Torque Specifications
| Description | Nm |
|---|---|
| Rear driveshaft flange yoke-to-transfer case bolts | 112 |
| Driveshaft-to-rear axle pinion flange bolts | 112 |
| Front driveshaft-to-front axle yoke bolts | 18 |
| Front driveshaft constant velocity joint-to-transfer case flange bolts | 30 |
| Rear axle differential front lower insulator bolt | 103 |
| Rear axle differential rear insulator bolt | 150 |
| Toe link nut | 47 |
| Shock absorber-to-lower rear suspension arm and bushing | 133 |
| Knuckle-to-lower rear suspension arm and bushing | 115 |
| Knuckle-to-upper rear suspension arm and bushing | 90 |
| Rear axle filler plug | 34 |
| Rear axle ring gear bolt | 105 |
| Rear axle differential pinion shaft lock bolt | 30 |
| Rear axle bearing cap bolt | 105 |
| Rear differential housing cover bolt | 32 |
| Rear axle hub nut retainer | 275 |
| Rear tow link pinch bolt | 80 |
| Rear upper ball joint pinch bolt | 80 |
| Front axle to frame bolt | 90 |
| Front axle ring gear bolt | 109 |
| Front differential bearing cap bolt | 61 |
| Front driveshaft universal joint spider retaining bolt | 19 |
| Brake caliper guide pin bolt | 33 |
| Front tie-rod nut | 70 |
| Front upper ball joint nut | 69 |
| Front axle wheel hub retainer nut | 250 |
| Front stabilizer bar link nut | 25 |
G01633747
The source of the drivetrain's power is generated by the engine and delivered to the transmission. The driveline transfers the engine torque through the driveshaft to the axle.
- On 2-wheel drive vehicles, power is transmitted through the transmission to the driveshaft and then to the rear axle.
- On 4-wheel drive vehicles, power is transmitted through the transmission and the transfer case. The transfer case directs the power to the rear driveshaft and then to the rear axle. When engaged, it also transmits power through the front driveshaft to the front axle.
- On all wheel drive vehicles, power is transmitted through the transmission and continuously proportioned to the front and rear axles through the transfer case.
The rear driveshaft is connected to the output shaft of the transmission and to the rear axle. The front driveshaft is connected to the transfer case and to the front axle. Universal joints and CV joints are used at the ends of the driveshaft to allow for angular motions. Slip-yokes are used to allow for any changes to the length of the driveshaft. The engine torque enters the axle through the drive pinion, which rotates the ring gear. The ring gear is mounted to the differential case, which contains the gears that transmit power to the rear axle shafts or front halfshafts. These shafts rotate the drive wheels.
Vehicles have the following types of driveshafts
- One-piece rear driveshaft with two U-joints and a front slip-yoke.
- One-piece front driveshaft with one front U-joint, a slip-yoke and a rear CV joint. The engine angle is built into the engine mounts. If the engine angle is out of specification, the engine mounts must be inspected for damage.
Scheme 1
The vehicle certification (VC) label is located in the driver door jamb. The first two digits of the axle code indicate the rear axle and the third digit refers to the front axle, if so equipped.
Scheme 2
A manufacturing date code and a complete part number is stamped on the left carrier arm between the fill plug and axle end. A metal axle identification tag is attached to the differential by a housing cover bolt.
Scheme 3
| CAUTION | The axle identification tag is the official service identifier. Do not damage the tag. Always reinstall the tag after removing it for axle inspection/repair. |
The axle identification tag identifies a particular axle design, a specific ratio, and if it is a conventional or limited slip (Traction-Lok®) type. In addition, the plant code will not change as long as that particular axle assembly never undergoes an external design change. If, however, an internal design change takes place during the production life of the axle and that internal change affects parts interchangeability, a dash and numerical suffix is added to the plant code. This means that as an assembly both axles are interchangeable; however, internally they are different. Therefore, each requires different internal parts at the time of repair.
