Servicing Differential & Front Axle

COMPETENCY BASED LEARNING MATERIAL
Sector:
AUTOMOTIVE
Qualification:
Automotive Servicing NC II
Unit of Competency:
Service Differential and Front Axle
Module Title:
SERVICING DIFFERENTIAL AND FRONT AXLE

TECHNICAL EDUCATION AND SKILLS DEVELOPMENT
AUTHORITY
TESDA Complex, East Service Road, South Superhighway, Taguig, Metro Manila
NATIONAL CERTIFICATE LEVEL 2
QUALIFICATION LEVEL
COMPETENCY-BASED LEARNING MATERIALS

No. Unit of Competency Module Title Code
1. Service Starting System  Servicing Starting System ALT723307
2. Service Charging System  Servicing Charging System ALT723308
3. Service Engine Mechanical  Servicing Cooling System ALT723309a
System  Servicing Lubricating System ALT723309b
 Servicing Gasoline Fuel System ALT723309c
 Servicing Air Induction System ALT723309d
 Servicing Diesel Fuel Injector ALT723309d
4. Service Clutch System  Servicing Clutch System ALT723310
5. Service Differential and  Servicing Differential and ALT723311
Front Axle Front Axle
6. Service Manual Steering System  Servicing Manual Steering ALT723312
System
7. Overhaul Manual Transmission  Pulling-out, Disassembling and ALT723313a
Checking Manual Transmission
 Assembling and Testing ALT723313b
Manual Transmission
8. Service Brake System  Identifying and Explaining ALT723314a
Hydraulic Brake System
Operations and Functions
 Servicing Brakes ALT723314b
 Overhauling Brake Systems ALT723314c
9. Service Suspension System  Servicing Suspension System ALT723315
HOW TO USE THIS COMPETENCY BASED LEARNING MATERIAL
Welcome to the module “Servicing Differential and Front Axle”. This module contains
training materials and activities for you to complete.
The unit of competency "Service Differential and Front Axle" contains knowledge, skills
and attitudes required in Automotive Servicing. It is one of the core modules at National
Certificate level (NC II).
You are required to go through a series of learning activities in order to complete each
learning outcome of the module. In each learning outcome are Information Sheets and
Resources Sheets (Reference Materials for further reading to help you better understand the
required activities). Follow these activities on your own and answer the self-check at the end of
each learning outcome. You may remove a blank answer sheet at the end of each module (or
get one from your facilitator/trainer) to write your answers for each self-check. If you have
questions, don’t hesitate to ask your facilitator for assistance.
Recognition of Prior Learning (RPL)
You may already have some or most of the knowledge and skills covered in this learner's
guide because you have:
 been working for some time
 already completed training in this area.
If you can demonstrate to your trainer that you are competent in a particular skill or skills,
talk to him/her about having them formally recognized so you don't have to do the same training
again. If you have a qualification or Certificate of Competency from previous trainings, show it
to your trainer. If the skills you acquired are still current and relevant to the unit/s of competency
they may become part of the evidence you can present for RPL. If you are not sure about the
currency of your skills, discuss this with your trainer.
At the end of this module is a Learner’s Diary. Use this diary to record important dates, jobs
undertaken and other workplace events that will assist you in providing further details to your
trainer or assessor. A Record of Achievement is also provided for your trainer to complete
once you complete the module.
This module was prepared to help you achieve the required competency in servicing
differential and front axle. This will be the source of information for you to acquire knowledge
and skills in this particular trade independently and at your own pace, with minimum supervision
or help from your instructor.
 Talk to your trainer and agree on how you will both organize the Training of this unit.
Read through the module carefully. It is divided into sections, which cover all the skills,
and knowledge you need to successfully complete this module.
 Work through all the information and complete the activities in each section. Read
information sheets and complete the self-check. Suggested references are included to
supplement the materials provided in this module.
 Most probably your trainer will also be your supervisor or manager. He/she is there to
support you and show you the correct way to do things.
 Your trainer will tell you about the important things you need to consider when you are
completing activities and it is important that you listen and take notes.
 You will be given plenty of opportunity to ask questions and practice on the job. Make
sure you practice your new skills during regular work shifts. This way you will improve
both your speed and memory and also your confidence.
 Talk to more experience workmates and ask for their guidance.
 Use the self-check questions at the end of each section to test your own progress.
 When you are ready, ask your trainer to watch you perform the activities outlined in this
module.
 As you work through the activities, ask for written feedback on your progress. Your
trainer keeps feedback/ pre-assessment reports for this reason. When you have
successfully completed each element, ask your trainer to mark on the reports that you
are ready for assessment.
 When you have completed this module (or several modules), and feel confident that you
have had sufficient practice, your trainer will arrange an appointment with registered
assessor to assess you. The results of your assessment will be recorded in your
competency Achievement Record.
Qualification : Automotive Servicing NC II
Unit of Competency : Service Differential and Front Axle
Module Title : Servicing Differential and Front Axle
Introduction:
This module covers the skills and knowledge in servicing differential and front axle. It also
include overhauling rear wheel hub, analyzing king pin condition and troubleshooting l-beam
defective condition.
It consists of six (6) Learning Outcomes that contains learning activities for both
knowledge and skills supported with information sheet, job/operation sheet and self-check.
Before attempting to perform the manual exercises, see to it that you have already read and
understood the information/operating sheet and answer the self-check provided in every
Learning Activity.
Upon completion of this module, you have to undergo the assessment to be administered
by your instructor. A certificate of completion (COC) will be given to you as a proof that you met
the standard requirements for this module. The assessment could be made in different methods
as prescribed in the competency standards.
Learning Outcomes:
At the end of this module you will able to:
1. Inspect drive shaft and joint

