SECTION 205-00: Driveline System - General Information

SPECIFICATIONS

General Specifications

Item Specification
Driveshaft runout 1.0 mm (0.040 in)

Material

Item Specification Fill

Capacity
Motorcraft® SAE 80W-90 WSP-M2C197-A 1.4L (2.43
Premium Rear Axle Lubricant pt)
XY-80W90-QL (US);

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CXY-80W90-1L (Canada)
SECTION 205-00: Driveline System - General Information
DIAGNOSIS AND TESTING

Driveline System

Preliminary Inspection

1. Verify the customer concern.

2. Visually inspect for obvious signs of mechanical damage.

Visual Inspection Chart

Mechanical
• U-joints
• CV joints
• Center

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bearings
• Driveshaft
tubes
• Mounting
brackets
• Flanges
• Housing
damage
• Differential
bearings
• Differential
gearsets
• Pinion
bearings

3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before
proceeding to the next step.

4. If the cause is not visually evident, verify the symptom and GO to Symptom Chart .

Driveshaft Center U-Joint and CV Joint Inspection

With the vehicle in NEUTRAL, position it on a hoist. Refer to Section 100-02 . Rotate the driveshaft by hand.
Check for rough operation or seizure of the U-joints or CV joints. Install a new driveshaft if it shows signs of
seizure, excessive wear or incorrect seating. Refer to Section 205-01 .

Driveshaft Center Bearing Inspection

With the vehicle in NEUTRAL, position it on a hoist. Refer to Section 100-02 . Rotate the driveshaft by hand.
If the bearing shows signs of roughness or is noisy, install a new driveshaft assembly. Refer to Section 205-01
.
Symptom Charts - NVH

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices.
Refer to Diagnostic Methods in Section 100-00 for more information about these practices.

Symptom Charts - NVH

NOTE: NVH symptoms should be identified using the diagnostic tools that are available. For a list of these
tools, an explanation of their uses and a glossary of common terms, refer to Section 100-04 . Since it is
possible any one of multiple systems may be the cause of a symptom, it may be necessary to use a process of
elimination type of diagnostic approach to pinpoint the responsible system. If this is not the causal system for
the symptom, refer back to Section 100-04 for the next likely system and continue diagnosis.

ConditionPossible SourcesAction

• Axle howling or whine - front or rear axle

• Axle lubricant low

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• CHECK the lubricant level. FILL the axle to specification.

• Axle housing damage

• INSPECT the axle housing for damage. REPAIR or INSTALL a new axle as necessary. REFER to
Section 205-02 .

• Damaged or worn wheel hub bearings

• CHECK for abnormal wheel hub bearing play or roughness. REFER to Section 204-01 or Section
204-02 .

• Damaged or worn differential ring and pinion

• INSPECT and INSTALL a new ax as necessary. REFER to Section 205-02 .

• Damaged or worn differential side or pinion bearings

• INSPECT and INSTALL a new axle as necessary. REFER to Section 205-02 .

• Driveline clunk - loud clunk when shifting from reverse to drive

• Incorrect axle lubricant level

• CHECK the lubricant level. FILL the axle to specification.

• Excessive backlash in the axle

• CHECK the axle backlash. INSTALL a new axle as necessary. REFER to Section 205-02 .

• Damaged or worn pinion bearings

• INSTALL a new axle as necessary. RER to Section 205-02 .

• Damaged or worn U-joint ot CV joint

• INSPECT the U-joint or CV joint for wear or damage. INSTALL a new driveshaft as necessary.
REFER to Section 205-01 .

• Driveline clunk - occurs as the vehicle starts to move forward following a stop

• Worn driveshaft CV joints or U-joint with excessive play

• INSPECT the CV joints and U-joint for a worn condition. INSTALL a new driveshaft as necessary.
REFER to Section 205-01 .

• Loose rear axle mount

• CHECK the axle for loose bolts. TIGHTEN to specification. REFER to Section 205-02 .

• Driveline clunk (Front Wheel Drive (FWD) vehicles) - occurs during acceleration or from cruise to
coast/deceleration

• Damaged or worn inner CV joint

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• INSPECT the inner CV joint and boot. INSTALL a new CV joint as necessary. REFER to Section
205-04 .

• Clicking, popping or grinding - occurs while the vehicle is turning

• Inadequate or contaminated lubrication in the CV joints

• CHECK the CV boots and joints for wear or damage. INSTALL new components as necessary.
REFER to Section 205-04 .

