Diagnosis Technicain - Manual Transaxle Drive Train

Description Description

FF FR
The drive train transmits the power of
Front Front
Transaxle Engine Drive shaft
the engine to the wheels.
It is broadly divided into the following
classifications:
Axle shaft Engine
1. FF (Front engine-Front wheel drive
vehicle)
Wheel and tire
The drive force from the engine is
Transmission
Differential transmitted via the transaxle differen-
tial to the left and right drive shafts,
Propeller
shaft wheels, and tires.
2. FR (Front engine-Rear wheel drive
vehicle)
Wheel
and tire The drive force from the engine is
transmitted from the transmission
and then via the propeller shaft and
: Power Transmission Path Differential Drive shaft/ differential to the right and left drive
Axle shaft
shaft (or axle shaft), axle shaft,
wheels, and tires.
HINT:
The drive shaft and axle shaft combi-
nation is also called the drive shaft.
(1/1)

Differential Construction
The differential further increase the
from Engine
torque transmitted via the transmission
and distributes the drive force to the left
and right drive shafts.
In addition, this is also a differential gear
Final gears that generates the difference in the rota-
from tional speed between the inner wheel
Engine
and outer wheel during cornering, and
allows the smooth driving on curves.
1. Final gears
Final gears
The final gears reduce the rotation
from the transaxle (transmission) to
increase the torque.
The FR vehicle final gears increase
Differential gears Differential gears
the torque while changing its direc-
tion.
FF vehicles FR vehicles
2. Differential gears
The differential gears create two dif-
ferent wheel turning speeds when
the vehicle is driving on curves.
(1/5)

©2003 TOYOTA MOTOR CORPORATION. All right reserved.

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Diagnosis Technicain - Manual Transaxle Drive Train

1. FF vehicle differential
The differential used in FF vehicles
Pinion gear with transversely-mounted engines is
integrated with the transmission.
Side gear
The differential assembly is mounted
Output shaft
in between the transmission case
Spline and the transaxle case.
A helical gear is used for the ring
Adjusting shim
gear. This gear is integrated with the
differential case and is mounted on
Transaxle case Differential case Ring gear the transaxle via two side bearings.
The drive shaft meshes with the
Differential assembly
splines inside the side gear.
Ring gear There are ordinarily two pinion gears,
Side bearing but in differentials for high-power
Adjusting shim Side bearing outer race engines, four pinion gears are often
Side bearing outer race Adjusting shim used.
Transmission case

Drive pinion gear

Output shaft

(2/5)

2. FR vehicle differential
Adjusting nut
The final gear and the differential
Drive pinion
Ring gear w/diff. case
gear in an actual product are assem-
Adjusting washer Rear axle shaft Drive pinion bled as a unit, as shown, and
Companion
flange
Differential
carrier Differential
Side bearing cap
installed directly in the differential
pinion
Oil seal carrier, which is further fitted to the
rear axle housing, body, or frame.
The universal joint of the propeller
shaft is fixed to the companion
Rear axle
housing
Adjusting nut flange, and rotates the drive pinion
Tapered roller Diff. carrier
bearings
Collapsible spacer
through the companion flange.
Ring gear
Side bearing Bearing The drive pinion is fitted to the differ-
Side gear
Oil seal ential carrier by two tapered roller
Differential case Companion flange bearings. The ring gear and the dif-
Off - set
ferential case are integrally fitted to
the differential carrier via two side
bearings.
The drive pinion and the ring gear
are hypoid gears for which the shaft
extensions are mutually offset, so
special hypoid gear oil must be used
to lubricate them.
Hypoid gear The side gear and the rear axle shaft
are fitted to each other via splines.
(3/5)

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Diagnosis Technicain - Manual Transaxle Drive Train

3. Adjustment
(2) Front outer race Rear outer race
Spacer Rear bearing
Collapsible
(1) Side bearing preload adjustment
Front
Shim
inner race
spacer A taper roller bearing is used in the
Front bearing
side bearing, so preload adjustment
Drive is required.
pinion
Nut (2) Drive pinion preload adjustment
The preload of the drive pinion bear-
ings is normally adjusted by chang-
Front bearing Rear bearing ing the distance of the front and rear
Rear inner race inner races while the outer races are
fixed to the differential carrier. This
(3) (4)
can also be achieved by changing
Adjusting nut
the total thickness of shims used, or
Drive pinion Rear axle shaft
applying pressure to the collapsible
Adjusting washer Differential
pinion spacer (by tightening the nut) in
order to alter its length.
(3) Hypoid gear backlash adjustment
The backlash adjustment performs to
Ring gear
adjust the clearance of the contact
Side gear
surface between the drive pinion and
Side bearing ring gear.
Differential case
When the backlash is large, the dif-
ferential case is adjusted toward to
the drive pinion, and when the back-
lash is small, it is adjusted away from
the drive pinion. The adjustment nut
is used to make the adjustment.
(4) Hypoid gear tooth contact adjust-
ment
The hypoid gear tooth contact is
adjusted by offsetting the drive pinion
and ring gear use the adjusting
washer.
(4/5)