2. Dismount and mount differential assembly
3. Overhaul differential
4. Overhaul rear/front wheel hub
5. Analyze king pin condition
6. Inspect/replace l-beam
Assessment Criteria:
1.1 Drive shaft and joint inspected thoroughly for worn-out cross joint, defective slip joint,
unbalanced propeller shaft.
2.1 Differential body is pulled out/dismounted
2.2 Penetrating oil is applied on hold down clamp
2.3 Differential assembly is mounted
2.4 Tools for mounting is used
3.1 Differential parts are dismantled.
3.2 Parts analyzed and defects are identified.
3.3 Corresponding repair works recommended.
3.4 Differential is adjusted as per manual instruction.
3.5 Special service tools are used.
3.6 Parts cleaned with solvent and dried.
3.7 Damaged parts are replaced.
3.8 Differential is assembled and adjusted
Code No. Date: Developed Date: Revised Page #

Servicing Differential and Front Axle Feb. 7, 2007 1
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4.1 Defective wheel hub is identified and corresponding repair works are recommended.
4.2 Wheel bearing is replaced.
4.3 Wheel bearing pre-load is set/adjusted
5.1 King pin parts failure is identified and corrective action is recommended.
5.2 Damaged king pin parts is replaced.
5.3 Replacement parts is selected and used
6.1 I beam failure is identified and corresponding repair works are recommended.
6.2 Misalignment of l-beam is identified and corrected
Prerequisite: Before you tackle this module you must complete first the module in Servicing
Clutch System.

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Learning Outcome #1 : Inspect drive shaft and joint
Assessment Criteria :
1. Drive shaft and joint inspected thoroughly for worn-out cross joint, defective slip joint,
and unbalanced propeller shaft.
Resources :
1. Simulated workplace
2. Suspension mock-up
3. CD, Tapes, Transparencies, Books

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Learning Outcome 1: Inspect drive shaft and joint.
LEARNING ACTIVITIES SPECIAL INSTRUCTIONS
1. Inspect drive shaft and joint.  Read information sheets LO1-1,

a. Visual inspection LO1-2 and Job Sheet LO1-1 to
b. Universal joint looseness learn how to inspect drive shaft
c. Slip yoke excessive movement and universal joint.
d. Transmission crossmember condition
 After finishing this learning activity, answer Self-  Answer the self-check.
Check LO1-1 and compare your answer with the
answer key provided.  Read pages 1019 to 1038
 Have your instructor check your work before going Chapter 69 Driveline
any further. Diagnosis and Service,
 After completing all the learning activities included in “Automotive Service Second
this module, take the Assessment to be conducted by Edition by Tim Gilles” to learn
your trainer. more.

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INFORMATION SHEET LO1-1
Drive shaft Diagnosis
Drive shaft problems can result in noise or vibration from worn or rusted U-joints (universal
joints), a worn slip yoke, or a bad center support bearing. Worn U-joints can cause squeaking or
grinding sounds.
Sometimes a car will have a clunking sound when changing from acceleration to deceleration.
This can be due to worn slip yoke splines or a bad extension housing bushing. It can also be
because of problems in the differential or a very worn U-joint. Sometimes leaf springs can be
loose at the differential allowing the housing to wind up.
A ringing sound is sometimes a complaint. This often results from a bad clutch disc damper.
Replacing the clutch disc usually solves the problem. If the car has an automatic transmission,
the problem can be due to a bad lock-up converter.
A worn center support bearing can cause a whining sound that varies with vehicle speed. The
noise is constant in pitch, rather than changing or intermittent like U-joint noise. A U-joint noise
changes pitch because of the changing angle of the U-joint.
Drive Shaft Balance
Dive shafts are a possible source of vibration. In high gear, the drive shaft spins at engine rpm.
If the shaft is bent or a universal joint is worn, a vibration can occur.
Some drive shafts are built in two pieces with rubber dampening rings inside of them. Another
drive shaft style has a damper like a crankshaft vibration damper mounted on its outside. This
absorbs torsional vibration.

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JOB SHEET LO1-1
Drive Shaft Inspection
1. Look for undercoating, missing balance weights or obvious physical damage.

2. Move the drive shaft up and down while watching the universal joints for looseness.
3. Look for a rusty appearance around universal joint cups.
4. Move the slip yoke up and down against the extension housing bushing while looking for
excessive movement.
5. Check to see that the motor mount on the transmission crossmember is in good condition.
A dent in the drive shaft tubing will weaken it, which can cause it to kink easily under load. The
strength of a drive shaft is longitudinal. Try standing on a soda can (softdrink in can) and quickly
touch both sides of the can. It will immediately collapse when you touch it. Cracks in a drive
shaft can result from physical damage. They always start on the surface, never at the inside.
Drive Shaft Service
To remove the drive shaft:

 Mark the drive shaft so that it can be
replaced in the same position. Use a
crayon to mark the rear differential yoke
and the companion flange.
 Unbolt the rear U-joint from the differential
companion flange.
 Pry the rear U-joint forward away from the
differential.
 Wrap tape around the U-joint cups so that
they cannot fall off of the U-joint cross.
Mark the rear differential yoke and the companion

flange before removing the drive shaft.
Note: If one of the cups falls off the U-joint, one or more of the small needle bearings might fall
out. If one gets lost, the entire U-joint must be replaced.
 On a two-piece drive shaft, unbolt the center support bearing.
Note: Be sure to mark both halves of the shaft in the center where the splines are. The shaft will
be out of phase if it comes apart and is not reassembled correctly. Serious vibrations will result.
 The drive shaft will now
slip out of the
transmission. When it is
removed, oil will
probably come out of
the transmission.
Tip: To prevent oil from

leaking out of the
transmission, install an old
slip yoke onto the
mainshaft splines.
If an old yoke is not available, a plastic plug or a bushing installation tool can be used.

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Universal Joint Diagnosis and Service
When a universal joint begins to fail, a squeaking sound is often noticed just when the car
begins to go forward. The most common cause of U-joint failure is when its grease dries out.
This often happens because the seal on the U-joint has failed allowing moisture in. A vibration
can also occur when a U-joint starts to fail. With a worn U-joint, a sharp, one-time click sound
often occurs when the vehicle direction is changed from forward to reverse or when the vehicle
first takes off.
Universal Joint Disassembly
The procedure described here is for single

cross and yoke (cardan) universal joints. If the
U-joint has any snap rings, remove them.
Some snap rings are on the inside of the yoke.
Other are on the outside. When the snap ring
is on the outside, a sturdy pair of pliers can be
used.
Note: Smaller needle nose pliers can become

damaged because they are not sturdy
enough.
Removing a snap ring from a U-joint.

