REAR AXLE

Mahindra institute of learming

excellence, Nasik
 The rear axle is of the hypoid, semi-floating type using
shim adjustment to obtain bearing pre-loads. The differential
case with crown wheel and the drive pinion are mounted in
opposed taper roller bearing in one-piece rear axle carrier.
 The rear axle pinion receives its power from the engine
through the transmission and drive shaft. The drive pinion
rotates the differential case through the engagement with the
crown wheel, which is bolted, to the differential case flange.
Inside the differential cages are two differential pinions
mounted on the differential pinion shaft which is pined to the
housing. These gears are engaged with the side gears, to which
the axle shafts are splined. Therefore as the differential housing
turns, it rotates the axle shaft and the rear wheel.
When it is necessary for one wheel to rotate faster than the
other is, the faster turning gear causes the pinion to roll on
slower turning gear to allow differential action between the two
axle shafts.
GENERAL CONSTRUCTION
 BEVEL PINION

CARRIER
HOUSING

SIDE
GEARS

RING GEAR BEVEL PINION

Howstuffworks How Differentials Work.htm
HEIGHT SETTING SHIMS PINION PRELOADING SHIMS

PINION

INNER BEARING OUTER BEARING

AXLE SHAFT AXLE TUBE
 TYPES OF AXLE

A] Semifloating axle: Axle shaft is taking part of vehicle load &

transmitting engine torque to wheels.

ENGINE TORQUE
PART OF VEHICLE LOAD

AXLE SHAFT
REAR AXLE - SEMI FLOATING
B] Full-floating axle: Axle shaft is transmitting only engine torque
to wheels & vehicle load is taken by axle tube

ENGINE TORQUE

AXLE SHAFT

AXLE TUBE
REAR AXLE - FULL FLOATING
 MAINTENANCE SCHEDULE
Recommended oil : MAXIMILE DO

Specially formulated
differential oil for
mahindra vehicles

Exceeds apigl5 grade

specifications

Offers extra protection

for longer life

Alternate oil grade

As per API GL5 grade with viscosity index SAE90 EP.
Oil Capacity

For new differential : 1.80 lit

For old differential : 1.65 lit

Change differential oil :

Scorpio range
First oil change 5000
Second oil change 20,000

Then after every 20,000

Other models
First oil change 4000
Second oil change 22,000
Then after every 18,000
 AXLE RATIOS OF VARIOUS MODEL

AXLE NO OF TEETH NO OF TEETH

MODEL
RATIO ON CROWN ON PINION
MODEL WITH XD P 4.90 ENGINE
5.38 43 8 LIKE CDR 750 DP, ARMADA
( EXCEPT MM RANGE)

MODEL WITH XD 3 P ENGINE LIKE

4.88 44 9 BOLERO, ARMADA GRAND & MM
540/550-XDB/DP
MODEL WITH MDI 3200 ENGINE
4.27 47 11 LIKE MARSHAL, MAXX,
SAVARI,CDR 650DI, SC/DC
3.73 41 11 MAJOR , CL 500/550 MDI
4.56 50 11 SCORPIO (GEAR DRIVE)
4.3 43 10 SCORPIO (CHAIN DRIVE)
 IMPORTANT TORQUE

Kg-m lbs-ft

Differential crown nut : 5.5-7.0 40-50

Differential bearing cap bolt : 9.5-11.0 70-80

Pinion yoke nut : 22-24.5 160-180

Differential cover screw : 1.7-2.0 12-15

Brake carrier mounting bolt : 3.5-4.8 25-35

 DIFFERENTIAL ADJUSTMENTS

Pinion preload : 23 to 45 kg-cm

(Without oil seal & with pinion
nut torqued to 160 to 180lbsft )

Differential side bearing : 0.15 to 0.25 mm

preload

Runout of crown wheel : 0.10 mm

Crown - pinion backlash : 0.10 to 0.20mm

Side gear end float : 0.15 mm [max]

Height setting : As per marking

on individual
pinion( z - value)
 REPLACEMENT OF PINION OIL SEAL-ALL MODELS

Remove the propeller shaft from the companion flange

 Lock the companion flange.

