assemblies (left and right) that consist of an inner
and outer constant velocity (CV) joint and a solid
interconnecting shaft (Fig. 1). The right halfshaft is
longer than the left due to transaxle packaging and
powertrain design.

Halfshafts used on both the right and left sides of

the vehicle use a tuned rubber damper weight
mounted to the interconnecting shaft (Fig. 1). The
damper weight applications vary by which side of the
vehicle the halfshaft is located on and the transmis-
sion application of the vehicle. When replacing a
halfshaft, be sure the replacement halfshaft has the
same damper weight as the original.

Both halfshaft assemblies use the same type of

inner and outer joints. The inner joint of both half-
shaft assemblies is a tripod joint, and the outer joint

of both halfshaft assemblies is a Rzeppa joint. Both
tripod joints and Rzeppa joints are true constant
velocity (C/V) joint assemblies. The inner tripod joint
allows for the changes in halfshaft length through
the jounce and rebound travel of the front suspen-
sion.

2.4L Turbo-Equipped Models

Vehicles equipped with the 2.4L Turbo Engine uti-

lize an equal-length halfshaft system. The system
incorporates two halfshaft assemblies (left and right)
that consist of an inner and outer constant velocity
(CV) joint and a solid interconnecting shaft, and an
intermediate shaft/bearing assembly as shown in
(Fig. 2).

Both halfshaft assemblies use the same type of

inner and outer joints. The inner joint of both half-
shaft assemblies is a tripod joint, and the outer joint
of both halfshaft assemblies is a Rzeppa joint. Both
tripod joints and Rzeppa joints are true constant
velocity (C/V) joint assemblies. The inner tripod joint
allows for the changes in halfshaft length through
the jounce and rebound travel of the front suspen-
sion. The outer C/V joint is equipped with a tone

PL/SRT-4

DRIVELINE

3 - 1

wheel used to determine vehicle speed for ABS brake
operation.

The left halfshaft inner tripod joint and the inter-

mediate shaft are both splined into the transaxle side
gears. The left inner tripod joint is retained using a
circlip located on its stub shaft. The intermediate
shaft does not utilize a circlip at the inboard end, as
the support bearing/bracket assembly provides for
shaft retention. The intermediate shaft utilizes a cir-
clip on its outboard end to retain the RH shaft (tri-
pod joint). Both outer C/V joints have a stub shaft
that are splined into the wheel hub and retained by a
hub nut, nut lock, wave washer and cotter pin.

On vehicles equipped with ABS brakes, the outer

C/V joint is equipped with a tone wheel used to
determine vehicle speed for ABS brake operation.

The left halfshaft inner tripod joint and the inter-

mediate shaft are both splined into the transaxle side
gears. The inner tripod joints are retained using a
snap ring located in the stub shaft of the tripod joint.
The outer C/V joint has a stub shaft that is splined
into the wheel hub and retained by a hub nut, nut
lock, wave washer and cotter pin (Fig. 3).

NOTE: This vehicle does not use a rubber–lip bear-
ing seal as on previous front–wheel–drive cars to
prevent contamination of the front wheel bearing.

On these vehicles, the face of the outer C/V joint
fits deeply into the steering knuckle, using a close
outer C/V joint–to–steering knuckle fit. This design
deters direct water splash on bearing seal while
allowing any water that gets in, to run out the bot-
tom of the steering knuckle bearing bore. It is
important to thoroughly clean the outer C/V joint
and the wheel bearing area in the steering knuckle
before it is assembled after servicing.

OPERATION

Halfshaft assemblies are designed to transmit

power from the transaxle to the front wheels, while
allowing for powertrain and suspension flex.

DIAGNOSIS AND TESTING - HALFSHAFT
DIAGNOSIS

VEHICLE INSPECTION

(1) Check for grease in the vicinity of the inboard

tripod joint and outboard C/V joint; this is a sign of
inner or outer joint seal boot or seal boot clamp dam-
age.

NOISE AND/OR VIBRATION IN TURNS

A clicking noise and/or a vibration in turns could

be caused by one of the following conditions:

Fig. 1 Unequal Length Halfshaft System

1 - STUB AXLE

8 - OUTER C/V JOINT

2 - OUTER C/V JOINT

9 - RIGHT HALFSHAFT

3 - OUTER C/V JOINT BOOT

10 - INNER TRIPOD JOINT BOOT

4 - TUNED RUBBER DAMPER WEIGHT

11 - INNER TRIPOD JOINT

5 - INTERCONNECTING SHAFT—RIGHT

12 - INNER TRIPOD JOINT

6 - OUTER C/V JOINT BOOT

13 - INNER TRIPOD JOINT BOOT

7 - STUB AXLE

14 - INTERCONNECTING SHAFT—LEFT

3 - 2

HALF SHAFT

PL/SRT-4

HALF SHAFT (Continued)

(1) Loose hub nut. Using a click-style torque

wrench, torque hub nut to 244 N·m (180 ft. lbs.).

(2) Damaged outer C/V or inner tripod joint seal

boot or seal boot clamps, which is evident by the
presence of grease slung outward from the joint. This
will result in the loss and/or contamination of the

joint grease, resulting in inadequate lubrication of
the joint.

(3) Noise may also be caused by another compo-

nent of the vehicle coming in contact with the half-
shafts.

CLUNKING NOISE DURING ACCELERATION

This noise may be a result of one of the following

conditions:

(1) A torn seal boot on the inner or outer joint of

the halfshaft assembly, which is evident by the pres-
ence of grease slung outward from the joint. This will
result in the loss and/or contamination of the joint
grease, resulting in inadequate lubrication of the
joint.

(2) A loose or missing clamp on the inner or outer

joint of the halfshaft assembly. This may be accom-
panied by the visible loss of grease.

(3) A damaged or worn halfshaft C/V joint. Isolate

the noise to one side of the vehicle. Replace only the
affected side. Replacing both halfshafts is not neces-
sary.

SHUDDER OR VIBRATION DURING ACCELERATION

(1) A worn or damaged halfshaft inner tripod joint.

Isolate the condition to one side of the vehicle.

Fig. 2 Halfshaft and Intermediate Shaft—2.4L Turbo Models

1 - HALFSHAFT - LEFT
2 - HALFSHAFT - RIGHT

3 - SUPPORT BRACKET - INTERMEDIATE SHAFT
4 - INTERMEDIATE SHAFT/BEARING ASSEMBLY

Fig. 3 Driveshaft Retaining Hardware

1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - SPRING WASHER

PL/SRT-4

HALF SHAFT

3 - 3

HALF SHAFT (Continued)

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