Driveline System-General Information: Other Ford Econoline E150

Analysis of Leakage

Clean up the leaking area enough to identify the exact source. An axle leak can be caused by the following

1. Axle lubricant level is too high.
2. Worn or damaged axle shaft hub seals or differential seals.
3. Differential housing or cover is cracked.
4. Pinion seal is worn or damaged.
5. Pinion flange is scored or damaged.
6. Axle cover is not sealed.
7. Vent is plugged, loose or missing.

Repair the axle as necessary. Make sure the axle lubricant is at the correct level. For additional information, refer to SPECIFICATIONS .

Axle Vent

Note. If a plugged vent cannot be cleared, install a new one.

A plugged vent will cause excessive seal lip wear due to internal pressure buildup. If a leak occurs, check the vent. Make sure the vent hose is not kinked. Remove the hose from the vent nipple and clear the hose of any foreign material. While the hose is removed, pass a length of mechanics wire or a small diameter Allen wrench in and out of the vent to clean it. Connect the hose when done.

Pinion Flange Seal

Leaks at the axle drive pinion seal originate for the following reasons

1. Contamination.
2. Seal was not correctly installed.
3. Poor quality axle surface(s).

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

The axle drive pinion seal can be torn, cut, or gouged if it is not installed carefully. The spring that holds the axle drive pinion seal against the pinion flange may be knocked out and allow leakage past the lip.

The rubber lips can occasionally become hard (like plastic) with cracks at the oil lip contact point. The contact point on the pinion flange may blacken, indicating excessive heat. Marks, nicks, gouges, or rough surface texture on the seal journal of the pinion flange will also cause leaks.

Install a new pinion flange if any of these conditions exist.

Metal chips or sand trapped at the sealing lip can also cause oil leaks. This can cause a wear groove on the pinion flange and heavy pinion seal wear.

When a seal leak occurs, install a new seal and check the vent and the vent hose to make sure they are clean and free of debris.

Axle Shaft Seals

Axle shaft oil seals (1177) are susceptible to the same kinds of damage as axle drive pinion seals if incorrectly installed. The seal bore must be clean and the lip handled carefully to avoid cutting or tearing it. The axle shaft journal surface must be free of nicks, gouges, and rough surface texture.

For additional information on axle and wheel hub seals, refer to REAR DRIVE AXLE/DIFFERENTIAL-DANA 60 & 70 , WHEEL HUBS & BEARINGS-FULL FLOATING AXLE-DANA , REAR DRIVE AXLE/DIFFERENTIAL-FORD 8.8" RING GEAR or REAR DRIVE AXLE/DIFFERENTIAL-FORD 9.75" RING GEAR .

Tires

Most vibration in the rear end is caused by tires or driveline angle or imbalance.

Vibration is a concern with modern, high-mileage tires if they are not "true" both radially and laterally. They are more susceptible to vibration around the limits of radial and lateral runout of the tire and wheel assembly. On a vibration concern, follow the diagnostic procedure in NOISE, VIBRATION & HARSHNESS . They also require more accurate balancing. Wheel and tire runout checks, truing and balancing are normally done before axle inspection.

Driveline Angle

Driveline angularity is the angular relationship between the engine crankshaft (6303), the driveshaft, and the rear axle pinion. Factors determining driveline angularity include ride height, rear spring, and engine mounts.

DRIVELINE ANGLE

Scheme 29

An incorrect driveline (pinion) angle can often be detected by the driving condition in which the vibration occurs.

1. A vibration during coastdown from 72 to 56 km/h (45 to 35 mph) is often caused by an excessive U-joint angle at the axle (pinion nose downward).
2. A vibration during acceleration, from 56 to 72 km/h (35 to 45 mph) may indicate an excessive U-joint angle at the axle (pinion nose upward).

When these conditions exist, check the driveline angles as described in the GENERAL PROCEDURES .

If the tires and driveline angle are not the cause, carry out the NVH tests to determine whether the concern is caused by a condition in the axle. Refer to NOISE, VIBRATION & HARSHNESS .

