sal joints, which permit the propeller shaft to operate
at different angles. The slip joints (or yokes) permit
contraction or expansion.
Tubular propeller shafts are balanced by the man-
ufacturer with weights spot welded to the tube.
The propeller shaft is designed and built with the
yoke lugs in line with each other. This is called phas-
ing. This design produces the smoothest running con-
dition. An out of phase shaft can cause a vibration.
Before undercoating a vehicle, the propeller
shaft and the U-joints should be covered. This
will prevent the undercoating from causing an
unbalanced condition.
CAUTION: Use exact replacement parts for attach-
ing the propeller shafts. This will ensure safe oper-
ation. The specified torque must always be applied
when tightening the fasteners.
LUBRICATION
The slip yoke on the front propeller shaft is
equipped with a lubrication fitting. Use a multi-pur-
3-2
DIFFERENTIAL AND DRIVELINE
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GENERAL INFORMATION (Continued)
Fig. 1 Front & Rear Propeller Shafts—4WD
pose NLGI Grade 2 EP lubricant. The factory
installed universal joints are lubricated for the life of
the vehicle and do not need lubrication. All universal
joints should be inspected for leakage and damage
each time the vehicle is serviced. If seal leakage or
damage exists, the universal joint should be replaced.
Refer to Group 0, Lubrication and Maintenance, for
additional information.
•
Angles that are equal or opposite within 1
degree of each other.
•
Have a 3 degree maximum operating angle.
•
Have at least a 1/2 degree continuous operating
(propeller shaft) angle.
Engine speed (rpm) is the main factor in determin-
ing the maximum allowable operating angle. As a
guide to the maximum normal operating angles refer
to (Fig. 2).
PROPELLER SHAFT JOINT ANGLE
When two shafts come together at a common joint,
the bend that is formed is called the operating angle.
The larger the angle, the larger the amount of angu-
lar acceleration and deceleration of the joint. This
speeding up and slowing down of the joint must be
cancelled to produce a smooth power flow. This is
done through the phasing of a propeller shaft and
ensuring that the proper propeller shaft joint work-
ing angles are maintained.
A propeller shaft is properly phased when the yoke
ends are in the same plane, or in line. A twisted
shaft will make the yokes out of phase and cause a
noticeable vibration.
When taking propeller shaft joint angle measure-
ments, or checking the phasing, of two piece shafts,
consider each shaft separately.
Ideally the driveline system should have;
Fig. 2 Maximum Angles And Engine Speed
PROPELLER SHAFT JOINTS
Two different types of propeller shaft joints are
used:
•
Single cardan universal joint (Fig. 3)
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GENERAL INFORMATION (Continued)
•
Double cardan (CV) universal joint (Fig. 4)
None of the universal joints are servicible. If one
becomes worn or damaged, the complete universal
joint assembly must be replaced.
DIFFERENTIAL AND DRIVELINE
3-3
DIAGNOSIS AND TESTING
VIBRATION
Tires that are out-of-round, or wheels that are
unbalanced, will cause a low frequency vibration.
Refer to Group 22, Tires and Wheels, for additional
information.
Brake drums that are unbalanced will cause a
harsh, low frequency vibration. Refer to Group 5,
Brakes, for additional information.
Driveline vibration can also result from loose or
damaged engine mounts. Refer to Group 9, Engines,
for additional information.
Propeller shaft vibration increases as the vehicle
speed is increased. A vibration that occurs within a
specific speed range is not usually caused by a pro-
peller shaft being unbalanced. Defective universal
joints, or an incorrect propeller shaft angle, are usu-
ally the cause of such a vibration.
UNBALANCE
NOTE: Removing and re-indexing the propeller
shaft 180° relative to the yoke may eliminate some
vibrations.
Fig. 3 Single Cardan Universal Joint
Fig. 4 Double Cardan (CV) Universal Joint
3-4
DIFFERENTIAL AND DRIVELINE
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DIAGNOSIS AND TESTING (Continued)
DRIVELINE VIBRATION
If propeller shaft is suspected of being unbalanced,
it can be verified with the following procedure:
(1) Raise the vehicle.
(2) Clean all the foreign material from the propel-
ler shaft and the universal joints.
(3) Inspect the propeller shaft for missing balance
weights, broken welds, and bent areas.