• Another component contacting the halfshaft

• CHECK the halfshafts and the area around the halfshafts. REPAIR as necessary.

• High pit chattering - noise from the rear axle when the vehicle is turning

• Incorrect or contaminated lubricant

• CHECK the vehicle by driving in tight circles (5 clockwise, 5 counterclockwise). FLUSH and
REFILL with the specified rear axle lubricant and friction modifier as necessary. REFER to Section
205-02 ,

• Damaged or worn differential (differential side gears and pinion gears)

• INSTALL a new axle as necessary. REFER to Section 205-02 for the rear axle.

• Buzz - buzzing noise is the same at cruise or coast/deceleration

• Incorrect driveline angles

• CHECK for correct driveline angles. REPAIR as necessary. REFER to Driveline Angle Measurement
in this section.
• Rumble or boom - noise occurs at coast/deceleration, usually driveshaft speed-related and noticeable over a
wide range of speeds

• Driveshaft is out-of-balance

• CHECK the driveshaft for damage, missing balance weights or undercoating. REFER to Driveshaft
Runout and Balancing in this section.

• U-joint is binding or seized

• ROTATE the driveshaft and CHECK for rough operation or seized U-joint. INSTALL new driveshaft
as necessary. REFER to Section 205-01 .

• Grunting - normally associated with a shudder experienced during acceleration from a complete stop

• Driveshaft CV joint binding

• CLEAN the CV joint and INSTALL a new driveshaft as necessary. REFER to Section 205-01 .

• Loose rear axle mount bolts or suspension fasteners

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• INSPECT the rear suspension and axle. TIGHTEN the fasteners to specification. REFER to Section
205-02 .

• Howl - can occur at various speeds and driving conditions. Affected by acceleration and deceleration

• Incorrect ring and pinion contact, incorrect bearing preload or gear damage

• INSPECT and INSTALL a new axle as necessary. REFER to Section 205-02 .

• Chuckle - heard at coast/deceleration. Also described as a knock

• Incorrect ring and pinion contact or damaged teeth on the coast side of the ring and pinion

• INSPECT and INSTALL a new axle as necessary. REFER to Section 22 .

• Knock - noise occurs at various speeds. Not affected by acceleration or deceleration

• Gear tooth damage to the drive side of the ring and pinion

• INSTALL a new axle as necessary. REFER to Section 205-02 .

• Scraping noise - a continuous low pitched noise starting at low speeds

• Worn or damaged pinion bearings

• INSTALL a new axle as necessary. REFER to Section 205-02 .

• Driveline shudder - occurs during acceleration from a slow speed or stop

• Rear drive axle assembly mispositioned

• CHECK the axle mounts and the rear suspension for damage or wear. REPAIR as necessary. REFER
to Section 205-02 .
• Loose rear axle bolts

• CHECK the rear axle for loose bolts. TIGHTEN the bolts to specification. REFER to Section 205-02 .

• Driveline angles out of specification

• CHECK for correct driveline angles. REFER to Driveline Angle Measurement in this section.

• U-joint binding or seized

• ROTATE the driveshaft and CHECK for rough operation or seized U-joint. INSTALL new driveshaft
as necessary. REFER to Section 205-01 .

• Binding or damaged driveshaft CV joint

• INSPECT the driveshaft CV joint and coupling shaft for wear or damage. INSTALL a new driveshaft
as necessary. REPAIR as necessary. REFER to Section 205-01 .

• Driveline vibration - occurs at cruising speeds

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• Worn U-joint

• CHECK for wear or incorrect seating. INSTALL new driveshaft as necessary. REFER to Section
205-01 .

• Worn or damaged driveshaft center bearing support

• CHECK the insulator for damage or wear. ROTATE the driveshaft and CHECK for rough operation.
INSTALL a new driveshaft as necessary. REFER to Section 205-01 .

• Loose axle pinion flange bolts

• INSPECT the axle pinion flange. TIGHTEN the pinion flange bolts to specification. REFER to
Section 205-01 .

• Excessive axle pinion flange runout

• CARRY OUT a runout check. REPAIR as necessary. REFER to Section 205-02 .

• Driveshaft is out-of-balance

• CHECK the driveshaft for damage, missing balance weights or undercoating. CHECK the driveshaft
balance. CARRY OUT a driveline vibration test. REFER to Driveshaft Runout and Balancing in this
Section.

• Binding or damaged driveshaft CV joint

• INSPECT the driveshaft CV joint for wear or damage. INSTALL a new driveshaft as necessary.
REFER to Section 205-01 .