MST 203
Unlock the pinion nut
Remove the companion flange along with the dust cover. Take
out the old oil seal
Install new oil seal by using MST No 218 .

MST 218
Complete the assembly & torque the pinion nut to 22 to 25 kgm
(160 to 180 lbsft)
 REMOVAL OF THE AXLE FROM THE VEHICLE
(ALL MODELS)
Remove tyres using wheel spanner
Support body on stand
Remove the shock absorber
Remove the brake pipe t clamp from axle
Axle to be supported & should not fall
Loosen U clamps
Remove the LSPV spring from axle end (for scorpio)
Remove the axle from the vehicle
 REMOVAL OF THE DIFFERENTIAL ASSEMBLY
(ALL MODELS)
Drained the oil & remove axle shaft from both side.
Remove the differential cover set screws ensure that the oil had
been drained out.
 Remove the side bearing
bolts & caps

Expand the differential

carrier using MST 205

MST 205
Do not exceed a limit of carrier spread. use dial indicator &
measured the spread. Do not exceed a limit of 0.5mm

Dial
indicator
Pull out the crown along with
the bearings

Lock the companion flange

using MST 203
Unlock the pinion nut remove
the companion flange along
with the dust cover. Remove
oil seal

Remove the pinion along with bearings.

 DIFFERENTIAL SIDE BEARING REMOVAL & REFITMENT
[ALL MODELS]

Remove the differential side bearings by using bearing puller

MST 202

MST 202
To install the the differential side bearing, use bearing driver -
MST 212

MST 212
 PINION BEARING REMOVAL [ALL MODELS]
To remove pinion bearing, use combination bearing puller - MST
No 202.
 DIFFERENTIAL PINION BEARING OUTER CONES
[ALL MODELS]
To remove the outer & inner pinion bearing cone, use a puller
with adapter plates which is part of MST 200

MST 200

Removal of inner bearing cone

 REMOVAL OF OUTER BEARING CONE USING MST 200

MST 200

To install the inner bearing cup, use bearing cup driver which
is a part of MST 200.

To install the outer bearing cone, use MST 220.

Inner bearing cup driver
[MST-200]

Outer bearing cup driver

[MST-220]
 ADJUSTMENT OF DIFFERENTIAL SIDE GEARS
[ALL MODELS]
With the differential positioned on one side, bounce the
Differential lightly on a flat surface so that the differential gears
settle.
Measure the clearance between the side gears & the case.

0.15 mm (max)
 If the clearance exceeds 0.15mm, add shims between side
gears & the case. keep shim packs as equal as possible on each
side.
Place crown wheel over the differential case, Assemble
the lock straps along with bolts. Tighten opposite bolts & torque
them to 5.5 to 7.0 kg-m.

Available shim size :

0.10 mm [4 thou]
0.15 mm [6 thou]
0.20 mm [8 thou]
 INSTALLATION OF AXLE SHAFT OIL SEAL
A] FULL FLOATING AXLE
Axle shaft oil seal[ inner] can be installed using Special tool -
MST 222.

MST 222
B] Semi- floating axle [Old type -CL 500/550 DI ] axle shaft oil
seal [Outer seals] can be installed using proper tool.
B] Semi- floating axle [ Scorpio ]
Axle shaft oil seal[ outer seals] can be installed using special
tool - MST 580.

MST 580
PINION HEIGHT CHECKING
PINION HEIGHT CHECKING- SCORPIO WITH AXLE RATIO 4.55

This method is used for checking the pinion height to confirm

that the original setting is not disturb.

Remove differential assembly

 MST 582

Place the setting gauge-2

[MST582] in the crown wheel
bore.

Note the reading on pinion top

[ Z Value ]
If the pinion reading is ‘ + ’ , check the gap between master
gauge & pinion. If this gap & pinion reading is same, pinion
height is ok. [+/- 2 thou variation is allowed ]

Check this gap if pinion reading is ‘+’

If the pinion reading is ‘ - ’ , check the gap between master
gauge & ring gear side bearing seats. If this gap & pinion
reading is same, pinion height is ok. [+/- 2 thou variation is
allowed ]

Check this gap if pinion reading is ‘-’

 PINION HEIGHT CHECKING OTHER MODELS &
SCORPIO AXLE [EXCEPT AXLE WITH RATIO 4.55]

Remove differential assembly.