Sometimes snap rings are on the inside. A
punch or a special tool can be used to remove
them. If the U-joint is retained by plastic resin,
follow the manufacturer’s service manual
instructions. A small tube of resin is usually
used.
Sometimes snap rings go on the inside of the

yoke.
There are three ways U-joints are commonly
disassembled. The most common method is to
use a bench vise because every shop has
one. When pressing a universal joint out of its
yoke, the bearing cap on one side must be
pushed into a socket or pipe that is slightly
larger in diameter.
Removing a U-joint with sockets and a vise.

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After the cap is removed from one side, the
cross is forced against the other cap to force it
out of the other side. The cross can be
removed at this time. Then the cap is pounded
out with a punch. The process is repeated on
the other side of the cross to complete the
removal of the U-joint.
Note: One problem with using a vise is that it

is weak when opened as far as it takes to
accommodate the U-joint. A vise can be
broken if excessive force is used when its
jaws are far apart.
Pound out the bearing cap with a punch.
There is also a special universal joint tool that
many shops have. It is used in the same
manner. The hole in the opposite side of the
tool is larger than the U-joint bearing cup that
will be pressed into it during removal. A third
method of universal joint removal is to use a
hydraulic press with a special tool.
Some shops pound the U-joint out with a

hammer. This process works, but you must be
careful not to bend the yoke. A very small
amount of misalignment is enough to cause a
vibration. Also, if you install the tube part of the
drive shaft in a vise during installation, be
careful not to damage the tube.
A special universal joint tool.
Universal Joint Inspection
One problem caused during installation in a

vise is that drive shaft yoke ears commonly
become sprung inward. This results in
brinelling. Brinelling is when small indentations
wear into the bearing surface. Brinelling is
often the result of a faulty U-joint installation.
The joint should always fell loose and relaxed
(not binding up) after a correct installation.
Brinelling of the trunnion.
A problem with drive shaft angles can cause
galling, which happens on the ends of the
trunnions. Usually galling will be found on a
trunnion 180º to brinelling.
Galling on the trunnion.

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Universal Joint Reassembly
If the U-joint does not have a zerk fitting for

lubrication, be sure to pack it thoroughly with
the correct lubricant. The grease used in
universal joints is an NLG1 #1, with an
extreme pressure (EP) additive. If there is a
zerk fitting it will probably be slanted in one
direction.
The zerk fitting is slanted toward the drive shaft.
Tip: When installing the cross into the yoke be sue that the zerk fitting is angled inward toward
the drive shaft. Installing the cross with the zerk fitting backwards will make it difficult, if not
impossible to lube the U-joint after the drive is installed on the vehicle.
Put a bearing cap partially into the yoke.
Put a bearing cap partially into the yoke.

Put the U-joint into the cap and compress the
cap into the yoke. Carefully install the other
cap in the opposite side of the yoke. Be sure
that you do not accidentally knock one of the
needle bearings out of position. A very
common occurrence is for one bearing to be
knocked into the bottom of the cap. When the
caps are pressed together all the way, the joint
locks up. When you disassemble it to fix the
problem, you might find a damaged needle
bearing. This would require the purchase of an
Put the U-joint into the cap and compress the cap
entirely new U-joint.
into the yoke.
Move the joint back and forth to see that it is
free and nonbinding in both caps. Place the
yoke between the jaws of the vise and
compress the remaining cap into the yoke.
While you are pressing it in, move the joint
back and forth and watch for binding. Do not
force anything.
Move the U-joint to see that it is not binding up.

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Note: If the bearing cap turns in the hole in the
yoke, the yoke is defective. The cap is
hardened and the ear of the yoke in not. A
new yoke will need to be installed on the drive
shaft by a machine shop.
Install one of the snap rings before completing

the pressing procedure in the vise.
Compress the remaining cap into the yoke.

Use a socket that is smaller than the hole that
the bearing cap goes into and press the cap
until it comes up against the snap ring. Then
install the other cap until it is deep enough to
install the remaining snap ring. Move the joint
in each direction to see that it moves freely
without binding. If it is slightly tight, strike the
drive shaft yoke with a punch to free it up.
Note: Sometimes universal joint caps are held

in place with plastic material that is injected
into a hole in the yoke. Follow manufacturer’s
instructions when dealing with one of these U-
joints.
Striking the yoke realigns the needle bearings in
the bearing cap.
Some replacement U-joints use internal snap
rings when replacing injection molded plastic
retainers.
After two bearing caps are installed in the slip

yoke, install the other half of the cross onto the
drive shaft.
Install the other half of the cross onto the drive

shaft.

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Drive Shaft Installation
When installing a drive shaft that bolts to a yoked flange, be sure that the universal joints fit
exactly between the tabs on the flange. If the drive shaft is not installed exactly on center, there
will be serious vibration. Be sure that all of the contact surfaces are clean before installing the
drive shaft. Dirt or a burr on the companion flange where the U-joint cap will fit can cause the
shaft to vibrate after installation. With the transmission in neutral, slide the slip yoke into the
transmission. Align the marks that you made during removal and install the rear U-joint onto the
companion flange. Install the retaining bolts to complete the job.
Note: If a vehicle experiences vibration after the installation of the new universal joints,
sometimes it can be corrected by removing the drive shaft and reinstalling it. Turning it 180º in
the companion flange.
Two-Piece Drive Shaft Service
On a two-piece drive shaft, the center support bearing sometimes fails. The seized bearing can
tear away the rubber mount that supports the outside of it allowing the bearing to rotate with the
drive shaft. This allows the drive shaft to wobble up and down causing a vibration. The bearing
is pressed off and a new one is pressed on. Be sure to press on the inside bearing race so you
do not damage the bearing. Some bearings are designed to be installed in one direction only.
Installing them backwards will result in damage to the rubber ring on the bearing.
If the two-pieces of the drive shaft are separated, be sure that it is reassembled in phase.
Assembling the front and rear halves out of phase can cause extreme vibration. When the
shafts were not marked before disassembly, use a tape measure or a steel rod to check the
alignment of the halves.