Universal Joint (U-Joint) Wear

Place the vehicle on a frame hoist and rotate the driveshaft by hand. Check for rough operation or seized U -joints. Install a new U-joint if it shows signs of seizure, excessive wear, or incorrect seating. Refer to DRIVESHAFT .

Axle Flange Bolt Circle Runout - Semi-Floating Axle

Note. The brake discs or drums must be removed to carry out all runout measurements.

Scheme 30

1. Position the Dial Indicator Gauge with Holding Fixture perpendicular to the axle flange bolt, as close to the flange face as possible. Zero the indicator to allow the pointer to deflect either way.
2. Rotate the flange until the next bolt is contacted. Record the measurement and continue until each bolt is checked. The difference between the maximum and minimum contact readings will be the total axle flange bolt pattern runout. The runout must not exceed 0.13 mm (0.005 inch)

Scheme 31

1. Position the Dial Indicator Gauge with Holding Fixture with the Clutch Housing Gauge to the pilot, as close to the axle flange face as possible. Zero the indicator to allow the pointer to deflect either way.
2. Rotate the flange one full turn and note the maximum and minimum readings. The difference between the maximum and minimum readings will be the total pilot runout. Pilot runout must not exceed 0.076 mm (0.003 inch).

Scheme 32

1. Position the Dial Indicator Gauge with Holding Fixture on the axle flange face, as close to the outer edge as possible. Zero the indicator to allow the pointer to deflect either way.
2. Rotate the flange one full turn and note the maximum and minimum readings. The difference between the maximum and minimum readings will be the total face runout. The runout must not exceed 0.13 mm (0.005 in).
3. Full float axles in E350 and E450 models have hubs, which have the same 0.13 mm (0.005 in) limit on the flange lateral runout.

Drive Pinion Stem and Pinion Flange

Check the pinion flange runout when all other checks have failed to show the cause of vibration.

One cause of excessive pinion flange runout is incorrect installation of the axle drive pinion seal. Check to see if the spring on the seal lip has been dislodged before installing a new ring gear and pinion.

Coupling Shaft Center Bearing Alignment - 158 and 176 Inch Wheelbase

Vehicle noise and vibration can be caused by a dislocated/failed driveshaft center bearing support rubber insulator, a contaminated driveshaft center bearing support (4800) or excessive compression of the rubber insulator. For additional information, refer to DRIVESHAFT .

Bearing Shimming

Drive-away shudder is the predominant symptom associated with driveline angles condition on vehicles with two-piece driveshafts. Drive-away shudder can usually be corrected by shimming down the driveshaft center bearing bracket. For additional information, refer to DRIVESHAFT .

If the drive-away shudder cannot be corrected by shimming down the driveshaft center bearing bracket, check the driveline angles as described in the GENERAL PROCEDURES .

Gear Howl and Whine

Howling or whining of the ring gear and pinion is due to an incorrect gear pattern, gear damage or incorrect bearing preload.

Bearing Whine

Bearing whine is a high-pitched sound similar to a whistle. It is usually caused by worn/damaged pinion bearings, which are operating at driveshaft speed. Bearing noise occurs at all driving speeds. This distinguishes it from gear whine which usually comes and goes as speed changes.

As noted, pinion bearings make a high-pitched, whistling noise, usually at all speeds. If however there is only one pinion bearing that is worn/damaged, the noise may vary in different driving phases. New pinion bearings must not be installed unless they are scored or damaged or there is a specific pinion bearing noise. A worn/damaged bearing will normally be obvious at disassembly. Examine the large end of the rollers for wear. If the pinion bearings original blend radius has worn to a sharp edge, the pinion bearing must be installed new.

Note. A low-pitched rumble normally associated with a worn/damaged wheel bearing can be caused by the exterior luggage rack or tires.

Wheel bearing noise, though usually lower pitched, can be mistaken for a pinion bearing noise. Check the wheel bearing for a spalled cup, and spalled/damaged rollers. Install a new wheel bearing if any of these concerns are detected.