If the pro-
peller shaft is bent, it must be replaced.
(4) Inspect the universal joints to ensure that they
are not worn, are properly installed, and are cor-
rectly aligned with the shaft.
(5) Check the universal joint clamp screws torque.
(6) Remove the wheels and tires. Install the wheel
lug nuts to retain the brake drums or rotors.
(7) Mark and number the shaft six inches from the
yoke end at four positions 90° apart.
(8) Run and accelerate the vehicle until vibration
occurs. Note the intensity and speed the vibration
occurred. Stop the engine.
(9) Install a screw clamp at position 1 (Fig. 5).
(10) Start the engine and re-check for vibration. If
there is little or no change in vibration, move the
clamp to one of the other three positions. Repeat the
vibration test.
(11) If there is no difference in vibration at the
other positions, the source of the vibration may not
be propeller shaft.
(12) If the vibration decreased, install a second
clamp (Fig. 6) and repeat the test.
Fig. 5 Clamp Screw At Position 1
(13) If the additional clamp causes an additional
vibration, separate the clamps (1/4 inch above and
below the mark). Repeat the vibration test (Fig. 7).
(14) Increase distance between the clamp screws
and repeat the test until the amount of vibration is
at the lowest level. Bend the slack end of the clamps
so the screws will not loosen.
(15) If the vibration remains unacceptable, apply
the same steps to the front end of the propeller shaft.
(16) Install the wheel and tires. Lower the vehicle.
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DIAGNOSIS AND TESTING (Continued)
DIFFERENTIAL AND DRIVELINE
3-5
(7) If the propeller shaft runout is not within spec-
ifications, verify that the runout of the transmission/
transfer case and axle are within specifications.
Correct as necessary and re-measure propeller shaft
runout.
(8) Replace the propeller shaft if the runout still
exceeds the limits.
RUNOUT SPECIFICATIONS
Front of Shaft
Center of Shaft
Rear of Shaft
0.020 in. (0.50 mm)
0.025 in. (0.63 mm)
0.020 in. (0.50 mm)
Fig. 6 Two Clamp Screws At The Same Position
Measure front/rear runout approximately 3 inches (76
mm) from the weld seam at each end of the shaft
tube for tube lengths over 30 inches. For tube lengths
under 30 inches, the maximum allowed runout is
0.020 in. (0.50 mm) for the full length of the tube.
SERVICE PROCEDURES
DRIVELINE ANGLE MEASUREMENT
PREPARATION
Before measuring universal joint angles, the fol-
lowing must be done;
•
Inflate all tires to correct pressure.
•
Check the angles in the same loaded or
unloaded condition as when the vibration occurred.
Propeller shaft angles change according to the
amount of load in the vehicle.
•
Check the condition of all suspension compo-
nents and verify all fasteners are torqued to specifi-
cations.
•
Check the condition of the engine and transmis-
sion mounts and verify all fasteners are torqued to
specifications.
Fig. 7 Clamp Screws Separated
RUNOUT
(1) Remove dirt, rust, paint, and undercoating
from the propeller shaft surface where the dial indi-
cator will contact the shaft.
(2) The dial indicator must be installed perpendic-
ular to the shaft surface.
(3) Measure runout at the center and ends of the
shaft sufficiently far away from weld areas to ensure
that the effects of the weld process will not enter into
the measurements.
(4) Refer to Runout Specifications chart.
(5) If the propeller shaft runout is out of specifica-
tion, remove the propeller shaft, index the shaft 180°,
and re-install the propeller shaft. Measure shaft
runout again.
(6) If the propeller shaft runout is now within
specifications, mark the shaft and yokes for proper
orientation.
PROPELLER SHAFT ANGLE MEASUREMENT
To accurately check driveline alignment, raise and
support the vehicle at the axles as level as possible.
Allow the wheels and propeller shaft to turn. Remove
any external bearing snap rings (if equipped) from
universal joint so that the inclinometer base sits flat.
(1) Rotate the shaft until transmission/transfer
case output yoke bearing cap is facing downward.
Always make measurements from front to
rear.
(2) Place Inclinometer on yoke bearing cap (A) par-
allel to the shaft (Fig. 8). Center bubble in sight glass
and record measurement.

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