Don Honorio Ventura State University

College of Industrial Technology

BACHELOR OF SCIENCE IN INDUSTRIAL TECHNOLOGY

AT __128______ Semester _2nd________ SY __________

Automotive Drivetrain or Powertrain

(MIDTERM)

4 Differentials

_____________________________________
Name of student / YR. & Section :

_______________________________
INSTRUCTOR :
DIFFERENTIALS
Learning Objective: Identify differential design variations. Describe the principles of the
limited slip differential. Explain basic service and repair of a differential. Explain the
adjustment of the ring and pinion gears.

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.

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 (fig. 5-12).
Figure 5-12. - Conventional differential.

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 TYPE - a 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 TYPE - a 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.
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

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.

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 (meshed and spun together
with an abrasive compound on the teeth) 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.

Spider Gears

The spider gears are a set of small bevel gears that include two axle gears (differential side
gears) and hvo 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.
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.

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 truck 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.

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 5-13, 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

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.

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 (fig. 5-16).
Driving Straight Ahead

When a vehicle is driving straight ahead, the ring gear, the differential case, the differential
pinion gears, and the 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.

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.

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 5-14
The limited slip differential fig. 5-14
Figure 5-15. - Two speed final drive.

Figure 5-17. - Clutch pack limited slip differential.

DIFFERENTIAL SERVICE AND MAINTENANCE

Differentials in a properly operated vehicle seldom cause any maintenance problems. By

maintaining the proper lubrication level and occasionally changing 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 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 from 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.

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.

Differential Removal, Disassembly, and Reassembly

Procedures for removal, disassembly, and reassembly vary depending on the type of
differential, make, and model. Always refer to the manufacturer's service manual. However,
there are several procedures that relate to almost any type of differential.

To remove a separate carrier differential, perform the following:

Remove the drive shaft.

Place a drain pan under the differential. Remove the drain plug and drain the lubricant.
Unbolt the nuts around the outside of the carrier.
Force the differential carrier away from the housing.
CAUTION
A differential can be surprisingly heavy. Grasp it securely during removal. If the differential
is dropped, painful injuries can occur.

To remove an integral differential, perform the following:

Remove the drive shaft.

Place a drain pan under the differential. Remove the inspection cover and drain the
lubricant.
With the cover off, inspect and MARK the individual components as they are removed.

The procedure for repairing a differential will vary with the particular unit. Always refer to the
service manual. When using a service to repair a differential, remember the following:

Check for markings before disassembly. The carrier caps, adjustment nuts, shims, ring and
5-19

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 from 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 [Link] detailed directions. Differential designs and repair procedures vary.
Special tools and methods are frequently required.

Differential Measurements and Adjustments

Several measurements and adjustments are made when assembling a differential. When
"setting up" (measuring and adjusting) a differential. correct bearing preloads and gear
clearances are extremely critical. The most important differential measurements and
adjustments (fig. 5-19) include the following:

1. Pinion gear depth

Figure 5-19. - Pinion and ring gear adjustments.

2. Pinion bearing preload

3. Case bearing preload
4. Ring gear runout
5. Ring and pinion backlash
6. Ring and pinion contact pattern

PINION GEAR DEPTH. - The pinion gear depth refers to the distance the pinion gear
extends into the carrier. Pinion depth affects where the pinion gear teeth meshes with the
ring gear teeth. Pinion gear depth is commonly adjusted by varying shim thickness on the
pinion gear and bearing assembly.

PINION BEARING PRELOAD. - The pinion bearing preload is frequently adjusted by

torquing the pinion nut to compress a collapsible spacer. The more the pinion nut is
torqued, the more the spacer will compress to increase the preload or tightness of the
bearings.

With a collapsible spacer, only tighten the pinion nut in small increments. Then measure the
pinion preload by turning the pinion nut with an inch-pound torque wrench.

When a solid spacer and pinion nut are used, shims control pinion bearing preload. The
pinion nut is torqued to a specific value found in the service manual.

To set pinion bearing preload, use a holding tool to keep the pinion gear stationary. Then a
breaker bar or torque wrench can be used to tighten the pinion nut.

CASE BEARING PRELOAD. - The case bearing preload is the amount of force pushing the
differential case bearings together. As with pinion bearing preload, it is critical.

If preload is too low (bearings too loose), differential case movement and ring and pinion
gear noise can result. If preload is too high (bearings too tight), bearing overheating and
failure can result.

When adjusting nuts are used, the nuts are typically tightened until all of the play is out of
the bearings. Then each nut is tightened a specific portion of a turn to preload the bearings.
This is done when adjusting backlash.

When shims are used, a feeler gauge is used to check side clearance between the case
bearing and the carrier. This action will let you calculate the correct shim thickness to
preload the case bearings. Refer to the service manual for special equipment and
procedures.

RING GEAR RUNOUT. - The ring gear runout is the amount of wobble or side-to-side
movement produced when the ring gear is rotated. Ring gear runout must not be beyond
the manufacturer's specifications.
To measure ring gear runout, mount a dial indicator against the back of the ring gear (fig. 5-
20). The indicator stem should be perpendicular to the ring gear surface. Then turn the ring
gear and note the indicator reading. If the ring gear is within specifications, locate a position
on the ring gear that indicates ONE HALF of the maximum runout on the gauge. Mark the
gear at that point. Then rotate the ring gear until the teeth on the opposite side of the gear
from the mark are in mesh with the pinion gear.

If ring gear runout is excessive, check the ring gear mounting and differential case runout. If
not a mounting problem, replace either the ring gear and pinion or the case as needed.

RING AND PINION BACKLASH. - The ring and pinion backlash refers to the amount of
space between the meshing teeth of the gears. Backlash is needed to allow for heat
expansion

As the gears operate, they produce friction and heat. This makes the gears expand,
reducing the clearance between the meshing teeth of the gears. Without backlash, the ring
and pinion teeth can jam into each other and fail in a very short period of time. However, too
much ring and pinion backlash can cause gear noise (whirring, roaring, or clunking).

Figure 5-20. - Measuring ring gear runout.

To measure ring and pinion backlash, position a dial indicator stem on one of the ring gear
teeth. Then, while holding the pinion gear STATIONARY, wiggle the ring gear back and
forth. Indicator needle movement will equal gear backlash. Compare your measurements to
the manufacturer's specifications and adjust as needed.
Backlash adjustment can be made by adjusting nuts or by moving shims from one side to
the other. To increase backlash, move the ring gear away from the pinion gear. To
decrease backlash, move the ring gear towards the pinion gear.

RING AND PINION TOOTH CONTACT 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 (fig. 5-21). Figure 5-21
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:

TOE (narrow part of the gear tooth)

HEEL (wide part of the gear tooth)
DRIVE SIDE (convex side of the gear tooth)
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 5-21. 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.

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
manufacturer's 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.
Figure 5-21. - Tooth contact patterns.