SERVICE HINT:
1. Side bearing preload
The thrust load is received from the ring gear, so if the preload adjustment is poor, the side bearing taper roller
will wear causing unstable rotation.
To prevent this, the preload adjustment using the adjusting shim or adjusting nut is required.
2. Drive pinion preload (FR)
The thrust load is received from the ring gear, so if the preload adjustment is poor, the taper roller bearings on
both ends of the drive pinion will wear causing unstable rotation.
To prevent this, the preload adjustment using the adjusting shim or collapsible spacer is required.
3. Hypoid gear backlash (FR)
The ring gear generates a thrust load, which is received by the drive pinion, so if the backlash adjustment is
poor, an excessive force will be applied, causing damage to the teeth of both gears and seizing.
It is required to adjust the adjusting nut or adjusting shim, and adjust the backlash.
4. Hypoid gear tooth contact (FR)
The ring gear generates a thrust load, which is received by the drive pinion, so if the tooth contact adjustment is
poor, an excessive force will be applied, causing damage to the teeth of both gears and seizing or noise to occur
be generated.
Not only the backlash, but also the mutual tooth contact must be adjusted with the adjusting washer.
(5/5)

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Diagnosis Technicain - Manual Transaxle Drive Train

Operation
B (Rotational Operation of the differential portion
speed) A (Rotational speed) 1. When driving straight
Pinion gear Ring gear When driving straight, an even resis-
A
tance is applied to both the right and
B side gear
left wheels, so the ring gear, pinion
B gear, and side gear rotate as a single
unit so that the drive force is trans-
b (Resistance) a (Resistance) A side gear mitted to both wheels.
Straight line

a = b, A = B Ring gear rotational speed = Side gear rotational speed 2. When driving on a curve
A side gear torque = B side gear torque
When driving on a curve, the rota-
tional speed is different between the
Operation of the differential portion
B (Rotational A (Rotational outer tire and inner tire.
speed) speed)
A In other words, inside the differential
Rotation
the inner B side gear turns slowly
and the pinion gear rotates so that
B the outer A side gear rotates faster.
This is how the differential allows the
Rotation
vehicle to drive smoothly through
Resistance curves.
Curving
A : Outside
A>B
A side gear rotational speed > Ring gear rotational HINT:
B : Inside speed > B side gear rotational speed
A side gear torque = B side gear torque The operation of the differential
works to apply the same torque to
both the right and left wheels.
So while this has the advantage of
making driving through curves
smooth, it has the disadvantage of
reducing the drive force to both
wheels when the drive force is
reduced to one wheel.
(1/1)

Limited Slip Differential LSD (Limited Slip Differential)

The LSD is a mechanism that limits the
differential when one of the wheels
begins to slip and generates an appro-
Outer plate
priate drive force in the other wheel to
Spacer ring
Ring gear allow the vehicle to drive smoothly.
Silicon oil
Inner plate
There are various kinds of LSD.
Pinion gear LH side gear
1. Viscous coupling LSD
Pinion gear
Viscous
coupling
RH side gear
Drive shaft
A viscous coupling is a kind of fluid
clutch which transmits torque by
means of the viscous resistance to
Differential case oil. It uses this viscous resistance to
limit differential slip.
Inner housing
LH side gear RH side gear The viscous-coupling LSD is used as
Outer housing Oil seal
the differential limiting mechanism in
the center differential of 4WD vehi-
cles, and some viscous coupling
LSDs are used in FF and FR model
differentials.
(1/4)

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Diagnosis Technicain - Manual Transaxle Drive Train