• Excessive driveshaft runout

• CARRY OUT a runout check. REFER to Driveshaft Runout and Balancing in this section.
 • Driveline angles out of specification

• CHECK for correct driveline angles. REPAIR as necessary. REFER to Driveline Angle Measurement
in this section.

• Incorrectly seated CV joint in the wheel hub

• CHECK the outer CV joint for correct seating into the hub. REPAIR as necessary. REFER to Section
205-04 for the front CV joints or Section 205-05 for the rear CV joints.

Analysis of Leakage

Clean up the leaking area enough to identify the exact source.

A plugged Rear Drive Unit (RDU) housing vent can cause excessive pinion seal lip wear due to internal
pressure buildup.

Verify the RDU lubricant level is at least 3-5 mm (1/8-3/16 in) below the bottom of the fill hole.

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Axle Vent

A plugged vent will cause excessive seal lip wear due to internal pressure buildup. If a leak occurs, check the
vent. If the vent cannot be cleared, install a new vent.

Drive Pinion Seal

Leaks at the drive pinion seal originate from the following causes:

• Damaged seal
• Worn seal journal surface

Any damage to the seal bore (dings, dents, gouges or other imperfections) distorts the seal casing and allows
leakage past the outer edge of the drive pinion seal.

The drive pinion seal can be torn, cut or gouged if it is not installed correctly. The spring that holds the drive
pinion seal against the pinion flange may be knocked out and allow fluid to pass the lip.

Metal chips trapped at the sealing lip can cause oil leaks. These can cause a wear groove on the drive pinion
flange and result in pinion seal wear.

When a seal leak occurs the pinion seal is not a serviceable part. Install a new RDU . Refer to Section 205-02

Drive Pinion Nut and Drive Pinion Flange

The drive pinion nut and flange are not serviceable parts. If a problem occurs with the drive pinion nut or
flange install a new RDU . Refer to Section 205-02

Differential Seals

NOTICE: When installing shafts, do not allow splines to contact seals during installation or damage to
the seals may occur.

Halfshaft pilot bearing housing seals are susceptible to the same types of damage as drive pinion seals if
incorrectly installed. The seal bore must be clean and the lip handled carefully to avoid cutting or tearing it.
The seal journal surface must be free of nicks, gouges and rough surface texture.

For information on differential seals, refer to Section 205-02 .

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SECTION 205-00: Driveline System - General Information
GENERAL PROCEDURES

Driveline Angle Measurement

Special Tool(s)

Anglemaster II Driveline
Inclinometer/Protractor
164-R2402 or equivalent
NOTE: This procedure does not apply to CV joints, flex couplers or double cardan joints that are used in
some driveshafts. This check is for single-cross and roller-style joints found in the driveshafts.

NOTE: Prior to checking driveline angularity, inspect the U-joints for correct operation.

NOTE: An incorrect driveline angle can cause a vibration or shudder. For additional information, refer to
Section 100-04 .

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NOTE: Driveline angularity is the angular relationship between the engine crankshaft, the driveshaft and the
rear axle pinion. Factors determining driveline angularity include ride height, rear spring and engine mounts.

All vehicles

1. Special Tool(s): Anglemaster II Driveline Inclinometer/Protractor 164-R2402.

Carry out the following preliminary setup steps:
• Inspect the U-joints for correct operation.
• Park the vehicle on a level surface such as a drive-on hoist, or back onto a front end
alignment rack.
• Verify the curb position ride height is within specifications with the vehicle unloaded and all
of the tires are inflated to their normal operating pressures.
• Calibrate the Anglemaster II Driveline Inclinometer/Protractor by placing it on a clean, flat
level section of the frame rail and press the ALT-ZERO button.

Vehicles with flat-flanged, split-pin or slip-flanged U-joints

2. NOTE: If equipped, remove the snap ring to allow access to the base of the U-joint cup. Make sure
the Anglemaster II Driveline Inclinometer/Protractor is seated against the U-joint cup.

NOTE: Rotate the driveshaft until the flange U-joint cup is parallel with the floor. This will simplify
taking measurements.

Special Tool(s): Anglemaster II Driveline Inclinometer/Protractor 164-R2402.

Check and record the flange angle as angle A.
 3. Special Tool(s): Anglemaster II Driveline Inclinometer/Protractor 164-R2402.
Measure the slope of the connecting component. Record the measurement of the component angle as
angle B.

Multiple piece driveshafts

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4. NOTE: Repeat this step for each center support bearing on the driveshaft.