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SELF-CHECK LO1-1
1. Technician A says that a dent in the drive shaft can weaken it. Technician B says that
cracks in the surface of a drive shaft almost always come from the inside. Who is right?
a. Technician A
b. Technician B
c. Both A and B
d. Neither A nor B
2. Technician A says all two-piece drive shafts can only be assembled one way. Technician B
says the most common reason a U-joint fails is because its grease dries out. Who is right?
a. Technician A
b. Technician B
c. Both A and B
d. Neither A nor B
3. Technician A says that a very small amount of runout of a drive shaft is enough to cause
vibration. Technician B says that damaged side gears are usually on the side opposite to the
side that received the stress. Who is right?
a. Technician A
b. Technician B
c. Both A and B
d. Neither A nor B
4. Technician A says to install a U-joint with the zerk fitting facing toward the drive shaft.
Technician B says that original equipment U-joints does not usually have zerk fittings. Who
is right?
a. Technician A
b. Technician B
c. Both A and B
d. Neither A nor B

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ANSWER KEY LO1-1
1. __
2. __
3. __
4. __

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Learning Outcome #2 : Dismount and mount differential assembly
Assessment Criteria :
1. Differential body is pulled out/dismounted.

2. Penetrating oil is applied on hold down clamp
3. Differential assembly is mounted
4. Tools for mounting is used
Resources :
1. Simulated workplace
2. Suspension mock-up
3. CD, Tapes, Transparencies, Books

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Learning Outcome 2: Dismount and mount differential assembly.
LEARNING ACTIVITIES SPECIAL INSTRUCTIONS
1. Dismount differential assembly.  Read information sheets LO2-1,

a. Visual inspection LO1-2 and Job Sheet LO1-1 to
b. Universal joint looseness learn how to inspect drive shaft
c. Slip yoke excessive movement and universal joint.
d. Transmission crossmember condition
 After finishing this learning activity, answer Self-  Answer the self-check.
Check LO1-1 and compare your answer with the
answer key provided.  Read pages 1019 to 1038
 Have your instructor check your work before going Chapter 69 Driveline
any further. Diagnosis and Service,
 After completing all the learning activities included in “Automotive Service Second
this module, take the Assessment to be conducted by Edition by Tim Gilles” to learn
your trainer. more.

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Differential and Axle Diagnosis and Service
Differential gears rarely wear out. In fact, they often last the life of the vehicle on the original
lubricant. Causes of damage to the gears include moisture and dirt getting into the differential
and lubricant leaking out. Abuse by a driver is another prime cause of damage to a differential.
Sometimes, a gear ratio change is desired and this is the reason why a differential is
disassembled.
Problem Diagnosis
When diagnosing a noise or vibration, isolate the problem. Be sure it is not from the
transmission. The differential and transmission are connected by the drive shaft. Noises can
transmit from one to the other. When two gears mesh, some noise is normal. Also, with a van or
station wagon, the vehicle can act like a big speaker box and amplify noises.
Road Test
Does the noise change under different driving conditions? There are several driving conditions
to be aware of when listening for noises or feeling for vibration. The following is the terminology
you need to become familiar with:
 Drive – under acceleration, power is on the convex side of the gear tooth.
 Cruise - the car is maintaining its speed.
 Coast – deceleration, power is on the concave side of the gear tooth.
 Float – car speed is slowly dropping.
Noise that resembles a howl or whine can be due to adjustment of the ring and pinion or due to
bearings that are worn. Incorrect differential gear adjustment can result in a howl that occurs
only under drive or only under coast conditions. Worn bearings will make a constant sound that
changes in relation to road speed. Clunking noises can be due to damaged gears or bearings.
When a gear is badly damaged, a shudder can sometimes be felt along with the noise.
Noise that happens only during a turn is probably due to a problem with the spider gears. They
can become damaged when a wheel is allowed to spin in a puddle and then gets traction. The
differential pinions are very small gears. They cannot withstand the punishment of a heavy load
that the large ring and pinion can. Remember that the pinion gears (spiders) are only turning
during a turn. When they come to an abrupt halt, they can easily lose teeth. Damaged side
gears are usually on the side that received the stress.
Other problems related to the spider gears include:
 Pinion gears too tight on the shaft

 Side gears too tight or too loose in the differential case
 Excessive backlash between the spider gears.

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Drive Lines
Driveline is a term that describes the parts that transfer power from the transmission to the rear
wheels on rear-wheel-drive vehicles. This includes a long drive shaft between the transmission
and differential.
Figure LO1-1. A two-piece driveshaft that uses three universal joints.

The front section is supported at its rear by a center support bearing.
Front-wheel drive vehicles have a transaxle with two halfshafts that deliver power to the front
wheels.
Figure LO1-2. A two-piece driveshaft connected differential assembly of a front-wheel-drive vehicle.

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Drive Shaft
The open drive shaft or Hotchkiss drive has

been in use since the 1950s and is the only
one found on most vehicles since that time.
The older design that it replaced was an
enclosed type called the torque tube. The
drive shaft not only transfers power but it
allows for changes in driveline length as a car
goes over bumps. The drive shaft or propeller
shaft is usually made of steel tubing, although
some late-model drive shafts are aluminum. Figure LO1-3. A typical drive shaft.
Drive shafts are strong and light. They must be balanced and straight. Universal joints on both
ends attach the drive shaft to other components. Yokes to accept the universal joints are
welded onto the shaft at both ends. A typical drive shaft includes two universal joints, a slip
yoke and sometimes a rear yoke that bolts to a flange on the differential.
Slip Yoke
Figure LO1-4. A slip yoke allows the drive shaft length to change as the car goes over bumps.
As the vehicle goes over bumps, the rear

springs allow the rear axle assembly to
go up and down. The distance between
the differential and the transmission
changes so the drive shaft must be able
to move in and out of the transmission. A
slip yoke is attached to a universal joint
on the front end of the drive shaft. The
other end of the slip yoke fits over
splines on the output shaft or mainshaft
of the transmission. Figure LO1-5. The slip yoke fits over splines on the
output shaft.
It slides in and out of the transmission as the distance between the transmission and differential
changes. The slip yoke is machined smooth on its outside diameter. This provides a sealing
surface for the extension housing seal. It also provides a bearing surface fro the extension
housing to act upon.

