Cadillac 60 Series 1963 Shop Manual page 151

7-2
PROPELLER SHAFT AND REAR AXLE
Transmission
Extension Housing
Front Slip
Yoke
Universal
Joint
Front Propeller
Shaft
Center Bearing Support
and Bracket Assembly
Lock
Retainer
Seal Retainer
Rubber Seal
Needles
Lock Ring
Slinger
Snap Ring
Splined Ball Stud Yoke
Rear Propeller Shaft Assembly
Pinion Flange Pinion Shaft
Center Bearing
Retaining Nut
Split Washer
Center Slip Yoke Seal
Constant Velocity Universal Joints
Pinion Nut Pinion Washer
Fig. 7-2 Propeller Shaft Disassembled (60 and 62 series cars)
1963, 60 and 62 series cars, Fig. 7-2, incorpo-
rates two constant velocity type universal joint
assemblies -~ one in the center and one at the
rear, and a standard universal joint at the front.
The propeller shaft assembly is attached to the
rear axle by means of a double flange connection.
A flange on the rear universal joint attaches to a
flange on the rear axle pinion by four screws and
lockwashers.
The constant velocity universal joint assembly
consists of two single joints connected with a
special link yoke. A center ball and socket be-
tween the joints maintains the relative position of
the two units. This center ball causes each of the
two units to operate through exactly one half of
the complete angle between the front and rear
propeller shafts, and the rear propeller shaft and
axle.
Propeller shafts with constant velocity type
universal joints are serviced as an assembly.
However, the front standard universal joint, the
center bearing, and the center bearing support and
its related parts can be serviced separately.
The propeller shaft assembly used on Seventy-
Five series cars and the commercial chassis in-
corporates standard universal joints at each end
and in the center. The propeller shaft is attached
to the rear axle by two "U" bolts, locks, and nuts
that attach the rear universal joint cross bearings
to the yoke on the rear axle pinion.
Universal joints used on 1963 Cadillac cars
cannot be repacked. On original universal joints,
the injected nylon ring used to retain the bearing
cup in the yoke will shear off when bearing is re-
moved. There are no provisions for replacing the
nylon ring other than installing a new universal
joint. The only time disassembly is recommended,
is when a joint becomes loose, worn or noisy, and
then the joint assembly should be replaced.
On all series cars, the propeller shaft is sup-
ported in the center by a center bearing support
and bracket assembly located in the frame tunnel
section. The center bearing support is somewhat
shorter on 60 and 62 series cars.
A splined slip yoke is used on the front end of
the rear section of the propeller shaft on all
series cars. The yoke fits into a splined coupling
in the rear end of the front section of the propel-
ler shaft. This slip spline permits the slight
lengthening and shortening of the propeller shaft
required by the movement of the rear axle.
Controlled Differential
The basic advantage of the optional Controlled
Differential over the standard differential is that
the major driving force is always directed to the
wheel having the greater traction. The unit is not
a positive lock type. It will release before an ex-
cessive amount of torque is directed to one rear
wheel.
The main purpose of the Controlled Differential
is to reduce the possibility of the car getting stuck
while driving under slippery conditions. It also
minimizes wheel spin and resultant drive line
shock when accelerating on an uneven road
surface.