2. Helical gear type torque-sensing

LSD
Planet gear
Differential case
The limited slip is accomplished pri-
Thrust washer Right side gear marily by the friction that is gener-
Right ated between the planet gear's tooth
side
gear tips and the differential case's inner
wall, and the friction that is generated
between the side gear end face and
Left side gear
the thrust washer.
Left side gear
The principle of limited slip enables
Thrust washer the resultant reaction force F1 (which
Differential case
Planet gear is created by the meshing reaction of
the planet gear and the side gear
Planet gear
and the meshing reaction of the
F1 Differential case planet gears themselves) to push the
planet gear in the direction of the dif-
ferential case in proportion to the
input torque.
Due to the reaction force F1, the fric-
tion force µF1 (which is generated
Reaction force
between the tooth tip of the planet
gear and inner wall of the differential
Right side gear Left side gear
case) acts in the direction to stop the
planet gear's rotation.
(2/4)

3. Torque-sensing LSD
The differential limiting force is gen-
erated by both the tooth flank friction
between the side gears and worm
wheels and the thrust friction
between the differential case, thrust
washers and side gears.
In this type of torque-sensing LSD,
the differential limiting force changes
Diff.case
greatly and vary rapidly in accor-
Thrust needle End thrust dance with the torque applied to it.
roller bearing washers
Accordingly if the accelerator pedal is
released during cornering, the differ-
ential operates smoothly just like a
Side gear shaft normal differential.
Worm wheel Side gear (worm gear) However, in cases where higher
Element gear
Spur gear torque is applied, more differential
limiting force is delivered.
(3/4)

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Diagnosis Technicain - Manual Transaxle Drive Train

4. Multiple-disc type
A barrel-shaped compression spring is fitted between
the left and right side gears to keep the thrust washers
pressed up against the clutch plate via the retainers
and side gears.
Therefore, the friction generated between the clutch
plate and thrust washer limits the differential.
HINT:
The special LSD oil is used for multiple-disc type
LSDs.

Differential case RH

Thrust washers Compression spring

Side
gear
Spider

Clutch plates Differential case LH

Differential pinion Retainer

thrust washer
Differential pinion

(4/4)

Drive Shaft/Axle Shaft Description

The drive shaft/axle shaft transmits the
1
drive force to the wheel.
1. Drive shaft (Independent suspen-
sion type)
They must have a mechanism which
absorbs changes in the length of the
drive shafts accompanying the up
Differential Drive shaft
and down movements of the wheels.
2
In the case of FF vehicles, since the
same wheels are used for steering
and for driving, they must be capable
of maintaining the same operating
angle while the front wheels are
being steered, and they must rotate
the wheels at uniform speeds.

Axle housing Differential Axle shaft

2. Axle shaft (Rigid suspension type)
The right and left wheels are con-
nected to the axle shaft.
The axle housing supports the weight
of the vehicle while also holding the
differential in its center.
(1/1)

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Diagnosis Technicain - Manual Transaxle Drive Train

Construction and Operation

1 Drive shaft
1. Constant velocity joints
Inner race
The constant velocity joints prevent a rotation differ-
ence from occurring between the drive shaft and
driven shaft no matter what the angle of the joint.
These joints are mainly used in the drive shafts of
vehicles with independent suspensions.
There are various kinds of different types of constant
velocity joints.
Steel ball
(1) Rzeppa (Birfield) joint
The inner race fits into the bowl-shaped outer race,
Ball cage
Outer race
with six steel balls held by a ball cage between them.
The construction of this system is simple and its trans-
mission capacity is great.
This type of joint is used on the drive shaft tire side.
P
(2) Principle of constant velocity joint (Rzeppa joint)
O
A special curvature is provided on the ball seat in such
a way that intersecting point (O) of the centerlines of
P the drive and driven shafts are always on the line con-
necting the center (P) of each steel ball. As a result,
Driven shaft
the angular velocity (speed of rotation through an
Drive shaft angle) of the drive shaft is always identical to that of
the driven shaft.

(1/3)

2. Tripod joint
2 Trunnion shaft
In this joint, there is a tripod with three trunnion shafts
on the same plane. Three rollers are fitted on these
Tulip
trunnions, and fitted to each of the rollers are three
tulips with grooves which are parallel to each other.
The construction of this system is simple and it is inex-
Drive shaft
pensive. Generally, this type of joint can move in the
axial direction.
This type of joint is used on the drive shaft differential
side.