NOTE: It is not necessary to remove the U-joint snap ring, if equipped, for these measurements.

Special Tool(s): Anglemaster II Driveline Inclinometer/Protractor 164-R2402.

Measure the slope of the components in front and behind the center support bearing U-joint in the
area indicated. Record the front component as angle A and the rear component as angle B.

All vehicles

5. NOTE: When 2 connected components slope in the same direction, subtract the smallest number
from the larger number to find the U-joint operating angle. When 2 connected components slope in
the opposite direction, add the measurements to find the U-joint operating angle.

Calculate the difference in the slope of the components to determine the U-joint operating angle.

• The U-joint operating angle is the angle formed by 2 yokes connected by a cross and bearing
kit. Ideally, the operating angles on each connection of the driveshaft must:
♦ be equal or within one degree of each other.
♦ have a 3 degree maximum operating angle.
♦ have at least one-half of one degree continuous operating angle.

6. If the angle is not within specifications, repair or adjust to obtain the correct angle. Inspect the engine
mounts, transmission mounts, center support bearing mounting, rear suspension, rear axle, rear axle
mounting or the frame for wear or damage.
SECTION 205-00: Driveline System - General Information
GENERAL PROCEDURES

Driveshaft Runout and Balancing

Special Tool(s)

Dial Indicator Gauge with Holding Fixture

100-002 (TOOL-4201-C) or equivalent

Mastertech® Series MTS 4000 Driveline

Balance and NVH Analyzer (Vetronix)
257-00018 or equivalent

Driveshaft Inspection

NOTE: Driveline vibration exhibits a higher frequency and lower amplitude than high-speed shake. Driveline

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vibration is direcelated to the speed of the vehicle and is noticed at various speeds. Driveline vibration can be
perceived as a tremor in the floorpan or heard as a rumble, hum or boom.

NOTE: Refer to Specifications in this section for all runout specifications.

1. NOTE: Do not make any adjustments before carrying out a road test. Do not change the tire pressure
or the vehicle load.

Carry out a visual inspection of the vehicle. Operate the vehicle and verify the condition by
reproducing it during the road test.

• The concern should be directly related to vehicle road speed, not affected by acceleration or
deceleration or could not be reduced by coasting in NEUTRAL.

2. With the vehicle in NEUTRAL, position it on a hoist. Refer to Section 100-02 .

• The driveshaft should be kept at an angle equal to or close to the curb-weighted position. Use
a twin-post hoist or a frame hoist with jackstands.

3. Visual check. Inspect the driveshaft for damage, undercoating or incorrectly seated U-joints. Rotate
the driveshaft slowly by hand and feel for binding or end play in the U-joint trunnions. Remove the
driveshaft. Refer to Section 205-01 . Inspect the slip yoke splines for any galling, dirt, rust or
incorrect lubrication. Clean the driveshaft or install new U-joints as necessary. Install a new driveshaft
if damaged. After any corrections or new components are installed, recheck for the vibration at the
road test speed.
• If the vibration is gone, test drive the vehicle.
• If the vibration persists or the driveshaft passes visual inspection, measure the driveshaft
runout.
Driveshaft Runout

1. Special Tool(s): Dial Indicator Gauge with Holding Fixture 100-002.

Measure and check for the specified maximum value. Install the Dial Indicator Gauge with Holding
Fixture. Rotate the driveshaft by turning the axle and measure the runout at the front, the center and
the rear of the driveshaft. Multiple piece driveshaft measure each section at the front, center and rear.
• If the runout exceeds 1 mm (0.040 in) at the front or center, install a new driveshaft.
• If the front and center is within 1 mm (0.040 in), but the rear runout is not, index-mark the
rear runout high point and proceed to Step 2.

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• If the runout is within 1 mm (0.040 in) at all points, recheck for vibration at road test speed. If
the vibration persists, balance the driveshaft. Refer to Driveshaft Balancing in this procedure.

2. NOTE: Circular pinion flanges can be turned in 90 degree or one-fourth increments. Half-round
pinion flanges are limited to 2 positions.

Index-mark the driveshaft to the pinion flange. Disconnect the driveshaft and rotate it 180 degrees.
Reconnect the driveshaft. Recheck the runout at the rear of the driveshaft.

• If the runout is still over specification, mark the high point and proceed to Step 3.
• If the runout is within specification, check for the vibration at the road test speed. If the
vibration is still present, balance the driveshaft. Refer to Driveshaft Balancing in this
procedure.

