Symptom Troubleshooting (Transfer Case): Other Mazda Tribute II

Driveline System

The driveline system consists of the following components

1. Spot-weld balance weights
2. Center support bearing
3. Driveshaft assembly
4. Front halfshafts
5. Rear halfshafts
6. Active torque coupling/rear axle

On front wheel drive (FWD) vehicles, the transaxle transmits power from the engine to the halfshafts.

On all wheel drive (AWD) vehicles, power is transmitted from the engine through the transaxle to the power transfer unit (PTU). The PTU transfers engine power from the transaxle to the front halfshafts, and through the driveshaft to the active torque coupling/rear axle and halfshafts. For additional information on the PTU, see FOUR WHEEL DRIVE (4WD) SYSTEMS - PRINCIPLES OF OPERATION .

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.

The axle ratio is 2.93 and has a ring gear diameter of 160 mm (6.29 in).

The wheel speed sensor rings for FWD vehicles are located on the front halfshafts and are mounted to the rear inner spindles.

The wheel speed sensor rings are located on the front and rear halfshafts for AWD vehicles.

Driveshaft

The driveshaft has traditional balance weights attached (spot-welded) by the manufacturer.

Universal Joints

The staked-in type U-joints are installed with the driveshaft as an assembly. The snap ring universal type joints are serviced individually.

The center and rear joints are

1. a lubed-for-life design that requires no periodic lubrication.
2. equipped with nylon thrust washers, located at the base of each bearing cup, which control end play, position the needle bearings and improve grease movement.
3. snap ring type U-joints can be replaced if worn or damaged.

The U-joints allow the speeding up and slowing down of the driveshaft as the angularity of the driveshaft changes.

Rear Drive Unit (RDU)

The active torque coupling/rear drive unit (RDU) is serviced as an assembly.

The RDU housing cover uses a silicone sealant rather than a gasket.

Each halfshaft is held in the RDU case by a driveshaft bearing retainer circlip that is located on the inner constant velocity (CV) joint stub shaft pilot bearing housing. When each halfshaft is installed, the driveshaft bearing retainer circlip engages a slot in the RDU side gear.

The RDU operates as follows

1. The rear axle drive pinion receives power from the engine through the transaxle, power transfer unit (PTU), driveshaft, and active torque coupling. It is always engaged.
2. The pinion gear rotates the differential ring gear, which is bolted to the differential case outer flange.
3. Inside the differential case, 2 differential pinion gears are mounted on a differential pinion shaft, which is pinned to the differential case.
4. These differential pinion gears are engaged with the differential side gears, to which the halfshafts are splined.
5. As the differential case turns, it rotates the halfshafts and rear wheels.
6. When it is necessary for 1 wheel and halfshaft to rotate faster than the other, the faster turning differential side gear causes the differential pinion gears to roll on the slower turning differential side gear. This allows differential action between the 2 halfshafts.
7. The halfshafts are held in the differential case by a driveshaft bearing retainer circlip that is located on the inboard CV joint stub shaft pilot bearing housing. When each halfshaft is installed, the driveshaft bearing retainer circlip engages a step in the differential side gear.

The active torque coupling is installed new as an assembly with the rear axle.

Front Drive Halfshafts

The front drive halfshafts consist of the following components

1. Inner CV joints
2. Outer CV joints
3. Intermediate shaft/bearing
4. A support bearing on the intermediate shaft

The shafts are serviced as assemblies only.

The front drive halfshafts are splined to drive the front wheel hubs. The LH halfshafts uses a circlip to retain the inner CV joint stub shaft in the differential side gear. The RH halfshaft is connected to an intermediate shaft is also driven by a differential side gear.

Rear Drive Halfshafts

The inner and outer CV joints connect to a splined shaft. A circlip stopper holds the cross groove inner race assembly (inner CV joint) together.

The RH and LH halfshafts are the same length.

An axle circlip retains the splined inner CV joint to the differential side gear. Install a new axle circlip each time the halfshaft is removed from the vehicle.

A rear axle wheel hub nut secures the side shaft assembly (interconnecting shaft and outer CV joint) to the rear hub. Install a new rear axle wheel hub nut each time the halfshaft is removed from the vehicle.

Halfshaft Joint

The front drive halfshaft joints consist of the following components

1. Inner CV joints
2. Outer CV joints
3. CV joint boot clamps
4. Convoluted CV joint boots
5. Tripod joint housings
6. Ball and cage housing
7. Retainer circlips
8. Special CV high temperature grease

The halfshaft joint allows for smooth rotation of the interconnecting shaft and the outboard housing. It also adjusts for length requirements as the vehicle goes through jounce and rebound.

