Chapter 11 Drive Lines, Differentials, Drive Axles, and ...navybmr.com/study material/14264a/14264A_ch11.pdf · 6. Understand basic service and repair of a differential. 7. Understand

Chapter 11

Drive Lines Differentials Drive Axles and Power Train Accessories

Topics 100 Drive Line Assembly

200 Differentials

300 Drive Axles

400 Transfer Cases

500 Power Takeoffs

To hear audio click on the box

Overview An important function of the power train is to transmit the power of the engine to the wheels In a simple situation a set of gears or a chain could perform this task but automotive vehicles usually are not designed for such simple operating conditions In this chapter you will learn the fundamentals of operation and upkeep of the drive lines differentials drive axles and power takeoffs

Objectives When you have completed this chapter you will be able to do the following

1 Identify the components and explain the functions and the maintenance procedures for a drive line assembly differentials drive axles a transfer case and a power takeoff unit

2 Identify the parts and the functions of different types of drive lines 3 Understand the different types of universal and constant velocity joints 4 Identify differential design variations 5 Describe the principles of the limited slip differential 6 Understand basic service and repair of a differential 7 Understand the adjustment of the ring and pinion gears 8 Identify the parts of the rear drive axle and front drive axle 9 Understand the function of the rear axle 10 Compare the different types of axles 11 Understand the procedures for removing and replacing axle bearings and seals 12 Understand the operation of a transfer case 13 Understand basic service operations on a transfer case 14 Understand the operation of a power takeoff unit

NAVEDTRA 14264A 11-1

2010-06-23T150757-0500

23196796

Prerequisites This course map shows all of the chapters in Construction Mechanic Basic The suggested training order begins at the bottom and proceeds up Skill levels increase as you advance on the course map

Automotive Chassis and Body C

Brakes M

Construction Equipment Power Trains

Automotive Clutches Transmissions and Transaxles

Hydraulic and Pneumatic Systems

Automotive Electrical Circuits and Wiring

Basic Automotive Electricity S

Cooling and Lubrication Systems I

Diesel Fuel Systems C

Gasoline Fuel Systems

Construction of an Internal Combustion Engine

Principles of an Internal Combustion Engine

Technical Administration

Features of this Manual This manual has several features which make it easy to use online

bull Figure and table numbers in the text are italicized The figure or table is either next to or below the text that refers to it

bull The first time a glossary term appears in the text it is bold and italicized When your cursor crosses over that word or phrase a popup box displays with the appropriate definition

bull Audio and video clips are included in the text with italicized instructions telling you where to click to activate it

bull Review questions that apply to a section are listed under the Test Your Knowledge banner at the end of the section Select the answer you choose If the answer is correct you will be taken to the next section heading If the answer is

incorrect you will be taken to the area in the chapter where the information is for review When you have completed your review select anywhere in that area to return to the review question Try to answer the question again

bull Review questions are included at the end of this chapter Select the answer you choose If the answer is correct you will be taken to the next question If the answer is incorrect you will be taken to the area in the chapter where the information is for review When you have completed your review select anywhere in that area to return to the review question Try to answer the question again

100 DRIVE LINE ASSEMBLY The drive line assembly has several important functions It must perform the following

bull Send turning power from the transmission to the rear axle assembly

bull Flex and allow up-and-down movement of the rear axle assembly

bull Provide a sliding action to adjust for changes in drive line length

bull Provide a smooth power transfer The assembly provides a path through which power is transmitted from the transmission to the drive axle assemblies or auxiliary equipment Vehicles having a long wheelbase are equipped with a drive shaft that extends from the transmission or transfer case to a center support bearing and a drive shaft that extends from the center support bearing to the rear axle The drive line assembly (Figure 11-1) consists of the following

bull Slip yokemdashconnects the transmission output shaft to the front universal joint

bull Front universal jointmdashthe swivel connection that fastens the slip yoke to the drive shaft

bull Drive shaftmdasha hollow metal tube that transfers turning power from the front universal joint to the rear universal joint

bull Rear universal jointmdasha flex joint that connects the drive shaft to the differential yoke

bull Rear yokemdashholds the rear universal joint and transfers torque to the gears in the rear axle assembly

110 Slip Yoke (Joint) The type of transmission (manual or automatic) determines how the slip joint is connected to the drive shaft On a manual transmission the slip yoke is splined to the drive shaft with the yoke for the universal joint directly behind the transmission or transfer case whereas with the automatic transmission the slip yoke is splined to the output shaft Either way they serve the same purposemdashto provide the necessary telescopic action for the drive shaft As the axle housing moves forward and backward

Figure 11-1 mdash Drive line assembly

the slip joint gives freedom of movement in a horizontal direction and yet is capable of transmitting rotary motion The slip yoke used with an automatic transmission has the outer diameter machined smooth This smooth surface provides a bearing surface for the bushing and rear oil seal in the transmission The transmission rear oil seal rides on the slip yoke and prevents fluid leakage out of the rear of the transmission The seal also keeps dirt out of the transmission and off the slip yoke

120 Drive Shafts The drive shaft also called a propeller shaft is commonly a hollow steel tube with yoke(s) welded on the end The tubular design makes the drive shaft strong and light Most vehicles use a single one-piece drive shaft However many trucks have a two-piece drive shaft This cuts the length of each shaft to avoid drive line vibration Since a drive shaft spins at full engine speed in high gear it must be straight and perfectly balanced If NOT balanced the shaft can vibrate violently To prevent this vibration drive shaft balancing weights are welded to the shaft at the factory Small metal weights are attached to the light side to counteract the heavy side for smooth operation The drive shaft can be either open or enclosed depending on the type of drive used The Hotchkiss drive has an open drive shaft that operates a rear axle assembly mounted on springs (Figure 11-2) The Hotchkiss drive requires that the springs be rigid enough to withstand the twisting action (torque) of the rear axle and the driving and braking forces that the springs transmit to the frame This type of drive is common to the equipment you will encounter in the Navy Another type of drive is a torque tube Torque tubes differ from the Hotchkiss design in that a solid drive shaft is enclosed in a hollow torque tube and rotates within a support bearing to prevent whipping One universal joint is used at the front of the drive shaft and the rear of the drive shaft is attached to the axle drive pinion through a flexible coupler

130 Universal Joints A universal joint also called a U-joint is a flexible coupling between two shafts that permits one shaft to drive another at an angle to it (Figure 11-3) The universal joint

Figure 11-2 mdash Hotchkiss drive assembly

Figure 11-3 mdash Universal joint NAVEDTRA 14264A 11-5

is flexible in a sense that it will permit power to be transmitted while the angle of the other shaft is continually varied A simple universal joint is composed of three fundamental units consisting of a journal (cross) and two yokes The two yokes are set at right angles to each other and their open ends are connected by the journal This construction permits each yoke to pivot on the axis of the journal and also permits the transmission of rotary motion from one yoke to the other As a result the universal joint can transmit power from the engine through the shaft to the rear axle even though the engine is mounted in the frame at a higher level than the rear axle which is constantly moving up and down in relation to the engine A peculiarity of the conventional universal joint is that it causes a driven shaft to rotate at a variable speed in respect to the driving shaft There is a cyclic variation in the form of an acceleration and deceleration of speed Two universal joints are placed in a drive shaft to eliminate the speed fluctuations of the shaft while the shaft is at an angle to the power source The universal joints are placed at a 90-degree angle to each other and one counteracts the action of the other while in motion Three common types of automotive drive shaft universal joints are used on rear-wheel drive vehicles cross and roller ball and trunnion and double-cardan (constant velocity) universal joints

131 Cross and Roller Universal Joint The cross and roller design is the most common type of drive shaft U-joint It consists of four bearing caps four needle roller bearings a cross or journal grease seals and snap rings (Figure 11-4) The bearing caps are held stationary in the drive shaft yokes Roller bearings fit between the caps and the cross to reduce friction The cross is free to rotate inside the caps and yokes Snap rings usually fit into grooves cut in the caps or the yoke bores to secure the bearing caps and bearings There are several other methods of securing the bearing caps in the yokes These are bearing covers U-bolts and bearing caps

132 Ball and Trunnion Universal Joint The ball and trunnion universal joint is a T-shaped shaft that is enclosed in the body of the joint (Figure 11-5) The trunnion ends are each equipped with a ball mounted in needle bearings and move freely in grooves in the outer body of the joint in effect creating a slip joint Compensating springs at each end of the drive shaft hold it in a centered position Variations in length are permitted by the longitudinal movement of the balls in the body grooves Angular displacement is allowed by outward movement of the balls on the trunnion pins This type of universal joint is recognized easily by the flexible dust boot that covers it

Figure 11-4 mdash Cross and roller universal joint

133 Double-Cardan Universal Joint The double-cardan universal joint uses two cross and roller joints in tandem to form a single joint (Figure 11-6) The joints are linked through a centering yoke that works in conjunction with a specially designed spring-loaded centering ball The components are contained within the centering coupling yoke

As the shafts rotate the action of the centering ball and yoke maintains an equally divided drive angle between the connected shafts resulting in a constant drive velocity

140 Constant Velocity (CV) Joints The speed fluctuations caused by the conventional universal joints do not cause much difficulty in the rear-wheel drive shaft where they have to drive through small angles only In front-wheel drives the wheels are cramped up to 30 degrees in steering For this reason velocity fluctuations present a serious problem Conventional universal joints would cause hard steering slippage and tire wear each time the vehicle turns a corner Constant velocity joints eliminate the pulsations because they are designed to be used exclusively to connect the front axle shaft to the driving wheels Basic operation of a CV joint is as follows

bull The outboard CV joint is a fixed joint that transfers rotating power from the axle shaft to the hub assembly

Figure 11-5 mdash Ball and trunnion universal joint

Figure 11-6 mdash Double-cardan universal joint

bull The inboard CV joint is a sliding joint that functions as a slip joint in a drive shaft for rear wheel drive vehicles

The constant velocity joints you will normally encounter are the Rzeppa Bendix-Weiss and tripod types (Figure 11-7)

141 Rzeppa CV Joint The Rzeppa constant velocity (CV) joint is a ball bearing type in which the balls furnish the only points of driving contact between the two halves of the coupling A Rzeppa CV joint consists of a star-shaped inner race several ball bearings bearing cage outer race or housing and a rubber boot The inner race (driving member) is splined to the inner axle shaft The outer race (driven member) is a spherical housing that is an integral part of the outer shaft the balls and ball cage are fitted between the two races The close spherical fit between the three main members supports the inner shaft whenever it is required to slide in the inner race relieving the balls of any duty other than the transmission of power The movement of the balls is controlled by the ball cage The ball cage positions the balls in a plane at right angles to the two shafts when the shafts are in the same line A pilot pin located in the outer shaft moves the pilot and the ball cage by simple leverage in such a manner that the angular movement of the cage and balls is one half of the angular movement of the driven shaft For example when the driven shaft is moved 20 degrees the cage and balls move 10 degrees As a result the balls of the Rzeppa joint are positioned from the top view to bisect the angle formed

142 Tripod Joint A tripod or ball and housing CV joint consists of a spider usually three balls needle bearings outer yoke and boot The inner spider is splined to the axle shaft with the needle bearings and three balls fitting around the spider The yoke then slides over the balls Slots in the yoke allow the balls to slide in and out and also swivel During operation the axle shaft turns the spider and ball assembly The balls transfer power to the outer housing Since the outer housing is connected to the axle stub shaft or hub power is sent through the joint to propel the vehicle

Figure 11-7 mdash Rzeppa CV Joint

150 Center Support Bearings When two or more drive shafts are connected in tandem their alignment is maintained by a rubber bushed center support bearing (Figure 11-8) The center support bearing bolts to the frame or underbody of the vehicle It supports the center of the drive shaft where the two shafts come together

A sealed ball bearing allows the drive shaft to spin freely The outside of the ball bearing is held by a thick rubber doughnut-shaped mount The rubber mount prevents vibration and noise from transferring into the operatorrsquos compartment A bearing similar to the center support bearing is often used with long drive lines containing a single drive shaft This bearing is called a pillow block bearing It is commonly used in drive lines that power auxiliary equipment Its purpose is to provide support for the drive shaft and maintain alignment When used at or near the center of the shaft it reduces the whipping tendency of the shaft at high speed or when under heavy loads The construction of pillow blocks varies The simplest form is used on solid power takeoff drive shafts which is no more than a steel sleeve with a bronze bushing

160 Drive Line Maintenance A drive line is subjected to very high loads and rotating speeds When a vehicle is cruising down the road the drive shaft and universal joints or constant velocity joints may be spinning at full engine rpm They are also sending engine power to either the front or rear axle assemblies This makes drive line maintenance very important The drive shafts must be perfectly straight and the joints must be unworn to function properly If any component allows the drive shafts to wobble severe vibration abnormal noises or even major damage can result

161 Drive Shaft Noises When operating a vehicle to verify a complaint keep in mind that other components could be at fault A worn wheel bearing squeaking spring defective tire transmission or differential troubles could be at fault You must use your knowledge of each system to detect which component is causing the trouble Drive shaft noises are usually caused by worn U-joints slip joint wear or a faulty center support bearing Drive shaft noises and possible causes are as follows