Note the reading of ‘Z’ value etched on the pinion.

‘Z’ value etched on

pinion top
Set dial gauge to zero by using master block as shown in fig.

MST-200
Master
Block
Assemble the dial gauge head
to the ‘C’ clamp by slipping the
housing over the stationery
guide pin as shown in figure.
 Swing the dial gauge body back & forth across the bearing
bore & note the dial gauge lowest reading. The setting is correct
if this value tally with the value etched on pinion.

Top view
PINION HEIGHT ADJUSTMENT
 PINION HEIGHT ADJUSTMENT- ALL MODELS

This method is used while replacing the old crown & pinion if
the original setting is not disturb earlier.

Note the reading of ‘Z’ value etched on old & new pinion. find the
difference between them by using following formula.
[OLD PINION READING] - [ NEW PINION READING]

‘Z’ Value etched on

pinion top
If the difference:
[OLD PINION READING] - [ NEW PINION READING]
Give ‘ +’ value, it indicate the amount of shim to be added in
original shim pack.
If the difference:
[OLD PINION READING] - [ NEW PINION READING]
Give ‘ - ’ value, it indicate the amount of shim to be removed
from original shim pack.

OR ELSE REFER PINION ADJUSTMENTS CHART.

 PINION ADJUSTMENT CHART
Z VALUE Z VALUE ETCHED ON NEW
ETCHED ON PINION
OLD PINION -6 -5 -4 -3 -2 -1 0
6 12 11 10 9 8 7 6
5 11 10 9 8 7 6 5
4 10 9 8 7 6 5 4
3 9 8 7 6 5 4 3
2 8 7 6 5 4 3 2 SHIM SIZE TO
1 7 6 5 4 3 2 1 BE ADJUSTED
0 6 5 4 3 2 1 0 IN ORIGINAL
-1 5 4 3 2 1 0 -1 SHIM PACK
-2 4 3 2 1 0 -1 -2
-3 3 2 1 0 -1 -2 -3
-4 2 1 0 -1 -2 -3 -4
-5 1 0 -1 -2 -3 -4 -5
-6 0 -1 -2 -3 -4 -5 -6
 PINION ADJUSTMENT CHART

Z VALUE Z VALUE ETCHED ON NEW

ETCHED ON OLD 1 2 3 4 5 6
6 5 4 3 2 1 0
5 4 3 2 1 0 -1
4 3 2 1 0 -1 -2
3 2 1 0 -1 -2 -3
SHIM SIZE
2 1 0 -1 -2 -3 -4
TO BE
1 0 -1 -2 -3 -4 -5
ADJUSTED
0 -1 -2 -3 -4 -5 -6
IN ORIGINAL
-1 -2 -3 -4 -5 -6 -7
SHIM PACK
-2 -3 -4 -5 -6 -7 -8
-3 -4 -5 -6 -7 -8 -9
-4 -5 -6 -7 -8 -9 -10
-5 -6 -7 -8 -9 -10 -11
-6 -7 -8 -9 -10 -11 -12
 Note: To maintain the pinion bearing preload equal
amount of shims at the outer bearing end will have to be
adjusted. If the pinion preload is not as per the specifications
after assembly then add or remove shims from the outer bearing
end.
Note that if the shims are removed or added at the outer
end for adjusting the preload then do not add or remove shims
at the height adjusting end.
 PINION HEIGHT ADJUSTMENT IF SETTING
IS DISTURB EARLIER -SCORPIO WITH AXLE RATIO 4.55
Remove pinion inner bearing cone & shim. Place the setting
Gauge- 1 [MST 581] . Remove lifting handle.

MST 581
Place the setting Gauge-2 [MST 582] in the crown wheel bore.
Ensure that no gap exist in-between carrier surface & tool.

