Drive Axles, Bearings and Joints: Description and Operation

FRONT AXLE
The front suspension consists of MacPherson struts and a single wishbone lower control arm. The upper end of each strut is suspended from body's inner fender with a steering knuckle bolted to the lower end of the strut.
A forged steering knuckle bolts to shock absorber. Lower ball joint is pressed into control arm and is attached to steering knuckle. Wide stance control arms are supported by rubber bushings at each end. Body lean on turns is controlled by a hollow stabilizer bar that connects to both lower control arms. Front wheels are attached to front hub and rotor assemblies. Front hub and rotor assemblies are supported by unit ball bearings mounted in steering knuckle. Wheel bearing is pressed into steering knuckle. Hub assembly is pressed into wheel bearing assembly.

REAR AXLE
Rear suspension is fully independent utilizing a rear MacPherson strut at each wheel. A forged rear spindle bolts to shock absorber, double rear lateral links and a single trailing arm.
Both lateral links and trailing arm have rubber bushings at each end. Lateral links are attached to rear subframe and spindle with a common bolt and nut assembly at each end. Trailing arm bolts to spindle and a bracket on floorpan.

NOTICE: If a rear suspension component becomes bent or damaged, do not attempt to straighten it. Always replace with a new part.

Lateral links, trailing arms and spindles are normally replaced only when part has been damaged or when vehicle has been involved in an accident. If a suspension part has been damaged, be sure to check underbody dimensions of vehicle. If underbody dimensions are not in alignment, vehicle must be straightened before suspension parts are reinstalled. Rear wheel bearings are nonserviceable. If bearing requires service, it must be replaced as an assembly.

DRIVESHAFT
Halfshafts are mechanical links that transfer engine torque from transaxle and differential to front wheels. At transaxle end, halfshafts are splined to differential side gears. Disengagement of left shaft from gear is prevented by an expanding spring steel circular clip. During installation, clip compresses around shaft as it enters gear. Once through differential gear, clip expands into a counterbore machined into back side of side gear.
Wheel end of halfshafts are splined to wheel hubs which are supported on one-piece wheel bearings. Disengagement of shaft from wheel hub is prevented by a staked halfshaft attaching nut. Backlash between wheel hub and halfshaft is eliminated by splines. Wheel hub splines are machined straight while halfshaft splines are machined with a slight helical cut. Differences in splines provide a tight backlash-free coupling without removal and installation problems associated with an interference fit.
Constant Velocity (CV) joints are installed at both ends of halfshafts. All outboard CV joints are Birfield-type. All inboard CV joints are tripod joint type. Tripod joints are used to prevent transfer of engine vibration through driveshafts to vehicle body.
Constant velocity joints are necessary because halfshaft is required to transmit torque while compensating for front suspension movement. As suspension moves, CV joints allow halfshaft to change length and to operate smoothly through varying angles. For necessary flexibility, Birfield-type CV joints use ball bearings positioned by a cage. Tripod joint uses three balls mounted on needle bearings and a spider. In both types of joints, outer race is machined into CV joint housing.
Tripod CV joints can be disassembled and serviced. Other than CV joint boot, outboard Birfield CV joint is serviced only as an assembly with shaft.