Figure 11-8 mdash Center support bearing

bull Grinding and squeaking from the drive shaft is frequently caused by worn universal joints The joints become dry causing the rollers to wear The unlubricated damaged rollers then produce a grinding or squeaking sound as they operate on the scored cap and cross surfaces

bull A clunking sound when going from acceleration to deceleration or deceleration to acceleration may be caused by slip yoke problems The splines may be worn The yoke transmission extension housing bushing may also be worn This will let the yoke move up and down with changes in drive line torque An excessively worn U-joint or differential problem can also cause a similar noise

bull A whining sound from the drive shaft is sometimes caused by a dry worn center support bearing Since this bearing makes complete revolutions it will make a different sound than a bad universal joint A high pitched more constant whine will usually come from a faulty center support bearing

Any other abnormal sound should be traced using your knowledge of mechanics a stethoscope and the vehiclersquos service manual troubleshooting chart

162 Drive Shaft Inspection To inspect the drive shaft for wear or damage raise the vehicle and place it on jack stands Look for undercoating or mud on the drive shaft Check for missing balance weights cracked welds and other drive shaft problems To check for working U-joints wiggle and rotate each U-joint back and forth Watch the universal joint carefully Try to detect any play between the cross and the yoke If the cross moves inside the yoke the U-joint is worn and needs to be replaced Also wiggle the slip yoke up and down If it moves in the transmission bushing excessively either the yoke or the bushing is worn Inspect the rear yoke bolts for tightness Make sure the rear motor mount is NOT broken Look at any condition that can upset the operation of the drive shaft If after a thorough check of the drive shaft you fail to determine the problem notify the shop supervisor The drive shaft may require detailed measuring (drive shaft run out and drive shaft angle) or may need to have its balance checked

163 Universal Joint Service The universal joints on many automotive vehicles are factory lubricated However construction equipment has universal joints that have lubrication fittings that should be lubricated at regular intervals Service to universal joints that are factory lubricated is limited to replacement when signs of excessive wear are present The universal joints provided with lubrication fittings are lubricated only with a hand operated low-pressure grease gun Use of a high-pressure grease gun will damage the seals resulting in early failure of the universal joint Another area to be concerned with when servicing the universal joints is the slip yoke (joint) Slip yokes may be lubricated from the transmission or through a lubrication fitting

NOTE Always consult the manufacturerrsquos service manual for lubrication intervals and proper lubricants to be used

A worn universal joint is the most common drive line problem causing squeaking grinding clunking or clicking sounds The grease inside the joint can dry out The roller bearings will wear small indentations in the cross When the bearings try to roll over these dents a loud metal-on-metal grinding or chirp sound can result Quite often a worn U-joint is discovered when the transmission is placed in reverse When the vehicle is backed up the roller bearing is forced over the wear indentation against normal rotation When this occurs the rollers will catch on the sharp edges in the worn joint causing even a louder sound The universal joint may require removal and disassembly to enable you to check the condition of the join physically Steps for the removal and disassembly of a U-joint are as follows

1 Raise the vehicle and place it on jack stands 2 Scribe the alignment marks on the differential yoke and universal joint so drive

shaft balance is ensured upon reassembly 3 Unbolt the rear joint from the differential If used also unbolt the center support

bearing Pry the shaft forward and lower the shaft slightly

CAUTION Do NOT allow the full weight of the drive shaft to hang from the slip yoke Support the drive shaft to prevent damage to the extension housing rear bushing and front U-joint

4 Wrap the tape around the caps to prevent them from falling off and spilling the roller bearings

5 Slide the drive shaft out of the transmission If the transmission lubricant begins to leak install a plastic plug into the extension housing

6 Before disassembling the universal joint especially constant velocity joints scribe mark each component The marks will show you how to reassemble the joint

7 Clamp the drive shaft yoke in a vise Do NOT clamp the weaker center section of the drive shaft or it will bend If used remove the snap rings using a screwdriver snap-ring pliers or needle nose pliers

CAUTION Wear safety glasses to protect your eyes in case the snap rings fly out of the universal joint during removal

8 Use two socketsmdashone larger than the bearing cap and one smaller than the bearing cap Place the smaller socket on the bearing cap of the universal joint (Figure 11-9) The larger socket is to be placed over the outside diameter of the bearing cap on the opposite side of the joint

9 With both sockets and the universal inside the vise slowly tighten the Figure 11-9 mdash Universal joint

disassembly NAVEDTRA 14264A 11-11

vise to force the bearing caps out of the yoke Use the same procedure on the remaining bearing caps as required

Normally a universal joint is replaced anytime it is disassembled However if the joint is relatively new you can inspect lubricate and reassemble it During the inspection clean the roller bearings and other parts in solvent Then check the cross and rollers for signs of wear If you find the slightest sign of roughness or wear on any part replace the U-joint Once you have cleaned inspected and found the U-joint to be in a serviceable condition you must reassemble it Steps for reassembling a U-joint are as follows

1 Pack the roller bearings in high-temperature grease A good method of keeping the bearing in place is to fill the bearing cap with grease

2 Position the cross inside the yoke Align your marks Then fit the bearing caps into each end of the yoke

3 Center the cross partially into each cap to keep the roller bearing from falling 4 Place the assembly in a vise Tighten the vise so that the bearing caps are forced

into the yoke

CAUTION If the bearing cap fails to press into place with normal pressure disassemble the joint and check the roller bearings It is easy for a roller bearing to fall and block cap installation If you try to force the cap with excess pressure the universal and drive shaft could be damaged

5 Press the caps fully into position by placing a small socket on one bearing cap Tighten the vise until the cap is pushed in far enough to install the snap ring With one snap ring in place use the socket to force the other cap into position Install its snap ring

6 Repeat this procedure on the other universal joint if needed After assembly check the action of the U-joint Swing it back and forth into various positions The joint should move freely without binding Double check that all snap rings have been installed properly Once the U-joint has been checked and is working properly reinstall the drive shaft back into the vehicle as follows

1 Wipe off the outside slip yoke and place a small amount of grease on the internal splines Align the marks and slide the yoke into the rear of the transmission

2 Push the slip yoke all the way into the extension housing and position the rear U-joint at the differential

3 Pull back on the drive shaft and center the rear universal properly Check your rear alignment marks

4 Install the U-bolts bearing caps or yoke bolts to secure the rear universal joint 5 With the rear universal joint secured lower the vehicle to the ground 6 Test drive the vehicle for proper operation Check for unusual noises vibration

and other abnormalities

164 Constant Velocity Joint Service Constant velocity joint service requires disassembly of the joint Refer to the service manual for the vehicle when servicing a CV joint The manual will give special detailed directions that are required depending on the type of joint Once the CV joint is disassembled obtain a CV joint repair kit (usually includes new joint components grease boot and bootstraps) When the joint is being assembled refer back to the service manual for detailed directions

CAUTION Always use the recommended type of grease on a CV joint The wrong type of grease will cause boot deterioration and joint failure CV joint kits provide the correct type and amount of grease required After reassembling the CV joint fit the boot over the joint Make sure the boot ends fit into their grooves Install the bootstraps Do not over tighten the straps as they may cut the boot or break

165 Center Support Bearing Service The center support bearing is normally prelubricated and sealed at the factory However some support bearings have lubrication fittings and require lubrication at regular intervals Even though lubrication extends the useful life of the bearing they eventually wear out The first indication of support bearing failure is excessive chassis vibration at low speed This is caused by the bearing turning with the drive shaft in the rubber support When a faulty bearing is suspected it should be inspected for wear and damage If the rubber support shows any evidence of hardening cracking or tearing it should be replaced Should you encounter a faulty support bearing replacement procedures are usually limited to separating the drive shafts unbolting the bearing support from the frame or cross member and sliding the bearing and support assembly from the shaft If only the bearing is available from the parts room disassemble the unit by gently prying the bearing out of the rubber support Next remove the dust shield from the bearing Clean all parts that are to be reused When the bearing is being replaced some manufacturers recommend that waterproof grease be placed on both sides of the bearing not for a lubricant but to exclude water and dust from the bearing Install the dust shield and press the new bearing into the support Before securing the bearing support to the frame or cross member check the service manual to determine if shims are required for alignment purposes When reassembling support bearings you should exercise care to ensure that proper alignment of the drive line is maintained This will prevent abnormal wear of the universal joints

Test your Knowledge (Select the Correct Response)1 Which is NOT a function of a drive line assembly

A Provide a smooth power transfer B Allow up-and-down movement of the rear axle C Send power from the transmission to the rear axle D Maintain proper alignment of the rear axle and transmission

200 DIFFERENTIALS Another important unit in the power train is the differential which is driven by the final drive The differential is located between the axles and permits one axle to turn at a different speed from that of the other The variations in axle speed are necessary when a vehicle rounds a corner or travels over uneven ground At the same time the differential transmits engine torque to the drive axles The drive axles are on a rotational axis that is 90 degrees different than the rotational axis of the drive shaft

210 Differential Construction A differential assembly uses drive shaft rotation to transfer power to the axle shafts The term differential can be remembered by thinking of the words different and axle The differential must be capable of providing torque to both axles even when they are turning at different speeds The differential assembly is constructed from the following the differential carrier the differential case the pinion gear the ring gear and the spider gears (Figure 11-10)

211 Differential Carrier The differential carrier provides a mounting place for the pinion gear the differential case and other differential components There are two types of differential carriers the removable type and the integral (unitized) type Removable typemdasha carrier that bolts to the front of the axle housing Stud bolts are installed in the housing to provide proper carrier alignment A gasket is installed between the carrier and the housing to prevent leakage Integral typemdasha carrier that is constructed as part of the axle housing A stamped metal or cast aluminum cover bolts to the rear of the carrier for inspection of the gears

212 Differential Case The differential case holds the ring gear the spider gears and the inner ends of the axles It mounts and rotates in the carrier Case bearings fit between the outer ends of the differential case and the carrier

213 Pinion Gear The pinion gear turns the ring gear when the drive shaft is rotating The outer end of the pinion gear is splined to the rear U-joint companion flange or yoke The inner end of the pinion gear meshes with the teeth on the ring gear The pinion gear is mounted on tapered roller bearings that allow the pinion gear to move freely on the carrier Either a crushable sleeve or shims are used to preload the pinion gear bearings Some differentials use a pinion pilot bearing that supports the extreme inner end of the pinion gear The pinion pilot bearing assists the tapered roller bearings in supporting the pinion gear during periods of heavy loads

Figure 11-10 mdash Differential

214 Ring Gear The pinion gear drives the ring gear It is bolted securely to the differential case and has more teeth than the pinion gear The ring gear transfers rotating power through an angle change or 90 degrees The ring and pinion gears are a matched set They are lapped at the factory Then one tooth on each gear is marked to show the correct teeth engagement Lapping produces quieter operation and assures longer gear life

215 Spider Gears The spider gears are a set of small bevel gears that include two axle gears (differential side gears) and two pinion gears (differential idler gears) The spider gears mount inside the differential case A pinion shaft passes through the two pinion gears and case The two side gears are splined to the inner ends of the axles

220 Final Drive A final drive is that part of a power transmission system between the drive shaft and the differential Its function is to change the direction of the power transmitted by the drive shaft through 90 degrees to the driving axles At the same time it provides a fixed reduction between the speed of the drive shaft and the axle driving the wheels The reduction or gear ratio of the final drive is determined by dividing the number of teeth on the ring gear by the number of teeth on the pinion gear In passenger vehicles this speed reduction varies from about 31 to 51 In trucks it varies from about 51 to 111 To calculate rear axle ratio count the number of teeth on each gear Then divide the number of pinion teeth into the number of ring gear teeth For example if the pinion gear has 10 teeth and the ring gear has 30 (30 divided by 10) the rear axle ratio would be 31 Manufacturers install a rear axle ratio that provides a compromise between performance and economy The average passenger car ratio is 3501 The higher axle ratio 4111 for instance would increase acceleration and pulling power but would decrease fuel economy The engine would have to run at a higher rpm to maintain an equal cruising speed The lower axle ratio 31 would reduce acceleration and pulling power but would increase fuel mileage The engine would run at a lower rpm while maintaining the same speed The major components of the final drive include the pinion gear connected to the drive shaft and a bevel gear or ring gear that is bolted or riveted to the differential carrier To maintain accurate and proper alignment and tooth contact the ring gear and differential assembly are mounted in bearings The bevel drive pinion is supported by two tapered roller bearings mounted in the differential carrier This pinion shaft is straddle mounted meaning that a bearing is located on each side of the pinion shaft teeth Oil seals prevent the loss

Figure 11-11 mdash Types of final drives

of lubricant from the housing where the pinion shaft and axle shafts protrude As a mechanic you will encounter the final drive gears in the spiral bevel and hypoid design as shown in Figure 11-11

221 Spiral Bevel Gear Spiral bevel gears have curved gear teeth with the pinion and ring gear on the same center line This type of final drive is used extensively in trucks and occasionally in older automobiles This design allows for constant contact between the ring gear and pinion It also necessitates the use of heavy grade lubricants