MST 582
Measure the gap between the setting gauge 1 & 2 using a feeler
gauge.

Measure this gap [ SAY X ]

Note the ‘Z’ value of new pinion. [ SAY + Y OR - Y ]

Amount of shim to be kept for height setting.

= [ Gap between master gauge 1 & 2 ] - [Pinion ‘Z’ value ]
= [ X] - [ Y ]

Assemble new pinion with this shim pack

 MST 582

Place the setting gauge-2

[MST582] in the crown wheel
bore.

Note the pinion ‘Z’ value

If the pinion reading is ‘ + ’ , check the gap between master
gauge & pinion. If this gap & pinion reading is same, pinion
height setting is correct. [+/- 2 thou variation is allowed ]

Check this gap if pinion reading is ‘+’

If the pinion reading is ‘ - ’ , check the gap between master
gauge & ring gear side bearing seats. If this gap & pinion
reading is same, Pinion height setting is correct. [+/- 2 thou
variation is allowed ]

Check this gap if pinion reading is ‘-’

 Check the pinion preload. If it is is not as per the
specifications after assembly then add or remove shims from
the outer bearing end.
Note that if the shims are removed or added at the outer
end for adjusting the preload then do not add or remove shims
at the height adjusting end. That will disturb the contact.
Before inserting the companion flange at the end, Apply
Loctite 638 in the splines to avoid clung noise in Scorpio.
PINION HEIGHT ADJUSTMENT IF SETTINGIS DISTURB EARLIER -
OTHER MODELS & SCORPIO AXLE [EXCEPT AXLE RATIO 4.55 ]

Set dial gauge to zero by using master block as shown in fig.

MST-200
MASTER
BLOCK
Assemble the pinion in the case with the same thickness
shim packs originally installed & w/o the oil seal.

Assemble the dial gauge head

to the ‘C’ clamp by slipping the
housing over the stationery
guide pin as shown in fig..
Swing the dial gauge body back & forth across the bearing bore
& note the dial gauge lowest reading.

TOP VIEW
Note the difference between dial gauge reading & ‘Z’ value
etched on pinion top
If both reading are matched then it indicate the correct setting of
pinion height.
If both reading are not matched then note the difference between
the reading. This difference
is the amount of shim to be
added/deleted from the
original shim pack.

‘Z’ value etched on

pinion top
EXAMPLE :

A] If the dial gauge reading is = +5

‘Z’ value etched on pinion = + 5
[ Pinion height is correct ]

B] If the dial gauge reading is = - 4

‘Z’ value etched on pinion = + 5
[ Pinion height is incorrect]
Difference between the reading
= Dial gauge reading (D) - Pinion reading (P)
= (-4 ) - ( +5 )
= -9
[ Remove 9 thou shim from the original shim pack to get correct
reading ]
Note:
If the difference ( D) - ( P) give ‘ +’ value ,
It indicate the amount of shim to be added in original shim pack.
If the difference ( D) - ( P) give ‘ - ’ value , it indicate the amount
of shim to be removed from original shim pack.
Example :
A] Original shim pack size = 20 thou
If the dial gauge reading (D) = - 4
‘Z’ value etched on pinion (P) = +5
= ( D ) - ( P)
= (-4 ) - ( +5 )
= -9
Remove 9 thou shim from original shim pack
i.e = 20-9
= 11 thou
EXAMPLE :

b] Original shim pack size = 20 thou

If the dial gauge reading ( D ) = +4
‘Z’ value etched on pinion ( P ) = - 5
= (D)-(P)
= (+4 ) - ( -5 )
= +9
Add 9 thou shim in original shim pack
i.e = 20 + 9
= 29 thou
NOTE: This will ensure that the tooth contact of the crown wheel
and pinion is accurate however this shims will also affect the
distance between the two pinion bearings and thus will affect
the pinion bearing preload.
To maintain the pinion bearing preload equal amount of
shims at the outer bearing end will have to be adjusted. If the
pinion preload is not as per the specifications after assembly
then add or remove shims from the outer bearing end.
Note that if the shims are removed or added at the outer
end for adjusting the preload then do not add or remove shims
at the height adjusting end. That will disturb the contact.
RING GEAR & PINION BACKLASH
[ ALL MODELS]
 PROCEDURE OF SETTING RING GEAR & PINION BACKLASH

Remove differential assembly

from housing.