3. Excessive driveshaft runout can originate in the driveshaft itself or from the pinion flange. To find the
source, compare the 2 high points previously determined.
• If the index marks are close together, within 25 mm (1 in), the driveshaft is eccentric. Install a
new driveshaft.
• If the marks are on opposite sides of the driveshaft, 180 degrees apart, the slip yoke or pinion
flange is responsible. Check the pinion flange runout. If the pinion flange runout exceeds
specifications, a bent pinion is indicated.
• If the pinion flange and pinion runouts are within specifications, road test and check for the
vibration at the road test speed. If the vibration persists, balance the driveshaft. Refer to
Driveshaft Balancing in this procedure.
Driveshaft Balancing - Using the Mastertech® Series MTS 4000 Driveline Balance and NVH Analyzer
(Vetronix)

All vehicles

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1. Special Tool(s): Mastertech® Series MTS 4000 Driveline Balance and NVH Analyzer (Vetronix)
257-00018.
Working under the vehicle, install an accelerometer. The accelerometer can be attached and mounted
near either the transmission or differential end of the driveshaft.

2. Clean an area of the driveshaft and install the reflective tape, then install the photo-tachometer sensor.
The sensor should be placed at approximately a 20-degree angle from perpendicular to the surface of
the reflective tape. Make sure the sensor does not get moved during the balance procedure.
1. Reflective tape.
2. Photo-tachometer sensor.

3. Special Tool(s): Mastertech® Series MTS 4000 Driveline Balance and NVH Analyzer (Vetronix)
257-00018.
Run a driveshaft balance test with the driveshaft unmodified.

Vehicles with tapped pinion flanges

4. Marker. Label the tapped holes in the pinion flange numerically, starting at the top hole as 1. Mark the
remaining holes and 4. Label in the direction of rotation.
 5. Special Tool(s): Mastertech® Series MTS 4000 Driveline Balance and NVH Analyzer (Vetronix)
257-00018.
Run a second test with the 12 mm (0.47 in) test weight set screw in the No. 1 hole, previously marked
on the pinion flange.

6. Remove the test weight, then install the weight combination directed by the Mastertech® Series MTS
4000 Driveline Balance and NVH Analyzer (Vetronix).

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Vehicles without tapped pinion flanges

7. Special Tool(s): Mastertech® Series MTS 4000 Driveline Balance and NVH Analyzer (Vetronix)
257-00018.
Run a second test with a test weight. Using a metal band, secure the test weight to the end of the
driveshaft. The weight should be placed at the end of the driveshaft tube, as close to the tube-to-yoke
weld seam as possible. Mark the location of the test weight on the driveshaft, as shown in the figure
below.
1. Test weight.
2. Tube-to-yoke weld seam.
3. Driveshaft pinion flange.
• Select the test weight based on driveshaft size. Larger driveshafts use 10 g (0.353 oz). Smaller
driveshafts use 5 g (0.176 oz).

8. Remove the test weight, then install the recommended weight at the position directed by the
Mastertech® Series MTS 4000 Driveline Balance and NVH Analyzer (Vetronix). Using a metal band
and epoxy, secure the test weight to the driveshaft, as shown in the figure below.
1. Test weight.
2. Measure in this direction.
3. Driveshaft diameter.
4. Directional rotation.
5. Balance weight relative to test weight centerline.
• The results are displayed with respect to the location to where the test weight was placed.
All vehicles

9. Special Tool(s): Mastertech® Series MTS 4000 Driveline Balance and NVH Analyzer (Vetronix)
257-00018.
Run a third test to verify the repair.

Driveshaft Balancing - Hose Clamp Method

1. Install 1 or 2 hose clamps on the driveshaft, near the rear. Position of the hose clamp head(s) can be
determined through trial and error.

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2. Mark the rear of the driveshaft into 4 approximately equal sectors and number the marks 1 through 4.
Install a hose clamp on triveshaft with its head at position No. 1, as shown in the figure below. Check
for vibration at road speed. Recheck with the clamp at each of the other positions to find the position
that shows minimum vibration. If 2 adjacent positions show equal improvement, position the clamp
head between them.

3. If the vibration persists, add a second clamp at the same position and recheck for vibration.

4. If no improvement is noted, rotate the clamps in opposite directions, equal distances from the best
position determined in Step 2. Separate the clamp heads about 13 mm (1/2 in) and recheck for
vibration at the road speed.
 5. Repeat the process with increasing separation until the best combination is found or the vibration is
reduced to an acceptable level.

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Driveshaft Runout and Balancing 2682