222 Hypoid Gear The hypoid gear final drive is an improvement or variation of the spiral bevel design and is commonly used in light and medium trucks and all domestic rear wheel drive automobiles Hypoid gears have replaced spiral bevel gears because they lower the hump in the floor of the vehicle and improve gear-meshing action As you can see in Figure 11-11 the pinion meshes with the ring gear below the center line and is at a slight angle (less than 90 degrees) This angle and the use of heavier (larger) teeth permit an increased amount of power to be transmitted while the size of the ring gear and housing remain constant The tooth design is similar to the spiral bevel but includes some of the characteristics of the worm gear This permits the reduced drive angle The hypoid gear teeth have a more pronounced curve and steeper angle resulting in larger tooth areas and more teeth to be in contact at the same time With more than one gear tooth in contact a hypoid design increases gear life and reduces gear noise The wiping action of the teeth causes heavy tooth pressure that requires the use of heavy grade lubricants

223 Double-Reduction Final Drive In the final drives shown in Figure 11-11 there is a single fixed gear reduction This is the only gear reduction in most automobiles and light- and some medium-duty trucks between the drive shaft and the wheels Double-reduction final drives are used for heavy-duty trucks (Figure 11-12) With this arrangement it is not necessary to have a large ring gear to get the necessary gear reduction The first gear reduction is obtained through a pinion and ring gear as the single fixed gear reduction final drive Notice that the secondary pinion is mounted on the primary ring gear shaft The second gear reduction is the result of the secondary pinion which is rigidly attached to the primary ring gear driving a large helical gear attached to the differential case Double-reduction final drives may be found on military design vehicles such as the 5-ton truck Many commercially designed vehicles of this size use a single- or double-reduction final drive with provisions for two speeds to be incorporated

224 Two-Speed Final Drive The two-speed or dual-ratio final drive is used to supplement the gearing of the other drive train components and is used in vehicles with a single drive axle (Figure 11-13) The operator can select the range or speed of this axle with a button on the shifting lever of the transmission or by a lever through linkage The two-speed final drive doubles the number of gear ratios available for driving the vehicle under various load and road conditions For example for a vehicle with a two-speed unit and a five-speed transmission ten different forward speeds are available This unit provides a gear ratio high enough to permit pulling a heavy load up steep grades and a low ratio to permit the vehicle to run at high speeds with a light load or no load The conventional spiral bevel pinion and ring gear drives the two-speed unit but a planetary gear train is placed between the differential drive ring gear and the differential case The internal gear of the planetary gear train is bolted rigidly to the bevel drive gear A ring on which the planetary gears are pivoted is bolted to the differential case A member consisting of the sun gear and a dog clutch slides on one of the axle shafts and is controlled through a button or lever accessible to the operator When in high range the sun gear meshes with the internal teeth on the ring carrying the planetary gears and disengages the dog clutch from the left bearing adjusting ring which is rigidly held in the differential carrier In this position the planetary gear train is locked together There is no relative motion between the differential case and the gears in the planetary drive train The differential case is driven directly by the differential ring gear the same as in the conventional single fixed gear final drive When shifted into low range the sun gear is slid out of mesh with the ring carrying the planetary gears The dog clutch makes a rigid connection with the left bearing adjusting ring Because the sun gear is integral with the dog clutch it is also locked to the bearing adjusting rings and remains stationary The internal gear rotates the planetary gears around the stationary sun gear and the differential case is driven by the ring on which

Figure 11-12 mdash Double-reduction final drive

the planetary gears are pivoted This action produces the gear reduction or low speed of the axle

230 Differential Action The rear wheels of a vehicle do not always turn at the same speed When the vehicle is turning or when tire diameters differ slightly the rear wheels must rotate at different speeds

Figure 11-13 mdash Two-speed final drive

If there were a solid connection between each axle and the differential case the tires would tend to slide squeal and wear whenever the operator turned the steering wheel of the vehicle A differential is designed to prevent this problem

231 Driving Straight Ahead When a vehicle is driving straight ahead the ring gear differential case differential pinion gears and differential side gears turn as a unit The two differential pinion gears do NOT rotate on the pinion shaft because they exert equal force on the side gears As a result the side gears turn at the same speed as the ring gear causing both rear wheels to turn at the same speed

232 Turning Corners When the vehicle begins to round a curve the differential pinion gears rotate on the pinion shaft This occurs because the pinion gears must walk around the slower turning differential side gear Therefore the pinion gears carry additional rotary motion to the faster turning outer wheel on the turn Differential speed is considered to be 100 percent The rotating action of the pinion gears carries 90 percent of this speed to the slowing mover inner wheel and sends 110 percent of the speed to the faster rotating outer wheel This action allows the vehicle to make the turn without sliding or squealing the wheels

240 Limited Slip Differentials The conventional differential delivers the same amount of torque to each rear wheel when both wheels have equal traction When one wheel has less traction than the other for example when one wheel slips on ice the other wheel cannot deliver torque All turning effort goes to the slipping wheel To provide good even traction even though one wheel is slipping a limited slip differential is used in many vehicles It is very similar to the standard unit but has some means of preventing wheel spin and loss of traction The standard differential delivers maximum torque to the wheel with minimum traction The limited slip differential delivers maximum torque to the wheel with maximum traction Other names for a limited slip differential are posi-traction sure-grip equal-lock and no-spin

241 Clutch Pack Limited Slip Differential The clutch pack limited slip differential uses a set of friction discs and steel plates to lock the axles together whenever one drive wheel experiences uncontrolled slippage (Figure 11-14) The friction discs are sandwiched between the steel plates inside the differential case The friction disc is splined and turns with the differential side gears The steel plates turn with the differential case Springs (bellville springs coil springs or leaf springs) force the friction disc and steel plates together As a result both rear axles try to turn with the differential case Spring force and thrust action of the spider gears Figure 11-14 mdash Clutch pack

limited slip differential NAVEDTRA 14264A 11-19

applies the clutch pack Under high torque conditions the rotation of the differential pinion gear will push out on the axle side gears The axle side gears then push on the clutch discs This action helps lock the disc and keeps both wheels turning However when driving normally the vehicle can turn a corner without both wheels rotating at the same speed As the vehicle turns a corner the inner drive wheel must slow down The unequal speed between the side gears causes the side gear pinions to walk around the side gears This walking will cause the outer axle shaft to rotate faster than the differential case allowing the pinion shaft on the side to slide down a V-shaped ramp This action releases the outer clutches causing the clutch pack to slip when the vehicle is turning

242 Cone Clutch Limited Slip Differential A cone clutch limited slip differential uses the friction produced by cone-shaped axle gears to provide improved traction (Figure 11-15) These cones fit behind and are splined to the axle shafts With the axles splined to the cones the axles tend to rotate with the differential case Coil springs are situated between the side gears to wedge the clutches into the differential case

Under rapid acceleration or when one wheel loses traction the differential pinion gears as they drive the cones push outward on the cone gears This action increases friction between the cones and case driving the wheels with even greater torque When a vehicle goes around a corner the inner drive wheel must slow down The unequal speed between the side gears will cause the side gear pinions to walk around the side gears This walking action causes the outer axle shaft to rotate faster than the differential case Because the cones have spiral grooves cut into their clutch surfaces the inner cone will draw itself into the case and lock tight and the outer cone clutch will back itself out of the case This action allows the outer drive axle to free wheel The end result is the majority of the engine torque is sent to the inner drive wheel

250 Differential Service and Maintenance Differentials in a properly operated vehicle seldom cause any maintenance problems With the maintenance of the proper lubrication level and occasional changing of a seal or gasket the assembly will normally last as long as the vehicle The first hint of existing trouble is generally an unusual noise in the axle housing To diagnose the trouble properly you must determine the source of the noise and under

Figure 11-15 mdash Cone clutch limited slip differential

what operating conditions the noise is most pronounced Defective universal joints rough wheel bearings or tire noises may be improperly diagnosed by an inexperienced mechanic as differential trouble Some clue may be gained as to the cause of trouble by noting whether the noise is a growl hum or knock whether it is heard when the vehicle is operating on a straight road or on turns only and whether the noise is most noticeable when the engine is driving the vehicle or when it is coasting with the vehicle driving the engine A humming noise in the differential generally means the ring gear or pinion needs an adjustment An improperly adjusted ring gear or pinion prevents normal tooth contact between the gears and therefore produces rapid tooth wear If the trouble is not corrected immediately the humming noise will gradually take on a growling sound and the ring and pinion will probably have to be replaced It is very easy to mistake tire noise for differential noise Tire noise will vary according to the type of pavement the vehicle is being operated on while differential noise will not To confirm a doubt as to whether the noise is caused by tire or differential drive the vehicle over various pavement surfaces If the noise is present in the differential only when the vehicle is rounding a comer the trouble is likely to be in the differential case If the backlash (clearance) between the ring and pinion is too great a clunking sound is produced by the gears For example when an automatic transmission is shifted into drive the abrupt rotation of the drive shaft can bring the gears together with a loud thump

The ring and pinion gears can become worn scored out of adjustment or damaged The problems can result from prolonged service fatigue and lack of lubricant You need to inspect the differential to determine whether adjustment or part replacement is required A differential identification (ID) number is provided to show the exact type of differential for ordering parts and looking up specifications The number may be on a tag under one of the carrier or inspection cover bolts it also may be stamped on the housing or carrier Use the ID number to find the axle type axle ratio make of the unit and other information located in the service manual

251 Differential Lubricant Service Many vehicle manufacturers recommend that the differential fluid be checked and replaced at specific intervals To check the fluid level in a differential remove the filler plug which is located either in the front or rear of the assembly The lubricant should be even with the fill hole when hot and slightly below the hole when cold When the manufacturer recommends that the differential fluid be replaced remove the drain plug located on the bottom of the differential housing Some differentials require the removal of the inspection cover to drain the lubricant With all the fluid drained replace the drain plug or inspection cover and refill with the proper lubricant

NOTE Always install the correct type of differential lubricant Limited slip differentials often require a special type of lubricant for the friction clutches

252 Differential Gear Tooth Pattern The ring and pinion tooth contact pattern is used to double check ring and pinion adjustment

To check the accuracy of your adjustments coat the ring gear teeth with a thin coat of red lead white grease hydrated ferric oxide (yellow oxide or iron) or Prussian blue Turn the ring gear one way and then the other to rub the teeth together producing a contact pattern on the teeth Carefully note the contact pattern that shows up on the teeth where the substance used has been wiped off A good contact pattern is one located in the center of the gear teeth Figure 11-16 shows several ring and pinion gear contact patterns Study each and note the suggested correction for the faulty contact Note the names of the areas on the ring gear These include the following

bull Toe-narrow part of the gear tooth

bull Heel-wide part of the gear tooth

bull Drive side-convex side of the gear tooth

bull Coast side-concave side of the gear tooth When used gears are adjusted properly the contact pattern will vary from that of new gears The important thing to keep in mind with used gears is that the pattern should be closer to the toe than the heel of the tooth as shown in Figure 11-16 Notice that the ideal tooth pattern on new teeth is uniform on both sides whereas the used gear indicates considerably more contact on the coasting side

Figure 11-16 mdash Differential gear tooth patterns

Once you have obtained the proper adjustment on the ring and pinion bolt the carrier housing in place Make sure you use a new gasket Tighten the bolts according to the manufacturerrsquos specifications to prevent them from working loose Reinstall the axle shafts and new gaskets Reconnect the drive shaft and fill the axle housing with the proper lubricant

Test your Knowledge (Select the Correct Response)2 What component of a differential is splined to the inner ends of the axles

A Integral gears B Idler gears C Pinion gears D Side gears

300 DRIVE AXLES Axles are classified as either live or dead The live axle is used to transmit power The dead axle serves only as a support for part of the vehicle while providing a mounting for the wheel assembly Many commercial trucks and truck-tractors have dead axles on the front whereas practically all passenger vehicles use independent front-wheel suspensions and have no front axles

The shaft in a live axle assembly may or may not actually support part of the weight of a vehicle but it does drive the wheels connected to it A live axle is involved with steering when it is a front drive axle Some live rear axles are also designed to steer The rear axle of conventional passenger vehicles is a live axle while in a four-wheel drive vehicle both front and rear axles are live In some six-wheel vehicles all three axles are live axles

310 Front Drive Axle A front drive axle is very similar to a rear drive axle (Figure 11-17) however provisions must be made for steering the front wheels Power is transmitted from the transfer case to the front axle by a drive shaft The differential housing may be set off center in the axle housing to permit the drive shaft to pass beside the engine oil pan and maintain sufficient road clearance without excessive height at the front end of the vehicle

Since the front wheels must turn on the spindle arm pivots they must be driven by the axle shaft through universal joints which are located on the outer ends of the axles The

universal joints allow the front wheels and hubs to swivel while still transferring driving power to the hubs and wheels

The cross and roller joint shown in Figure 11-17 is similar to conventional U-joints used on the rear drive shaft and in some cases they are interchangeable

Figure 11-17 mdash Front drive axle

This type of U-joint is limited to use in light-duty vehicles Other types of universal joints are used in the axles of heavy-duty vehicles The types you will encounter in military designed vehicles are the Rzeppa and Bendix-Weiss constant velocity joints (Figure 11-18)

The front drive axle of a four-wheel drive axle requires locking hubs Locking hubs transfer power from the driving axles to the driving wheels on a four-wheel drive vehicle There are three basic types of locking hubs Manual locking hubmdashrequires the operator to turn a latch on the hub to lock the hub for four-wheel drive action Automatic locking hubmdashhub locks the front wheels to the axles when the operator shifts into four-wheel drive Full time hubmdashfront hubs are always locked and drive the front wheels Manual and automatic locking hubs are the most common Used with part-time four-wheel drive they enable the drive line to be in two-wheel drive for use on dry pavement The front wheels can turn without turning the front axles This allows for increased fuel economy and reduces drive line wear