Remove differential side bearing

using MST 202
Remove shims from both the side
& press bearing w/o shim by using
MST 212
Keep the differential assembly
in the housing

Please note that, on both side

slots are provided in-between
bearing cone & housing for
pushing the assembly on
either side..
Put the magnetic stand with
dial gauge. Adjust dial gauge at
90 0 to one of the teeth.
Pushing the differential case toward pinion will reduce backlash

Pushing the differential case away from the pinion will increase
backlash
Push the differential assembly towards pinion side by using
screw driver. Put some shims behind the pinion side bearing
& housing as shown in fig. Check the backlash using dial
gauge.
Adjust the shim such that to get correct backlash i.e. 0.10 to
0.20mm [4 to 8 thou]
Fill the other side gap by using
shims.

Confirm the backlash by using

dial gauge
Add 0.075 mm [ 3 thou ] shim on both side to give preload on
differential side bearings.

Preloading shim
Take out the assembly. Remove bearing. Put the shim pack &
assemble the bearing.
Mount this assembly on differential housing by using proper
service tools. Confirm the final backlash.Complete the assembly.

0.13mm to 0.20mm
[ 4 to 8 thou]
 PINION PRELOAD-ALL MODELS

Pinion pre load should be 28.00 to 46.00 Kg-cm.

[ Check the pinion preload w/o oil seal & when pinion nut is
torque to 160 to 180 Lbs.ft ]
Add shims in-between outer bearing & pinion to reduce preload.
Remove shims in-between outer bearing & pinion to increase
preload.
[ Variation of 1 thou shim will vary preload approximately by
4.00 Kg-cm.]

Note : It is advisable to keep preload at lower limit when old

bearing are reused.
TOOTH CONTACT CHART
GEAR TOOTH CONTACT
TROUBLE SHOOTING
 DIAGNOSIS GUIDE

Certain rear axle and driveline trouble symptoms are also

common to the engine, transmission, tyres and other parts of the
vehicle. For this reason be sure that the cause of the trouble is in
the rear axle before adjusting, Repairing or replacing any of the
axle parts.
REAR AXLE NOISE DIAGNOSIS
Basic characteristics in a rear axle are more difficult to
diagnose and repair than mechanical failures. Slight axle noise
heard only at certain speed or under particular conditions must
be onsidered normal. Axle noise tend to peak or be more
pronounced at particular speeds and the noise is in now way a
sign of the trouble in the vehicle.
 Where noise is present in objectionable form (loud and/ or
at all speeds) the first effort should be to isolate the
noise.Isolation of noise in any one unit requires care and
experience and an attempt to eliminate a slight noise may baffle
even the most experienced mechanic.
Axle noise fall into two basic categories
: Gear noise
: Bearing noise.
GEAR NOISE

The most important characteristic of the gear noise is that it

is usually sensitive to accelerator position. Ex. Noise audible
under drive condition will often disappear under coast condition
(i.e. driving in neutral with the clutch released and engine running)
at the same vehicle speed and vice versa.
 Axle gear noise whine will always occur at the same road
speed and throttle setting i.e. drive or coast (i.e. driving in neutral
with the clutch released and engine running). Gear whine is
usually a fairly high pitched pure tone as opposed to a low-
pitched rumble caused by a spalled bearing.

Some noises, which can be confused with axle gear whine, are: -

Whine from an engine component

This will always occur at the same engine speed
irrespective of which transmission gear is used.
Whine from an indirect transmission gear
(Ex - 5th gear on some vehicles produces a whine
comparable with axle whine) however this will disappear when the
direct transmission ratio is selected.

Whine from tyres or wind noise from a rack or aerial.