Roller
Tripod

3. Double-offset constant velocity

3 Outer race
The construction of this type of joint closely resembles
that of the Rzeppa (Birfield) type, but it can slide in the
Ball cage axial direction. The outer and inner surfaces of the ball
cage are offset axially from each other.
Outer race
Ball cage
Ball
Inner race
Inner race

Shaft

Ball Shaft
(2/3)

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Diagnosis Technicain - Manual Transaxle Drive Train

4. Cross-groove constant velocity

4
This is a small, light-weight joint in which the ball
grooves of the outer race and those of the inner race
are set at angles to each other.
These are two types, one which slides axially, and one
which dose not.
SERVICE HINT:
• If there is a crack in dust boots of the constant veloc-
ity joint, the grease will deteriorate and flow out,
which will cause abnormal sounds and make it
impossible to drive.
• Since there are various types of boot clamps that
hold the drive shaft boots, refer to the Repair Manual
Cover Outer race Ball Cover Outer race
and handle them correctly.
• The type and amount of grease used inside the drive
shaft boots varies depending on the model, so refer
to the Repair Manual.

Gasket Cage Inner race Inner race

(3/3)

Drive Shaft/Axle Shaft Drive Shaft Length

In the FF vehicles, differences in the
Joint angle 1 Joint angle 2 length of the left and right drive shafts
can also causes the steering wheel to
jerk to one side or the vehicle to veer
during quick starts or sudden accelera-
1> 2 tion. This phenomenon is known as
"torque steer".

For this reason, some models use an

intermediate shaft in combination with
right and left drive shafts of the same
length to prevent torque steer from
occurring.

Intermediate shaft

(1/1)

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Diagnosis Technicain - Manual Transaxle Drive Train

Propeller Shaft Description

The propeller shaft (on FR vehicles and
4WD vehicles) transmits power from the
transaxle/transmission to the differential.
The propeller shaft can move up and
down in response to the road conditions
and absorb the change of length by the
spline.

The propeller shaft is installed at a posi-

tion that makes the differential lower
than the transaxle/transmission, so it is
sloped.

For these reasons, the propeller shaft is

designed in such a way that it transmits
power smoothly from the transaxle/
transmission to the differential without
being affected by such changes.

(1/1)

Construction and Operation

(1)
1. Propeller shaft
Universal joint Universal joint The propeller shaft is a lightweight
hollow carbon steel tube which is
strong against enough to resist twist-
ing and bending.
The propeller shaft is normally a sin-
gle piece tube having two joints at
Sleeve yoke Balance weight Flange yoke both ends that form universal joints.
Since there is little vibration at high
speed, the three-joint type propeller
(2) shaft is used more often today.

Intermediate shaft Rubber vibration insulators

(1) Two-joint type
The overall length of each segment
Universal joint Universal joint Universal joint
of the two-joint type propeller shaft is
relatively great. This means that,
when the propeller shaft is rotating at
a high speed, the shaft tends to bend
slightly and vibrate more because of
Balance weight Balance weight
the residual imbalance.
Sleeve yoke Center bearing Propeller shaft Flange yoke
(2) Three-joint type
The length per shaft of the two-piece,
three-joint type propeller shaft is
shorter and bending due to imbal-
ance is therefore less. Vibration at
high speeds is also reduced for the
same reason.
(1/5)

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Diagnosis Technicain - Manual Transaxle Drive Train

(3) Center bearing

(3)
The center bearing supports the two
Match parts of the propeller shaft in the mid-
marks
dle, and is installed via a flange to
Rubber bushing
the splines located at the end of the
Center bearing intermediate shaft. The center bear-
Splines ing itself, consists of the rubber bush-
ing that covers the bearing which, in
turn, supports the propeller shafts,
and is fitted to the body by a bracket.
Because of the fact that the propeller
Propeller shaft
Match shaft is separated into two sections,
Intermediate shaft marks
vibration in the propeller shaft is
Center bearing bracket
absorbed by the rubber bushing to
prevent vibration from reaching the
vehicle body. As a result, vibration
and noise from the propeller shaft in
high speed ranges are reduced to an
absolute minimum.
HINT:
Before disassembling the center
bearing, match marks must be made
on the flange yoke and intermediate
shaft to ensure accuracy when the
flange yoke is assembled after ser-
vicing.
If parts are assembled without refer-
ence to the match marks, vibration
and/or noise may result when the
vehicle is driven.
(2/5)