320 Rear Drive Axle The rear drive axle connects the differential side gears to the drive wheels The axle may or may not support the weight of the vehicle Rear axles are normally induction

Figure 11-18 mdash Constant velocity universal joints

hardened for increased strength There are several types of rear axle designs semi-floating three-quarter floating and full-floating However the semi- and full-floating types are the most common Most automobiles use the semi-floating type whereas four-wheel drive vehicles and trucks use full-floating axles

330 Axle Housing The axle housing may be of the one-piece or split (banjo) type construction The former known as the banjo type because of its appearance is far more common (Figure 11-19) Notice that openings both front and rear are provided in the center housing The front opening is closed by the differential carrier while the rear is closed by a spherical cover plate Since the assembly must carry the weight of the vehicle the axle housing in heavy trucks and tractors is a heavy cast unit In light-duty trucks it may be a combination of cast and steel tube in general the center or differential and final drive case is a cast and machined unit whereas the axle housings themselves may be welded or extruded steel tubing

Items such as brake backing plates mounting flanges spring mounting plates and accessory units may be riveted welded or cast into the axle housing Inspection covers are often provided through which the internal parts can be inspected removed and installed Lubricant filler plugs are usually incorporated in the housing inspection cover To prevent pressure buildup when the axle becomes warm a breather vent or valve is provided atop the housing Without this valve the resulting pressure could force the axle lubricant past the rear wheel oil seals and damage the brake linings The valve is constructed so air may pass in or out of the axle housing however dirt and moisture are kept out

340 Fixed or Solid Axle A solid axle is a hardened-steel shaft that has splines on the inner end and an axle flange on the outer end that makes a mount for the brake and wheel assembly Solid drive axles can either be semi-floating or full-floating

Figure 11-19 mdash Axle housing

341 Semi-Floating Axle The semi-floating axle is used in passenger vehicles and light trucks In vehicles equipped with this type of axle the shaft as well as the housing supports the weight of the vehicle The inner end of the axle is carried by the side gears in the differential housing This relieves the axle shafts of the weight of the differential and the stresses caused by its operation that are taken by the axle housing The inner ends of the axle transmit only turning effort or torque and are not acted upon by any other force The outer end is carried by a bearing located between the shaft and the housing A tapered roller of ball-type bearing transfers the load from the shaft to the housing The axle shafts take the stresses caused by turning skidding or wobbling of the wheels The axle shafts are flanged or tapered on the ends (Figure 11-20) When the tapered axle is used the brake drum and hub are pressed onto the shafts using keys to prevent the assemblies from turning on the shafts In some cases the outer ends of the shafts may have serrations or splines to correspond with those on the drum and hub assembly Should the axle break with this type of axle assembly the wheel can separate from the vehicle

342 Full-Floating Axle The full-floating axle is used in many heavy-duty trucks (Figure 11-21) The drive wheel is carried on the outer end of the axle housing by a pair of tapered roller bearings The bearings are located outside the axle housing In this way the axle housings take the full weight of the vehicle and absorb all stresses or end thrust caused by turning skidding and pulling Only the axle shaft transmits torque from the differential The axle shaft is connected to the drive wheel through a bolted flange This allows the axle shaft to be removed for servicing without removing the wheel

350 Front Wheel Drive Axles Front-wheel drive axles also called axle shafts or front drive shafts transfer power from the transaxle differential to the hubs and wheel of a vehicle Front wheel drive axles turn much slower than a drive shaft for a rear-wheel drive vehicle They turn about one third slower They are connected directly to the drive wheels and do NOT have to act through the reduction of the axle ring gear and pinion gears

Figure 11-20 mdash Semi-floating axle installation

Figure 11-21 mdash Full-floating axle

Front-wheel drive axles typically consist of the following

bull Inner stub shaftmdashthe short shaft splined to the side gears in the differential and connected to the inner universal joint

bull Outer stub shaftmdashthe short shaft connected to the outer universal joint and the front-wheel hub

bull Interconnecting shaftmdashthe center shaft that fits between the two universal joints Universal joints that connect the drive axle are called CV joints The outer CV joint is a fixed (nonsliding) ball and cage or Rzeppa-type joint that transfers rotating power from the axle shaft to the hub assembly The inner CV joint is called a plunging (sliding) ball and housing or tripod-type joint that acts like a slip joint in a drive shaft for a rear-wheel drive vehicle The plunging action of the inner CV joint allows for a change in distance between the transaxle and the wheel hub As the front wheels move up and down over bumps in the road the length of the drive axle (inner joint) must change

360 Rear Axle Service Rear axle service is needed when an axle bearing is noisy when an axle is broken bent or damaged or when an axle seal is leaking The rear axles must be removed to allow removal and repair of the differential assembly

361 Axle Bearing Service Worn or damaged bearings in the carrier or on the axles produce a constant whirring or humming sound When bad these bearings make about the same sound whether accelerating decelerating or coasting When diagnosing and repairing bearing failures do the following

bull Check the general condition of all parts during disassembly not just the most badly worn or damaged parts

bull Compare the failure to any added information in the service manual and your knowledge of the componentrsquos operation

bull Determine the cause of the part failure This helps in assuring that the problems do NOT reoccur

bull Perform all repairs following the manufacturerrsquos recommendations and specifications

When an axle bearing is faulty it must be removed from the axle or housing carefully and a new one installed The type of axle configuration determines how the bearing is to be removed and replaced Always refer to the manufacturers service manual for instructions for the removal and installation of the bearing The procedures we will discuss are for a semi-floating axle with the bearing and collar pressed on With the axle removed from the vehicle proceed as follows

NOTE Procedures for axle removal may be found in the service manual for the applicable vehicle 1 Carefully cut off the collar with a grinder and a sharp chisel

2 With the collar off place the axle in a hydraulic press The driving tool should be positioned so that it contacts the inner bearing race Use the press to push the axle through the bearing

3 To install the new bearing slide the bearing onto the axle Make sure that the bearing is facing the right direction Some bearings have a chamfered edge on the inner bearing race which must face the axle flange

4 Applying force on the inner bearing race press the bearing into place by pressing the axle back through the bearing Then press the collar or retaining ring onto the axle

CAUTION Do NOT use a cutting torch to remove the collar and bearing The heat will weaken and damage the axle

WARNING Wear eye and face protection when grinding or chiseling the collar from the axle Small metal particles may fly into your eyes causing eye damage NEVER press on the outer race bearing damage or explosion will result Wear face and eye protection when pressing a bearing on or off the axle shaft The tremendous pressure used can cause the bearing to shatter and fly into your face with deadly force

CAUTION Do NOT attempt to press the bearing and collar on at the same time Bearing and collar damage can result

362 Axle Seal Service Rear axle lubricant leaks can occur at numerous spots such as at the pinion gear seal carrier or inspection cover gaskets and two axle seals The leak will show up as a darkened oily dirty area below the pinion gear or carrier or on the inside of the wheel and brake assembly Always make sure that a possible axle seal leak is not a brake fluid leak Touch and smell the wet area to determine the type of leak Anytime the axle is removed for service it is wise to install a new axle seal This action ensures that the seal between the axle and axle seal is tight The axle seal is normally force-fitted in the end of the axle housing To remove a housing-mounted seal use a slide hammer puller equipped with a hooknose Place the hook on the metal part of the seal With an outward jerk on the puller slide pop out the seal If a slide hammer puller is not available a large screwdriver will also work

CAUTION Be careful not to scratch the bearing bore in the axle housing Make sure that you have the correct new seal Its outside and inside diameters must be the same as the old seal A seal part number is stamped on the outside of the seal This number and the seal manufacturerrsquos name will assist you when ordering a new seal

Before installing the new seal coat the outer diameter with a non-hardening sealer Coat the inside of the seal with lubricant that is the same grade that is in the axle assembly With the seal facing in the right direction (sealing lip toward the inside of the housing) drive the seal squarely into place using a seal-driving tool Be careful not to bend the metal seal housing or a leak can result Make sure the seal is fully seated

Test your Knowledge (Select the Correct Response)3 What type of drive axle allows the axle shaft to be removed without removing the

A Full-floating B Semi-floating C Three-quarter floating D Half-floating

400 TRANSFER CASES Transfer cases are used in off-road vehicles to divide engine torque between the front and rear driving axles The transfer case also allows the front driving axle to be disengaged which is necessary to prevent undue drive line component wear during highway use Another purpose of the transfer case is to move the drive shaft for the

front driving axle off to the side so that it can clear the engine This arrangement is necessary to allow adequate ground clearance and to allow the body of the vehicle to remain at a practical height Figure 11-22 shows a typical drive line arrangement with a transfer case A conventional transfer case is constructed similar to a transmission in that it uses shift forks splines gears shims bearings and other components found in manual and automatic transmissions The transfer case has an outer case made of either cast iron or aluminum that is filled with a lubricant that cuts friction on all moving parts Seals hold the lubricant in the case and prevent leakage from around the shafts and yokes Shims are used to set up the proper clearances between the internal components and the case

Conventional transfer cases in heavier vehicles have two-speed positions and a de-clutching device for disconnecting the front-driving wheels Some light-duty vehicles use a chain to transmit torque to the front-driving axle

Figure 11-22 mdash Typical drive line arrangement with a transfer case

410 Gear Type Transfer Case Gear-driven transfer cases provide a high and low final drive gear range in the same manner as an auxiliary transmission (Figure 11-23) In most cases the shifting is accomplished through a sliding dog clutch and shifting must be done while the vehicle is not moving Typical operation of a conventional two-speed transfer case is as follows High RangemdashWhen an operator is driving the front and rear axles in the high range (11 gear ratio) the external teeth of the sliding gear (splined to the transmission main shaft) are in mesh with the internal teeth on the constant mesh gear mounted on the transmission main shaft Likewise the external teeth of the front axle sliding gear are in mesh with the internal teeth of the constant mesh gear or the sliding clutches are engaged Disengagement of the drive to the front axle is accomplished by shifting the sliding gear on the front axle main shaft out of mesh with the constant mesh gear permitting the latter to roll free on the shaft or sliding the clutches out of mesh

Low RangemdashWhen an operator is using the low range in the transfer case the sliding gear on the transmission main shaft is disengaged from the constant mesh gear and engaged with the idler gear on the idler shaft This design reduces the speed by having the sliding gear mesh with the larger idler gear The shifting linkage on some vehicles is arranged so shifting into low range is possible only when the drive to the front axle is engaged This design prevents the operator from applying maximum torque to the rear drive only which can cause damage

420 Chain Type Transfer Case Most new light-duty four-wheel drive systems today use a chain drive transfer case (Figure 11-24) Chain drives can be used in combination with many other transfer case components such as planetary gears differential assemblies and electronically controlled clutch packs Chain drive systems can be controlled manually by the driver or by other systems such as pneumatic hydraulic electrical or electronic devices Types of chain drive transfer cases vary greatly depending on the manufacturer All chain drive transfer cases use a planetary unit for changing ratios When the vehicle is in two-wheel drive and high gear power flows into the transfer case from the transmission output shaft and

Figure 11-23 mdash Gear type transfer case

Figure 11-24 mdash Chain type transfer case

through the planetary gearset The planetary gearset is in the high position and turns as a unit This creates a one-to-one ratio The output shaft rotates inside the upper drive chain sprocket but does not transfer power When shifted into four-wheel drive and high gear power continues to flow from the transmission output shaft through the planetary gearset at the one-to-one ratio At this point the gear selector connects the output shaft to the upper drive chain sprocket Engine power continues to flow through the output shaft to the rear axle Power also flows through the upper drive train sprocket through the drive chain and into the lower sprocket The lower sprocket is splined to the front output shaft so power will flow to the front axle When four-wheel low is selected power flows through the planetary gearset that has been shifted into the low gear position and the action of the gears reduces speed to a lower ratio The lower ratio causes the input speed to be reduced while increasing the amount of torque

430 Transfer Case Maintenance and Service The fluid level in a transfer case should be checked at recommended intervals To check the lubricant level remove the transfer case fill plug which is normally located on the side or rear of the case The lubricant should be almost even with the fill hole If required add the recommended type and amount The first indication of trouble within a transfer case as with other components of the power train is usually noisy operation If an operator reports trouble make a visual inspection before removing the unit from the vehicle Check for such things as oil level oil leakage and water in the oil Make sure the shift lever linkages are not bent or improperly lubricated This will make it hard to shift or in some cases impossible to shift Make sure other possible troubles such as clutch slippage damaged drive shaft and damaged axles have been eliminated Worn or broken gears worn bearings and excessive end play in the shafts can cause noisy operation When transfer case service is required follow the procedures outlined in the service manual It will give directions for repairing the particular make and model

Test your Knowledge (Select the Correct Response)4 In a chain type transfer case the lower sprocket is splined to what component

A Front output shaft B Rear output shaft C Synchronizing gear D Planetary gear set

500 POWER TAKEOFFS A power takeoff (PTO) is an attachment for connecting the engine to power-driven auxiliary equipment It is attached to the transmission auxiliary transmission or transfer case A power takeoff installed at the left side of a transmission is shown in Figure 11-25 It is used to drive a winch at the front of a truck through a universal joint and drive shaft