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When a slip yoke is used with an automatic
transmission, there is sometimes a seal that
goes over the output shaft. It rides against the
inside of the slip yoke. Its purpose is to keep
ATF which is as thin as SAE 10 engine oil
from leaking out of the slip yoke through its
vent hole. The splines on the output shaft are
lubricated by the ATF. There must be a vent
hole to allow the slip yoke to move in and out.
Some yokes are greased and have a grease
fitting. They are seated at the end of the yoke. Figure LO1-6. Automatic transmission slip yokes
sometimes have seals.
If the rear yoke is not attached to the drive shaft, there will be a flange that is bolted to the front
of the differential pinion shaft, the splined shaft that comes out of the front of the differential.
Universal Joints
Universal joints called U-joints are located at

both ends of the drive shaft. They transmit
power at an angle. When the axle moves up or
down, the universal joint allows the changes in
angle at the ends of the drive shaft to take
place.
Figure LO1-7. Universal joints allow power to be

transmitted at an angle.
The most popular universal joint design is
called a cross and yoke, or Cardan. It is made
of two Y-shaped yokes connected by a cross,
called a spider. Most U-joints are made of
forged, carburized steel. At the ends of the
universal joints are four bearing caps with
needle bearings. The needle bearings ride on
trunnions, which are bearing areas ground on
the ends of the cross or spider. The caps and
bearings allow the joint to swivel as its angle
changes. The caps and the ends of the
trunnions must have a groove for grease. Figure LO1-8. A universal joint is two Y-shaped
yokes connected by a cross called a spider.
Grease seals fit onto the ends of the bearing
caps to keep dirt out and lubricate it.
Replacement joints usually have a zerk fitting
for lubrication during service. Original
equipment joints do not have this feature.
Figure LO1-9. Parts of a universal joint.

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The Differential
Car wheels spin at different speeds, especially when turning. As a vehicle goes through a turn,
each wheel travels a different distance through the turn. The inside wheels (for example, the
right wheels during a right hand turn) travel a shorter distance than the outside wheels. Since
speed is equal to the distance traveled divided by the time it takes to go that distance, the
wheels that travel a shorter distance must travel at a lower speed. Also, the front wheels travel
a different distance than the rear wheels.
For the non-driven wheels on your car - the front wheels on a rear-wheel drive car, the rear
wheels on a front-wheel drive car - this is not an issue. There is no connection between them,
so they spin independently. But the driven wheels are linked together so that a single engine
and transmission can turn both wheels. If the car did not have a differential, the wheels would
have to be locked together, and therefore forced to spin at the same speed. This would make
turning difficult and hard on your car: For the car to be able to turn, one tire would have to slip.
With modern tires and concrete roads, a great deal of force is required to make a tire slip. That
force would have to be transmitted through the axle from one wheel to another, putting a heavy
strain on the axle components.
The differential is a device

that splits the engine torque
two ways, allowing each
wheel to spin at a different
speed so that the car can
make turns. The differential
is located between the two
wheels, and is attached to
each wheel by a half-shaft
rotated through a bevel
gear.
Four-wheel drive cars have a separate differential for each pair of wheels, and many have a
differential between the front and rear wheels (for a total of 3 differentials) to facilitate turning on
pavement. Part-time four-wheel-drive systems don't have a differential between the front and
rear wheels; instead, they are locked together so that the front and rear wheels have to turn at
the same average speed, which makes these vehicles are hard to turn on concrete when the
four-wheel-drive system is engaged.
A grooved, or splined, axle side gear is positioned on the splined end of each axle. The side
gears are driven by "spider" gears, which are little gears mounted on a shaft attached to the
differential case. As it is supported by the differential case, the side gear can turn inside the
case.
The differential case can be turned, revolving around the axle gears. The differential pinion (a
pinion is a small gear that either drives a larger gear or is driven by one) shaft turns the ring
gear, which is fastened to the differential case. The propeller shaft (drive shaft) connects the

