2001 DODGE RAM FRONT AXLE - 216FBI
It is highly recommended you not attempt to perform service or repair to your 2001 Dodge Ram 1500 2500 3500 truck without a factory repair manual handy. Important service information, illustrations and safety precautions may be present.
The repair manual covers every aspect of repair for the 2001 Dodge Ram truck and covers all of the following models: 2001 Dodge Ram 1500, 2500, 3500 3.9L 6-Cylinder, MPI Gasoline 5.9L 8-Cylinder, 5.2L V8, MPI Gasoline (Heavy Duty) Turbo Diesel (5.9L), 8.0L 10 Cylinder Models. Basically, it covers all 2001 Dodge Ram trucks.
DESCRIPTION
The housing for the 216 Front Beam-design Iron
(FBI) axles consists of an iron center casting with tubes on each side. The tubes are pressed into and welded to the differential housing.
The integral type housing, hypoid gear design has the centerline of the pinion set below the centerline of the ring gear.
The axle has a vent used to relieve internal pres- sure caused by lubricant vaporization and internal expansion.
The axles are equipped with semi-floating axle shafts, meaning that loads are supported by the hub bearings. The axle shafts are retained by nuts at the hub bearings. The hub bearings are bolted to the steering knuckle at the outboard end of the axle tube yoke. The hub bearings are serviced as an assembly.
The axles are equipped with ABS brake sensors. The sensors are attached to the knuckle assemblies and the tone rings are pressed onto the axle shaft. Use care when removing axle shafts as NOT to damage the tone wheel or the sensor.
It is highly recommended you not attempt to perform service or repair to your 2001 Dodge Ram 1500 2500 3500 truck without a factory repair manual handy. Important service information, illustrations and safety precautions may be present.
CLICK HERE>>>DOWNLOAD 2001 DODGE RAM REPAIR MANUAL
The repair manual covers every aspect of repair for the 2001 Dodge Ram truck and covers all of the following models: 2001 Dodge Ram 1500, 2500, 3500 3.9L 6-Cylinder, MPI Gasoline 5.9L 8-Cylinder, 5.2L V8, MPI Gasoline (Heavy Duty) Turbo Diesel (5.9L), 8.0L 10 Cylinder Models. Basically, it covers all 2001 Dodge Ram trucks.
DESCRIPTION
The housing for the 216 Front Beam-design Iron
(FBI) axles consists of an iron center casting with tubes on each side. The tubes are pressed into and welded to the differential housing.
The integral type housing, hypoid gear design has the centerline of the pinion set below the centerline of the ring gear.
The axle has a vent used to relieve internal pres- sure caused by lubricant vaporization and internal expansion.
The axles are equipped with semi-floating axle shafts, meaning that loads are supported by the hub bearings. The axle shafts are retained by nuts at the hub bearings. The hub bearings are bolted to the steering knuckle at the outboard end of the axle tube yoke. The hub bearings are serviced as an assembly.
The axles are equipped with ABS brake sensors. The sensors are attached to the knuckle assemblies and the tone rings are pressed onto the axle shaft. Use care when removing axle shafts as NOT to damage the tone wheel or the sensor.
The stamped steel cover provides a means for
inspection and servicing the differential.
The 216 axle have the assembly part number and gear ratio listed on a tag. The tag is attached to the housing cover by one of the cover bolts. Build date identification codes are stamped on the cover side of a axle tube.
The differential case is a one-piece design. The dif- ferential pinion mate shaft is retained with a roll pin. Differential bearing preload and ring gear back- lash is adjusted by the use of shims. The shims are located between the differential bearing cones and case. Pinion bearing preload is set and maintained by the use of a collapsible spacer.
The axle differential covers can be used for identi- fication of the axle. A tag is also attached to the cover.
OPERATION
The axle receives power from the transfer case through the front propeller shaft. The front propeller shaft is connected to the pinion gear which rotates the differential through the gear mesh with the ring gear bolted to the differential case. The engine power is transmitted to the axle shafts through the pinion mate and side gears. The side gears are splined to the axle shafts.
The 216 axle have the assembly part number and gear ratio listed on a tag. The tag is attached to the housing cover by one of the cover bolts. Build date identification codes are stamped on the cover side of a axle tube.
The differential case is a one-piece design. The dif- ferential pinion mate shaft is retained with a roll pin. Differential bearing preload and ring gear back- lash is adjusted by the use of shims. The shims are located between the differential bearing cones and case. Pinion bearing preload is set and maintained by the use of a collapsible spacer.
The axle differential covers can be used for identi- fication of the axle. A tag is also attached to the cover.
OPERATION
The axle receives power from the transfer case through the front propeller shaft. The front propeller shaft is connected to the pinion gear which rotates the differential through the gear mesh with the ring gear bolted to the differential case. The engine power is transmitted to the axle shafts through the pinion mate and side gears. The side gears are splined to the axle shafts.
During straight-ahead driving, the differential pin-
ion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it.
When turning corners, the outside wheel must travel a greater distance than the inside wheel to complete a turn. The difference must be compensated for to prevent the tires from scuffing and skidding through turns. To accomplish this, the differential allows the axle shafts to turn at unequal speeds. In this instance, the input torque applied to the pinion gears is not divided equally. The pinion gears now rotate around the pinion mate shaft in opposite directions. This allows the side gear and axle shaft attached to the outside wheel to rotate at a faster speed.