The simplest type of power takeoff is the single-speed single-gear shown in Figure 11-26 This unit may be bolted to an opening provided in the side of a transmission as shown in Figure 11-27

Shims or spacers are often used to ensure proper contact is maintained between the teeth of the two meshing units The sliding gear of the PTO can then mesh with and be driven by the countershaft gear of the transmission or the auxiliary transmission when engaged by the operator The operator by the use of a control lever can move the gear in and out of mesh with the transmission gear A spring-loaded ball (poppet) holds the shifter shaft in position

Figure 11-26mdash Single-speed single-gear power takeoff

Figure 11-25mdash Power takeoff and winch installation

On some vehicles you will find PTOs with gear arrangements that give you two speeds forward and one in reverse Several forward speeds and a reverse gear are usually provided in a PTO unit used to operate a winch or hoist Operation of this type of PTO is similar to that of the single-speed unit Faulty operation of a PTO is caused by damaged or broken linkage To prevent this exercise care when shifting Trying to engage the unit with the transmission gears turning can damage the teeth and rapid clutch engagement can break the housing Rapid shifting may bend or damage the linkage Forcing the control lever can bend or break the linkage Adjustment of the linkage to compensate for wear and lubrication is normally all the maintenance required for the PTO unit The gears and bearings are lubricated from the transmission sump If the PTO is to be removed for repairs disconnect the drive shaft and shift linkage and drain the transmission Once the transmission is completely drained remove the bolts that secure the unit to the transmission Do NOT misplace or lose any shims or spacers that are between the two housings Once the unit is removed from the vehicle the inspection and repair procedures are the same as for a transmission When reinstalling or replacing the PTO carefully follow the manufacturerrsquos procedures on the installation shims or spacers to prevent damage or unit failure

Test your Knowledge (Select the Correct Response)5 What component is used to connect the engine to a power-driven auxiliary

device

A Power lockout B Power takeoff C Power usage equipment enabler D Power attachment device

Summary In this chapter you were introduced to the function of the power train You learned how the power made by the engine is transmitted to the wheels through the transmission and transfer case It is important to know how this power is distributed through the differentials and axles You also learned how a vehicle can make a turn without the tires skidding around through the turn In addition you learned about the problems associated with these systems as well as how to troubleshoot them and make repairs Mastering the knowledge of these systems will enable you to be a better construction mechanic

Figure 11-27 mdash Single-speed single-gear power takeoff

installation

Review Questions (Select the Correct Response)1 What component of a drive shaft assembly provides free movement in a

horizontal direction and is capable of transmitting torque

A Slip yoke B Rear yoke C Front universal joint D Rear universal joint

2 What type of drive shaft is enclosed and rotates within a support bearing to

prevent whipping

A Hotchkiss B Companion C Flange tube D Torque tube

3 What type of universal joint is most often used

A Double cardanB Ball and trunnion C Cross and roller D Bendix-Weiss

4 When the driven shaft of a Rzeppa CV joint is moved 30 degrees the cage and

balls move what number of degrees

A 30 B 20 C 15 D 10

5 Which is NOT a function of a pillow block bearing in an auxiliary power train

A To support the drive shaft B To maintain drive shaft alignment C To prevent whipping under heavy loads D To prevent shimmy and poor control

6 Which condition indicates that a center support bearing is faulty

Whining noise in the drive line A Failure of the vehicle to start moving smoothly B Frequent stalling when the clutch is engaged C

D Vibration from the chassis at low speeds

7 When performing a drive shaft inspection what action do you take to check the U-joints

A Move them by prying with a pry bar B Completely disassemble the joints C Measure the play between the cross and roller D Wiggle and rotate each joint back and forth

8 In what gear is a worn universal joint most often noticed

A Fourth B Third C First D Reverse

9 When you are removing the drive shaft from a vehicle what component can be

damaged if you allow the full weight of the drive shaft to hang from the slip yoke

A Rear U-joint B Front bushing C Extension housing D Support bearing

10 When reassembling a universal joint you should use what type of lubricant to

prevent the bearings from falling out of the bearing cap

A High-temperature grease B Wheel bearing grease C Water pump lubricant D Vaseline

11 When replacing the center support bearing which condition should you ensure

takes place

A Bearing shield contains greaseB Grease fitting is in place C Dust shield is placed in its grooves correctly D Drive shaft alignment is maintained

12 Which is a function of the differential in an automotive vehicle

A Connects the rear axlesrsquo shafts B Allows the axles to turn at different speeds when cornering C Permits the driving axles to be driven as a single unit D Transmits power indirectly to the drive axles

13 What type of differential carrier is constructed as part of the axle housing

A Removable B Pinion C Integral D Axial

14 What component of a differential assembly holds the ring gear the spider gears

and the inner ends of the axles

A Case B Carrier C Final drive D Windlass

15 The outer end of the pinion gear is joined to the rear U-joint companion flange by

what components

A Bolts B Lock rings C Splines D Snap rings

16 What component of a differential drives the ring gear

A Side gear B Spider gear C Spiral bevel gear D Pinion gear

17 Which gear ratio of a final drive provides a substantial increase in acceleration

but decreases fuel economy

A 411 B 371 C 350 D 278

18 What type of final drive has the pinion gear meshing with the ring gear below the

center line and at a slight angle

A Hypoid B Spiral bevel C Double reduction D Limited slip

19 In a two-speed final drive what component is placed between the differential drive ring gear and the differential case

A Clutch pack B Cone clutch C Planetary gear train D Sliding pinion gear

20 In a clutch pack type limited-slip differential clutch packs are applied by the

_______

A centrifugal force of the spider gears and spring pressure B friction of the steel disc and spring pressure C spring force and the thrust action of the spider gears D side pinion gears walking inside the side gears

21 Under rapid acceleration the differential pinion gears of a cone clutch limited-slip

differential push outward on what components

A Side gears B Cone gears C Flange casings D Drive axles

22 What condition is generally accepted as the first hint of differential troubles

A Loss of traction B Vehicle vibration C Loss of lubricant D Unusual noises

23 Which differential trouble will produce a humming noise

A Lack of lubrication B Improperly adjusted ring and pinion gears C Improperly adjusted pinion and side gears D Excessive backlash

24 Which condition generates a clunking sound in the differential

A Faulty differential gears B Worn axle support bearings C Excessive backlash between the ring-and-pinion gears D Loose carrier bearings

25 The ideal tooth contact pattern on a used gear will have considerably more contact in which area of the gear

A Toe B Heel C Drive side D Coast side

26 Which condition permits the drive shaft of a front drive axle to pass beside the

engine oil

A Using a constant velocity joint B Using an intermediate drive shaft C Using a transfer case D Having an off-center differential housing

27 In the front drive axle of a four-wheel drive vehicle what component transfers

power from the drive axles to the drive wheels

A Locking hubs B Interconnecting shaft C Outer stub shaft D Sliding hub

28 What type of axle housing is most often used

A One-piece B Two-piece C Guitar D Banjo

29 Why are automotive axle housings vented

A To cool the lubricant B To prevent pressure buildup C To prevent overfilling D To adjust for loads

30 Where are the vehicle weight-supporting bearings in a full-floating axle located

A At the inner end of the axle housing B On the outer end of the axle shaft C On the outer end of the axle housing D At the inner end of the axle shaft

31 In a front-wheel drive vehicle what component of the front-wheel drive axle is splined to the side gears in the differential

A Interconnecting shaft B Outer stub shaft C Inner stub shaft D Rzeppa joint

32 What action allows for a change in distance between the transaxle and the wheel

A Plunging action of the outer CV joint B Plunging action of the inner CV joint C Sliding action of the short shaft spline to the side gears D Sliding action of the interconnecting shaft

33 Worn or damaged axle bearings produce what type of sound

A Clunking B Grinding C Humming D Growling

34 To help ensure axle bearing problems do NOT reoccur you should take what

action

A Determine the cause of the part failure B Perform all repairs according to the manufacturerrsquos manual C Follow the shop supervisorrsquos instructions D Install a higher quality part

35 When removing a pressed-on bearing collar from an axle you should use which

A Cutting torch B Hand grinder C Slide hammer D Bearing puller

36 When removing an axle bearing using a hydraulic press you should place the

driving tool so it contacts what area of the bearing

A Outer race B Inner race C Bearing collar D Bearing sleeve

37 What is the proper tool for removing a housing-mounted axle seal

A Hand grinder B Pry bar C Cutting torch D Slide hammer

38 What component is used to divide engine torque between the front and rear

driving axles

A Power takeoff B Auxiliary transmission C Transfer case D Power divider

39 Shifting is accomplished in a gear type transfer case by what component

A Sliding cone clutch B External shifting rail C Slide hammer D Sliding dog clutch

40 When an operator reports that the transfer case is hard to shift which problem is

NOT a possible cause

A Excessive end play B Clutch slippage C Bent linkage D Improper linkage lubrication

41 A power takeoff unit is driven by what shaft of the transmission

A Main shaft B Countershaft C Idler shaft D Accessory drive shaft

42 Faulty operation of a power takeoff unit is caused by which problem

A Damaged linkage B Improper spacing between the meshing gears C Excessive end play D Worn bearings

Trade Terms Introduced in this Chapter Horizontal At right angles to the vertical parallel to level ground

Balanced Weight evenly distributed around center line of shaft

Lapped Meshed and spun together with an abrasive compound on the teeth

Additional Resources and References This chapter is intended to present thorough resources for task training The following reference works are suggested for further study This is optional material for continued education rather than for task training MediumHeavy Duty Truck Engines Fuel amp Computerized Management Systems 2nd Edition Sean Bennett The ThomsonDelmar Learning Company INC 2004 (ISBN-13978-1-4018-1499-1) Heavy Duty Truck Systems 4th Edition Sean Bennet Delmar Cengage Learning 2006 (ISBN-13978-1-4018-7064-5) Modern Automotive Technology 7th Edition James Duffy The Goodheart-Wilcox Company Inc 2009 (ISBN 978-1-59070-956-6) Automatic Transmissions and Transaxles James Duffy The Goodheart-Wilcox Company Inc 2005 (ISBN 1-59070-426-6) Manual Drive Trains and Axles Chris Johanson James Duffy The Goodheart-Wilcox Company Inc 2004 (ISBN 1-59070-320-0) Power trains Fundamentals of Service Deere and Company John Deere Inc 2005 (ISBN 0-86691-325-4)

CSFE Nonresident Training Course ndash User Update CSFE makes every effort to keep their manuals up-to-date and free of technical errors We appreciate your help in this process If you have an idea for improving this manual or if you find an error a typographical mistake or an inaccuracy in CSFE manuals please write or email us using this form or a photocopy Be sure to include the exact chapter number topic detailed description and correction if applicable Your input will be brought to the attention of the Technical Review Committee Thank you for your assistance Write CSFE N7A

3502 Goodspeed St Port Hueneme CA 93130

FAX 805982-5508 E-mail CSFE_NRTCnavymil

Rate____ Course Name_____________________________________________

Revision Date__________ Chapter Number____ Page Number(s)____________

Description _______________________________________________________________ _______________________________________________________________ _______________________________________________________________ (Optional) Correction _______________________________________________________________ _______________________________________________________________ _______________________________________________________________ (Optional) Your Name and Address _______________________________________________________________ _______________________________________________________________ _______________________________________________________________