2. Universal joint
The purpose of the universal joint is
to absorb the angular changes
Yoke
brought about by changes in relative
Spider
Spider
Yoke positions of the differential in relation
to the transmission, and in this way
to smoothly transmit power from the
transmission to the differential.
Snap ring (1) Hooke's joint
Hooke's joints are commonly used
Bearing cup Bearing cup
Yoke Yoke
because of their simple construction
Sleeve (slip joint) Sleeve (slip joint) and functional accuracy. One of the
two yokes is welded to the propeller
Solid bearing cup type (can be disassembled) Shell bearing cup type (cannot be disassembled)
shaft, and the other yoke forms an
integral part of a joint flange or a
sleeve (slip joint).
In order to prevent the bearing cup
from flying off when the propeller
shaft is turning at high speed, either
a snap ring or a lock plate is used to
fasten the bearing cup in the solid
bearing cup type.
The shell bearing cup type cannot be
disassembled.
(3/5)

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Diagnosis Technicain - Manual Transaxle Drive Train

<1> Change in angular velocity of

One rotational cycle
Hooke's joint
Drive shaft A
of propeller shaft The figure left illustrates the
changes in the speed of driven
r1 r2 shaft B, which forms an angle of 30
a = 30¡
° in relationship to drive shaft A,
Driven shaft B
r1< r2 when drive shaft A is rotated at a
constant speed.
driven shaf t to speed
Ratio (%) of speed of

120
110
When drive shaft A (transmission
output shaft) of the Hooke's joint
of drive shaf t

100
90 rotates once, driven shaft B (pro-
80
0¡ 90¡ 180¡ 270¡ 360¡
peller shaft) also rotates once.
The turning radius of the joint is the
Speed of drive shaft A Speed of driven shaft B largest (r2) when the spider is per-
(Transmission output shaft)
pendicular to the drive shaft (rotary
angles 90 °, 270 °). It is somewhat
Parallel smaller (r1) when the spider is not
Rear universal perpendicular to the drive shaft (0
joint
°, 180 ° or 360 °).
Synthesis
Front universal Front universal joint
Since the peripheral velocity of the
joint joint yoke of the driven shaft
changes with every rotation
Rear universal joint
through 90 °, there is generated a
change in the angular velocity in
relation to the drive shaft. This
change in the angular velocity
becomes larger when angle (a)
between drive shaft A and driven
shaft B is larger.
Variations in the angular velocity
are cancelled out by universal
joints located at the drive end (tran-
saxle/transmission side) and the
driven end (differential side) of the
Hooke's joint. Moreover, the drive
and driven shafts are positioned in
parallel to each other to prevent
variations in the rotating speed and
torque.
(4/5)

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Diagnosis Technicain - Manual Transaxle Drive Train

(2) Flexible joint

The straighter the centerline connecting the transmis-
sion, propeller shaft, and differential, the less vibration
Adjusting nut
and noise that will occur. Therefore, in some of the lat-
Flexible joint Hooke’s joint Flexible joint est FR passenger cars, a zero angle propeller shaft is
A used. Such a propeller shaft also has flexible joints to
Transmission Differential
ensure less vibration and noise.
A
Shaft length
HINT:
adjusting
mechanism Flexible coupling When removing and installing the propeller shaft:
Center bearing • Since there is a shaft length adjusting mechanism,
the adjusting nut should be loosened first before
removing the propeller shaft.
• The bolts (A) inserted in the propeller shaft compan-
ion flange should not be removed.
• Be careful not to apply undue force to the flexible
couplings when handling the propeller shaft, and
make sure the transmission, propeller shaft, and dif-
ferential are always straight when removing and rein-
stalling the propeller shaft.
• After installation, be sure to check the joint angles.
(3) Constant velocity joint
A constant velocity joints transmits torque more
smoothly than a Hooke's joint, but is more expensive.
(5/5)

Axle Description
The axle supports the wheels. There-
fore, the axle varies in design according
to the type of suspension and power
train (FF, FR, 4WD, etc.).
Axle shaft The axle shaft supports the wheel and
Drive shaft
transmits the drive torque from the drive
shaft.
HINT:
The drive shaft and axle shaft combi-
nation is also called the drive shaft.