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transmission output shaft to the differential pinion shaft. The turning differential case is mounted
on two large bearing holders. These bearings are called carrier bearings.
The propeller shaft rotates the ring gear pinion, and the pinion turns the ring gear. The ring gear
then turns the differential case and pinion shaft, but the axle side gears will not turn. Note that
the input pinion is a smaller gear than the ring gear; this is the last gear reduction in the car.
You may have heard terms like rear axle ratio or final drive ratio. These refer to the gear ratio in
the differential. If the final drive ratio is 4.10, then the ring gear has 4.10 times as many teeth as
the input pinion gear. By passing the differential pinion shaft through two differential pinion
gears that mesh with the side gears, the case will turn and the axle side gears will turn with it.
During turns, the side gears turn at rates dictated by the radius of the turns, and the spider
gears then turn to allow the outer wheel to turn faster than the inner one.
Differential Fluids
For lubrication fluid, a very heavy oil, must be used in rear axle housings. Special hypoid oils
are used in the differential case. Even another type of fluid, or oil must be used in a positraction
type differential.
The oil is circulated by the ring gear, and flung all over all the parts. Special troughs, or gullies
are used to bring the oil back to certain spots, like the ring and pinion area and the piston
bearings. The fluid is kept in with gaskets and oil seals. The bottom of the housing has a drain
plug, and another filler plug is located part way up the housing. The housing must never be
filled above this plug.
The housing fluid lubricates some of the outer bearings, but others have lubrication fittings for
the injection of wheel bearing grease. A hand gun, not a pressure grease gun must be used to
grease these bearings (sparingly). A pressure grease gun could inject grease into the brakes--
greasy brakes are inefficient at best!
Finally, some bearings are filled with grease at the factory and are sealed. These never require
attention unless they are defective.
Types of Differentials
Open Differentials
The most common type of differential found on cars and trucks are known as Open
Differentials. An open differential always applies the same amount of torque to each wheel.
There are two factors that determine how much torque can be applied to the wheels: equipment
and traction. In dry conditions, when there is plenty of traction, the amount of torque applied to
the wheels is limited by the engine and gearing; in a low traction situation, such as when driving
on ice, the amount of torque is limited to the greatest amount that will not cause a wheel to slip
under those conditions. So, even though a car may be able to produce more torque, there
needs to be enough traction to transmit that torque to the ground. If you give the car more gas
after the wheels start to slip, the wheels will just spin faster. If you've ever driven on ice, you
may know of a trick that makes acceleration easier: If you start out in second gear, or even third
gear, instead of first, because of the gearing in the transmission you will have less torque
available to the wheels. This will make it easier to accelerate without spinning the wheels.
Now what happens if one of the drive wheels has good traction, and the other one is on ice?
This is where the problem with open differentials comes in. Remember that the open differential
always applies the same torque to both wheels, and the maximum amount of torque is limited to
the greatest amount that will not make the wheels slip. It doesn't take much torque to make a
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tire slip on ice. And when the wheel with good traction is only getting the very small amount of
torque that can be applied to the wheel with less traction, your car isn't going to move very
much.
Another time open differentials might get you into trouble is when you are driving off-road. If you
have a four-wheel drive truck, or an SUV, with an open differential on both the front and the
back, you could get stuck. If one of the front tires and one of the back tires comes off the
ground, they will just spin helplessly in the air, and you won't be able to move at all.
Limited Slip Differentials
A Limited Slip Differential (also known as a LSD) attempts to address the problems of an Open
Differential. A Limited Slip Differential is very similar to an Open Differential, but it adds a spring
pack and a set of clutches. Some of these have a cone clutch that is similar to the
synchronizers in a manual transmission. The spring pack pushes the side gears against the
clutches, which are attached to the cage. Both side gears spin with the cage when both wheels
are moving at the same speed, and the clutches aren't really needed - the only time the
clutches step in is when something happens to make one wheel spin faster than the other, as in
a turn. The clutches fight this behavior, wanting both wheels to go the same speed. If one wheel
wants to spin faster than the other, it must first overpower the clutch. The stiffness of the
springs combined with the friction of the clutch determines how much torque it takes to
overpower it.
Therefore, in the situation where one drive wheel is on the ice and the other one has good
traction, With this limited slip differential, even though the wheel on the ice is not able to
transmit much torque to the ground, the other wheel will still get the torque it needs to move.
The torque supplied to the wheel not on the ice is equal to the amount of torque it takes to
overpower the clutches. The result is that you can move forward, although still not with the full
power of your car. This is why Limited Slip Differentials are popular in Drag Racing - they
minimize wasteful wheel spin on a hard launch.
Locking Differentials
The locking differential is useful for serious off-road vehicles and for drag racing. This type of
differential has the same parts as an open differential, but adds an electric, pneumatic or
hydraulic mechanism to lock the two output pinions together. This mechanism is usually
activated manually by switch, and when activated, both wheels will spin at the same speed. If
one wheel ends up off the ground, the other wheel won't know or care. Both wheels will
continue to spin at the same speed as if nothing had changed. This maximizes the amount of
forward motion, irregardless of wheel slippage - perfect for drag racing.
There are several types of locking differentials. An ARB Air Locker is a unique differential
because it acts like an open differential until an on-board air compressor is activated by a
switch. The air pressure is used to lock the differential. This allows a very high breakaway
torque for racing but no compromises for daily driving.
A Detroit Locker, popular on muscle cars and some off-road trucks, is a ratcheting type of
locking differential. It is very strong and will almost always provide equal torque application to
each axle, but it is noticeable when cornering.
Finally there is the spool, which solidly connects the left and right axles with no slipping allowed.
It is used for drag-racing applications only, since it maximizes forward acceleration, but makes
the vehicle very difficult to turn and is very hard on the axles.

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Torsen Differentials
The Torsen differential is a purely mechanical device; it has no electronics, clutches or viscous
fluids. The Torsen (from Torque Sensing) works as an open differential when the amount of
torque going to each wheel is equal. As soon as one wheel starts to lose traction, the difference
in torque causes the gears in the Torsen differential to bind together. The design of the gears in
the differential determines the torque bias ratio. For instance, if a particular Torsen differential is
designed with a 5:1 bias ratio, it is capable of applying up to five times more torque to the wheel
that has good traction.
These devices are often used in high-performance all-wheel-drive vehicles. Like the viscous
coupling, they are often used to transfer power between the front and rear wheels. In this
application, the Torsen is superior to the viscous coupling because it transfers torque to the
stable wheels before the actual slipping occurs.
However, if one set of wheels loses traction completely, the Torsen differential will be unable to
supply any torque to the other set of wheels. The bias ratio determines how much torque can
be transferred, and five times zero is zero. One novel solution is to apply the brakes and the
gas at the same time. This will create a level of "traction" on the spining wheel, and allow the
Torsen differential to shift power to the other wheel.
Vicious Coupling Differentials
The viscous coupling is often found in all-wheel-drive vehicles. It is commonly used to link the
back wheels to the front wheels so that when one set of wheels starts to slip, torque will be
transferred to the other set.
The viscous coupling has two sets of plates inside a sealed housing that is filled with a thick
fluid, as shown in below. One set of plates is connected to each output shaft. Under normal
conditions, both sets of plates and the viscous fluid spin at the same speed. When one set of
wheels tries to spin faster, perhaps because it is slipping, the set of plates corresponding to
those wheels spins faster than the other. The viscous fluid, stuck between the plates, tries to
catch up with the faster disks, dragging the slower disks along. This transfers more torque to
the slower moving wheels -- the wheels that are not slipping. The faster the plates are spinning
relative to each other, the more torque the viscous coupling transfers. The coupling does not
interfere with turns because the amount of torque transferred during a turn is so small.
However, this also highlights a disadvantage of the viscous coupling: No torque transfer will
occur until a wheel actually starts slipping.
Positraction Differentials
A positraction differential is a special traction differential. Its purpose is to improve the way your
differential performs under adverse conditions. When one wheel starts to slip, these differentials
transfer the torque to the wheel that is not slipping. The car can then continue to go forward.
There are several different kinds of positraction differentials, but all of them are based on a
friction device to provide resistance to normal differential operation.
A positraction differential provides better traction, which is handy when roads are slippery. It
also lends itself to fast acceleration.
One type uses four differential pinions instead of two, with two pinion shafts. It also uses a
series of four clutch discs. The differential pinions run into resistance when they try to turn the
axle side gears. The resistance gets transferred to the pinion shafts driving the pinions. The