NAVEDTRA 14264A_CM Basic Full

Instruction Page

CMB Cover Page

CMB Copyright

CM Table of Contents

CM Basic Chapter 1 Technical Administration

Chapter 1


Topics

Overview

Objectives

Prerequisites

Features of this Manual

100 MAINTENANCE ADMINISTRATION

110 Maintenance Organization

111 Maintenance SupervisorDivision Maintenance Chief

112 Work Center Supervisor

1121 Light Shop Work Center Supervisor

1122 Heavy Shop Work Center Supervisor

1123 Crane Crew Work Center Supervisor

1124 Support Shop Work Center Supervisor

113 Inspector

114 Technical Librarian

115 Work Center Supervisor (3-M)

120 Maintenance Categories

121 Organizational Maintenance

1211 Operator Maintenance

1212 Preventive Maintenance

122 Corrective Maintenance

123 Depot Maintenance

130 Maintenance Scheduling

131 Scheduling and Shop Control

132 Shop Workload

133 Non NCF Maintenance Program Shop Repair Order (SRO) Flow Procedures

134 Supply Support

1341 Public Works Responsibility to the Supply Department

1342 Supply Department Responsibility to Public Works (Transportation)

1343 Technical Parts Ordering Data

135 Maintenance Forms

1351 Operators Inspection Guide and Trouble Report (NAVFAC 9-1124013)

1352 Shop Repair Order (SRO)

1353 Maintenance InspectionService Record

1354 Operators Daily PM Report (Construction and Allied Equipment)

136 NCF Maintenance Program under 3M Preventive Maintenance

137 Scheduled and Corrective Maintenance

138 SKED

139 MicroSNAP

140 Types of Maintenance

141 First Echelon Maintenance

142 Scheduled Preventive Maintenance

143 Inactive Equipment Maintenance (IEM)

1431 Status I

1432 Status II

150 Repair Orders

151 Reporting Methods

1511 Manual Reporting Methods

1512 Automated Reporting Methods

1513 Data Elements

160 Equipment History Jackets

200 MAINTENANCE SUPPORT

210 Repair Parts Support

211 Detachment Repair Parts Petty Officer (DET RPPO)

212 Support Criteria

2121 Allowance Parts List

2122 Special Operating Units (SOU) New Receipts

213 Levels of Support

2131 Level of Support and Definitions

214 Categories of Repair Parts

2141 Repair Parts Peculiar

2142 Repair Parts Common

215 MicroSNAP Maintenance and Operations Support System (MOSS)

216 COSAL Arrangement

217 Technical Manuals

2171 Naval Facilities Expeditionary Logistics Center Responsibilities

2172 Manual Maintenance

220 Using Part Numbers

221 Manufacturerrsquos Part Numbers

222 National Stock Numbers (NSN)

230 Repair Parts Petty Officer Log (RPPO)

Summary

Review Questions

Trade Terms Introduced in this Chapter

Additional Resources and References

CSFE Nonresident Training Course ndash User Update

CM Basic Chapter 2 Principles of an Internal Combustion Engine

Chapter 2


Topics

Overview

Objectives

Prerequisites


100 INTERNAL COMBUSTION ENGINE

110 Development of Power

120 Four-Stroke-Cycle Engine

121 Intake Stroke

122 Compression Stroke

123 Power Stroke

124 Exhaust Stroke

130 Two-Stroke-Cycle Engine

200 ENGINES CLASSIFICATION

210 Diesel Engine

211 Engine Cycle Design

212 Cylinder Arrangement

213 Combustion Chamber Design

214 Fuel Injection System Design

220 Gasoline Engine

221 Operational Cycles

222 Number of Cylinders


224 Valve Train Type

225 Cooling System

226 Fuel Type

300 ENGINE MEASUREMENTS and PERFORMANCE

310 Definitions

311 Work

312 Energy

313 Power

314 Torque

315 Friction

316 Engine Torque

317 Chassis Dynamometer

318 Engine Dynamometer

319 Mechanical Efficiency

3110 Thermal Efficiency

320 Linear Measurements

321 Piston Displacement

322 Engine Displacement

330 Engine Performance

331 Compression Ratio

332 Valve Arrangement

333 Cam Arrangement

334 Induction Type

340 Timing

341 Valve Timing

3411 Conventional

3412 Variable

342 Ignition Timing

3421 Conventional

343 ElectronicComputer

Summary

Review Questions



CM Basic Chapter 3 Construction of an Internal Combustion Engine

Chapter 3


Topics

Overview

Objectives


100 ENGINE CONSTRUCTION

110 Stationary Parts of and Engine

111 Engine Cylinder Block

112 Cylinder

113 Cylinder Sleeve

114 Cylinder Liner

115 Water Jacket

116 Core Hole Plug

117 Crankcase

118 Cylinder Head

119 Exhaust Manifold

1110 Intake Manifold

1111 Oil Pan

1112 Cylinder Head Gasket

1113 Intake and Exhaust Gaskets

1114 Oil Pan Gasket

1115 Synthetic Rubber Seals

120 Moving Parts of an Engine

121 Piston Assembly

122 Connecting Rods

123 Crankshaft

124 Camshaft

125 Valve Train

126 Vibration Damper

127 Flywheel

130 Valve and Valve Mechanisms

131 Camshaft

132 Followers

133 Valve and Valve Seats

134 Valve Guides

135 Valve Guide Service

136 Valve Seat Service

137 Valve Spring Service

138 Timing Gears

140 Engine Bearings

141 Bearing Lubrication

142 Bearing Characteristics

143 Bearing Materials

200 ENGINE ADJUSTMENT and TESTING

210 Valve Adjustment

211 Lifter Adjustment

212 Overhead Cam Adjustment

213 Hydraulically Operated Valves

214 OHC Engine Valves

220 Compression Test

221 Gasoline Engine Compression Test

222 Diesel Engine Compression Test

223 Wet Compression Testing

230 Vacuum Gauge Test

240 Cylinder Leakage Test

Summary

Review Questions



CM Basic Chapter 4 Gasoline Fuel Systems

Chapter 4


Topics

Overview

Objectives


100 GASOLINE FUEL SYSTEMS

110 Gasoline

120 Properties of Gasoline

121 Volatility

122 Antiknock Quality

123 Octane Rating

130 Air-Fuel Ratio

131 Lean Air-Fuel Mixture

132 Rich Air-Fuel Mixture

140 Gasoline Combustion

141 Normal Combustion

142 Abnormal Combustion

150 Gasoline Fuel System Components

151 Fuel Tank

152 Fuel Gauges

153 Fuel Filters

154 Fuel Pump

155 Fuel Lines and Hoses

156 Fuel Pressure Regulator

157 Fuel Injectors

160 Air Cleaner

200 GASOLINE FUEL INJECTION SYSTEMS

210 Timed Fuel Injection System

220 Throttle Body Injection System

230 Multi-Port Injection

240 Direct Injection

300 EXHAUST and EMISSION CONTROL SYSTEMS


320 Catalytic Converters

330 Muffler

340 Air Injection System

350 Positive Crankcase Ventilation (PCV) System

360 Exhaust Gas Recirculation (EGR) System

370 Fuel Evaporation Control System

380 Oxygen Sensor

381 Pre Oxygen Sensor

382 Post Oxygen Sensor

383 Heated Oxygen Sensor

Summary

Review Questions




CM Basic Chapter 5 Diesel Fuel Systems

Chapter 5

Diesel Fuel Systems

Topics

Overview

Objectives

Prerequisites


100 DIESEL FUEL SYSTEMS

110 Diesel Fuel

111 Diesel Fuel Oil Grades

112 Cetane Number

113 Volatility

114 Viscosity

115 Sulfur Content

116 Cloud and Pour Point

117 Cleanliness and Stability


121 Direct Injection Combustion Chamber

122 Indirect Injection Combustion Chamber

123 Pre-combustion Chamber

124 Swirl Combustion Chamber

130 Engine Governors

131 Definition

132 Types of Governors

1321 Mechanical Governors

1322 Hydraulic Governors

1323 Electronic Governors

140 Diesel Fuel System Components

141 Tank and Cap

142 Supply Pump

143 Fuel Filters

144 Water Separators

145 Injection Pump

146 Return Line

147 Gauges

200 METHODS of INJECTION

210 Fuel Injection Systems

211 Individual Pump System

212 Multi-plunger Inline Pump System

213 Unit Injector System

214 Pressure-time Injection System

215 Distributor Injection Pump System

216 Common Rail Injection Pump System

217 Electronically Controlled Fuel Injection System

220 Caterpillar Fuel Systems

221 Sleeve Metering Fuel System

222 Electronic Unit Injection

230 Distributor-Type Fuel Systems

231 Injection Pump

232 Injection Pump Accessories

233 Governor

234 Nozzle

240 Cummins Diesel Fuel Systems

241 Pressure-Time Fuel Systems

242 Mechanical Electronic Unit Injector (MEUI)

243 Hydraulic Electronic Unit Injector (HEUI)

300 SUPERCHARGERS and TURBOCHARGERS

310 Superchargers

311 Centrifugal Supercharger

320 Turbochargers

321 Components of a Turbocharger

3211 Turbine Wheel

3212 Compressor Wheel

3213 Turbine Housing

322 Operation

323 Advantages

324 Lubrication

325 Controls

3251 Waste Gate

326 Aftercooler

327 Turbo Lag

400 COLD STARTING DEVICES

410 Coolant Heaters

420 Lubrication Oil Heaters

430 Glow Plugs

440 Automatic Ether Starting

500 DIESEL FUEL SYSTEM MAINTENANCE

510 Dirt in Fuel System

520 Water in Fuel System

530 Air in Fuel System

600 GENERAL TROUBLESHOOTING

610 Exhaust Smoke Color

611 White Smoke

612 Black or Gray Smoke

613 Blue Smoke

620 Quick Injector Misfire Check

630 Dead Cylinder Test

Summary

Review Questions




CM Basic Chapter 6 Cooling and Lubricating systems

Chapter 6

Cooling and Lubrication Systems

Topics

Overview

Objectives

Prerequisites


100 ENGINE COOLING SYSTEMS

110 Air-Cooled Systems

111 Fan and Shroud

112 Baffles and Fins

113 Maintaining the Air-Cooled System

120 Liquid-Cooled System

121 Radiator

122 Radiator Hoses

123 Radiator Pressure Cap

124 Fan and Shroud

125 Water Jacket

126 Thermostats

127 Expansion (Recovery) Tank

128 Temperature Gauge and Warning Light

129 Coolants and Antifreeze

130 Servicing the Liquid-Cooled System

131 Flushing the System

132 Antifreeze Service

140 Cooling System Tests

141 Cooling System Pressure Test

142 Combustion Leak Test

143 Thermostat Test

144 Engine Fan Test

150 Service and Repair of Cooling System Components

151 Water Pump

152 Thermostat

153 Hoses

154 Fan and Belt

155 Radiator and Pressure Cap

200 ENGINE LUBRICATING SYSTEMS

210 Purposes of Lubrication

220 Engine Oil

221 Oil Viscosity and Measurements

222 Oil Service Rating

230 Lubricating (Oil) System Components

231 Oil Pump

232 Oil Pickup and Strainer

233 Pressure Relief Valve

234 Oil Filter

235 Oil Cooler

236 Oil Pan

237 Oil Level Gauge

238 Oil Galleries

239 Oil Pressure Warning Light

2310 Oil Pressure Gauge

2311 Oil Temperature Regulator

240 Types of Lubricating (Oil) Systems

241 Splash

242 Force Fed

243 Combination Splash and Force Fed

244 Full Force Fed

245 Dry Sump

250 Lubricating System Problem Diagnosis

251 High Oil Consumption

252 Low Oil Pressure

253 High Oil Pressure

254 Indicator or Gauge Problems

260 Lubricating System Maintenance

261 Oil and Filter Change

Summary

Review Questions




CM Basic Chapter 7 Basic Automotive Electricity

Chapter 7

Basic Automotive Electricity

Topics

Overview

Objectives

Prerequisites


100 BASIC PRINCIPLES of ELECTRICITY

110 Composition of Matter

120 Composition of Electricity

130 Electron Theory of Electricity

200 ELECTRIC CURRENT

210 Conductors

220 Insulators

230 Semiconductors

231 Diodes

232 Zener Diodes

233 Transistors

300 ELECTRIC MEASUREMENTS

310 Ohmrsquos Law

320 Voltage

330 Amperage

340 Resistance

350 Circuit Configurations

351 Automotive Circuits

352 Series Circuits

353 Parallel Circuits

354 Series-parallel Circuits

360 Circuit Failures

361 Open Circuit

362 Short Circuit

363 Ground Circuit

400 MAGNETISM

410 Electromagnetism

420 Electromagnetic Induction

Summary

Review Questions




CM Basic Chapter 8 Basic Automotive Electrical Circuits and Wiring

Chapter 8


Topics

Overview

Objectives

Prerequisites


100 CHARGING CIRCUIT

110 Storage Battery

111 Battery Construction

112 Battery Capacity

113 Battery Ratings

114 Battery Charging

115 Placing New Batteries in Service

116 Battery Maintenance

117 Battery Test

120 Alternators

121 Alternator Construction

122 Alternator Operation

123 Alternator Output Control

124 Alternator Maintenance

125 Alternator Testing

130 Charging System Test

131 Charging System Output Test

132 Regulator Voltage Test

133 Regulator Bypass Test

134 Circuit Resistance Test

200 STARTING CIRCUIT

210 Starter Motor

211 Starting Motor Construction

212 Operation

300 SAFETY SWITCHES

310 Neutral Safety Switch

320 Starter Safety Switch

330 Clutch Safety Switch

340 Starting Circuit Maintenance

350 Starting Motor Circuit Tests

351 Starter Current Draw Test

352 Starting Circuit Voltage Drop Tests

400 IGNITION SYSTEM

410 Operation

420 Primary Circuit

430 Secondary Circuits

440 Ignition System Components

441 Ignition Switch

442 Ignition Distributor

443 Solid State Ignition (Replaces Ignition Coil)