When turning corners, the outside wheel must travel a greater distance than the inside wheel to complete a turn. The difference must be compensated for to prevent the tires from scuffing and skidding through turns. To accomplish this, the differential allows the axle shafts to turn at unequal speeds. In this instance, the input torque applied to the pinion gears is not divided equally. The pinion gears now rotate around the pinion mate shaft in opposite directions. This allows the side gear and axle shaft attached to the outside wheel to rotate at a faster speed.
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubricant, incorrect backlash, tooth contact, worn/damaged gears or the carrier housing not having the proper offset and squareness.
Gear noise usually happens at a specific speed range. The noise can also occur during a specific type of driving condition. These conditions are accelera- tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by driving the vehicle at least 5 miles and then acceler- ate the vehicle to the speed range where the noise is the greatest. Shift out-of-gear and coast through the peak-noise range. If the noise stops or changes greatly:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear damage.
Differential side gears and pinions can be checked by turning the vehicle. They usually do not cause noise during straight-ahead driving when the gears are unloaded. The side gears are loaded during vehicle turns. A worn pinion mate shaft can also cause a snapping or a knocking noise.
GEAR NOISE
Axle gear noise can be caused by insufficient lubricant, incorrect backlash, tooth contact, worn/damaged gears or the carrier housing not having the proper offset and squareness.
Gear noise usually happens at a specific speed range. The noise can also occur during a specific type of driving condition. These conditions are accelera- tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by driving the vehicle at least 5 miles and then acceler- ate the vehicle to the speed range where the noise is the greatest. Shift out-of-gear and coast through the peak-noise range. If the noise stops or changes greatly:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear damage.
Differential side gears and pinions can be checked by turning the vehicle. They usually do not cause noise during straight-ahead driving when the gears are unloaded. The side gears are loaded during vehicle turns. A worn pinion mate shaft can also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can all produce noise when worn or damaged. Bearing noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This noise changes only with vehicle speed. Pinion bearing noise will be higher pitched because it rotates at a faster rate. Drive the vehicle and load the differen- tial. If bearing noise occurs, the rear pinion bearing is the source of the noise. If the bearing noise is heard during a coast, the front pinion bearing is the source.
Worn or damaged differential bearings usually pro- duce a low pitch noise. Differential bearing noise is similar to pinion bearing noise. The pitch of differen- tial bearing noise is also constant and varies only with vehicle speed.
Axle shaft bearings produce noise and vibration when worn or damaged. The noise generally changes when the bearings are loaded. Road test the vehicle. Turn the vehicle sharply to the left and to the right. This will load the bearings and change the noise level. Where axle bearing damage is slight, the noise is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side-gear thrust washers. A worn pinion shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually caused by:
• Damaged drive shaft.
Missing drive shaft balance weight(s).
Worn or out of balance wheels.
• Loose wheel lug nuts.
• Worn U-joint(s).
Loose/broken springs.
The axle shaft, differential and pinion bearings can all produce noise when worn or damaged. Bearing noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This noise changes only with vehicle speed. Pinion bearing noise will be higher pitched because it rotates at a faster rate. Drive the vehicle and load the differen- tial. If bearing noise occurs, the rear pinion bearing is the source of the noise. If the bearing noise is heard during a coast, the front pinion bearing is the source.
Worn or damaged differential bearings usually pro- duce a low pitch noise. Differential bearing noise is similar to pinion bearing noise. The pitch of differen- tial bearing noise is also constant and varies only with vehicle speed.
Axle shaft bearings produce noise and vibration when worn or damaged. The noise generally changes when the bearings are loaded. Road test the vehicle. Turn the vehicle sharply to the left and to the right. This will load the bearings and change the noise level. Where axle bearing damage is slight, the noise is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side-gear thrust washers. A worn pinion shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually caused by:
• Damaged drive shaft.
Missing drive shaft balance weight(s).
Worn or out of balance wheels.
• Loose wheel lug nuts.
• Worn U-joint(s).
Loose/broken springs.
• Damaged axle shaft bearing(s).
• Loose pinion gear nut.
• Excessive pinion yoke run out.
• Bent axle shaft(s).
Check for loose or damaged front end components
or engine/transmission mounts. These components can contribute to what appears to be a rear end vibration. Do not overlook engine accessories, brack- ets and drive belts.
All driveline components should be examined before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND TESTING)
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted into gear (or the clutch engaged) can be caused by:
• High engine idle speed.
• Transmission shift operation.
• Loose engine/transmission/transfer case mounts. • Worn U-joints.
• Loose spring mounts.
• Loose pinion gear nut and yoke.
• Excessive ring gear backlash.
• Excessive side gear to case clearance.
The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle on a hoist with the wheels free to rotate. Instruct the helper to shift the transmission into gear. Listen for the noise, a mechanics stethoscope is helpful in isolating the source of a noise.
• Loose pinion gear nut.
• Excessive pinion yoke run out.
• Bent axle shaft(s).
Check for loose or damaged front end components
or engine/transmission mounts. These components can contribute to what appears to be a rear end vibration. Do not overlook engine accessories, brack- ets and drive belts.
All driveline components should be examined before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND TESTING)
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted into gear (or the clutch engaged) can be caused by:
• High engine idle speed.
• Transmission shift operation.
• Loose engine/transmission/transfer case mounts. • Worn U-joints.
• Loose spring mounts.
• Loose pinion gear nut and yoke.
• Excessive ring gear backlash.
• Excessive side gear to case clearance.
The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle on a hoist with the wheels free to rotate. Instruct the helper to shift the transmission into gear. Listen for the noise, a mechanics stethoscope is helpful in isolating the source of a noise.
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