The halfshafts joints are not repairable and are serviced as assemblies only.

Halfshaft Handling

Handle all halfshaft components carefully during removal and installation procedures.

Driveshaft Center Bearing

With the vehicle in NEUTRAL, position it on a hoist. See LIFTING . Rotate the driveshaft by hand. If the bearing shows signs of roughness or is noisy, install a new driveshaft. See DRIVESHAFT REMOVAL/INSTALLATION .

Analysis of Leakage

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

A plugged rear drive unit (RDU) housing vent can cause excessive pinion seal lip wear due to internal pressure buildup.

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

Axle Vent

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

Drive Pinion Seal

Leaks at the drive pinion seal originate for the following reasons

1. Damaged seal
2. Worn seal journal surface

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

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

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

When a seal leak occurs, install a new drive pinion seal and check the vent to make sure it is clean and free of foreign material.

A new drive pinion flange must be installed if any of these conditions exist.

Drive Pinion Nut

On some high-mileage vehicles, oil may leak through the threads of the drive pinion nut. This condition can be corrected by installing a new nut and applying threadlock and sealer on the threads and nut face.

Differential Seals

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

For additional information on differential seals, see STUB SHAFT PILOT BEARING AND SEAL REMOVAL/INSTALLATION .

DRIVELINE ANGLE MEASUREMENT

Note. An incorrect driveline angle can cause a vibration or shudder.

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

Note. An incorrect driveline angle can cause a vibration or shudder. See SYMPTOM TROUBLESHOOTING CHART - NOISE, VIBRATION AND HARSHNESS (NVH) .

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

Scheme 23

Scheme 24

Scheme 25

Scheme 26

1. Carry out the following preliminary setup procedures. Inspect the U-joints for correct operation. Park the vehicle on a level surface such as a drive-on hoist or back onto a front end alignment rack. Verify the curb position ride height is within specifications with the vehicle unloaded, and all of the tires are inflated to their normal operating pressures. Rotate the transmission output yoke until vertical. This will simplify taking measurements. Calibrate the Anglemaster II Driveline Inclinometer/Protractor by placing the tool on a clean, flat, level area of the frame rail and press the ALT-ZERO button.
2. To check the U-joint operating angle, install the Anglemaster II Driveline Inclinometer/Protractor. Check and record the flange angle as angle A. NOTE: Remove the snap ring to allow access to the base of the U-joint cup. Make sure the Anglemaster II Driveline Inclinometer/Protractor is seated against the U-joint cup. NOTE: Rotate the driveshaft until the flange U-joint cup is parallel with the floor. This will simplify taking measurements.
3. Using the Anglemaster II Driveline Inclinometer/Protractor, measure the slope of the connecting component. Record the measurement of the component angle as angle B.
4. To check the engine angle, rotate the drive-shaft so the slip yoke ear is parallel to the floor. If equipped, remove the U-joint snap ring and install the special tool.
5. Calculate the difference in the slope of the components to determine the U-joint operating angle. When 2 connected components slope in the same direction, subtract the smaller number from the largest to find the U-joint operating angle. When 2 connected components slope in the opposite direction, add the measurements to find the U-joint operating angle. The U-joint operating angle is the angle formed by 2 yokes connected by a cross and bearing kit. Ideally, the operating angles on each end of the driveshaft must: be equal or within one degree of each other. have a 3 degree maximum operating angle. have at least 1/2 of one degree continuous operating angle.
6. If the driveline angle is not the cause of the concern, carry out the NVH test to determine whether the concern is caused by a condition in the rear axle. See «NOISE, VIBRATION AND HARSHNESS (NVH)»(ref-348635-S39234922722009112700000) .
7. If the angle is not within specifications, repair or adjust to obtain the correct angle. Inspect the engine mounts, transmission mounts, center support bearing mounting, rear suspension, rear axle, rear axle mounting or the frame for wear or damage.

Heat Protection Mode

During very extreme off-road operation, the AWD system utilizes a heat protection mode to protect the ATC from damage. If the system detects an overheat condition, it enters a locked mode. If the heat in the system continues to rise once in the locked mode, the 4X4 control module disables the ATC. Allow the system to cool down at least 10 minutes with the ignition in the ON position.

Possible Causes

1. AWD system concern without on-demand or continuous DTCs present

1. Rear axle
2. Wheels/tires
3. PCM
4. ABS module
5. 4X4 control module
6. Wiring, terminals or connectors