444 Distributorless Ignition

445 Coil over Plug or IDI

450 Spark Plug

451 Spark Plug Heat Range and Reach

460 Spark Plug Wires

470 Electronic Ignition System

471 Electronic Ignition System Components

472 Electronic Ignition System Operation

480 Ignition Timing Devices

481 Centrifugal Advance Mechanical

482 Vacuum AdvanceElectrical

483 Computerized Advance

490 Ignition System Maintenance

491 Spark Plugs and Spark Plug Wires

492 Distributor Service

493 Ignition Timing

500 LIGHTING CIRCUIT

510 Headlights

511 Headlight Switch

520 Lamps

521 Halogen

522 High Intensity Discharge (HID)

523 Light Emitting Diode (LED)

530 Dimmer Switch Blackout Lights (Military Application)

540 Turn-Signal Systems

550 Backup Light System

560 Stop-Light System

570 Emergency Light System

580 Circuit Breakers and Fuses (Application or Uses)

581 Mini Fuses

582 Conventional Fuses

583 Maxi Fuses

584 Circuit Breakers

600 INSTRUMENTS GAUGES and ACCESSORIES

610 Battery Gauge

620 Fuel Gauge


640 Engine Temperature Gauge

650 Transmission Temperature Gauge

660 Speedometer and Tachometer

661 Mechanical Speedometers and Tachometers

662 Electric Speedometers and Tachometers

663 Electronic Speedometers and Tachometers

670 Horn

680 Windshield Wipers

700 AUTOMOTIVE WIRING

710 One-Wire Circuit

720 Two-Wire Circuits

730 Shielded Wiring

740 Unshielded Wiring

750 Wiring Assemblies

760 Wiring Identification

770 Wiring Diagrams

780 Wire Terminal Ends

790 Wire Support and Protection

Summary

Review Questions




CM Basic Chapter 9 Hydraulic and Pneumatic Systems

Chapter 9


Topic

Overview

Objectives

Prerequisites


100 HYDRAULIC SYSTEMS

110 Basic Principles of Hydraulics

111 Pascalrsquos Law

1111 Pressure

112 Force

113 Area

114 Computing Force Pressure and Area

115 Incompressibility and Expansion of Liquids

116 Transmission of Forces through Liquids

117 Multiplication of Forces

120 Types of Hydraulic Fluids

121 Petroleum-Based Fluids

122 Synthetic Fire-Resistant Fluids

130 Hydraulic System Components

131 Reservoir

132 Pumps

133 Strainers and Filters

134 Valves Types

1341 Pressure Control Valve

1342 Directional Control Valve

1343 Volume Control Valve

135 Actuators

1351 Cylinders

136 Motors

137 Accumulators

138 Oil Cooler

139 Cooling Fan

1310 Tubing Piping and Hose

1311 Connectors and Fittings

1312 Sealing Materials and Devices

140 Hydraulic System Maintenance

141 Oil and Filter Changes

142 Cleaning and Flushing the System and Reservoir

143 Strainers Maintenance

144 Breathers Maintenance

145 Accumulator Maintenance

146 Control and Safety Valve Maintenance

147 Preventing Leaks

148 Preventing Overheating

200 PNEUMATIC SYSTEMS

210 Basic Principles of Pneumatics

211 Boylersquos Law

212 Charlesrsquo Law

214 Compressibility and Expansion of Gases

220 Pneumatic Gases

221 Qualities

222 Compressed Air

230 Heavy-Duty Air Compressors

231 Compressor Types

2311 Rotary

2312 Screw

232 Intercoolers

233 Aftercoolers

234 Receiver Tank

235 Pressure-Control System

240 Air Compressor Maintenance

241 Air Cleaner Servicing

242 Compressor Oil Change

243 Main Oil Filter Servicing

244 Demister or Separator Element

250 Contamination Control

260 Potential Hazards

270 Safety Precautions

Summary

Review Questions




CM Basic Chapter 10 Automotive Clutches Transmissions and Transaxles

Chapter 10


Topics

Overview

Objectives

Prerequisites


100 AUTOMOTIVE CLUTCHES

200 CLUTCH CONSTRUCTION

210 Clutch Release Mechanism

211 Manual

2111 Linkage

2112 Cable

212 Hydraulic

2121 Slave Cylinder with Clutch Master Cylinder

220 Clutch Fork

230 Clutch Housing

240 Release Bearing

241 Hydraulic Type

242 Manual Type

250 Pressure Plate

251 Coil Spring Pressure Plate

252 Diaphragm Pressure Plate

260 Clutch Disc

261 Wet Type

262 Dry Type

270 Flywheel

280 Pilot Bearing

300 CLUTCH OPERATION

400 CLUTCH START SWITCH

500 CLUTCH ADJUSTMENT

510 Clutch Linkage Adjustment

520 Pressure Plate Adjustment

530 Clutch Cable Adjustment

540 Hydraulic Clutch

550 Clutch Troubleshooting

551 Slipping

552 Grabbing

553 Dragging

554 Abnormal Noises

555 Pedal Pulsation

560 Clutch Overhaul

600 MANUAL TRANSMISSIONS

610 Transmission Construction

611 Transmission Case

612 Extension Housing

613 Front Bearing Hub

614 Transmission Shafts

6141 Input Shaft

6142 Countershaft

6143 Reverse Idler Shaft

6144 Main Shaft

615 Transmission Gears

616 Synchronizers

617 Shift Forks

618 Shift Linkage and Levers

620 Transmission Types

621 Constant Mesh Transmission

622 Synchromesh Transmission

630 Auxiliary Transmissions

640 Transmission Troubleshooting

650 Transmission Overhaul

660 Transmission Service

670 Power Flow

671 Reverse Gear

672 First Gear

673 Second Gear

674 Third Gear

675 Fourth Gear

676 Fifth Gear

700 AUTOMATIC TRANSMISSIONS

710 Torque Converters

720 Planetary Gearsets

730 Clutches and Bands

731 Multiple-Disc Clutch

732 Overrunning Clutch

733 Brake Band

740 Hydraulic System

741 Pump

742 Pressure Regulator

743 Manual Valve

744 Vacuum Modulator Valve

745 Governor Valve

746 Shift Valves

747 Kickdown Valve

748 Valve Body

750 Automatic Transmission Service

751 Checking the Fluid

752 Linkage and Band Adjustment

753 Fluid Replacement

754 Refilling the Transmission

760 Electronic Systems

761 Speed Sensors

762 Shift Solenoids

800 TRANSAXLES

810 Manual Transaxles

820 Automatic Transaxles

Summary

Review Questions




CM Basic Chapter 11 Drive Lines Differentials Drive Axles and Power Train

Chapter 11


Topics

Overview

Objectives

Prerequisites


100 DRIVE LINE ASSEMBLY

110 Slip Yoke (Joint)

120 Drive Shafts

130 Universal Joints

131 Cross and Roller Universal Joint

132 Ball and Trunnion Universal Joint

133 Double-Cardan Universal Joint

140 Constant Velocity (CV) Joints

141 Rzeppa CV Joint

142 Tripod Joint

150 Center Support Bearings

160 Drive Line Maintenance

161 Drive Shaft Noises

162 Drive Shaft Inspection

163 Universal Joint Service

164 Constant Velocity Joint Service

165 Center Support Bearing Service

200 DIFFERENTIALS

210 Differential Construction

211 Differential Carrier

212 Differential Case

213 Pinion Gear

214 Ring Gear

215 Spider Gears

220 Final Drive

221 Spiral Bevel Gear

222 Hypoid Gear

223 Double-Reduction Final Drive

224 Two-Speed Final Drive

230 Differential Action

231 Driving Straight Ahead

232 Turning Corners

240 Limited Slip Differentials

241 Clutch Pack Limited Slip Differential

242 Cone Clutch Limited Slip Differential

250 Differential Service and Maintenance

251 Differential Lubricant Service

252 Differential Gear Tooth Pattern

300 DRIVE AXLES

310 Front Drive Axle

320 Rear Drive Axle

330 Axle Housing

340 Fixed or Solid Axle

341 Semi-Floating Axle

342 Full-Floating Axle

350 Front Wheel Drive Axles

360 Rear Axle Service

361 Axle Bearing Service

362 Axle Seal Service

400 TRANSFER CASES

410 Gear Type Transfer Case

420 Chain Type Transfer Case

430 Transfer Case Maintenance and Service

500 POWER TAKEOFFS

Summary

Review Questions



CM Basic Chapter 12 Construction Equipment Power Trains

Chapter 12


Topics

Overview

Objectives

Prerequisites


100 DRIVE TRAINS

110 Mechanical Drive Trains


112 Planetary Steering

113 Steering Clutches

120 Hydrostatic Drive Train

121 Hydrostatic Drive Operation

1211 Forward

1211 Neutral

1211 Reverse

122 Maintenance of Hydrostatic Drives

200 TRACK and TRACK FRAMES

210 Track Assembly

211 Track Chain

212 Track Shoes

220 Track Frame

221 Track Frame Rollers

222 Recoil Spring

223 Adjusting Mechanism

224 Track Guiding Guards

230 Maintenance of Track and Track Frame Assemblies

231 Track Adjustment

232 Lubrication

233 Inspection

234 Shop Repairs

2341 Track Removal

2342 Track Replacement

300 WINCHES and WIRE ROPE

310 Winches

320 Wire Rope

321 Composition of Wire Rope

3211 Wire

3212 Strand

3213 Core

322 Grades of Wire Rope

3221 Mild Plow Steel Wire Rope

3222 Plow Steel Wire Rope

3223 Improved Plow Steel Wire Rope

3224 Extra Improved Plow Steel Wire Rope

323 Lays of Wire Rope

3231 Right Regular Lay

3232 Left Regular Lay

3233 Right Lang Lay

3234 Left Lang Lay

3235 Reverse Lay

3236 Lay length of Wire Rope

324 Characteristics of Wire Rope

3241 Tensile Strength

3242 Crushing Strength

3243 Fatigue Resistance

3244 Abrasion Resistance

3245 Corrosion Resistance

325 Measuring Wire Rope

326 Wire Rope Safe Working Load

327 Wire Rope Failure

328 Handling and Care of Wire Rope

3281 Coiling and Uncoiling

3282 Kinks

3283 Drum Winding

3284 Fleet Angle

3285 Sizes of Sheaves

3286 Reverse Bends

3287 Seizing and Cutting

329 Wire Rope Maintenance

3291 Inspections

32911 External Inspection

32912 Internal Inspection

32913 Rejection Criteria

3292 Lubrication

3210 Wire Rope Attachments

32101 Wedge Socket

32102 Speltered Socket

32103 Wire Rope Clips

32104 Thimble

32105 Swaged Connections

32106 Hooks and Shackles

32107 Eyebolts

32108 Lifting Lugs

32109 Turnbuckle

321010 Beam Clamps

321011 Plate Clamps

321012 Spreader and Equalizer Beams

Summary

Review Questions



CM Basic Chapter 13 Brakes

Chapter 13

Brakes

Topics

Overview

Objectives

Prerequisites


100 HYDRUALIC BRAKE SYSTEM

110 Principles of Braking

111 Vehicle Stopping Distance

112 Braking Temperature

113 Braking Ratio


121 Master Cylinder

122 Wheel Cylinder

123 Brake Lines and Hoses

124 Brake Fluid

130 Drum Brakes

131 Drum Brake Assemblies

1311 Backing Plate

1312 Wheel Cylinder

1313 Brake Shoes

1314 Brake Springs

1315 Brake Drums

1316 Brake Shoe Adjusters

13161 Cable Type

13162 Link type

13163 Lever type

132 Brake Shoe Energization

133 Advantages and Disadvantages of Drum Brakes

1331 Advantages

1332 Disadvantages

140 Disc Brakes

141 Disc Brake Assembly

1411 Brake Caliper

1412 Disk Brake Pads

1412 Splash Shield

1413 Brake Disk

1414 Calipers

14141 Floating caliper

14142 Fixed caliper

142 Stoplight Switch

143 Brake Warning Light Switch

144 Metering Valve

145 Proportioning Valve

146 Combination Valve

150 Antilock Brake System (ABS)

151 ABS Computer

152 Hydraulic Actuator

153 Tone Wheels

154 Wheel Speed Sensors

155 ABS Operation

160 Power Brakes

161 Vacuum Boosters

1612 Released Position

1613 Applied Position

1614 Holding Position

162 Hydraulic Booster

170 Parking Brakes

180 Brake System Inspection

181 Checking Master Cylinder Fluid Level

182 Brake Pedal Action

1821 Brake Pedal Free Play

1822 Brake Pedal Height

1823 Brake Pedal Reserve Distance

183 Brake System Leaks

184 Inspecting Brake Assemblies

1841 Inspecting Disc Brakes

1842 Inspecting Drum Brakes

190 Servicing the Master Cylinder

1100 Servicing Drum Brakes

1101 Servicing Wheel Cylinders

1102 Servicing Drums

1103 Drum Brake Hardware Inspection

1110 Servicing Disk Brakes

1111 Disk Brake Pad Replacement

1112 Servicing Caliper Assemblies

1113 Brake Disc (Rotor) Service

11131 Measuring Disc Thickness

11132 Brake Disc Runout

11133 Resurfacing a Brake Disc

1120 Brake System Bleeding

1121 Manual Bleeding

1122 Pressure Bleeding

1123 Vacuum

1124 Forced

200 AIR BRAKE SYSTEM

210 Compressor

220 Governor

230 Unloader Assembly

240 Air Tanks (Reservoirs)

250 Brake Chambers

260 Slack Adjusters

270 Brake Valves

271 Treadle Valve

272 Trailer Control Valve

273 Quick-Release Valve

274 Combined-Limiting and Quick-Release Valve

275 Tractor Protection Valve

276 Relay Emergency Valve

277 Check Valves

280 Air Hoses and Fittings

290 System Switches and Indicators

291 Low-Pressure Warning Indicator

292 Stoplight Switches

2100 Servicing Air Brakes

2110 Air ABS

Summary

Review Questions



CM Basic Chapter 14 Automotive Chassis and Body

Chapter 14

Automotive Chassis and Body

Topics

Overview

Objectives

Prerequisites


100 FRAMES

110 Integrated Frame and Body (Monocoque)

120 Truck Frame (Ladder)

130 Frame Maintenance

200 SUSPENSION SYSTEM

210 Independent Suspension

220 Suspension System Components

221 Control Arms and Bushings