Scheme 33

If the wheel bearing is damaged, the roller surface on the axle shaft may also be damaged. Install a new axle shaft if any damage is detected.

Scheme 34

Bearing Rumble

Bearing rumble sounds like marbles being tumbled. This condition is usually caused by a worn/damaged wheel bearing. The lower pitch is because the wheel bearing turns at only about one-third of the driveshaft speed. Wheel bearing noise also may be high-pitched, similar to gear noise, but will be evident in all four driving modes.

Chuckle

Chuckle that occurs on the coast driving phase is usually caused by excessive clearance between the differential gear hub and the differential case bore.

Damage to a gear tooth on the coast side can cause a noise identical to a chuckle. A very small tooth nick or ridge on the edge of a tooth can cause the noise.

Clean the gear tooth nick or ridge with a small grinding wheel. If the damaged area is larger than 3.2 mm (1/8 inch), install a new gearset.

To check the ring gear and pinion, remove as much lubricant as possible from the gears with clean solvent. Wipe the gears dry or blow them dry with compressed air. Look for scored or damaged teeth. Also look for cracks or other damage.

If either gear is scored or damaged badly, install a new ring gear and pinion.

Scheme 35

If metal has broken loose, the axle housing must be cleaned to remove particles that will cause damage. At this time, any other damaged parts in the axle housing must also be installed new.

Knock

Knock, which can occur on all driving phases, has several causes including damaged teeth or gearset.

Scheme 36

In most cases, one of the following conditions will occur

Scheme 37

1. A gear tooth damaged on the drive side is a common cause of the knock. This can usually be corrected by grinding the damaged area.
2. Knock is also caused by excessive in-out end play in the axle shafts. Up to 0.762 mm (0.030 inch) is allowed in semi-float axles. The frequency of the knock will be less because the axle shaft speed is slower than the driveshaft.

Driveshaft Vibrates

1. Road test the vehicle to determine the critical vibration points. Note the road speed, the engine RPM, and the shift lever positions at which the vibration occurs.
2. Stop the vehicle, place the transmission lever in neutral and run the engine through the critical speed ranges determined in Step 1.
3. If no vibration is felt, balance the driveshaft. Refer to «DRIVELINE VIBRATION»(ref-210111-S28979832582005121300000) .

Traction-Lok® Differential Operation Check - Vehicles with 8.8 Axle

A Traction-Lok® differential can be checked for correct operation without removing it from the rear axle housing (4010).

Raise only one rear wheel. Install the Differential Clutch Gauge on the wheel lugs.

Scheme 38

Use a torque wrench with a capacity of at least 271 Nm (200 lb-ft) to rotate the axle shaft. Be sure that the transmission is in NEUTRAL, and that one rear wheel is on the floor while the other rear wheel is raised off the floor. The breakaway torque required to start rotation must be at least 27 Nm (20 lb-ft). The initial breakaway torque may be higher than the continuous turning torque.

Scheme 39

The axle shaft must turn with even pressure throughout the check without slipping or binding. If the torque reading is less than specified, check the differential case. Refer to REAR DRIVE AXLE/DIFFERENTIAL-FORD 8.8" RING GEAR .

Traction-Lok® Differential Operation Check - Vehicles with 9.75 Axle

A Traction-Lok® differential can be checked for correct operation without removing it from the rear axle housing.

Note. Make sure the brake pads are not contacting the brake disc.

Raise and remove only one rear wheel. Install the Differential (Traction-Lok) Gauge on the wheel lugs.

Scheme 40

Use a torque wrench with a capacity of at least 271 Nm (200 lb-ft) to rotate the axle shaft. Be sure that the transmission is in NEUTRAL, and that one rear wheel is on the floor while the other rear wheel is raised off the floor. The breakaway torque required to start rotation must be at least 27 Nm (20 lb-ft). The initial breakaway torque may be higher than the continuous turning torque.