Axle

(1/1)

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Diagnosis Technicain - Manual Transaxle Drive Train

1. Type using angular ball bearings

(1) (2)
Centerline
Direction
(1) Front axle with drive shaft
of load
Hub bolt
Hub bolt The drive shafts that take their place
respond to the up-and-down, and the
Bearing case left-and-right, movements of the
Lock nut
Angular ball Axle shaft vehicle while at the same time trans-
bearing
Angular ball mitting the drive power from the dif-
bearing
Axle shaft ferential directly to the wheels.
Lock nut Lock nut
Most modern vehicles use angular
Disc rotor
ball bearings or unit type double-row
Brake drum tapered bearings as axle bearings.
Resin seat Ball joint
(3) (4)
(2) Rear axle without drive shaft
Double-row angular
ball bearing The rear axle of FF vehicles is used
Double-row angular only to bear the load.
ball bearing
Axle hub
Most modern vehicles also use angu-
lar ball bearings as axle bearings, as
in the front axle.
Steering
knuckle Lock nut (3) Front axle without drive shaft
Axle hub
The front axles in FR vehicles are
Drive shaft used only to support vehicle weight,
Axle hub nut Disc rotor Disc rotor and are a part of the steering system.
Rear axle carrier
Angular ball bearings are used in the
latest passenger cars.
(4) Rear axle with drive shaft
In independent suspension, there is
no axle housing, and the differential
is mounted to directly the body. The
drive shaft transmits the drive power
from the differential to the wheels.
HINT:
When installing the angular ball bear-
ing, tighten it to the specified torque.
Preload adjustment is unnecessary.
(1/2)

2. Type using Tapered roller bearings

2- (1) 2- (2)
(1) Front axle without drive shaft
Brake drum
Lock nut With the steering knuckle as the axis,
Rear axle shaft
the load bearing on the front wheels
Lock nut is transmitted to the suspension.
Steering Each wheel is fitted to its steering
knuckle
knuckle via two tapered roller bear-
ings.
(2) Rear axle without drive shaft
Tapered roller The bearing is inserted onto the axle
bearing
Tapered roller
Rear axle beam shaft via the brake drum, and it sup-
bearings
ports the axle shaft.
3
HINT:
Radial ball The preload adjustment must be per-
bearing
formed for the tapered roller bearing.
3. Type using Radial ball bearings
(1) Rear axle (FR vehicle)
The rear axle of a FR vehicle not only
Axle shaft
supports the load bearing on the rear
wheels but also transmits the driving
power from the engine to the wheels.
(2/2)

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Diagnosis Technicain - Manual Transaxle Drive Train

Exercise

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Diagnosis Technicain - Manual Transaxle Drive Train
Question- 1
The following statements pertain to the components parts of the drive train. Mark each of the statements True or
False.
.

No. Question True or False Correct Answers

The differential operates so that the rotation speed of the left and
1 True False
right drive wheels is the same when the vehicle cornering.

The drive shaft has a mechanism for absorbing the change in the
2 True False
shaft length that accompanies the up/down moment of the wheels.

In the FR or 4WD vehicle, the propeller shaft transmits the power

3 True False
from the transaxle/transmission to the differential.

4 The axle shaft supports the differential. True False

Question- 2
The following illustration shows the components parts of the differential. From the word group, select the words that
correspond to 1 to 4.
.

3 4

a) Drive pinion gear b) Ring gear c) Pinion gear d) Differential case e) Side gear f) Adjusting shim

Answer: 1. 2. 3. 4.

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Diagnosis Technicain - Manual Transaxle Drive Train
Question- 3
The following statements pertain to the FR or 4WD vehicle differential adjustments. Select the statement that is
True.

1. Because the angular ball type bearings are used for the side bearings, pre-load adjustment is not neces-
sary.

2. The drive pinion requires pre-load adjustment using adjusting shims or collapsible spacers.

3. When the backlash of the hypoid gear is large, adjust by moving the differential case away from the drive
pinion.

4. If the tooth contact adjustment of the hypoid gear is poor, adjust by off-setting the positions of the side
gear and pinion gear.

Question- 4
The following illustrations show the types of constant velocity joints. From the following word group, select the
words that correspond to 1 to 4.

1. 2.

3. 4.

a) Rzeppa (Birfield) joint b) Tripod joint c) Double off-set constant velocity joint
d) Cross-groove constant velocity joint

Answer: 1. 2. 3. 4.

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Diagnosis Technicain - Manual Transaxle Drive Train
Question- 5
The following illustrations show the types of bearings used in axles. From the word group, select the appropriate
bearing that corresponds to 1 to 4.

1. 2.

3. 4.

a) Angular ball bearing b) Taper roller bearing c) Radial ball bearing d) Roller bearing

Answer: 1. 2. 3. 4.

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