Axle Type & Sub Type Major Sub assly & lowe level parts Front Axle Salisbury

Center section Carrier

Ring Gear & Pinion Shim / Threaded adjuster Diffcase Assly (STD) Diffcase Side Gear Pinion met Diff Shaft Thrust Washer Diffcase Assly (TL) Clutch Pack Companion Flange assly Companion Flange Or Yoke Deflector Oil Seal Head & Tail Bearing Collapsible spacer Bearing Cap Diff Bearing Cover Assly Cover Plate Tube Assly Tube Yoke Brackets Shaft & joint assly (Cardan Joint) Or CVJ shaft Hub & Rotor assly Hub Rotor Brake Dust cover & Calliper Hub o Knuckle Brake assly Bush (Ball & Socket) Cam Shell (Independent) Center section

CV shaft Shaft assly Front axle disconnect ABS 4 Channel or 3 Channel Tonner ring Sensor Oil Volume Rear Axle Banjo Full Float

Semi Float Shaft assly Bearing Retainer plate Wedding ring Tone wheel

Salisbury Tube Assly Tube Brake mounting flange Brackets Spindle (Incase of full float)

Cam Shell (Independent)

Tandum

Other

Panhard rod / Track bar

Watt's linkage

Jaunce pad / Bump stop

Control arm brackets

Shock absorber bracket

Traction bar

Spring seat

trailing-arm suspension

Part description / Function / Working

Wall Thickness Min clearance with respect to moving parts & Fix parts Bearing Cap Mounting Trunion:Back lash, Contact pattern Above center design Threaded adjuster needs retainer clip to hold during driving

In case of TL type diffcase side gear hub has additional external spline to guide Clutch plate Has sperical back face

Oil seal types - Radial, axial Helicle ribs on seal Bearing backup & Bearing width are the imp dimensions

1) It has Stearing arm, King pin arm with bushing hole 1) Brake caliper & Dust cover is mounted on yoke

Two bearings mounted on spindle, No shaft assly

Unit bearing :- Tapper roller bearing with wedding ring On shaft bearing :- Cylindrical roller with C lock at side gear end

Dust cover & Brake assly mounted on it

is a component of a car suspension system that provides lateral location of the axle.[1] Originally invented by the Panhard automobile company of France in the early twentieth century, this device has been widely used ever since. While the purpose of the suspension of an automobile is to allow the wheels to move vertically with respect to the body, it is undesirable to allow them to move forward and backwards (longitudinally), or side to side (laterally). The Panhard rod is designed to prevent lateral movement This does not effectively locate the axle longitudinally, therefore it is usually used in conjunction with trailing arms which stabilize the axle in the longitudinal direction. This arrangement is not usually used with a leaf spring suspension, where the springs themselves supply enough lateral rigidity, but only with coil spring suspensions. The advantage of the Panhard rod is its simplicity. Its major disadvantage is that the axle must necessarily move in an arc relative to the body, with the radius equal to the length of the Panhard rod. If the rod is too short, there will be excessive sideways movement between the axle and the body at the ends of the spring travel. Therefore, the Panhard rod is less desirable on smaller cars than larger ones. A suspension design that is similar but used in automobile suspensions, allowing the axle of a vehicle to travel vertically while preventing sideways motion

Types of suspension

Instead of allowing the metal components of the suspension to hit the frame or body of the vehicle, a rubber or foam bumper is used to absorb and isolate the suspension from the frame or body. These bumpers are called bump stops, suspension bumpers, strike-out bumpers, or jounce bumpers. Jounce means jolt.

Traction bars were created to cancel the effects of axle wrap. Axle wrap can happen to leaf springs under hard acceleration. (When you drop the hammer...) The torque from the rear axle can try to twist the leaf spring into an 'S' shape. As the spring snaps back, it can cause wheel hop. One way to fix this is to use traction or 'slapper' bars. Another method is to use the 'Caltrac' style traction bars.

A trailing-arm suspension, sometimes referred as trailing-link is an automobile suspension design in which one or more arms (or "links") are connected between (and perpendicular to and forward of) the axle and the chassis. It is usually used on rear axles. A "leading arm", as used on aCitron 2CV, has an arm connected between (and perpendicular to, and to the rear of) the axle and the chassis. It is used on the front axle.

Trailing-arm designs in live axle setups often use just two or three links and a Panhard rod to locate the wheel laterally. A trailing arm design can also be used in an independent suspension arrangement. Each wheel hub is located only by a large, roughly triangular arm that pivots at one point, ahead of the wheel. Seen from the side, this arm is roughly parallel to the ground, with the angle changing based on road irregularities. A twist-beam rear suspension is very similar except that the arms are connected by a beam, used to locate the wheels and which twists and has an anti-roll effect. A semi-trailing arm suspension is a supple independent rear suspension system for automobiles where each wheel hub is located only by a large, roughly triangular arm that pivots at two points. Viewed from the top, the line formed by the two pivots is somewhere between parallel and perpendicularto the car's longitudinal axis; it is generally parallel to the ground. Trailing-arm and multilink suspension designs are much more commonly used for the rear wheels of a vehicle where they can allow for a flatter floor and more cargo room. Many small, front-wheel drive vehicles feature a MacPherson strutfront suspension and trailing-arm rear axle.

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Semi-trailing arm suspension

Trailing arm rear suspension of FF cars