Scheme 41

The axle shaft must turn with even pressure throughout the check without slipping or binding. If the torque reading is less than specified, check the differential case. Refer to REAR DRIVE AXLE/DIFFERENTIAL-FORD 9.75" RING GEAR .

Traction-Lok® Differential Check Road Test

1. Place one wheel on a dry surface and the other wheel on ice, mud or snow.
2. Gradually open the throttle to obtain maximum traction prior to break away. The ability to move the vehicle demonstrates correct performance of a Traction-Lok® rear axle assembly (4006).
3. When starting with one wheel on an excessively slippery surface, a slight application of the parking brake may be necessary to help energize the Traction-Lok® feature of the differential. Release the brake when traction is established. Use light throttle on starting to provide maximum traction.
4. If, with unequal traction, both wheels slip, the limited slip rear axle has done all it can possibly do.
5. In extreme cases of differences in traction, the wheel with the least traction may spin after the Traction-Lok® has transferred as much torque as possible to the non-slipping wheel.

Companion Flange Runout Check - Circular

Scheme 42

Scheme 43

Scheme 44

Scheme 45

Scheme 46

1. Raise the vehicle on a twin-post hoist that supports the rear axle.
2. Remove the driveshaft. Refer to «DRIVESHAFT»(ref-210112) .
3. Check the pinion flange for damage.
4. Position the Drive Pinion Flange Runout Gauge on the pinion flange.
5. Position the Companion Flange Plate onto the Drive Pinion Flange Runout Gauge.
6. Align the holes on the Driveshaft Clamp Plate with the holes in the pinion flange and install the bolts. Snug the bolts evenly.
7. Position the Dial Indicator Gauge with Holding Fixture as shown. Turn the Drive Pinion Flange Runout Gauge, and locate and mark the high spot on the companion flange with yellow paint. If the flange runout exceeds 0.25 mm (0.010 inch), remove the pinion flange, reindex the flange one-half turn on the pinion, and reinstall it. Refer to «REAR DRIVE AXLE/DIFFERENTIAL-DANA 60 & 70»(ref-210113) , «REAR DRIVE AXLE/DIFFERENTIAL-FORD 8.8" RING GEAR»(ref-210116) or «REAR DRIVE AXLE/DIFFERENTIAL-FORD 9.75" RING GEAR»(ref-210117) for the flange removal and installation procedures.
8. Check the runout again. If necessary, rotate the flange until an acceptable runout is obtained. If the flange runout is still more than 0.25 mm (0.010 inch), install a new pinion flange.
9. If excessive runout is still evident after installation of the pinion flange, install a new ring and pinion. Repeat the above checks until the runout is within specifications.
10. Install the driveshaft. For additional information, refer to «DRIVESHAFT»(ref-210112) .

Tooth Contact Pattern Check - Gearset

1. To check the gear tooth contact, paint the gear teeth with the special marking compound. A mixture that is too wet will run and smear; a mixture that is too dry cannot be pressed out from between the teeth.
2. Use a box wrench on the ring gear bolts as a lever to rotate the ring gear several complete revolutions in both directions or until a clear tooth contact pattern is obtained.
3. Certain types of gear tooth contact patterns on the ring gear indicate incorrect adjustment. Incorrect adjustment can be corrected by readjusting the ring gear or the pinion.

Axle Housing Casting Porosity (Holes in Casting) Repair

Note. Casting porosity is a condition where occasionally gas bubbles will form during the casting process leaving small pockets in the metal that will cause the axle housing to leak.

Scheme 47

1. To fill small pockets, peen in a small amount of body lead.
2. Seal the pocket. Use Devcon Aluminum Liquid F2 or equivalent meeting Ford specification M-3D35A(E).
3. To fill large pockets, drill and tap a shallow hole for a small setscrew. Install the setscrew and seal it. Use Devcon Aluminum Liquid F2 or equivalent meeting Ford specification M-3D35A(E).

Axle Housing Weld Leaks Repair

1. Seal the weld. Use epoxy sealer meeting Ford specification M-3D35A(E).