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shafts are forced to slide up little ramps. This action moves both shafts outward. The pinions
cause the clutches to lock.
Other types use cone clutches, or disc clutches under pressure from coil springs. By restricting
the differential action, torque is delivered to the slipping wheel.

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SELF CHECK LO1-1a
IDENTIFICATION
A. IDENTIFICATION: Identify the parts of the front suspension.
A. _____________________________________________
B. _____________________________________________
C. _____________________________________________
D. _____________________________________________
E. _____________________________________________
B. Identify these ball joints.
A. ___________________________________________
B. ___________________________________________
C. ___________________________________________
D. ___________________________________________

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ANSWER KEY LO1-1a
(SUSPENSION)
A. IDENTIFICATION
A. Upper control arm

B. Upper ball joint
C. Spring
D. Steering knuckle
E. Lower control arm
B. Ball joints
A. Follower
B. Tension load carrying
C. Compression load carrying
D. Follower
C. Strut suspension
A. Damper/upper mount
B. Spring
C. Strut/shock absorber
D. Steering knuckle
E. Lower control arm
D. Strut suspension
A. Upper mount
B. Bearing
C. Insulator
D. Spring
E. Strut
F. Jounce bumper
E. Swing Axle
A. Pivot bushing
B. Axle
C. Steering knuckle
D. Radius arm
E. Spring

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PERFORMANCE TEST
Learner's Name Date

Competency: SERVICE DIFFERENTIAL AND FRONT AXLE Test Attempt
1st 2nd 3rd
Directions: OVERALL EVALUATION

Level
PERFORMANCE LEVELS
Achieved
CALL INSTRUCTOR, ask instructor to
4 - Can perform this skill without supervision and with
assess your performance in the initiative and adaptability to problem situations.
following critical task and performance
criteria below 3 - Can perform this skill satisfactorily without
assistance or supervision.
You will be rated based on the overall
2 - Can perform this skill satisfactorily but requires
evaluation on the right side. some assistance and/or supervision.
1 - Can perform parts of this skill satisfactorily, but

requires considerable assistance and/or supervision.
Instructor will initial level achieved.
PERFORMANCE STANDARDS
For acceptable achievement, all items should receive a "Yes" or Yes No N/A
"N/A" response.
1. Is work completed without causing damage to any work place
property or vehicle?
2. Is correct information accessed and interpreted from appropriate
manufacturer specifications.
3. Are tests carried-out to determine faults using appropriate tools and
techniques?
4. Suspension system failure accurately identified and corresponding
repair works recommended.
5. Suspension system components checked for cracks, loose nuts, bolt
or bushing, and leak
6. Damaged parts accurately identified.
7. Cause of failure accurately identified (Conventional and Air
suspension)
8. Test conducted as per prescribed procedure.

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ASSESSMENT INSTRUMENT
EVIDENCE PLAN
Competency Automotive Servicing NC II
standard:
Unit of Service Differential and Front Axle
competency:
Ways in which evidence will be collected:
[tick the column]
Question/Interview
Demonstration
Practical
Portfolio
Written
The evidence must show that the candidate …
* Identified function of suspension system accordingly.
Types of suspension system identified and explained.
Principles of operation of suspension system were explained and
identified.
Parts and components were identified and explained.
* Causes of failure accurately identified.
System failures were identified.
* Dismounting and mounting of suspension system components were
performed.
Suspension parts disassembled and reassembled properly.
No damage to parts, vehicle and equipment during disassembly and
reassembly.
Safety procedures observed and maintained.
Cracks, loose bolts and nuts, loose ball joints and bushing, and gear
oil leaks checked accordingly.
* Damaged parts are checked and replaced as per vehicle standards and
specifications.
Appropriate tools and equipment used.
Checked and adjusted suspension rebounding.
Troubleshoot suspension system parts and components.
Causes and remedies identified.
* Testing of suspension system operations conducted.
PERCENTAGE OF ACCOMPLISHMENT
NOTE: *Critical aspects of competency
Prepared Date:
by:
Checked Date:
by:

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Learner’s diary
DIARY NOTES
Record important dates, jobs undertaken and other workplace events that will assist you in providing further
details to an Assessor.
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Record of Achievement
Module: Identifying and Explaining Suspension System Operating Principle,

Component and Function (Conventional and Air Suspension)
LO 1 : Identify the types of suspension system, component and its operating principle
(Conventional and Air suspension).
Performance Criteria:
1.1 Types of suspension were identified, explained and differentiated.
1.2 Main component and functions of suspension system were identified.
1.3 Principle of operation of suspension system were explained and illustrated.
Comments:
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Learner has satisfied the above performance criteria.

Learner signature:.........................................................................
Trainer signature:..........................................................................
Date:..............................................................................................

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Record of Achievement
Module: Identifying and Explaining Suspension System Operating Principle,

Component and Function (Conventional and Air Suspension)
LO 2 : Diagnose suspension system failure.
Performance Criteria:
2.1 Causes of failure were accurately identified.
2.2 System failure was properly identified.
2.3 Vehicle was properly lifted and jack stands were used.
2.4 Vehicle, workshop area, and equipment safety procedure were observed.
Comments:
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Learner has satisfied the above performance criteria.