These noise generally occur over a very broad speed range
and do not change with driving mode i.e. drive or coast (i.e.
driving in neutral with the clutch released and engine running)
Before diagnosing the whine as axle gear noise, ensure that the
whine :

A) Occurs in direct transmission ratio (4th gear)

B) Changes with throttle/ accelerator variations (drive and

Coast) ( i.e. driving in neutral with the clutch released and
engine running)

C) Always occur at the same road speed and not engine speed,

D) Occurs over a limited vehicle speed. (This can vary over a

wide band should the axle be in extremely bad condition.)
 BEARING NOISE
Bearing noise is inclined to be less throttle sensitive than
gear noise and frequently occurs over a wide speed range.Bad
cases of faulty bearings can, in fact be detected from walking
speed, Building up in pitch as speed increases and is not
directly affected by changing from drive to coast ( i.e. driving in
neutral with the clutch released and engine running) and visa
versa
A) Rear wheel bearing noise tends to be low pitched grumble,
which can normally be detected and confirmed when driving on a
smooth road at constant speed, with the noise most audible
while swerving sharply from left to right. If the noise increases or
decreases as the car is swerved, it is probable that a wheel
bearing is faulty. Driving close to a wall or a curb at a suitable
speed can carry out a further check for wheel bearing noise

B) Differential bearing noise is usually similar to in pitch to wheel

bearing noise but is not affected by the swerve check referred to
previously.
C) Pinion bearing noise is normally at a higher pitch than wheel
or differential bearings and is often slightly sensitive to throttle
position, although not to the same extent as gear noise.
OTHER

A] Further condition, which can exist, is gear noise caused by a

worn bearing that allows the gearset to move out of its correct
mesh. This condition is usually throttle sensitive, with the noise
frequently disappearing on a “drive” condition.

Any amount of or end play in either the pinion bearings or

differential carrier bearings are detrimental to the gears and
bearings and will cause axle noise.
 A high spot sometimes occur on either the ring gear or
the drive pinion, This shows up as a ticking or light knocking
noise over a restricted range of throttle position. The frequency
of the noise will indicate whether the high spot is on the pinion
(drive shaft frequency) or on the ring gear.
The severity of the noise indicates the size of the defect.
a light “tick” is seldom detrimental and usually occurs in new
axle and will normally disappears once the axle has been run
in.
Louder noise usually indicate a more serious defect and
a knock occurring in an axle which was previously free from
this type of noise must always be investigated.
Axle noisy on pull & coast
• Excessive backlash in-between crown & pinion
• End play of pinion shaft
• Worn pinion shaft bearing
• Pinion set too deep in bevel gear
• Pinion & bevel gear too tight
• Wrong lubricant being used
Axle noisy on pull

• Crown & pinion improperly adjusted

• Pinion bearing rough
• Pinion bearing loose
 Axle noisy on coast

• Worn differential pinion gear washer

• Improper tooth contact
• End play in pinion shaft
• Rough bearing
 MAHINDRA SERVICE TOOLS-SCORPIO

DESCRIPTION MST NO

Axle assy. special socket 571

Puller rear axle shaft 576
Sliding hammer 577
Ring - rear axle collar support 578
Tube - rear axle collar pressing 579
Installer rear axle tube inner oil seal 580
Rear axle pinion height setting gage (1)
[For Axle ratio 4.55] 581
Rear axle pinion height setting gage (2)
[For Axle ratio 4.55] 582
Differential side bearing setting gage 583
 MAHINDRA SERVICE TOOLS-OTHER MODELS

DESCRIPTION MST NO

Puller axle shaft & oil seal-semi floating

Axle-old type 206
Puller rear hub-semifloating rear axle 210
Puller-front axle shaft drive flange 213
Installer-universal joint flange 216
Driver pinion shaft oil seal 218
Installer diff. carrier oil seal 222
 COMMON TOOL FOR SCORPIO & OTHER MODELS
Gauge pinion & ring gear setting 200
Flange holder 203
Spreader 205
Puller pinion flange 208
Driver-differential side bearing 212
Driver pinion shaft inner bearing cup 220
Puller taper roller bearing 202
THANK YOU