222 Strut Rods

223 Ball Joints

224 Shock Absorbers and Struts

225 Stabilizer Bar

226 Torque Arms

230 Suspension System Springs

231 Spring Terminology

232 Leaf Spring

233 Torsion Bar

234 Coil Spring

235 Air Bags

240 Suspension System Service

241 Suspension Bushing Service

242 Ball Joint Service

243 Strut Service

244 Spring Service

300 STEERING SYSTEM

310 Steering Linkage

311 Pitman Arm

312 Center Link

313 Idler Arm

314 Ball Sockets

315 Tie-Rod Assemblies

316 Draglink

320 Steering Ratio

330 Manual Steering Systems

331 Worm and Sector

332 Worm and Roller

333 Cam and Lever

334 Worm and Nut

335 Rack and Pinion

340 Power Steering Systems

341 Integral Piston (Linkage Type)

342 External Cylinder (Linkage Type)

343 Power Rack and Pinion

400 STEERING SYSTEM MAINTENANCE

410 Steering Linkage Service

411 Idler Arm Service

412 Tie-Rod End Service

420 Manual Steering System Service

421 Rack and Pinion Service

430 Power Steering System Maintenance

431 Checking Power Steering Fluid

432 Servicing Power Steering Hoses and Belt

433 Power Steering Leaks

434 Power Steering Pressure Test

435 Bleeding a Power Steering System

440 Troubleshooting Steering Systems

441 Steering Wheel Play

442 Hard Steering

443 Steering System Noises

500 TIRES WHEELS and WHEEL BEARINGS

510 Tire Construction

511 Bias-Ply Tire

512 Belted Bias Tire

513 Radial Ply Tire

520 Tire Markings

521 Tire Size

522 Load Index and Speed Rating

523 Maximum Inflation Pressure

524 Tire Grades

530 Tubes

531 Tube Repair

540 Wheels

541 Drop Center Wheel

542 Semidrop Center Wheel

543 Safety Wheel

544 Split Wheel (2 Piece Wheel)

550 Lug Nuts Studs and Bolts

560 Wheel Bearing and Hub Assembly

561 Nondriving Wheel Assembly

562 Driving Wheel Assembly

563 Wheel-Bearing Service

570 Tire Repair


581 Rotating Tires

582 Wheel Balancing

590 Troubleshooting

591 Tire Impact Damage

592 Tire Wear Patterns

593 Tire Inflation Problems

594 Tire Vibration Problems

595 Tire and Wheel-Bearing Noise

600 WHEEL ALIGNMENT

610 Steering Geometry

611 Caster

612 Camber

613 Toe

614 Steering Axis Inclination

615 Toe-Out On Turns

616 Tracking

617 Scrub Radius

620 Wheel Alignment Tools and Equipment

621 Turning Radius Gauges

622 Caster-Camber Gauge

623 Tram Gauge

700 BODY REPAIR

710 Body Tools

720 Removing Dents

730 Replacing Sheet Metal

740 Preparing the Surface for Painting

750 Painting

760 Epoxy Fillers

770 Identification Markings

Summary

Review Questions



APPENDIX I

APPENDIX II

APPENDIX III

CM Back Cover

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Prerequisites This course map shows all of the chapters in Construction Mechanic Basic The suggested training order begins at the bottom and proceeds up Skill levels increase as you advance on the course map

Automotive Chassis and Body C

Brakes M

Basic Automotive Electricity S

Cooling and Lubrication Systems I

Diesel Fuel Systems C

Features of this Manual This manual has several features which make it easy to use online

bull Figure and table numbers in the text are italicized The figure or table is either next to or below the text that refers to it

bull The first time a glossary term appears in the text it is bold and italicized When your cursor crosses over that word or phrase a popup box displays with the appropriate definition

bull Audio and video clips are included in the text with italicized instructions telling you where to click to activate it

bull Review questions that apply to a section are listed under the Test Your Knowledge banner at the end of the section Select the answer you choose If the answer is correct you will be taken to the next section heading If the answer is

into the yoke

device

installation

prevent whipping

A 30 B 20 C 15 D 10

takes place

what components

A 411 B 371 C 350 D 278

_______

engine oil

action

driving axles

Rate____ Course Name_____________________________________________

Instruction Page

CMB Cover Page

CMB Copyright



Chapter 1


Topics

Overview

Objectives

Prerequisites










113 Inspector











132 Shop Workload


134 Supply Support











138 SKED

139 MicroSNAP





1431 Status I

1432 Status II

150 Repair Orders




1513 Data Elements






















Summary

Review Questions





Chapter 2


Topics

Overview

Objectives

Prerequisites





121 Intake Stroke


123 Power Stroke

124 Exhaust Stroke



210 Diesel Engine





220 Gasoline Engine





225 Cooling System

226 Fuel Type


310 Definitions

311 Work

312 Energy

313 Power

314 Torque

315 Friction

316 Engine Torque











333 Cam Arrangement

334 Induction Type

340 Timing

341 Valve Timing

3411 Conventional

3412 Variable

342 Ignition Timing

3421 Conventional


Summary

Review Questions




Chapter 3


Topics

Overview

Objectives





112 Cylinder

113 Cylinder Sleeve

114 Cylinder Liner

115 Water Jacket

116 Core Hole Plug

117 Crankcase

118 Cylinder Head



1111 Oil Pan



1114 Oil Pan Gasket



121 Piston Assembly

122 Connecting Rods

123 Crankshaft

124 Camshaft

125 Valve Train


127 Flywheel


131 Camshaft

132 Followers


134 Valve Guides




138 Timing Gears

140 Engine Bearings
















Summary

Review Questions




Chapter 4


Topics

Overview

Objectives



110 Gasoline


121 Volatility


123 Octane Rating

130 Air-Fuel Ratio







151 Fuel Tank

152 Fuel Gauges

153 Fuel Filters

154 Fuel Pump



157 Fuel Injectors

160 Air Cleaner









330 Muffler





380 Oxygen Sensor




Summary

Review Questions





Chapter 5

Diesel Fuel Systems

Topics

Overview

Objectives

Prerequisites



110 Diesel Fuel


112 Cetane Number

113 Volatility

114 Viscosity

115 Sulfur Content









131 Definition






141 Tank and Cap

142 Supply Pump

143 Fuel Filters


145 Injection Pump

146 Return Line

147 Gauges














231 Injection Pump


233 Governor

234 Nozzle






310 Superchargers


320 Turbochargers


3211 Turbine Wheel



322 Operation

323 Advantages

324 Lubrication

325 Controls

3251 Waste Gate

326 Aftercooler

327 Turbo Lag


410 Coolant Heaters


430 Glow Plugs








611 White Smoke


613 Blue Smoke



Summary

Review Questions





Chapter 6


Topics

Overview

Objectives

Prerequisites




111 Fan and Shroud




121 Radiator

122 Radiator Hoses


124 Fan and Shroud

125 Water Jacket

126 Thermostats










143 Thermostat Test

144 Engine Fan Test


151 Water Pump

152 Thermostat

153 Hoses

154 Fan and Belt




220 Engine Oil




231 Oil Pump



234 Oil Filter

235 Oil Cooler

236 Oil Pan

237 Oil Level Gauge

238 Oil Galleries





241 Splash

242 Force Fed


244 Full Force Fed

245 Dry Sump








Summary

Review Questions





Chapter 7


Topics

Overview

Objectives

Prerequisites







210 Conductors

220 Insulators

230 Semiconductors

231 Diodes

232 Zener Diodes

233 Transistors


310 Ohmrsquos Law

320 Voltage

330 Amperage

340 Resistance



352 Series Circuits




361 Open Circuit

362 Short Circuit

363 Ground Circuit

400 MAGNETISM



Summary

Review Questions





Chapter 8


Topics

Overview

Objectives

Prerequisites



110 Storage Battery



113 Battery Ratings




117 Battery Test

120 Alternators












210 Starter Motor


212 Operation

300 SAFETY SWITCHES








400 IGNITION SYSTEM

410 Operation

420 Primary Circuit



441 Ignition Switch





450 Spark Plug













493 Ignition Timing


510 Headlights


520 Lamps

521 Halogen









581 Mini Fuses


583 Maxi Fuses



610 Battery Gauge

620 Fuel Gauge








670 Horn





730 Shielded Wiring




770 Wiring Diagrams



Summary

Review Questions





Chapter 9


Topic

Overview

Objectives

Prerequisites





1111 Pressure

112 Force

113 Area









131 Reservoir

132 Pumps


134 Valves Types




135 Actuators

1351 Cylinders

136 Motors

137 Accumulators

138 Oil Cooler

139 Cooling Fan















211 Boylersquos Law



220 Pneumatic Gases

221 Qualities

222 Compressed Air



2311 Rotary

2312 Screw

232 Intercoolers

233 Aftercoolers

234 Receiver Tank










Summary

Review Questions





Chapter 10


Topics

Overview

Objectives

Prerequisites





211 Manual

2111 Linkage

2112 Cable

212 Hydraulic


220 Clutch Fork

230 Clutch Housing

240 Release Bearing

241 Hydraulic Type

242 Manual Type

250 Pressure Plate



260 Clutch Disc

261 Wet Type

262 Dry Type

270 Flywheel

280 Pilot Bearing









551 Slipping

552 Grabbing

553 Dragging

554 Abnormal Noises

555 Pedal Pulsation

560 Clutch Overhaul







6141 Input Shaft

6142 Countershaft


6144 Main Shaft


616 Synchronizers

617 Shift Forks









670 Power Flow

671 Reverse Gear

672 First Gear

673 Second Gear

674 Third Gear

675 Fourth Gear

676 Fifth Gear







733 Brake Band


741 Pump


743 Manual Valve


745 Governor Valve

746 Shift Valves

747 Kickdown Valve

748 Valve Body







761 Speed Sensors

762 Shift Solenoids

800 TRANSAXLES



Summary

Review Questions





Chapter 11


Topics

Overview

Objectives

Prerequisites




120 Drive Shafts






141 Rzeppa CV Joint

142 Tripod Joint








200 DIFFERENTIALS




213 Pinion Gear

214 Ring Gear

215 Spider Gears

220 Final Drive


222 Hypoid Gear





232 Turning Corners







300 DRIVE AXLES


320 Rear Drive Axle

330 Axle Housing








400 TRANSFER CASES




500 POWER TAKEOFFS

Summary

Review Questions




Chapter 12


Topics

Overview

Objectives

Prerequisites


100 DRIVE TRAINS







1211 Forward

1211 Neutral

1211 Reverse



210 Track Assembly

211 Track Chain

212 Track Shoes

220 Track Frame


222 Recoil Spring





232 Lubrication

233 Inspection

234 Shop Repairs

2341 Track Removal



310 Winches

320 Wire Rope


3211 Wire

3212 Strand

3213 Core









3233 Right Lang Lay

3234 Left Lang Lay

3235 Reverse Lay













3282 Kinks

3283 Drum Winding

3284 Fleet Angle


3286 Reverse Bends



3291 Inspections




3292 Lubrication


32101 Wedge Socket



32104 Thimble



32107 Eyebolts

32108 Lifting Lugs

32109 Turnbuckle

321010 Beam Clamps

321011 Plate Clamps


Summary

Review Questions




Chapter 13

Brakes

Topics

Overview

Objectives

Prerequisites






113 Braking Ratio


121 Master Cylinder

122 Wheel Cylinder


124 Brake Fluid

130 Drum Brakes


1311 Backing Plate

1312 Wheel Cylinder

1313 Brake Shoes

1314 Brake Springs

1315 Brake Drums


13161 Cable Type

13162 Link type

13163 Lever type



1331 Advantages

1332 Disadvantages

140 Disc Brakes


1411 Brake Caliper


1412 Splash Shield

1413 Brake Disk

1414 Calipers


14142 Fixed caliper



144 Metering Valve




151 ABS Computer


153 Tone Wheels


155 ABS Operation

160 Power Brakes

161 Vacuum Boosters





170 Parking Brakes


























1123 Vacuum

1124 Forced


210 Compressor

220 Governor



250 Brake Chambers

260 Slack Adjusters

270 Brake Valves

271 Treadle Valve






277 Check Valves






2110 Air ABS

Summary

Review Questions




Chapter 14


Topics

Overview

Objectives

Prerequisites


100 FRAMES








222 Strut Rods

223 Ball Joints


225 Stabilizer Bar

226 Torque Arms



232 Leaf Spring

233 Torsion Bar

234 Coil Spring

235 Air Bags




243 Strut Service

244 Spring Service

300 STEERING SYSTEM


311 Pitman Arm

312 Center Link

313 Idler Arm

314 Ball Sockets


316 Draglink

320 Steering Ratio


331 Worm and Sector

332 Worm and Roller

333 Cam and Lever

334 Worm and Nut

335 Rack and Pinion



















442 Hard Steering




511 Bias-Ply Tire


513 Radial Ply Tire

520 Tire Markings

521 Tire Size



524 Tire Grades

530 Tubes

531 Tube Repair

540 Wheels



543 Safety Wheel







570 Tire Repair


581 Rotating Tires

582 Wheel Balancing

590 Troubleshooting






600 WHEEL ALIGNMENT


611 Caster

612 Camber

613 Toe



616 Tracking

617 Scrub Radius




623 Tram Gauge

700 BODY REPAIR

710 Body Tools

720 Removing Dents



750 Painting

760 Epoxy Fillers


Summary

Review Questions



APPENDIX I

APPENDIX II

APPENDIX III

CM Back Cover








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