Learner signature:.........................................................................
Trainer signature:..........................................................................
Date:..............................................................................................

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Technical Terms
Driveline
All the individual components beyond the engine up to the wheels (e.g., clutch, drive
shaft, differential, driven axles); but not the engine or transmission. Also called
"drivetrain" or "powertrain"
Halfshaft
A rotating shaft that transmits power from the final drive unit to one side of the drive
wheels, but usually refers to the two shafts that connect the road wheels to the final drive
with independent rear suspension or front-wheel drive as opposed to the axle shafts of a
live rear axle. Also called an axleshaft
Drive shaft
The shaft connecting the transmission output shaft to the differential pinion shaft. It
transmits power from the transmission to the differential. It is found primarily on rear-
drive vehicles. There is usually a universal joint on either end. Also called "propeller
shaft."
CV joint:
Abbreviation for "constant velocity joint."
Differential
A unit that takes the power of the rotating driveshaft at right angles to the rear axle and
passes it to the axle. It will not only drive both rear axles at the same time, but will also
allow them to turn at different speeds when negotiating turns. In this way the tires do not
scuff or skid.
Spider gear
Four arm piece on a constant velocity joint.
Hunting
The action of some automatic transmissions when a vehicle is climbing a hill. The
transmission constantly shifts between fifth gear and fourth gear
Limited slip differential
A differential unit designed to provide superior traction by transferring driving torque,
when one wheel is spinning, to the wheel that is not slipping. A cone or clutch disc locks
the two independent axle shafts together so that they both turn at the same time. There
is a minimal amount of slippage (thus the name limited-slip) to allow for differential
action.
Swing axle
An independent rear suspension system in which each driving wheel can move up or
down independently of the other. The differential unit is bolted to the frame and various
forms of linkage are used upon which to mount the wheels. Drive axles, using one or
more universal joints, connect the differential to the drive wheels. When cornering hard,
cars with swing axles are prone to wheel jacking which can lead to large positive camber
at the outside rear wheel and can induce sudden oversteer. Also see low pivot swing
axle.
AWD
Acronym for "all-wheel drive."

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Locking hubs
A wheel with splines in the center which match up with the splines on the outside of the
hub. This system is usually found on wheels that are attached to the hub with a center
attaching nut on older cars -- especially sports cars -- rather than the type that is
attached with several studs or bolts in a circular pattern.
Universal joint
(UJ) A flexible double-pivoted joint that allows driving power to be carried through two
shafts that are at an angle to each other. It consists of two Y-shaped yokes and a cross-
shaped member called the spider. The four arms of the spider are assembled into
bearings in the ends of the two yokes. With the normal cross-and-two-yoke universal
joint there is some change in speed when the driveshaft and the driven shaft are at an
angle to each other. The change in speed occurs because the driven yoke and driven
shaft speed up and then slow down twice with every revolution of the drive line. The
greater the angle between the drive and driven shafts, the greater the speed variation.
To eliminate this speed variation, which results in increased wear of the affected parts,
constant velocity joints are used on many cars. In front drive vehicles, it is called the
constant velocity joint. Also called "Hooke joint" or "cardan joint."

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Servicing Differential & Front Axle

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COMPETENCY BASED LEARNING MATERIAL

SERVICING DIFFERENTIAL AND FRONT AXLE

COMPETENCY-BASED LEARNING MATERIALS

Recognition of Prior Learning (RPL)

 Talk to more experience workmates and ask for their guidance.

Unit of Competency : Service Differential and Front Axle

Module Title : Servicing Differential and Front Axle

At the end of this module you will able to:

1. Inspect drive shaft and joint

Code No. Date: Developed Date: Revised Page #

Code No. Date: Developed Date: Revised Page #

Module Title : Servicing Differential and Front Axle

Learning Outcome #1 : Inspect drive shaft and joint

Code No. Date: Developed Date: Revised Page #

1. Inspect drive shaft and joint.  Read information sheets LO1-1,

Code No. Date: Developed Date: Revised Page #

Drive shaft Diagnosis

Drive Shaft Balance

Code No. Date: Developed Date: Revised Page #

Drive Shaft Inspection

1. Look for undercoating, missing balance weights or obvious physical damage.

Drive Shaft Service

To remove the drive shaft:

Mark the rear differential yoke and the companion

Tip: To prevent oil from

Code No. Date: Developed Date: Revised Page #

Universal Joint Diagnosis and Service

Universal Joint Disassembly

The procedure described here is for single

Note: Smaller needle nose pliers can become

Removing a snap ring from a U-joint.

Sometimes snap rings go on the inside of the

Removing a U-joint with sockets and a vise.

Code No. Date: Developed Date: Revised Page #

Note: One problem with using a vise is that it

Some shops pound the U-joint out with a

A special universal joint tool.

Universal Joint Inspection

One problem caused during installation in a

Galling on the trunnion.

Code No. Date: Developed Date: Revised Page #

If the U-joint does not have a zerk fitting for

The zerk fitting is slanted toward the drive shaft.

Put a bearing cap partially into the yoke.

Put a bearing cap partially into the yoke.

Move the U-joint to see that it is not binding up.

Code No. Date: Developed Date: Revised Page #

Install one of the snap rings before completing

Compress the remaining cap into the yoke.

Note: Sometimes universal joint caps are held

After two bearing caps are installed in the slip

Install the other half of the cross onto the drive

Code No. Date: Developed Date: Revised Page #

Two-Piece Drive Shaft Service

Code No. Date: Developed Date: Revised Page #

Code No. Date: Developed Date: Revised Page #

Code No. Date: Developed Date: Revised Page #

Module Title : Servicing Differential and Front Axle

Learning Outcome #2 : Dismount and mount differential assembly

1. Differential body is pulled out/dismounted.

Code No. Date: Developed Date: Revised Page #

1. Dismount differential assembly.  Read information sheets LO2-1,

Code No. Date: Developed Date: Revised Page #