Dodge Dakota (R1). Manual - part 215

center section with axle tubes extending from either
side. The tubes are pressed into and welded to the
differential housing to form a one-piece axle housing
(Fig. 1).

The axles have a vent hose to relieve internal pres-

sure caused by lubricant vaporization and internal
expansion.

The axles are equipped with semi-floating axle

shafts, meaning vehicle loads are supported by the
axle shaft and bearings. The axle shafts are retained
by C-locks in the differential side gears.

The removable, stamped steel cover provides a

means for inspection and service without removing
the complete axle from the vehicle.

The axle has a date tag and a gear ratio tag. The

tags are attached to the differential housing by a
cover bolt.

The rear wheel anti-lock (RWAL) brake speed sen-

sor is attached to the top, forward exterior of the dif-
ferential housing. A seal is located between the
sensor and the wire harness connector. The seal must
be in place when the wire connector is connected to
the sensor. The RWAL brake exciter ring is press-fit-

ted onto the differential case against the ring gear
flange.

The differential case is a one-piece design. The dif-

ferential pinion mate shaft is retained with a
threaded pin. Differential bearing preload and ring
gear backlash are set and maintained by threaded
adjusters at the outside of the differential housing.
Pinion bearing preload is set and maintained by the
use of a collapsible spacer.

Axles equipped with a Trac-Lok

y differential are

optional. A Trac-Lok

y differential has a one-piece dif-

ferential case, and the same internal components as
a standard differential, plus two clutch disc packs.

The axle differential cover can be used for identifi-

cation of the axle and (Fig. 2). A ratio tag is attached
to the differential cover.

OPERATION

The axle receives power from the transmission/

transfer case through the rear propeller shaft. The
rear 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 mate and side gears. The side
gears are splined to the axle shafts.

3 - 78

REAR AXLE - 9 1/4

Fig. 1 9 1/4 Axle

REAR AXLE - 9 1/4

3 - 79

REAR AXLE - 9 1/4 (Continued)

DIAGNOSIS AND TESTING - AXLE

GEAR NOISE

Axle gear noise can be caused by insufficient lubri-

cant, incorrect backlash, incorrect pinion depth, 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:

• Check for insufficient lubricant.

• Incorrect ring gear backlash.

• Gear 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-
cle turns. A worn pinion shaft can also cause a snap-
ping or a knocking noise.

1 - HUB
2 - AXLE SHAFT
3 - VENT FITTING
4 - DIFFERENTIAL HOUSING
5 - CUP
6 - FRONT PINION BEARING CONE
7 - NUT
8 - WASHER
9 - COMPANION FLANGE
10 - SEAL
11 - AXLE SHAFT
12 - HUB
13 - STUD
14 - BEARING CUP
15 - REAR PINION BEARING CONE
16 - DIFFERENTIAL BEARING
17 - ADJUSTER
18 - LOCK
19 - BOLT
20 - BEARING CAP
21 - CAP BOLT
22 - BEARING CUP
23 - THRUST WASHER
24 - SIDE GEAR
25 - C-LOCK
26 - DIFFERENTIAL POSITIONS
27 - THRUST WASHER
28 - COVER
29 - PLUG

30 - COVER BOLT
31 - WASHER
32 - CLIP
33 - SIDE GEAR
34 - THRUST WASHER
35 - DIFFERENTIAL BEARING CONE
36 - C-LOCK
37 - BOLT
38 - LOCK
39 - BEARING CUP
40 - ADJUSTER
41 - BEARING CUP
42 - BOLT
43 - PINION MATE SHAFT
44 - EXCITER RING
45 - DIFFERENTIAL CASE
46 - RING GEAR BOLT
47 - RING GEAR
48 - PINION
49 - PINION GEAR DEPTH SHIM
50 - PRELOAD COLLAPSIBLE SPACER
51 - SEAL
52 - AXLE SHAFT BEARING
53 - AXLE SHAFT TUBE
54 - AXLE TUBE
55 - AXLE SHAFT BEARING
56 - SEAL

Fig. 2 Differential Cover

1 - DIFFERENTIAL COVER
2 - RATIO TAG
3 - FILL PLUG

3 - 80

REAR AXLE - 9 1/4

REAR AXLE - 9 1/4 (Continued)

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 differential.
If bearing noise occurs, the rear pinion bearing is the
source of the noise. If the bearing noise is heard dur-
ing a coast, the front pinion bearing is the source.

Worn or damaged differential bearings usually produce

a low pitch noise. Differential bearing noise is similar to
pinion bearing noise. The pitch of differential 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 a:

• Damaged drive shaft.

• Missing drive shaft balance weight(s).

• Worn or out-of-balance wheels.

• Loose wheel lug nuts.

• Worn U-joint(s).

• Loose/broken springs.

• Damaged axle shaft bearing(s).

• Loose pinion gear nut.

• Excessive pinion yoke run out.

• Bent 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 rearend vibra-
tion. Do not overlook engine accessories, brackets
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:

• High engine idle speed.

• Transmission shift operation.

• Loose engine/transmission/transfer case mounts.

• Worn U-joints.

• Loose spring mounts.

• Loose pinion gear nut and yoke.

• Excessive ring gear backlash.

• Excessive 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.

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.

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.

REAR AXLE - 9 1/4

3 - 81

REAR AXLE - 9 1/4 (Continued)

Content .. 213 214 215 216 ..