Analysis of Vibration

WARNING: A vehicle equipped with a Traction-Lok(r) differential will always have both wheels driving. If only one wheel is raised off the floor and the rear axle is driven by the engine, the wheel on the floor could drive the vehicle off the stand or jack. Be sure both rear wheels are on the floor.

WARNING: An all-wheel drive (AWD) vehicle will always have all wheels on both axles driving. If only one wheel/axle is raised off the floor and the axle is driven by the engine, the wheel/axle on the floor could drive the vehicle off the stand or jack. Be sure all wheels are off the floor.

Few vibration conditions are caused by the front or rear axle. On a vibration concern, follow the diagnosis procedure unless there is a good reason to suspect the axle.

Tires

WARNING: Do not balance the wheels and tires while they are mounted on the vehicle. Possible tire disintegration/differential failure could result, causing personal injury/extensive component damage. Use an off-vehicle wheel and tire balanced only.

Most vibration is caused by tires, driveline angle or driveline imbalance.
Vibration is a concern with modern, high-mileage tires if they are not "true" both radially and laterally. They are more susceptible to vibration around the limits of radial and lateral runout of the tire and wheel assembly. They also require more accurate balancing. Wheel and tire runout checks, truing and balancing are normally done before axle inspection.

Driveline Imbalance
Driveline imbalance can be caused by excessive looseness in the driveshaft, damaged driveshaft tubing, looseness or high runout at the driveshaft attachments (axle and transfer case flanges). Excessive looseness in the driveshaft can be caused by CV joint or universal joint wear as well as loose fitting slip-yoke splines. Inspect and install new driveshaft and halfshaft components as necessary.

Driveline Angle
Driveline angularity is the angular relationship between the engine crankshaft, the driveshaft, and the rear axle pinion. Some of the factors determining driveline angularity, include ride height, rear spring, and engine mounts.








Driveline Angle
An incorrect driveline (pinion) angle can often be detected by the driving condition in which the vibration occurs.
- A vibration during coastdown from 72 to 56 km/h (45 to 35 mph) is often caused by an excessive U-joint angle at the axle (pinion nose downward).
- A vibration during acceleration, from 56 to 72 km/h (35 to 45 mph) may indicate an excessive U-joint angle at the axle (pinion nose upward).
When these conditions exist, check the driveline angles.
If the tires and driveline angle are not the cause, carry out the NVH tests to determine whether the concern is caused by a condition in the axle.

Universal Joint (U-Joint) Wear
Place the vehicle on a frame hoist and rotate the driveshaft by hand. Check for rough operation or seized U-joints. Install a new U-joint if it shows signs of seizure, excessive wear, or incorrect seating.

Wheel Hub or Axle Flange Bolt Circle Runout

Note: The brake discs must be removed to carry out all runout measurements.





1. Position the Dial Indicator with Bracketry perpendicular to the wheel hub or axle flange bolt, as close to the hub or flange face as possible. Zero the indicator to allow the pointer to deflect either way.
2. Rotate the hub or flange until the next bolt is contacted. Record the measurement and continue until each bolt is checked. The difference between the maximum and minimum contact readings will be the total wheel hub or axle flange bolt pattern runout. The runout must not exceed 0.38 mm (0.015 inch).

Pilot Runout





1. Position the Dial Indicator with Bracketry with the Clutch Housing Alignment Adapter to the pilot, as close to the hub or axle flange face as possible. Zero the indicator to allow the pointer to deflect either way.

2. Rotate the hub or flange one full turn and note the maximum and minimum readings. The difference between the maximum and minimum readings will be the total pilot runout. Pilot runout must not exceed 0.15 mm (0.006 inch).

Wheel Hub or Axle Flange Face Runout

Note: If the axle shaft assembly is removed, check runout of the shaft itself. The forged (unmachined) part of the shaft is allowed to have as much as 3.0 mm (0.120 inch) runout. This alone will not cause a vibration condition.





1. Position the Dial Indicator with Bracketry on the wheel hub or axle flange face, as close to the outer edge as possible. Zero the indicator to allow the pointer to deflect either way.

2. Rotate the hub or flange one full turn and note the maximum and minimum readings. The difference between the maximum and minimum readings will be the total face runout. The runout must not exceed 0.127 mm (0.005 inch).

Drive Pinion Stem and Pinion Flange
Check the pinion flange runout when all other checks have failed to show the cause of vibration.
One cause of excessive pinion flange runout is incorrect installation of the axle drive pinion seal. Check to see if the spring on the seal lip has been dislodged before installing a new ring gear and pinion.

Halfshafts, Front Wheel

Note: Constant velocity (CV) joints must not be installed unless disassembly and inspection reveals unusual wear.

Note: While inspecting the boots, watch for indentations ("dimples") in the boot convolutions. Indentations must be removed.

- Inspect the boots for evidence of cracks, tears, or splits.
- Inspect the underbody for any indication of grease splatter near the boots outboard and inboard locations. This is an indication of boot/clamp damage.