Drive Axles, Bearings and Joints: Description and Operation

The right and left driveshafts are the mechanical link that transfers engine torque from the transaxle to the front wheels. At the transaxle end, the driveshafts are splined to the differential side gears. Disengagement of the shafts from the gears is prevented by circular clips. During installation, the clip compresses around the shaft as it enters the gear. Once through the side gear, the clip expands into a counter bore machined into the back side of the side gear.

The wheel end of the driveshafts are splined to the wheel hubs which are supported on wheel bearing assemblies. Disengagement of the shaft from the wheel hub is prevented by a locknut. Backlash between the wheel hub and driveshaft is eliminated by specially cut splines.

Constant velocity (CV) joints are installed at both ends of the driveshafts. All outboard CV joints are the Birfield type. All inboard CV joints are the tripod joint type. The tripod joints are used to prevent the transfer of engine vibration through the driveshafts to the vehicle body.

Constant velocity joints are necessary because the driveshaft is required to transmit torque while compensating for front suspension movement. As the suspension moves, the CV joints allow the driveshaft to change length and to operate smoothly through varying angles. For the necessary flexibility, the Birfield-type CV joints use ball bearings positioned by a cage. The tripod joint uses a spider with three shafts that each carry a needle bearing. In both types of joints, the outer race is machined into the CV joint housing.

The tripod CV joints can be disassembled and serviced. Other than the CV joint boot, the outboard Birfield CV joint is serviced only as an assembly.

Dual overhead camshaft (DOHC) models incorporate a joint shaft between the transaxle and the right driveshaft. The joint shaft allows the total length of the left and right driveshafts to be even, which reduces the possibility torque steer.